CN103325963A - 使用塑料复合材料的车用电池组壳组件及其制造方法 - Google Patents
使用塑料复合材料的车用电池组壳组件及其制造方法 Download PDFInfo
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- CN103325963A CN103325963A CN201210340090XA CN201210340090A CN103325963A CN 103325963 A CN103325963 A CN 103325963A CN 201210340090X A CN201210340090X A CN 201210340090XA CN 201210340090 A CN201210340090 A CN 201210340090A CN 103325963 A CN103325963 A CN 103325963A
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- B29C65/00—Joining or sealing of preformed parts, e.g. welding of plastics materials; Apparatus therefor
- B29C65/002—Joining methods not otherwise provided for
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- B29—WORKING OF PLASTICS; WORKING OF SUBSTANCES IN A PLASTIC STATE IN GENERAL
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Abstract
本发明公开了一种用于电动车或混合动力车的电池组壳组件及其制造方法。电池组壳组件包含壳体和盖。壳体接收电池组,且盖与壳体结合。壳体由塑料复合材料形成,在该塑料复合材料中,长纤维或长纤维与连续纤维的混合物被用作塑料基质中的增强纤维。独立的增强构件与用于结合车身的两个侧支架部结合,并由塑料复合材料形成,在该塑料复合材料中,长纤维、连续纤维、或长纤维与连续纤维的混合物被用作塑料基质中的增强纤维。
Description
技术领域
本发明涉及特别适用于电动车和混合动力车的电池组壳组件,以及制造电池组壳组件的方法。更具体地,涉及至少部分由塑料复合材料形成的电动车和混合动力车用的电池组壳组件及其制造方法,其提供减轻的重量以及改善的结构刚度、碰撞特性和尺寸稳定性。
背景技术
鉴于上升的油价和对CO2的调控,近来已经将研究集中于能够替代传统内燃机车的生态友好车辆的开发。不少车辆制造商已经成功地将纯电动车和混合动力车商业化并引入市场。
如图1所示,电动车和混合动力车包含用于给电机供应电力的位在车身的下部或行李箱空间中的电池1。用作电动车和混合电力车的主电源的高压电池1,具有壳组件容纳多个电池组的大体结构。
如图2所示,典型的电池组壳组件包含用于接收多个电池组300的下壳体200,能够布置成覆盖并与下壳200上表面结合的盖100,以及各种结构加固构件(例如,横向构件、侧边构件等)。电池组壳组件还可容纳另外的相关部件,例如除电池组300以外的电池管理系统(BMS)和风机。
因为电动车的剩余燃油可行驶距离(DTE)与车辆重量成反比,重量减轻在电动车的开发中变得愈加重要。因此,正积极尝试使用电动车各部件用的轻质材料。
例如,正在尝试用塑料复合材料来替代经常用于形成电池组壳的典型金属材料。因为上盖基本上不承载电池,可以通过典型的塑料复合材料形成法来制造上盖。不过,因为壳中的下壳和结构加固构件必须能够充分地承载电池,已经通过分别地使钢件冲压成型或将钢增强材料插入塑料复合材料中来制造这些结构。
然而,应用到电池组壳组件的下壳和结构加固构件中的钢材料需要具有足够的厚度以确保刚度和耐用度,且部件例如安装支架需要分别安装。因此,电池组壳组件的总重增加。
已在EP1950070、EP1939028、EP1939027、EP1939025、US2009/0236162、US7610978和JP2009-137408中描述了用于电池组壳组件的车身下底部安装结构。为改善刚度,在将横向构件和侧边构件安装在车身中之前,要么使用插入钢架的塑料复合材料、要么采用结合有由钢材料形成的独立横向构件的结构。
然而,由钢材料形成的这些电池组壳组件增加车身的重量,尤其是由很多钢部件的使用所引起的。如此,总重量增加,这会减少DTE。
同时,大的热塑性部件,例如电池组组件的下壳,很容易随成型条件而收缩和/或变形,且还可能因为使用期间温度起伏所引起的反复收缩和膨胀所造成的残余应力,引起滞后应变。
因此,极其需要使用塑料复合材料来改善部件的尺寸稳定性并同时减轻重量的方法。
在背景技术部分公开的上述信息仅用于增强对本发明背景的理解,因此其可包含不构成被国内本领域普通技术人员已知的现有技术的信息。
发明内容
本发明提供用于车辆特别是电动车或混合动力车的至少部分由塑料复合材料形成的电池组壳组件,以及制造该电池组壳组件的方法。本发明可以通过使用壳用轻质塑料复合材料,提供重量的减轻并同时改善结构刚度、碰撞特性和尺寸稳定性。
一个方面,本发明提供用于电动车的电池组壳组件,其包含:用于接收电池组的壳体,和可拆卸地与壳体结合的盖,其中壳体由在塑料基质中具有增强纤维的塑料复合材料形成,以及由在塑料基质中具有增强纤维的塑料复合材料所形成的独立(separate)的增强构件。独立的增强构件可以接合于用于结合车身的两个侧支架部。根据多种实施方式,用在壳体中的增强纤维是长纤维或长纤维与连续纤维的混合物,用于独立的增强构件的增强纤维是长纤维、连续纤维、或长纤维与连续纤维的混合物。可用于壳构件和独立增强构件的长纤维可以相同或不同,可用于壳构件和独立增强构件的连续纤维可以相同或不同,且可以用于壳构件和独立加强构件的长纤维与连续纤维的混合物可以相同或不同。此外,用于形成壳体的增强纤维可以与用于形成独立增强构件的增强纤维相同(例如,用于壳体的增强纤维可以是长纤维,而独立增强构件的增强纤维可以是连续纤维;用于壳体的增强纤维可以是第一类型的长纤维,而独立增强构件的增强纤维可以是第二类型的长纤维等)。或者,用于形成壳体的增强纤维可以与用于形成独立增强构件的增强纤维不同。
在示例性实施方式中,壳体与增强构件的长纤维可以具有约1,000的长径比。
在另一示例性实施方式中,增强构件可以是具有加强肋的支架型增强构件。增强构件还可以包含当壳体的侧支架部与支架型增强构件相互结合时用于吸收碰撞能量的封闭截面结构区。
在另一示例性实施方式中,可以将增强构件形成为平面型(即,具有平面型结构)以结合至壳体的两个侧支架部。
在另一示例性实施方式中,电池组壳组件还可以包含布置在壳体底部的平面型增强构件。可以使用在塑料基质中包含作为增强纤维的连续纤维的塑料复合材料来形成平面型增强构件。
在另一示例性实施方式中,布置在壳体底部的增强构件的连续纤维可以以一个方向排布在塑料基质中,或者以编织纤维的形式进行固定,其中在该编织纤维中,连续纤维在经纬向上相互交叉。
在另一示例性实施方式中,连续纤维排布在一个方向上,其纵向布置在壳体的左右宽度方向上。连续纤维的纵向可与壳体的前后纵向正交。
另一个方面,本发明提供用于制造电动车或混合动力车用电池组壳组件的方法,该电池组壳组件包含用于接收电池组的壳体以及可拆卸地与壳体结合的盖,该方法包括:使用在塑料基质中具有增强纤维的塑料复合材料形成壳体。其中壳体的形成包括:使用在塑料基质中具有增强纤维的塑料复合材料形成独立的增强构件;并将增强构件接合至两个用于结合车身的壳体侧支架部。壳体的增强纤维可以是长纤维或长纤维与连续纤维的混合物,以及独立的增强构件的增强纤维可以是长纤维、连续纤维或长纤维与连续纤维的混合物。如上所述,可以在壳体和独立的增强构件中设置任何类型的长纤维、连续纤维及其混合物。
在示例性实施方式中,在壳体和增强构件的形成中,剩余的长纤维的长径比可以等于或者大于约1,000。“剩余”的长纤维是指,作为冲压成型(即,在冲压成型后)的结果,增强纤维自身在壳体中的状态,因此,也可以称为残余长纤维。一般说来,在注射成型期间,很多纤维被破坏,在这样的注射成型后,残余玻璃纤维的最大长度通常是2~5mm。然而,根据本发明,因为大多数纤维在成型后保持完整而没有被破坏,残余玻璃纤维的最大长度为约20mm或更长。
在另一示例性实施方式中,可以进行增强构件的形成,使得增强构件是具有至少一个加强肋的支架型。增强构件可包含当壳体的侧支架部与支架型增强构件相互结合时用于吸收碰撞能量的封闭部结构区。
在另一示例性实施方式中,可以以平面型(即,具有平面型结构)形成增强构件以结合至壳体的两个侧支架部。
在另一示例性实施方式中,该方法还可包括:利用塑料复合材料形成平面型增强构件,其中该塑料复合材料包含在塑料基质中作为增强纤维的连续纤维;并将平面型增强构件布置在壳体的底部。
在另一示例性实施方式中,在平面型增强构件的形成中,可以使用由连续纤维编织成的单向带或者编织纤维。
在另一示例性实施方式中,使用单向带,且连续纤维可以排布在与壳体的前后纵向正交的左右宽度方向上。
本发明的其他方面和示例性实施方式在下文中讨论。
附图说明
本发明的以上和其他特征将参考在附图中加以图示的某些示例性实施方式来详细说明,附图在后面仅以举例说明的方式给出,因而不限制本发明,其中:
图1是示出安装在车辆中的电池的视图;
图2是示出电动车用电池的结构的视图,其中多个电池组被电池组壳组件接收;
图3~5是示出根据本发明实施方式的电池组壳组件的视图,其中,图3是示出下壳的上表面的透视图,图4是示出下壳的下表面的透视图,以及图5是示出沿图3中线A-A取得的截面视图;
图6是示出根据图3~5实施方式的施用至下壳的侧支架部的连续纤维增强构件的透视图;
图7是示出根据图3~5实施方式的与下壳的侧支架结合的连续纤维增强构件的截面视图;
图8(a)~8(c)是示出根据本发明另一实施方式的布置在下壳的底部的平面型连续纤维增强构件的视图;
图9(a)~9(c)是示出根据本发明另一实施方式的布置在下壳的底面的具有大面积的平面型连续纤维增强构件的视图;
图10是示出根据本发明另一实施方式的与下壳的两个侧支架部结合的平面型连续纤维增强构件的视图;以及
图11是示出根据本发明另一实施方式的多重结合于下壳的两个侧支架部与底部的平面型连续纤维增强构件的视图。
附图中的附图标记包括对下列在以下进一步讨论的元件的引用:
100:上盖
200:下壳(壳体)
211:侧支架部
212:支架型连续纤维或长纤维增强构件
213:加强肋
215a、215b:加强肋
220a、220b、220c:连续纤维或长纤维增强构件
300:电池组
应该理解的是,附图没有必要成比例,而是呈现说明本发明基本原理的多种优选特征的略微简化的表现。在本文中公开的本发明的具体设计特征,包括,例如,具体尺寸、取向、位置和形状,将部分地由特定意向的应用和使用环境来确定。
在图中,附图标记在几幅图中代表本发明相同或等同的部件。
具体实施方式
在下文中,将会详细做出对本发明多种实施方案的参考,其中的例子在附图中图解并在下面说明。尽管本发明将结合传统实施方案一起描述,但应该理解,本说明书不意在将本发明局限于那些传统实施方案。相反,本发明旨在不仅包括传统实施方案,而且还包括多种替换、修改、同等物以及其他的实施方案,这些可以包括在所附加权利要求限制的本发明的精神和范围内。
应该理解的是,在这里用到的术语“车辆”或者“车辆的”或其他相似的术语包括一般的机动车辆,例如载客汽车,包括运动型多功能车(SUV)、公共汽车、卡车、各种商用车;包括多种小船和海船在内的船只;飞行器等,而且包括混合动力车、电动车、插电式混合动力车、氢动力车和其他燃料车(例如,从非石油类资源得来的燃料)。在这里提及的,混合动力车是具有两个或多个动力来源的车,例如同时为汽油动力和电动力的车。
本发明的上述和其他特征将在下文中讨论。
在下文中,将参考附图来详细描述本发明的示例性实施方式。
本发明涉及用于车辆尤其是电动车或混合动力车的电池组壳组件,其中轻质的塑料复合材料被用作壳用材料。具体地,涉及壳体,其中布置有电池组壳组件的各种其他构件中的电池组,即,涉及需要高承载力和刚度特性的下壳。
在本发明中,可以采用纤维增强的塑料复合材料、通过挤出-压缩成型法(extrusion-compression molding)来制造壳。具体而言,可以使用长径比(即,长度比直径(L/D))为约1,000或更大的长纤维或连续纤维(即,在其中没有断裂的纤维)来改善壳的结构刚度、碰撞特性和尺寸稳定性。
在本发明中,当制造能够接收多个电池组的大的塑料复合壳时,在需要相对更大刚度的部分可局部使用连续纤维。连续纤维的使用可使一个或更多部件例如典型的结构加强横向构件、侧边构件、安装支架同时被省略,从而减少重量和成本。
在本文中,将参考附图详细描述将连续纤维(或者长径比为约1,000或更大的长纤维)应用于下壳(即,需要高承载力和高刚度特性的壳体)的实施方式。不过,连续纤维(或长径比为约1,000或更大的长纤维)也可应用于盖(即,布置在下壳上并结合以覆盖下壳的上盖)。
图2是示出电动车用电池的结构的视图,其中多个电池组被电池组壳组件接收。电池组壳组件可包含用于接收电池组300的下壳(也称为壳体)200和与下壳200结合的盖100(也称为上盖)。
图3~5是示出根据本发明实施方式的电池组壳组件的视图,其中,图3是示出下壳200的上表面的透视图,图4是示出下壳200的下表面的透视图,以及图5是沿图3中线A-A取得的截面视图。
参考图3,可以使用长纤维在塑料基质中增强的长纤维增强热塑性塑料(LFRT)来制造下壳200。
在这种情况下,纤维增强的复合材料的塑料基质可包括一种或更多种热塑性树脂材料,包括但不限于聚丙烯(PP)、聚酰胺(PA)、聚醚醚酮(PEEK)、聚碳酸酯(PC)、聚亚苯基砜(Polyphenylene Sulfone,PPS)、聚苯醚(PPE)以及热塑性聚氨酯(TPU)。
用作增强纤维的长纤维可以选自玻璃纤维、碳纤维、芳纶纤维、火山灰纤维、天然纤维及其组合。
当使用包含增强纤维的纤维增强热塑性复合材料来挤压形成下壳200时,下部壳200可形成为,使剩余或残余增强纤维的长度提供约1,000或更大的长径比给纤维。
具体而言,当剩余或残余增强纤维的长径比小于约1,000时,可能不能实现足够的刚度增强效果。根据优选实施方式,剩余增强纤维的长径比可以在约1,000到约10,000的范围内。
通常而言,部件的尺寸稳定性可以被部件的形状直接影响,但是可以通过材料和形成方法的适当选择而加以改善。因此,根据多种实施方式,可以通过能够使产品成型期间的由剪切力引起的残余应力最小化的挤出压缩成型法来制造纤维增强的塑料复合材料。
根据多种实施方式,当制造下壳200时,长纤维可以占据用于形成下壳200的塑料复合材料总重的约30wt%到约70wt%。当长纤维的重量小于约30%时,可能不能实现所希望的机械特性。另一方面,当长纤维的重量大于约70wt%时,成型期间的流动性可能降低,从而引起可成型性的降低和外部质量的劣化。
当制造纤维增强塑料复合材料的下壳200时,长纤维和连续纤维可以混合并用作增强纤维。具体而言,连续纤维类增强纤维可以与长纤维混合。连续纤维可以应用于下壳200的整个区域(即,遍及下壳200),并且在某些优选实施方式中,连续纤维可以仅局部地应用于需要高刚度的一个或更多部分。
例如,连续纤维可以仅部分地应用于下壳200中的布置有例如横向构件、侧边构件、和安装支架的典型结构加固构件的部分,或应用于下壳200中通过螺栓等结合至车身的部分。当局部应用连续纤维时,典型的结构加固构件可以与连续纤维的壳布局一体形成。因此,可以省略这些独立的部件(例如,横向构件、侧构件、安装支架等)。
在相关技术中,可以使用纤维增强的塑料复合材料制造下壳,且可以形成具有封闭截面结构区的双重叠板结构而非简单的平面形以吸收碰撞能量。因此,可以达到结构部件的刚度和碰撞特性。
另一方面,在本发明中,可以以单层结构而非双重叠板来制造下壳200,且可以全部或局部地共同使用长纤维和具有优良机械特性和尺寸稳定性的连续纤维。因此,可以省略典型的结构加固构件(即,例如横向构件、侧边构件、安装支架的外围部件),以实现重量的减少、制造流程的减少、生产率的改善(可批量生产)以及成本节约。
和下壳200分开,独立的增强构件212(在下文中,称为连续纤维增强构件)可以由在塑料基质中将连续纤维用作增强纤维的塑料复合材料形成。连续纤维增强构件212可以局部地结合至下壳200中的下壳200成型期间负荷集中的部分。
除用作下壳200的增强纤维的连续纤维外,可另外使用连续纤维增强构件212。在增强构件212中使用连续纤维的优势可类似于上述的在下壳200中使用连续纤维。
用在下壳200和独立的连续纤维增强构件212中的连续纤维可以选自玻璃纤维、碳纤维、芳纶纤维、火山灰纤维、天然纤维及其组合。
连续纤维增强构件212的塑料基质可以包含至少一种热塑性树脂材料,例如聚丙烯(PP)、聚酰胺(PA)、聚醚醚酮(PEEK)、聚碳酸酯(PC)、聚亚苯基砜(PPS)、聚苯醚(PPE)和热塑性聚氨酯(TPU)及其组合。
下壳200和连续纤维增强构件212的塑料基质可以彼此相同或不同。当使用相同的塑料基质时,可以进一步改善不同种部件之间的界面接合强度。
如图3~5所示,连续纤维增强构件212可以分别施加至从下壳200的左右两侧突出的侧支架部211。图6是示出可施加至下壳的侧支架部211的连续纤维增强构件212的透视图。图7是示出结合至下壳200的侧支架部211的连续纤维增强构件212的截面视图。
参考图3~5和图7,侧支架部211可从下壳(壳体)200的左右侧突出以用于与车身的螺栓结合(或者其他合适的结合)。连续纤维增强构件212可以与侧支架部211的底面/下表面结合。
因此,连续纤维增强构件212与一体形成在下壳200两侧的侧支架部211,可以形成用于与车身结合的侧支架。
如图5和7所示,构成侧支架的连续纤维增强构件212可以具有能在连续纤维增强构件212与下壳200的侧支架部211结合时形成封闭截面结构区的支架形状。
参考图6,可以在连续纤维增强构件212的底面上布置多个加强肋213。多个加强肋213可以以一定间距,例如均一或不统一的间距进行布置。
可以通过任何合适的方式,例如粘合剂,或振动堆焊、超声波焊接、红外线(IR)焊接、热板焊接、激光焊接和热焊接中的一种而将连续纤维增强构件212接合于下壳200。
根据本发明的实施方式,长纤维而非连续纤维可以用作构成下壳200侧支架的增强构件212的增强纤维。在这种情况下,在增强构件212的挤压成型期间的剩余或残余长纤维的长径比可以等于或大于约1,000,以实现足够的刚度增强效果。
具体地,长纤维增强构件212可以具有支架形状且可以用长径比为约1,000或更大的长纤维来增强。根据多种实施方式,挤压成型期间的长纤维的长径比可以在约1,000到约10,000的范围内。
长纤维可以占据塑料复合材料总重的约30wt%到约70wt%,该塑料复合材料作为用于长纤维增强构件212成型的材料。当长纤维的重量小于约30wt%时,可能不能达到所希望的机械特性。另一方面,当长纤维的重量大于约70wt%时,成型期间的流动性可能降低,从而导致可成型性的降低和外部质量的劣化。
根据另一示例性实施方式,长纤维和连续纤维可以混合,且该混合物可以用作增强构件212用的增强纤维。
为增加下壳200的结构刚度和碰撞能量吸收性能,可以将平面型(即,结构为平面)连续纤维增强构件220a和220b局部地布置在下壳(壳体)200的底部。
具体而言,多个连续纤维增强构件220a和220b可以在下壳200的成型期间一体形成。同时,连续纤维增强构件220a和220b可以被分别切割成所希望的适当尺寸,且可以以单层或多层布置在下壳200的底部。
连续纤维增强构件220a和220b可以包埋在下壳200的底部中,或可以附着于下壳200的底部表面。
特别地,连续纤维增强构件220a和220b可以如所希望地以特定的配置布置在下壳200的上表面(内表面)、底面、或同时上表面和底面的某个区域内。
图8是示出根据本发明实施方式的布置在下壳200的底部上的多个平面型连续纤维增强构件220a的视图。
图9是示出根据本发明另一实施方式的布置在下壳200的底面上的具有大面积的平面型连续纤维增强构件220b的视图。
因此,在本发明中,因为平面型连续纤维增强构件220a和220b可以局部地安装在下壳220中,可以改善下壳200的结构刚度和碰撞能量吸收性能。
为安装连续纤维增强构件220a和220b,可以将连续纤维增强构件220a和220b切割成适当的尺寸,之后可以以单层或多层堆叠并进行预热。之后,可以将连续纤维增强构件220a和220b放置或安装在下壳200模具的希望位置上,接着可以通过挤出-压缩成型装置等使下壳成型。
当作为下壳200的材料而转移的高温纤维增强复合材料被布置在用于挤出成型的模具中时,下壳200可以与连续纤维增强构件220a和220b一体形成而无需独立的后续工序。
图10是示出根据本发明另一实施方式的与下壳200的两个侧支架部211结合的平面型连续纤维增强构件220c的视图。如图所示,连续纤维增强构件布置在两个位置。当然,可以合理使用任何数量的位置,因此,本发明不仅仅限制于连续纤维增强构件220c的图示数量和位置。
在这个实施方式中,可以布置平面型连续纤维增强构件220c而非支架型连续增强构件212。该连续增强构件220c可以由与支架型连续增强构件212相同的材料形成。
图11是示出根据本发明另一实施方式的多重结合于下壳200的两个侧支架部211与底部的平面型连续纤维增强构件220a和220c的视图。具体而言,根据该实施方式,连续纤维增强构件220a和连续纤维增强构件220c布置在五个位置。当然,可以合理使用任何数量的位置,因此,本发明不仅仅限制于连续纤维增强构件220a和220c的图示数量和位置。
此处,可以通过类似于图8和9的方法和结构来布置在下壳200底部上的连续纤维增强构件220a(连续纤维增强构件也可以布置在下壳200的底面上)。
根据多种实施方式,分别制造并布置在下壳200上的增强构件220a、220b和220c可以包含作为增强纤维的长径比为约1,000或更大的长纤维而非连续纤维。
可以布置经长径比为约1,000或更大的长纤维增强的长纤维增强构件220a、220b和220c,且在这种情况下,长纤维可以占据形成长纤维增强构件220a、220b和220c的塑料复合材料的总重的约30wt%到约70wt%。
当长纤维的重量小于约30wt%时,可能不能实现所希望的机械特性,并且当长纤维的重量大于约70wt%时,成型期间的流动性可能降低,从而导致可成型性的降低和外部质量的劣化。
根据多种实施方式,长纤维与连续纤维可以混合且混合物可以用作分别制造的长纤维增强构件220a、220b和220c的增强纤维。
当制造构成下壳200的侧支架的支架型连续纤维增强构件212(图3~7)以及分别布置在下壳200中的连续纤维增强构件220a、220b和220c(图8~11)时,连续纤维可以占据形成增强构件的塑料复合材料的总重的约30wt%到约70wt%。当长纤维的重量小于约30wt%时,可能不能实现所希望的机械特性,并且当长纤维的重量大于约70wt%时,成型期间的流动性可能降低,从而导致可成型性的降低和外部质量的劣化。
如上所述,在本发明中,可以使用含增强纤维尤其是连续纤维型增强纤维的热塑性复合材料来增强下壳200。就一定长度而言,用于本发明的连续纤维可以无疑地不同于长纤维,其中连续纤维在一个方向上或在相互交叉的方向上具有不断裂的纤维结构。因此,随连续纤维的使用,本发明可提供额外的优势。
当将连续纤维用在塑料基质中以形成下壳并还提供连续纤维增强构件的塑料基质时,可以使用由连续纤维编织成的单向带或织物。
此处,单向带可以具有许多股连续纤维在相同方向上纵向延伸的排布(股排列),而连续纤维织物可以具有连续纤维在经向和纬向上相互交叉的编织结构。
简单说来,可以使用单向(UD)的或编织型的连续纤维。编织类型的某些实例可以包括在0°/90°编织的平纹、斜纹和缎纹类型以及在0°/90°/-45°/45°编织的类型。
在本发明中,可以使用上述的单向带或连续纤维织物来制造下壳与连续纤维增强构件。因此,可以制造下壳和连续纤维增强构件,使得在塑料基质中的连续纤维以一个方向排布或以编织纤维的形式进行固定。
在图8、9和11的实施方式中,当使用连续纤维排布在一个方向上的连续纤维增强构件时(例如,将单向带用作纤维增强材料),在连续纤维增强构件中的连续纤维可以排布在相对于下壳前后纵向的“横向方向”上(即,连续纤维增强构件中的连续纤维可以排布在相对于下壳前后纵向的左右宽度方向上)。
附图标记215a和215b表示布置在下壳200的底部上的加强肋。根据多种实施方式,可以局部或整体布置多个加强肋以改善下壳200的刚度。
加强肋215a和215b可以形成在底部表面上从而占据下壳200的大部分区域,且这些加强肋215a和215b可以形成多种形状,包括但不限于L型、格子状、网状、十字型、以及蜂窝状。
例如,如图4所示,格子型加强肋215a可以布置在下壳200的下表面上,且不同的加强肋215b可另外布置在格子型加强肋215a的内侧以对角地穿过格子型加强肋215a。
加强肋215a和215b还可以具有上述多种形状的结构的结合。
因此,当纤维增强塑料复合材料用在本发明中时,连续纤维可以应用于需要高刚度的侧支架或其他部分,从而提供批量生产的能力,并有效地克服成型后尺寸变化和形变的缺陷。同时,本发明能够改善部件的刚度和碰撞特性。
而且,因为除塑料复合材料外,壳还可用连续纤维进行局部增强,与典型的钢部件及加固构件相比,可明显减轻重量。此外,可以省略例如横向构件和侧边构件的多种构件。因此,本发明可以大大促成壳总重量的降低以及装配和制造成本的降低。
在下文中,通过下列实施例将更具体地描述本发明。不过,很明显的是,对于本领域技术人员而言,这些实施例仅提供用于说明本发明,而并不意在限制本发明的范围。
实施例
下列实施例说明本发明,而不意在限制本发明。
实施例1:
使用PA6复合材料(材料-A),通过挤出-压缩成型法制造下壳200和支架型增强构件212(参见图3~7),其中PA6复合材料用平均长径比为约1,000的约30wt%碳纤维进行增强。
此处,PA6复合材料在纤维纵向上的抗拉强度和拉伸模量分别是约250MPa和约20GPa。通过振动焊接法进行下壳200与支架型增强构件212之间的接合。在振动焊接过程中,焊缝结构(weld beadstructure)被加至约1.5mm的重叠区域(参见图7)。
利用相同的PA6复合材料(材料-A)并通过相同的方法制造上盖100,并且使用接合有增强构件212的下壳200以及上盖100来完成壳组件。
使用钢部件的典型壳组件是通过焊接超过30个部件来制造的,且该壳组件的总重量为35kg。然而,在根据实施例的壳组件中,使用含塑料复合材料的下壳200、在左右侧的支架型增强构件212、以及上盖100的四个部件的壳组件的重量减少到约11kg。
同时,利用真实的电池组300进行耐振试验和台车碰撞试验(sledcollision test),可以证实满足所有要求。在成型后,下壳的收缩率为约1.5/1,000(0.15%)。
实施例2:
使用复合材料(材料-B)制造平面型连续纤维增强构件220a,其中,在复合材料(材料-B)中,使用约57wt%连续纤维型和编织纤维型的碳纤维,且PA66用作基质。在预热后,将连续纤维增强构件220a安装在下壳的模具中,接着将从压缩装置中得到的第一实施例的材料-A进行再次成型以制造安装有连续纤维增强构件220a的最终下壳200。
在该壳中,类似于第一个实施例,支架型增强构件212被安装在下壳200的侧支架部211上。
材料-B在纤维纵向上的抗拉强度和拉伸模量分别为约785MPa和约53GPa。由于碳纤维织物增强构件的添加,重量减轻的效果等同于第一个实施例,但是成型后的收缩率减少到约1/1,000(0.1%),显示尺寸稳定性得到改善。
因此,根据本发明实施方式的用于电动车的电池组壳组件以及制造该电池组壳组件的方法,因为轻质的塑料复合材料被用作壳材料且连续纤维被局部地用在负荷集中的部分,可以减轻重量并同时改善结构刚度、碰撞特性以及尺寸稳定性。
特别是,因为使用具有极佳机械特性和尺寸稳定性的长纤维和连续纤维,可以省略典型的结构加固构件(即,例如横向构件、侧边构件、和安装支架的外围部件)。因此,可以实现多种优势,例如重量减轻、制造流程缩减、生产率改善(可批量生产的)、以及成本节约。
本发明已参考其示例性实施方式进行了详细说明。然而,本领域的技术人员应该意识到,可以进行各种修改、增加和替代而不脱离在所附权利要求中公开的本发明的范围和精神。
Claims (26)
1.一种用于电动车的电池组壳组件,包含:
壳体,用于容纳电池组;以及
盖,可拆卸地与所述壳体结合,
其中,所述壳体由塑料复合材料形成,在该塑料复合材料中,长纤维或长纤维与连续纤维的混合物被用作塑料基质中的增强纤维,
独立的增强构件接合于所述壳体的一个或更多个侧支架部,所述独立的增强构件由塑料复合材料形成,在该塑料复合材料中,长纤维、连续纤维、或长纤维与连续纤维的混合物被用作塑料基质中的增强纤维。
2.根据权利要求1所述的电池组壳组件,其中,
所述壳体的长纤维以及所述增强构件的长纤维均具有1,000的长径比。
3.根据权利要求1所述的电池组壳组件,其中,
所述壳体的长纤维以及所述增强构件的长纤维均具有1,000到10,000的长径比。
4.根据权利要求1所述的电池组壳组件,其中,
所述增强构件的塑料基质选自聚丙烯、聚酰胺、聚醚醚酮、聚碳酸酯、聚亚苯基砜、聚苯醚、热塑性聚氨酯及其组合。
5.根据权利要求1或4所述的电池组壳组件,其中,
所述壳体的塑料基质选自聚丙烯、聚酰胺、聚醚醚酮、聚碳酸酯、聚亚苯基砜、聚苯醚、热塑性聚氨酯及其组合。
6.根据权利要求1所述的电池组壳组件,其中,
所述壳体的长纤维或连续纤维以及所述增强构件的长纤维或连续纤维选自玻璃纤维、碳纤维、芳纶纤维、火山灰纤维、天然纤维及其组合。
7.根据权利要求1所述的电池组壳组件,其中,
所述增强构件具有带一个或更多加强肋的支架型形状,且当所述壳体的侧支架部与所述增强构件相互结合时,形成用于吸收碰撞能量的封闭截面结构区。
8.根据权利要求1所述的电池组壳组件,其中,
所述增强构件具有平面形状,并与所述壳体的相对的侧支架部结合。
9.根据权利要求1所述的电池组壳组件,其中,
还包含布置在所述壳体的底部的具有平面型形状的增强构件,
所述布置在所述壳体的底部的增强构件由塑料复合材料形成,该塑料复合材料包含作为塑料基质中的增强纤维的连续纤维。
10.根据权利要求9所述的电池组壳组件,其中,
所述增强构件布置在所述壳体的底部并接合于所述壳体的底部的表面,或布置在所述壳体的底部内。
11.根据权利要求10所述的电池组壳组件,其中,
所述增强构件接合于所述壳体的底部的表面,该表面为所述底部的上表面、下表面、或者上表面和下表面两者。
12.根据权利要求9所述的电池组壳组件,其中,
所述布置在所述壳体的底部的增强构件的连续纤维在塑料基质中以一个方向排布,或以连续纤维在经纬向上相互交叉的编织纤维的形式进行固定。
13.根据权利要求12所述的电池组壳组件,其中,
所述连续纤维纵向排布在一个与所述壳体的前后纵向正交的左右侧宽度方向上。
14.根据权利要求10所述的电池组壳组件,其中,
所述布置在所述壳体的底部的增强构件的塑料基质选自聚丙烯、聚酰胺、聚醚醚酮、聚碳酸酯、聚亚苯基砜、聚苯醚、热塑性聚氨酯及其组合。
15.根据权利要求9所述的电池组壳组件,其中,
所述布置在所述壳体的底部的增强构件的连续纤维选自玻璃纤维、碳纤维、芳纶纤维、火山灰纤维、天然纤维及其组合。
16.一种用于制造电动车或混合动力车用的电池组壳组件的方法,所述电池组壳组件包含用于接收电池组的壳体以及可拆卸地与所述壳体结合的盖,所述方法包括:
利用塑料复合材料形成所述壳体,在该塑料复合材料中,长纤维或长纤维与连续纤维的混合物被用作塑料基质中的增强纤维;
使用塑料复合材料形成独立的增强构件,在该塑料复合材料中,长纤维、连续纤维、或长纤维与连续纤维的混合物被用作塑料基质中的增强纤维;并且
将所述增强构件接合于所述壳体的两个侧支架部,所述侧支架部用于结合至车身。
17.根据权利要求16所述的方法,其中,
在形成所述壳体和所述增强构件的步骤中,在所述壳体和所述增强构件中的剩余长纤维的长径比等于或大于1,000。
18.根据权利要求16所述的方法,其中,
所述增强构件的塑料基质选自聚丙烯、聚酰胺、聚醚醚酮、聚碳酸酯、聚亚苯基砜、聚苯醚、热塑性聚氨酯及其组合。
19.根据权利要求16所述的方法,其中,
所述壳体的长纤维或连续纤维以及所述增强构件的长纤维或连续纤维选自玻璃纤维、碳纤维、芳纶纤维、火山灰纤维、天然纤维及其组合。
20.根据权利要求16所述的方法,其中,
所述形成增强构件的步骤包括,以具有一个或更多加强肋的支架型形状形成所述增强构件,
当所述壳体的侧支架部与具有支架型形状的所述增强构件相互接合时,形成用于吸收碰撞能量的封闭截面结构区。
21.根据权利要求16所述的方法,其中,
所述形成所述增强构件的步骤包括,以平面型形状形成用于与所述壳体的两个侧支架部结合的所述增强构件。
22.根据权利要求16所述的方法,其中,
还包括使用塑料复合材料形成具有平面型形状的增强构件,该塑料复合材料包含用作塑料基质中增强纤维的连续纤维;并且
将所述具有平面型形状的所述增强构件安装在所述壳体的底部。
23.根据权利要求22所述的方法,其中,
在所述形成具有平面型形状的所述增强构件的步骤中,使用由连续纤维编织成的单向带或编织纤维。
24.根据权利要求23所述的方法,其中,
使用单向带,且连续纤维纵向排布在与所述壳体的前后纵向正交的左右宽度方向上。
25.根据权利要求16所述的方法,其中,
所述安装在所述壳体的底部的增强构件的塑料基质选自聚丙烯(PP)、聚酰胺(PA)、聚醚醚酮(PEEK)、聚碳酸酯(PC)、聚亚苯基砜(PPS)、聚苯醚(PPE)、热塑性聚氨酯(TPU)及其组合。
26.根据权利要求16所述的方法,其中,
所述安装在所述壳体的底部的增强构件的连续纤维选自玻璃纤维、碳纤维、芳纶纤维、火山灰纤维、天然纤维及其组合。
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KR101315741B1 (ko) | 2013-10-10 |
US20130252059A1 (en) | 2013-09-26 |
KR20130107823A (ko) | 2013-10-02 |
US20140352886A1 (en) | 2014-12-04 |
DE102012213308A1 (de) | 2013-09-26 |
JP2013201112A (ja) | 2013-10-03 |
US8835033B2 (en) | 2014-09-16 |
CN103325963B (zh) | 2017-04-12 |
US9254609B2 (en) | 2016-02-09 |
JP6093123B2 (ja) | 2017-03-08 |
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