CN105190988B - 具有改善的冷却效率的车辆电池组 - Google Patents
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Abstract
本发明公开了一种用于车辆的电池组。根据本发明的用于车辆的电池组包括:至少一个二次电池,该至少一个二次电池包括负电极板、分隔物和正电极板;以及至少一个冷却片,该冷却片与二次电池的外部材料接触并由此冷却二次电池,其中,所述冷却片的至少一端与车身接触。冷却片通过车身而释放由二次电池产生的热。因而,不需要单独的制冷剂、制冷剂的移动通道以及泵等。
Description
技术领域
本发明涉及一种用于车辆的电池,更特别地,涉及一种可以以低成本而具有高冷却效率的用于车辆的电池组。
本申请要求2014年2月24日在韩国提交的韩国专利申请No.10-2014-0021283和2015年2月23日在韩国提交的韩国专利No.10-2015-0025099的优先权,在此通过引用将其公开内容并入。
背景技术
二次电池由于其易于应用到各种产品的特点和诸如高能量密度的电气性能,不仅通常被应用到便携式装置,也被广泛地应用到电动车辆(EV)或混合动力电动车辆(HEV)和由电动马达推动的能量储存系统。因为其具有显著地降低化石燃料的使用和不从能量的使用中产生副产品的主要优点,二次电池逐渐受到关注,从而成为新的生态友好的并且能效高的能量源。
在电动车辆中使用的电池组具有由串联连接的多个电池单体组件组成的结构以获得高电能,每个电池单体组件包括多个单元电池。单元电池还包括正极集电器和负极集电器、分隔物、活性材料、和电解质溶液,并且通过构成元件之间的电化学反应而允许重复充电和放电。
除了该基本结构之外,电池组进一步包括电池管理系统(BMS),以通过应用以下算法监视和控制二次电池的状态:该算法用于控制诸如马达的驱动负载的电能供应、诸如电流或电压的电气特性的测量、充电/放电控制、电压均衡控制、和充电状态(SOC)估计。
近来,随着对高容量结构以及利用作为能量储存源的需求的上升,对多模块结构的电池组的需求增加,多个电池模块被组装在多模块结构中,电池模块包括串联连接或并联连接的多个二次电池组。
因为多模块结构的电池组被设计成具有多个二次电池,所述多个二次电池在狭小空间中被以高密度布置,所以易于排放由各个二次电池产生的热至关重要。作为排放由二次电池产生的热的各种方法之一,间接冷却方法在日本专利申请公开No.2009-301877中公开。
图1是图示包括冷却片和二次电池的电池组的设计的示意性分解透视图;
该间接冷却方法是使用制冷剂通过冷却片2与二次电池1的壳体接触的冷却方法。由二次电池1产生的热通过冷却片2被转移,并且冷却片2再将热转移到制冷剂。通常地,散热器3形成在冷却片2的顶部或底部,用于与制冷剂快速热交换。
上述使用制冷剂的冷却方法需要诸如通道的单独空间,制冷剂沿着通道移动。使用制冷剂的冷却方法也需要诸如用于移动制冷剂的泵的单独装置。因此,当电池组采用使用制冷剂的冷却方法时,不仅需要用于二次电池的空间,也需要附加空间,并且因为附加冷却系统被安装,增大电池组的整体尺寸并降低电池组的单位体积的能量密度。冷却系统的复杂性也导致诸如冷却剂泄漏、制冷剂在其中流动的通道的堵塞的失效因素的增加,并导致用于移动制冷剂的泵或马达的失效。并且,由于需要安装附加冷却系统,需要附加成本以及制造二次电池的成本。结果,电池组的价格增加。
发明内容
技术问题
申请人解决了基于在电池组中使用的间接冷却方法的冷却系统的问题。申请人构想了开发比传统冷却系统简单且所需空间小的冷却系统的想法。
设计本发明来解决本领域的上述问题,并因此,本发明涉及提供具有简单结构、以低成本实现高冷却效率的用于车辆的电池组。
从以下描述和本发明的示例性实施例中,本发明的其它目的和优点将显而易见。也将易于理解的是,本发明的目的和优点是通过在所述权利要求中提出的本发明的装置和组合实现的。
技术方案
为了达到上述目的,根据本发明的用于车辆的电池组包括:至少一个二次电池,该二次电池包括负电极板、分隔物、和正电极板;以及至少一个冷却片,该冷却片与二次电池的壳体接触,以冷却二次电池,其中,冷却片的至少一端与车身接触。
根据本发明的一个实施例,用于车辆的电池组可以进一步包括介于冷却片和车身之间的导热界面材料。
根据本发明的电池组可以进一步包括包围二次电池的电池组箱体。在这种情况下,冷却片可以被暴露在电池组箱体的外部。
根据本发明的电池组可以是车辆的元件,该车辆包括用于车辆的电池组和利用从电池组供应的电能运行的马达。
有利效果
根据本发明的电池组不需要制冷剂沿其移动的单独通道和用于移动制冷剂的单独的泵。因而,与现有技术相比,可以提高电池组的能量密度。也降低或消除制冷剂泄漏和泵失效的风险。并且,热始终通过与外部空气接触的车身被耗散,获得高的冷却效率。
本发明可以具有各种其它效果,并且通过以下说明能理解本发明的其它效果,且本发明的其它效果从本发明是示例性实施例中将变得显而易见。
附图说明
附图图示本公开的优选实施例,并且和现有公开一起,用于提供对本发明的技术精神的进一步理解,并因此,本公开不受附图的限制。
图1是图示包括冷却片和二次电池的电池组的设计的示意性分解透视图。
图2是图示根据本公开的电池组的设计的示意性透视图。
图3是图示安装在车辆中的根据本公开的电池组的实例的示意图。
具体实施方式
以下,将参考附图详细描述本公开的优选实施例。在描述之前,应理解的是,在说明书中和权利要求中使用的术语不限于通常含义和字典含义,而应在发明人被允许为了最好的解释而适当地定义术语的原则上,根据对应本发明的技术方面的意义和概念进行理解。因此,这里提出的描述仅是用于图示目的的优选实例,而不限制本发明的范围,所以应理解的是,在不背离本发明的精神和范围的情况下,可以根据本发明作出其他等同物和改进。
图2是图示根据本发明的电池组的设计的示意性透视图。
参考图2,根据本发明的电池组10包括二次电池11和冷却片12。根据本发明的电池组10可以是被安装在车辆中的用于车辆的电池组。以下描述是在电池组10被安装在车中的前提下做出的。
二次电池11具有单元电池重复堆叠在其中的结构,且每个单元电池包括负电极板、分隔物和正电极板。电池组10包括至少一个二次电池11,且二次电池11不受具体类型限制。每个二次电池11可以构成锂离子电池、锂聚合物电池、镍镉电池、镍氢电池和镍锌电池,这些电池是可再充电的并需要考虑充电或放电电压。根据需要的输出电压或充电/放电容量,也可以不同地设置被包括在电池组10中的二次电池11的数目。然而,本发明不受二次电池11的类型、输出电压和充电容量的限制。本发明也不受二次电池11的连接方法的限制。
根据壳体的类型,二次电池被分成袋型二次电池、圆柱型二次电池和棱柱型二次电池。在这些类型的二次电池中,与罐型二次电池相比,袋型二次电池具有如下优点:易于制造、低的生产成本、并且易于通过以串联或并联方式电连接多个单元电池而构造高容量二次电池组。
冷却片12与二次电池11的壳体接触,以冷却二次电池11。冷却片12的数目可以等于或小于或大于二次电池11的数目。冷却片12由具有高导热性的材料制成,优选地,由铝或铜制成。
在这种情况下,冷却片12和二次电池11应该被彼此电隔离。二次电池11的壳体由绝缘材料制成,以帮助在冷却片12和二次电池11之间实现绝缘。优选地,为了提高冷却片12和二次电池11之间的绝缘,绝缘材料的板或薄膜可以介于冷却片12和二次电池11之间。在这种情况下,该板或薄膜优选地由具有高的电绝缘和高的导热性的材料形成。
根据本发明的电池组10可以进一步包括包围二次电池11的电池组箱体13。在这种情况下,冷却片12被暴露在电池组箱体13的外部。
根据本发明的电池组10可以被设计使得冷却片12的至少一端与车身接触。
图3是图示被安装在车辆中的根据本发明的电池组的实例的示意图。
参考图3,可以看到,冷却片12的顶部和底部与车身15接触。冷却片12吸收由二次电池11产生的热。被冷却片12吸收的热也被转移到车身15。如上所述,根据现有技术,冷却片吸收由二次电池11产生的热,并且冷却片12使用辅助的冷却系统,借助单独的制冷剂将热排放出去。然而,本发明的冷却系统允许由二次电池11产生的热通过热传导现象而经由冷却片12和车身的接触穿过车身15被排出。本发明不需要制冷器沿其移动的单独的通道和用于移动制冷剂的单独的泵。因此,与现有技术相比,可以提高电池组的能量密度。也可以降低和消除冷却剂的泄漏和泵失效的风险。并且,热穿过始终与外部空气接触的车身耗散,获得了高的冷却效率。
根据本发明是一个实施例,冷却片12的一端具有弯曲形状,以增大与车身15的接触表面。就是说,冷却片12可以被弯曲至少一次,以使与车身15的接触表面最大化。
优选地,被包括在电池组10中的多个冷却片12中的每一个冷却片的一端可以在同一方向上被弯曲。就是说,如图2和3所示,冷却片12可以一起向右方弯曲。由于冷却片12一起在同一方向上弯曲,所以冷却片12可以容易地接触车身15并长期维持与车身15的接触。
根据本发明的一个实施例,导热界面材料(TIM)14可以介于冷却片12和车身15之间。优选地,TIM 14具有比冷却片12高的热传达系数,且为了使热传导系数最大化,TIM 14可以是具有宽的接触面积的板或薄膜的形状。TIM的一个实例可以包括介于个人计算机(PC)的微处理器和散热器之间的材料。
优选地,介于冷却片12和车身15之间的TIM 14可以同时与多个冷却片12和车身15接触作为一个单元。因为车身15每个部位或位置具有不同的温度,所以冷却片12的冷却温度可以根据与冷却片12接触的车身15的部位改变。因而,一个TIM 14被优选地介于多个冷却片12和车身15之间,以允许冷却片12将二次电池11的每一个二次电池冷却到一致的温度。由此,即使电池组11被安装在车身15的任何部位,电池组11都可以一致地冷却二次电池11。
根据一个实施例,冷却片12和车身15可以通过粘结或螺栓联接的方法连接。当TIM介于冷却片12和车身15之间时,冷却片12与TIM 14之间或TIM 14与车身15之间也可以通过粘结或螺栓联接的方法连接。当TIM 14被介入时,可以通过将粘结剂施加在TIM 14的两个表面上连接冷却片12、TIM 14和车身15,且可以通过用螺栓一体地联接冷却片12、TIM 14和车身15维持该联接状态。
根据本发明的电池组10可以是车辆的元件,该车辆包括电池组10和利用从电池组10供应的电能运行的马达。
文中已经通过有限的实施例和附图描述了本发明,但是本发明不受此限制,且应理解的是,在不背离本发明和所附权利要求和它们的等同物的精神和范围的情况下,本领域的技术人员可以进行各种改变和改进。
Claims (3)
1.一种用于车辆的电池组,包括:
至少一个二次电池,所述二次电池包括负电极板、分隔物和正电极板;以及
至少一个冷却片,所述冷却片与所述二次电池的壳体接触以冷却所述二次电池,
其中,所述冷却片的两端具有弯曲形状并且与车身接触,
所述用于车辆的电池组进一步包括:
电池组箱体,所述电池组箱体包围所述二次电池,
其中,所述冷却片的所述两端以所述两端与所述电池组箱体之间存在预定间隔的状态被暴露于所述电池组箱体的外部,以被连接到所述车身。
2.根据权利要求1所述的用于车辆的电池组,进一步包括:
导热界面材料,所述导热界面材料介于所述冷却片和所述车身之间。
3.一种车辆,包括:
根据权利要求1-2中的任一项所述的用于车辆的电池组;以及
利用从所述电池组供应的电力而运行的马达。
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KR102146519B1 (ko) * | 2016-12-09 | 2020-08-20 | 주식회사 엘지화학 | 배터리 팩 및 이러한 배터리 팩을 포함하는 자동차 |
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US11142058B2 (en) * | 2017-07-26 | 2021-10-12 | Autotech Engineering S.L. | Battery box floor for electric vehicles and corresponding vehicle body |
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