CN104779360B - 拥有导电外壳的电动车辆蓄电池单元 - Google Patents

拥有导电外壳的电动车辆蓄电池单元 Download PDF

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CN104779360B
CN104779360B CN201510006812.1A CN201510006812A CN104779360B CN 104779360 B CN104779360 B CN 104779360B CN 201510006812 A CN201510006812 A CN 201510006812A CN 104779360 B CN104779360 B CN 104779360B
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external conductive
conductive casing
secondary battery
battery unit
electrode structure
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CN104779360A (zh
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菲利普·迈克尔·冈萨雷斯
玛丽·卡希
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Ford Electric Mach Technology Nanjing Co ltd
Ford Global Technologies LLC
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Abstract

一种用于电动车辆的实例的蓄电池单元，包含至少一个导电外壳，以及直接与至少一个导电外壳电接触的电极结构。电极结构用于选择性地为电动车辆提供电能。

Description

拥有导电外壳的电动车辆蓄电池单元
背景技术
本发明总体涉及外壳，以及更具体地，涉及拥有导电外壳的电动车辆蓄电池单元。
通常，电动车辆与传统机动车辆不同是由于电动车辆是有选择地运用一个或多个靠电池供电的电机来驱动。与之相比，传统机动车辆仅仅依靠内燃发动机来驱动车辆。电动车辆可以用除了内燃发动机之外的电机，或用电机来替代内燃发动机。
实例的电动车包含混合动力电动车辆(HEV)、插电式混合动力电动车辆(PHEV)、燃料电池车辆、燃料电池电动车辆以及纯电动车辆(BEV)。电动车辆的动力传动系统典型地装备有蓄电池，该蓄电池储存有为电机提供电力的电能。蓄电池可以在使用前充电。蓄电池可以通过再生制动系统或内燃发动机在驾驶期间再次充电。
蓄电池可以包含多个各自拥有内部电极结构的蓄电池单元。诸如接线柱这样的部件从电极结构运载电能至蓄电池单元外部。汇流条可以连接接线柱。组装蓄电池的许多部件需要耗费大量的时间和成本。
发明内容
根据本发明的一个示例性方面的电动车辆蓄电池单元包含：拥有至少一个导电外壳的蓄电池单元，和直接与至少一个导电外壳电接触的电极结构，以及其他。电极结构选择性地向电动车辆提供电能。
在前述电动车辆蓄电池单元的另一实例中，至少一个外壳包含第一导电外壳和第二导电外壳。电极结构夹于第一导电外壳和第二导电外壳二者之间。
在任何前述电动车辆蓄电池单元的又一实例中，第一导电外壳和第二导电外壳可以彼此相互交换。
在任何前述电动车辆蓄电池单元的又一实例中，隔板电隔离第一导电外壳和第二导电外壳。
在任何前述电动车辆蓄电池单元的又一实例中，第一导电外壳、第二导电外壳和隔板提供空腔以接纳电极结构。
在任何前述电动车辆蓄电池单元的又一实例中，隔板提供接纳第一导电外壳壁的第一凹槽和接纳第二导电外壳的第二壁的第二凹槽。
在任何前述电动车辆蓄电池单元的又一实例中，第一导电外壳和第二导电外壳各自包含多个从底板延伸出的壁。
在任何前述电动车辆蓄电池单元的又一实例中，在组装蓄电池单元时，第一导电外壳的至少一个壁与第二导电外壳的至少一个壁相互重叠。
在任何前述电动车辆蓄电池单元的又一实例中，电极结构具有果冻卷状配置。
在任何前述电动车辆蓄电池单元的又一实例中，蓄电池单元不包含接线柱。
在任何前述电动车辆蓄电池单元的又一实例中，蓄电池单元是电动车辆动力传动系统的一部分。
根据本发明的另一示例性方面的电动车辆蓄电池，多个蓄电池单元串联排列以便选择性地为电动车辆提供电能。每个蓄电池单元拥有至少一个与电极电接触的导电外壳。
在前述电动车辆蓄电池的又一实例中，多个蓄电池单元被压缩。
在任何前述电动车辆蓄电池的又一实例中，电动车辆蓄电池不包含接线柱。
在任何前述电动车辆蓄电池的又一实例中，至少一个导电外壳包含正极外壳和负极外壳，多个蓄电池单元中的一个的正极外壳直接与多个蓄电池单元中的另一个的负极外壳电接触。
在任何前述电动车辆蓄电池的又一实例中，正极外壳和负极外壳可互换。
根据本发明的另一示例性方面的在电动车辆蓄电池中传导电能的方法，包含，在第一导电外壳和第二导电外壳中间安置电极结构，以及其他。该方法使用第一或第二导电外壳传递到电极结构和来自电极结构的电能。
在前述方法的又一实例中，方法包含使用拥有凹槽的隔板来使第一和第二导电外壳彼此电隔离，该凹槽的每一个接纳第一和第二导电外壳各自的壁。
在前述方法的又一实例中，方法包含直接使电极结构与导电外壳相对应的侧面相接触。
附图说明
通过以下具体实施方式，所披露实例的各个特征及优点将对于本领域技术人员是显而易见的。具体实施方式的附图可简要描述如下：
图1为实例的电动车辆动力传动系统的示意图；
图2显示了拥有多个蓄电池单元的实例的蓄电池组；
图3显示了图2所示的一个蓄电池单元的分解图；
图4显示了通过图2所示的一个蓄电池单元的横截面图。
具体实施方式
图1示意性地说明了用于电动车辆的动力传动系统10。虽然描绘成混合动力电动车辆(HEV)，但应该了解的是，这里所述的构思不限于混合动力电动车辆(HEV)，并且可以扩展至其他电动车辆，包含但不限于插电式混合动力电动车辆(PHEV)、燃料电池电动车辆和纯电动车辆(BEV)。
在一个实施例中，动力传动系统10为功率分流动力传动系统，该系统采用第一驱动系统和第二驱动系统。第一驱动系统包含发动机14和发电机 18(即，第一电机)的组合。第二驱动系统包含至少一个马达22(即，第二电机)，发电机18以及蓄电池组24。在本实例中，第二驱动系统被认为是动力传动系统10的电驱动系统。第一和第二驱动系统产生扭矩，以驱动一组或多组电动车辆的车辆主动轮28。
在本实例中为内燃发动机的发动机14可以通过动力传输单元30(如行星齿轮组)与发电机18相连接。当然，包含其他齿轮组和传动装置在内的其他类型的动力传输单元也可被用于连接发动机14和发电机18。在一个非限制性实施例中，动力传输单元30为包含环形齿轮32、太阳齿轮34以及托架总成36在内的行星齿轮组。
发电机18可以通过动力传输单元30由发动机14驱动，将动能转化为电能。作为选择地，发电机18可以起到马达的作用，将电能转化为动能，从而向与动力传输单元30相连接的轴38输出扭矩。由于发电机18与发动机14为可操作地连接，因此发动机14的转速可以由发电机18控制。
动力传输单元30的齿圈32可以与轴40相连接，该轴40通过第二动力传输单元44与车辆主动轮28相连接。第二动力传输单元44可以包含拥有多个齿轮46的齿轮组。其他动力传输单元也同样适合。齿轮46将扭矩从发动机14传递给差速器48，用于最终为车辆主动轮28提供牵引力。差速器48可包括多个使扭矩能够传递到车辆主动轮28的齿轮。在本实例中，第二动力传输单元44通过差速器48与轮轴50机械耦合，从而将扭矩分配至车辆主动轮28。
马达22(即第二电机)同样可以用于通过向同样与第二动力传输单元 44相连接的轴52输出扭矩来驱动车辆主动轮28。在一个实施例中，马达 22和发电机18配合作为再生制动系统的一部分，在再生制动系统中马达 22和发电机18二者均可以被当作马达来输出扭矩。例如，马达22和发电机18可以各自向蓄电池组24输出电能。
电池组24为电动车电池组件的示例类型。电池组24可以具有能够输出电能来运转马达22和发电机18的高电压蓄电池形式。其他类型的能量储存装置和/或输出装置同样可以与拥有动力传动系统10的电动车一起使用。
现在继续引用图1并参照图2，蓄电池组24包含多个独立的蓄电池单元56。蓄电池单元56的总数可以增加或减少，以便为动力传动系统10提供适当的电压范围。在一个实例中，蓄电池组24包含足够的蓄电池单元56，以提供大约300伏电压。特别地，实例的蓄电池组24不包含接线柱。例如铜汇流条这样的汇流条可以电耦接至蓄电池单元56，以便运载到蓄电池组 24和来自蓄电池组24的电能。
每个蓄电池单元56包含拥有正极性的正极侧面60p和拥有负极性的负极侧面60n。在实例的蓄电池组34中，蓄电池单元56串联叠置，以使一个蓄电池单元56的正极侧面60p与相邻蓄电池单元56的负极侧面60n相接触。蓄电池组24的蓄电池单元56可以被压缩，以确保相邻的蓄电池单元彼此相接触。
现在引用继续图2并参照图3和图4，在其中一个蓄电池单元56'的实例中，蓄电池单元56'包含正极外壳64p、负极外壳64n、隔板68、以及电极结构72。在组装的蓄电池单元56'中，正极外壳64p、负极外壳64n和隔板68一起提供空腔76，以接纳电极结构72。正极外壳64p和负极外壳64n 夹住电极结构72。隔板68防止或基本上防止正极外壳64p和负极外壳64n 之间的电接触。
在该实例中，正极外壳64p包含从底板84p延伸出来的壁80p。负极外壳64n包含从底板84n延伸出来的壁80n。在该实例中，正极外壳64p和负极外壳64n各自包含后壁和两个侧壁。
隔板68提供凹槽88p以接纳至少一些壁80p。隔板68进一步提供凹槽 88n以接纳至少一些壁80n。实例的隔板68的凹槽88p接纳正极外壳64p 的一个侧壁的一部分和后壁的一部分。凹槽88n接纳负极外壳64n的一个侧壁的一部分和后壁的一部分。
在组装时，正极外壳64p的壁与负极外壳64n的壁相重叠，而隔板68 防止了这样的接触。
实例的外壳64p与外壳64n由平板状的金属或金属基材料冲压而成。实例的外壳64p与外壳64n同样是可互换的。也就是说，外壳64p与外壳 64n的外形尺寸实际上是一样的。因此，外壳64p与外壳64n二者可以利用同样的设备来生产。由于不需要单独的工具和机器来分别生产外壳64p与外壳64n，因此将外壳64p与外壳64n设计为可互换的可以节约生产成本。
在该实例中，电极结构72拥有果冻卷配置。电极结构72的正极侧面 92p具有正极性，且电极结构72的负极侧面92n具有负极性。
电极结构72具有多层材料，该多层材料被折叠并缠绕以便提供果冻卷状电极结构72。电极结构72包含阴极层100、阳极层104、隔离屏障106，以及绝缘屏障108。隔离屏障106将阴极层100和阳极层104分离。绝缘屏障108覆盖了接触的阴极层100和阳极层104。
在电极结构72的外部区域，一些层被移除，以便为侧面92p提供正极性，并且为侧面92n提供负极性。更具体地，在本实例中，绝缘屏障108 的最外层被移除，以便露出阴极层100并为侧面92p提供正极性。在电极结构72的另一个最外层，最外层绝缘屏障108和阴极层100被移除，以便露出阳极层104并为侧面92n提供负极性。
当电极结构72被放置于组装蓄电池单元56'中，电极结构72的正极侧面92p直接与正极外壳64p——并且尤其与正极外壳64p的底板84p——电接触。电极结构72的负极侧面92n直接与负极外壳64n——并且尤其与负极外壳64n的底板84n——电接触。电极结构72与外壳64p和外壳64n的直接电接触使得外壳64p和外壳64n导电。因为外壳64p和外壳64n是导电的，所以就不需要单独的接线柱总成或其他用于运载来自电极结构72的电能的结构。
在该实例中，外壳64p和外壳64n二者均是导电的。在其他实例中，仅有一个外壳是导电的，并且另一个外壳被接线柱所替代。
电极结构72可以有几种不同的配置。例如电极结构72可以是超级电容，而不是缠绕的果冻卷状。超级电容可以有单独的大阳极和单独的大阴极，该阳极和阴极各自与外壳64p和外壳64n的其中之一相接触。
本实例的特点包含使用少于现有技术的接线柱的蓄电池单元。蓄电池单元可以不包含接线柱。与现有技术相比，蓄电池单元拥有缩短的装配时间并使用了较少的紧固件，这些节约了装配时间、紧固件成本以及工具成本。
前述说明本质上是示例性的而不是限制性的。对于所公开例子进行的不必超出本发明实质的变化及修改对本领域技术人员是显而易见的。给予本发明的合理的保护范围仅能通过考虑后面的权利要求确定。

Claims (8)

1.一种蓄电池单元，包含：
第一导电外壳和第二导电外壳，第一导电外壳和第二导电外壳各自包含多个从底板延伸出的壁，第一导电外壳的至少一个壁与第二导电外壳的至少一个壁相互重叠，多个从底板延伸出的壁包含后壁和两个侧壁；以及
直接与至少一个导电外壳电接触的电极结构，电极结构选择性地向电动车辆提供电能；
第一导电外壳和第二导电外壳具有相同的外形尺寸，使得第一导电外壳和第二导电外壳可以彼此相互交换。
2.根据权利要求1所述的蓄电池单元，其中电极结构夹于第一导电外壳和第二导电外壳二者之间。
3.根据权利要求2所述的蓄电池单元，包含隔板以电隔离第一导电外壳和第二导电外壳。
4.根据权利要求3所述的蓄电池单元，其中第一导电外壳、第二导电外壳和隔板提供空腔以接纳电极结构。
5.根据权利要求3所述的蓄电池单元，其中隔板提供接纳第一导电外壳壁的第一凹槽和接纳第二导电外壳的第二壁的第二凹槽。
6.根据权利要求1所述的蓄电池单元，其中电极结构具有果冻卷状配置。
7.根据权利要求1所述的蓄电池单元，其中蓄电池单元不包含接线柱。
8.根据权利要求1所述的蓄电池单元，其中蓄电池单元是电动车辆动力传动系统的一部分。
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