CN103887576B - 用于电动车辆的电池模块和其组装方法 - Google Patents

用于电动车辆的电池模块和其组装方法 Download PDF

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CN103887576B
CN103887576B CN201310712127.1A CN201310712127A CN103887576B CN 103887576 B CN103887576 B CN 103887576B CN 201310712127 A CN201310712127 A CN 201310712127A CN 103887576 B CN103887576 B CN 103887576B
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coolant
apm
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CN103887576A (zh
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M.S.甘地
A.V.米图塔
M.A.塞洛托
K.巴杰利
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    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
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    • B60L50/00—Electric propulsion with power supplied within the vehicle
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    • B60L50/66—Arrangements of batteries
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    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
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    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/26—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by cooling
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Abstract

用于电动车辆的电池模块，包括辅助功率模块（APM）和至少一个电池组组件。电池组组件包括多个电池框架和多个冷却片，每一个电池框架具有布置其中的至少一个电池单体，每一个冷却片与至少一个电池单体热连通。冷却片具有入口和出口，其通过至少一个冷却剂通道连接，冷却剂通过所述通道循环以冷却电池单体。APM可能也要求冷却，在这种情况中电池模块可进一步包括与APM热连通的至少一个附加的冷却片。APM和电池组组件在压缩力下被保持在一起，从而它们可共用一个共同的冷却系统，冷却剂可流经APM和/或电池组组件到冷却片。

Description

用于电动车辆的电池模块和其组装方法
技术领域
本发明涉及用于电动车辆的电池模块，其具有与电池组组件集成的辅助功率模块（APM），并且涉及其电池模块的组装方法。
背景技术
电动车辆，包括但不限于混合动力车辆，采用高电压电池系统，所述电池系统包括多个电池单体。电动车辆通常要求若干个电池单体提供足够的功率来满足车辆功率和能量要求。电池单体通常分成组，且多个电池组形成能量存储系统（ESS），其可被再充电。ESS通常位于车身下方，在前轮和后轮中间。
电动车辆还常常包括低电压电池，比如12伏电池，其为一个或多个辅助系统供电，所述辅助系统包括但不限于前灯、雨刷器、电动门锁、电动座椅、音响系统和其他电子部件。低电压电池可通过ESS经由辅助功率模块（APM）再充电，所述辅助功率模块电连接到低电压电池。APM是DC-DC功率转换器，其将来自ESS的高电压的功率转换为低电压电池所要求的低电压。APM常位于车辆的后备箱或其他存储车厢中。
在操作期间ESS和APM二者都可产生热能，由此可能需要冷却，以便最大化电池的充电容量和寿命。另外，由于其各自的位置造成的ESS和APM附近的外部温度可能进一步影响操作效率。已经开发出冷却系统，其可包括经过冷却片的冷却剂循环，以便为ESS中的单个电池单体和APM的外侧提供冷却。这些冷却系统可能要求管道和额外的装置，以提供希望的温度控制。
发明内容
提供了一种用于电动车辆的电池模块。电池模块包括辅助功率模块（APM）和至少一个电池组组件，其在压缩力下被保持在一起。这可通过至少一个连结杆实现。将APM与至少一个电池组组件集成成为单个的电池模块允许APM构建到现有的模块叠堆内，由此简化组装并降低所需零件的数量。这可导致电动车辆的总制造成本（包括零件和劳动力）降低。
至少一个电池组组件包括以叠置方式布置多个电池框架和多个电池单体，每一个电池单体布置电池框架中的一个内。所述至少一个电池组组件进一步包括多个冷却片，每一个冷却片与至少一个电池单体热连通。每一个冷却片具有入口和出口，其通过至少一个冷却通道连接，冷却剂通过所述通道循环以冷却电池单体。冷却剂通过液体冷却系统分配到冷却片。
除了电池单体，APM可能也要求冷却。由此，电池模块可包括与APM热连通的至少一个附加的冷却片。APM可容纳在壳体中，在这种情况中，至少一个附加的冷却片将与APM壳体的表面热连通。与用于电池单体的冷却片相同，用于APM的至少一个冷却片也具有由至少一个冷却剂通道连接的入口和出口，冷却剂通过所述冷却剂通道循环。与用于电池单体的多个冷却片一样，所述至少一个冷却片也将接收来自同一液体冷却系统的冷却剂。液体冷却系统共用可消除对用于APM的分立冷却系统的需要。
为了提供从液体冷却系统向用于APM和电池单体的冷却片的冷却剂的共同分配，APM（或APM壳体）、每一个电池框架和每一个冷却片均可具有一对集管孔。所述多对集管孔对齐并彼此配合，以限定供应集管和回流集管。冷却剂通过供应集管供应到每一个冷却片的入口，并从每一个冷却片的出口排出进入回流集管，在回流集管中冷却剂可再循环回到供应集管。
还提供了一种电动车辆。该电动车辆包括车辆底盘；电池模块，其可以是如上所述的；和液体冷却系统，用于将冷却剂分配到冷却片。电动车辆还可包括电池模块托盘，电池模块附接到该托盘，且该托盘被固定到车辆底盘。电动车辆还可包括电池模块覆盖物，其围绕电池模块延伸，且被固定到电池模块托盘。电动车辆可进一步包括电池断开单元（BDU），其与电池模块电连通。
还提供了用于组装电动车辆的电池模块的方法。电池模块可以是如上所述的。该方法包括首先以交替布置叠置多个电池框架（每一个在其中具有至少一个电池单体）和多个冷却片，使得每一个冷却片与至少一个电池单体热连通，以形成电池组组件。电池框架和冷却片叠置在模块叠堆（stacker）上，所述模块叠堆可包括至少一个连结杆。
该方法于是包括在压缩力下将APM和电池组组件叠置在一起。这可通过至少一个连结杆实现，且允许冷却剂能够流过APM和电池组组件中的至少一个到达每一个冷却片。在APM需要冷却的情况中，该方法可进一步包括将至少一个附加的冷却片叠置在模块叠堆上，使得其与APM热连通。
结合附图时，本发明的上述特征和优势及其他特征和优势将从用于实施本发明的最佳模式的以下详细描述显而易见。
附图说明
图1是电动车辆的示意性透视图，其具有剖切部分，以显示电池模块，所述电池模块具有电池组组件和集成的辅助功率模块（APM）；
图2是未组装状态的图1的电池模块的示意性局部透视图；
图3是电池框架的示意性前视图，该框架中布置有电池单体；
图4是冷却片的示意性前视图；
图5是图1的电动车辆的示意性框图流程图，其示出了冷却剂到电池模块冷却片的分配；
图6是示出了组装图2的电池模块的示例方法的示意性流程图。
具体实施方式
本领域普通技术人员将认识到，诸如“之上”、“之下”、“向上”、“向下”等的术语用来描述附图，且不表示对本发明的范围的限制，所述范围由所附的权利要求限定。任何数字称谓，比如“第一”或“第二”仅是说明性的，不意图以任何方式限制本发明的范围。
参考附图，其中在全部若干附图中，在任何可能的情况下，相似的附图标记对应于相同或类似的部件，具有电池模块30的电动车辆10在图1中被显示，所述电池模块30具有高电压电池组组件50和集成的辅助功率模块（APM）40。电动车辆10包括车辆底盘12和电池模块托盘14。电池模块30附接到电池模块托盘14，该托盘14又附接到车辆底盘12，以将电池模块30固定到电动车辆10。电动车辆10进一步包括液体冷却系统20，以将冷却剂分配到电池模块30，具体地分配到与APM40和/或电池组组件50热连通的冷却片64，如图2中所示并将在下文描述的。
电动车辆10可还包括电池断开单元（BDU）16，其连接到电池模块30并提供电动车辆10的电池模块30与电系统（未示出）之间的电连通。电动车辆10可进一步包括电池模块覆盖物18，其围绕电池模块30延伸。电池模块覆盖物18可保护电池模块30不被损坏，并提供与电池组组件50的高电压的电绝缘。
参考图2，以未组装状态显示了电池模块30的局部透视图。如上所说明的，电池模块30包括与电池组组件50集成的APM40。将APM40与电池组组件50集成成为单个的电池模块30允许APM40构建到现有的模块叠堆内，由此简化组装并降低所需零件的数量。这可以导致电动车辆10的总制造成本（包括零件和劳动力）的降低。尽管图2显示了APM40位于电池模块30的一个端部处，但是应意识到，APM40可位于电池模块30的任一端部处。应进一步意识到，电池模块30可具有多于一个的电池组组件50。
APM40和电池组组件50在压缩力下保持在一起。这允许由液体冷却系统20分配的冷却剂流经APM40和/或电池组组件50到达每一个冷却片64，如图4中所示及在下文中所描述的。这可通过连结杆32实现。尽管图2中显示了四个连结杆32，但应意识到任何数量的连结杆32都是可预期的。通常，存在多于一个的连结杆32以阻止部件围绕连结杆32的旋转运动，以及因此确保部件对齐。还应意识到，能够在压缩力下将部件保持在一起的任何其他装置或机构，包括但不限于压缩杆、压缩带（strap）等，可以替代连结杆32被使用。
电池组组件50包括多个电池框架52，其每一个具有布置在电池框架52内的电池单体54，如图3所示。电池单体54通常是高电压的，且可以但不限于是锂离子电池单体。尽管图3仅显示了一个布置在电池框架52内的电池单体54，但应意识到，任何数量的电池单体54可布置在电池框架52中。
如上所述，电池组组件50还包括多个冷却片64。每一个冷却片64与至少一个电池单体54热连通，以为电池单体54提供冷却，且通常设置在电池框架52之间。如图4所示，冷却片64每一个具有入口66和出口68，其通过多个冷却剂通道70连接，冷却剂通过所述冷却剂通道70循环。应意识到，冷却片64可具有任意数量的冷却剂通道70，且冷却剂通道70的尺寸和构造可不同。如上所述，冷却片64接收来自液体冷却系统20的冷却剂。
电池组组件50可进一步包括在电池组组件50的至少一个端部上的端部框架72，和电池组组件覆盖物80。端部框架72可与连结杆32配合以在压缩力下保持电池框架52和冷却片64，以确保冷却片64与电池单体54热连通。
APM40是DC-DC功率转换器，其将功率从高电压转换为低电压，使得电动车辆10中的低电压电池（未示出）可通过高电压电池组组件50充电。APM40可包括壳体42。类似于电池单体54，APM40产生热能，并由此可能需要冷却。因此，电池模块30可进一步包括额外的冷却片64，其与APM40热连通。在APM40容纳在壳体42内的实施例中，冷却片64与壳体42热连通。尽管图2显示了在APM40两侧的冷却片64，但应意识到，可以在APM40的任一侧具有仅一个冷却片64来为APM40提供必要的冷却。APM40和电池组组件50可共用共同的冷却系统，并由此，与APM40热连通的冷却片64也接收来自液体冷却系统20的冷却剂。
电池模块30还可包括端部片34和附加的端部框架72。类似于电池组组件50，端部框架72可与连结杆32配合，以在压缩力下保持APM40和冷却片64，从而确保冷却片64与APM40热连通。端部框架72和连结杆32可进一步在压缩力下保持APM40和电池组组件50，使得冷却剂可流经APM40和/或电池组组件30到达每一个冷却片64，而没有冷却剂泄露。
如上所述，在APM40和电池组组件50都需要冷却的情况中，它们可共用共同的冷却系统，其中冷却剂被分配到与APM40热连通的冷却片64以及与电池组组件50中的电池单体54热连通的冷却片。这可以通过供应集管82和回流集管84实现，如图5的示意图中所示。
参考图5，冷却剂通过液体冷却系统20供应（如通过供应管线94所示的）经过供应集管82到达每一个冷却片64的入口66。在循环经过冷却片64之后，冷却剂从每一个冷却片64的出口68排出进入回流集管84，之后，液体冷却系统20可将冷却剂循环回到供应集管82（如通过回流管线96所示的）。
参考图3和4，每一个电池框架52和每一个冷却片64可分别具有一对集管延伸部56和86，其从电池框架52和冷却片64的相对侧部向外延伸。集管孔58和88分别在每一个集管延伸部56、86中。返回参考图2，APM40（或APM壳体42）、端部框架72和端部片34也可具有各自的一对集管延伸部44、74、36和各自的集管孔46、76和38。多对集管孔46、76、38、58和88对齐并彼此配合，以限定供应集管82和回流集管84。当部件在压缩力下全部被保持在一起时，供应集管82和回流集管84是基本不透水的，以阻止冷却剂泄露。另外，集管孔46、76、38、58、88还可具有布置在其中的密封件（未示出），以进一步确保冷却剂不从供应集管82和回流集管84泄露。端部片34可具有入口连接部90和出口连接部92，液体冷却系统20可连接至其，以分别将冷却剂供应到供应集管82，以及从回流集管84接收冷却剂。
现在参考图6，显示了用于组装电动车辆10的电池模块30的方法200，所述电池模块30具有与电池组组件50集成的APM40。尽管关于电池模块30描述了方法200，但应意识到，方法200可被应用到根据本发明的电池模块的任何实施例。
方法200开始于步骤202，其中电池框架52被叠置在模块叠堆上。模块叠堆可包括至少一个连结杆32。通常，存在多于一个连结杆32，以阻止围绕连结杆32的任何旋转运动，以及因此确保部件对齐。如上所述，电池框架52具有布置于其中的至少一个电池单体54。
在步骤202之后，方法200行进至步骤204。在步骤204处，冷却片64在电池框架52的顶部上叠置在模块叠堆上。如上所述，冷却片64具有由至少一个冷却剂通道70连接的入口66和出口68，冷却剂可通过所述通道70循环。
电池框架52和冷却片64在压缩力下保持在一起，使得它们彼此处于热连通。这可通过至少一个连结杆32实现。根据电动车辆10的功率要求，存在多少需要的电池单体54则可将步骤202和204重复多少次，已形成电池组组件50。
在步骤204之后，方法200行进至步骤206。在步骤206处，APM40在电池组组件50的顶部上叠置在模块叠堆上。APM40和电池组组件50在压缩力下被保持在一起，从而冷却剂可流经APM40和电池组组件50到达每一个冷却片64。再次，这可通过至少一个连结杆32实现。应意识到，步骤206可在步骤202之前进行。
在除了电池单体54之外，APM40也需要冷却的实施例中，方法200还可包括，在模块叠堆上叠置至少一个附加的冷却片64，使得其与APM40热连通。
此外，在电池模块30包括至少一个端部框架72和/或端部片34的实施例中，方法200还可包括，将端部框架72、随后将端部片34叠置在模块叠堆上。端部框架72还可在步骤202和/或206之前被叠置，作为电池组组件50的一部分。
方法200可进一步包括将电池模块固定到电池托盘14、用电池模块覆盖物18覆盖电池模块30和/或将BDU16连接到电池模块30。
详细描述和图或附图支持和描述本发明，但是本发明的范围仅由权利要求限定。尽管已详细描述了用于执行要求保护的发明的最佳模式中的一些和其他实施例，但是仍存在用于实践限定在所附权利要求中的本发明的各种替换设计和实施例。

Claims (10)

1.一种用于电动车辆的电池模块，其具有液体冷却系统，该电池模块包括：
辅助功率模块APM；和
至少一个电池组组件，其包括：
多个电池框架，以叠置方式布置；
多个电池单体，其每一个布置在电池框架中的一个内；和
多个冷却片，其每一个与多个电池单体中的至少一个热连通，每一个冷却片具有通过至少一个冷却剂通道连接的入口和出口，冷却剂通过所述冷却剂通道循环；
其中，冷却剂通过液体冷却系统分配到多个冷却片；并且
其中，APM和电池组组件在压缩力下被保持在一起，从而冷却剂可流经APM和电池组组件中的至少一个到达每一个冷却片。
2.如权利要求1所述的电池模块，其进一步包括与APM热连通的至少一个冷却片，该至少一个冷却片具有通过至少一个冷却剂通道连接的入口和出口，冷却剂通过所述冷却剂通道循环，所述至少一个冷却片接收来自液体冷却系统的冷却剂。
3.如权利要求2所述的电池模块，其中APM、每一个电池框架和每一个冷却片均包括一对集管孔，所述多对集管孔彼此配合以限定供应集管和回流集管，冷却剂通过所述供应集管供应到每一个冷却片入口，冷却剂通过所述回流集管从每一个冷却片的出口再循环回到供应集管。
4.如权利要求1所述的电池模块，其进一步包括APM壳体，APM容纳在该壳体中。
5.如权利要求1所述的电池模块，其进一步包括围绕电池模块延伸的电池模块覆盖物。
6.如权利要求1所述的电池模块，其进一步包括至少一个连结杆，以在压缩力下保持APM和至少一个电池组组件。
7.一种电动车辆，包括：
车辆底盘：
电池模块，其具有：
辅助功率模块APM；和
至少一个电池组组件，其包括：
多个框架，以叠置方式布置；
多个电池单体，其每一个布置在框架中的一个内；和
多个冷却片，其每一个与多个电池单体中的至少一个热连通，每一个冷却片具有通过至少一个冷却剂通道连接的入口和出口，冷却剂可通过所述冷却剂通道循环；和
液体冷却系统，用于将冷却剂分配到多个冷却片；
其中APM和电池组组件在压缩力下被保持在一起，从而冷却剂可流经APM和电池组组件中的至少一个到每一个冷却片。
8.如权利要求7所述的电动车辆，其中，电池模块进一步包括与APM热连通的至少一个冷却片，该至少一个冷却片具有通过至少一个冷却剂通道连接的入口和出口，冷却剂通过所述冷却剂通道循环，所述至少一个冷却片接收来自液体冷却系统的冷却剂。
9.如权利要求8所述的电动车辆，其中，APM、每一个电池框架、每一个冷却片包括一对集管孔，所述多对集管孔彼此配合以限定供应集管和回流集管，冷却剂通过所述供应集管供应到每一个冷却片的入口，冷却剂通过所述回流集管从每一个冷却片的出口再循环回到供应集管。
10.如权利要求8所述的电动车辆，进一步包括至少一个连结杆，用于在压缩力下保持APM和电池组组件。
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