CN111952496A - 用于机动车的电池模块 - Google Patents
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Abstract
本发明涉及一种电池模块(4),具有至少一个电池单元(14)和单元支架(16),其中,所述电池单元(14)具有柱状的单元壳(18),所述单元壳(18)具有在外侧的外罩面(28),其中,在所述外罩面(28)中设有外螺纹(32),并且其中,所述单元支架(16)具有至少一个具备内螺纹(38)的螺纹孔(36),至少一个电池单元(14)旋入或可旋入所述螺纹孔(36)中。
Description
技术领域
本发明涉及一种电池模块,其例如用于机动车、尤其电驱动或可电驱动的、诸如电动车或混合动力车辆之类的机动车。本发明还涉及一种用于这种电池模块的电池单元以及一种具有这种电池模块的电驱动或可电驱动的机动车。
背景技术
诸如电动车或混合动力车辆之类的电或电动驱动或能驱动的机动车通常包括电动机,一个或两个车轴能由电动机驱动。为了提供电能,电动机通常与作为电气蓄能器的车辆内部的(高压)电池连接。
尤其电化学的电池在此处和下文中尤其应理解为机动车的所谓的二次的电池(即充电电池)。在这种(二次)车辆电池中,消耗的化学能可以通过电气的充电过程恢复。这类的车辆电池例如设计为电化学蓄电池、尤其锂离子蓄电池。为了产生或提供足够高的工作电压,这样的车辆电池通常具有至少一个电池模块(电池单元模块),其中,多个单独的电池单元模块化地连接。
电池单元可以例如设计成所谓的圆形单元或柱状单元。这种圆形单元通常具有柱状或圆形的结构形状,该结构形状具有(圆)柱状的单元壳。
在车辆电池由圆形单元构成的情况下,通常需要将一千个以上单独的电池单元连接成电池模块。由于电池单元数量众多,因此对这些单池单元在装配过程中的操作、在模块联合体中的固持、在电池模块中的适合自动化的连接以及最终的电气接触引起较大的制造耗费。因此,这种电池模块的制造时间和制造成本均不利地增加。
通常通过如下方式将电池单元或圆形单元固持或紧固在电池模块中,即,多个电池单元的预装配的单元装置通过浇注材料(例如浇注树脂)材料接合地连接或胶粘。随后将这些单独的电池单元通过引线连接彼此导电地接触。
在这种具有浇注的或材料接合地连接的电池单元的电池模块中不利的是,随后为了保养、维修或回收难以拆卸或甚至不能拆卸。
此外,在制造电池模块时通常需要将浇注材料以高温施加到电池单元上。在此出现的问题是,在较高的电池单元温度、例如高于45℃时,电池单元开始衰退。这意味着,在这样高的温度下,在电池单元内发生损坏或完全破坏电池单元的电化学反应。因此,浇注需要在受控条件下进行,因为一方面浇注材料的温度必须足够高,以便确保良好的流动性和润湿性,但另一方面要避免电池单元的衰退。因此,电池模块的制造耗费不利地进一步增加。
这些电池单元分别具有作为电接触点或电连接点的两个单元电极、即负极和正极,因此在电池单元的电接触过程中,需要每个电池单元的各两个引线连接步骤。因此,电池模块的诸多电池单元的连接耗费较大,这不利地增加了制造时间。
由专利文献DE 101 22 682 A1已知一种用于电池模块的多单元模块结构,该电池模块具有多个圆形单元的电池单元。多单元模块结构具有支架板,该支架板具有许多用于与电池单元接触的连接端子。这些连接端子设计为带有外螺纹的竖起的螺纹件。电池单元设计为在端侧具有单元端子,在该单元端子中设有内螺纹。为了装配电池模块,将电池单元放置在连接端子上并且将螺纹旋入彼此中。
在专利文献DE 10 2015 210 671 A1中描述了一种具有多个电池单元的电池模块,电池单元设计为圆形单元。在此,电池单元的两个单元电极彼此同轴地布置在单元壳的共同的端侧上。其中,两个单元电极分别具有可旋入电池模块盖的适配的螺纹中的螺纹。
发明内容
本发明所要解决的技术问题是,提供一种特别合适的电池模块。尤其要提供一种装配耗费和连接耗费特别低的电池模块。本发明所要解决的技术问题还包括,提供一种用于这种电池模块的电池单元以及一种具有这种电池模块的电驱动或可电驱动的机动车。
在电池模块方面,所述技术问题按照本发明通过一种电池模块解决,所述电池模块具有至少一个电池单元和单元支架,其中,所述电池单元具有柱状的单元壳,所述单元壳具有在外侧的外罩面,其中,在所述外罩面中设有外螺纹,并且其中,所述单元支架具有至少一个具备内螺纹的螺纹孔,至少一个电池单元旋入或可旋入所述螺纹孔中。在电池单元方面,所述技术问题按照本发明通过一种用于前述类型的电池模块的电池单元解决,所述电池单元具有柱状的单元壳,所述单元壳具有在外侧的外罩面,在所述外罩面中设有外螺纹。在机动车方面,所述技术问题按照本发明通过一种电驱动或可电驱动的机动车解决,所述机动车具有车辆电池,所述车辆电池具有前述类型的电池模块。关于电池模块提到的优点和设计方案按照意义也可以应用于电池单元和/或机动车,反之关于电池单元和/或机动车提到的优点和设计方案按照意义也可以应用于电池模块。
按照本发明的电池模块例如适合于并且设置用于静态的蓄能器。优选地,所述电池模块适合于并且设置用于车辆内部的蓄能器、即电驱动或可电驱动的机动车的车辆电池。所述电池模块具有至少一个电池单元和作为单元连接器的单元支架(也可以称为模块支架、支架部件)。
所述电池单元具有柱状的单元壳,所述单元壳具有在外侧的外罩面。换言之,电池单元设计为圆形单元或柱状单元。在单元壳的外罩面中至少在部分区段设有外螺纹或旋拧螺纹、即成型的槽,该槽连续地呈螺旋状、即作为螺旋线延伸。
在此,单元支架具有至少一个具备内螺纹的螺纹孔,至少一个电池单元旋入(拧入、装入)或可旋入(拧入、装入)该螺纹孔中。这意味着,螺纹孔的内螺纹设计为与单元壳的外螺纹互补或啮合,也就是说,螺纹孔和电池单元是一个匹配对。由此产生特别合适的电池模块。
因此,为了装配电池模块,将电池单元的外螺纹旋入单元支架的螺纹孔中。由此实现了电池模块的特别简单且耗费减少的装配。因此,尤其能够实现在保养、维修或回收过程中简单地拆卸单个的电池单元。
一方面通过电池单元的外螺纹并且另一方面通过单元支架的螺纹孔的内螺纹实现电池单元在单元支架上的摩擦接合的固持或固定。在此处和下文中,至少两个彼此连接的部件之间的“摩擦接合”或“摩擦接合的连接”尤其理解为,彼此连接的部件由于在它们之间起作用的摩擦力被阻止相互滑动。如果没有引起该摩擦力的“连接力”(即,使这些部件彼此压靠的力、例如拧紧力或重力本身),则摩擦接合的连接不能保持并且因此可能解除。
在此,单元壳或单元支架的外螺纹和内螺纹例如切削地通过机械的(再)加工制造或非切削地(变形)通过浇注或增材制造方法制造。
与现有技术不同,摩擦接合的螺纹连接或螺栓连接不仅在单元壳的端侧的区域中进行而且沿单元壳的外罩面进行。由此与现有技术相比提供了在电池单元和单元支架之间大大增加的螺纹啮合、即延长的连接区域或接合区域。因此实现了在至少一个电池单元和单元支架之间的运行可靠、耐振动且耐冲击的连接。
在有利的实施方式中,外螺纹基本上在单元壳的整个轴向的单元高度上延伸。换言之,单元壳按照螺栓的样式设计。由此实现了特别长且大面积的连接区域或接合区域,从而确保在至少一个电池单元和单元支架之间的特别运行可靠、耐振动且耐冲击的连接。
优选地,所述螺纹孔具有足够的轴向深度,从而电池单元尽可能完全地旋入或可旋入该螺纹孔中。
在适当的扩展设计中,电池单元的单元电极、即正极或负极连接在单元壳上。这意味着,单元壳、尤其外螺纹有效地构成电池单元的单元电极之一。由此能够实现电池单元的特别简单的接触。
相应的另一单元电极例如通过引线连接或通过(激光)焊接被接触。也可以考虑例如螺纹孔的例如按照弹簧触头形式的在底面侧的触点,从而进一步简化了电池模块的安装。
在一种可能的设计方案中,单元支架至少部分地由可导电的材料制成。可导电的材料例如是金属、尤其铜或铝材料。在此,单元支架例如可以具有由可导电的材料构成的冲裁网格或汇流排,冲裁网格或汇流排例如作为插入件集成在不能导电的支架材料中。由此能够特别简单且低耗费地接触和/或连接电池单元。连词“和/或”在此处和下文中应当理解为,通过该连词联结的特征既可以共同地设计也可以设计为彼此的替代方案。
备选地例如可以考虑,单元支架由不能导电的材料、例如塑料制成。在这种情况下,单元支架例如由ABS(丙烯腈-丁二烯-苯乙烯共聚物)或PP(聚丙烯)塑料制成,需要时还具有玻纤增强材料(例如PP GF 30,即玻纤增强聚丙烯)。由此实现结构重量和成本极大地减小的电池模块。
在特别适宜的实施方式中,电池单元在旋入状态下导电地接触。这意味着,通过将电池单元拧入或旋入单元支架的螺纹孔中,实现电池单元的至少一个单元电极的电接触。在存在多个旋入单元支架中的电池单元的情况下,接触的单元电极优选电气地并联连接。因此,与现有技术相比,省去了接触和/或连接需要的一半引线连接步骤,因为电池单元的一个单元电极已经通过旋入螺纹孔中被接触。
尤其电化学的电池单元例如设计为锂离子电池单元。这类的电池单元通常具有大约95%的效率,其中,产生的损耗被转化成热能。因此,为了在机动车中有效率地且可靠地使用电池模块需要在运行中将电池单元的温度调节到例如25℃的工作温度上,因为一方面衰退在高于45℃的电池温度下开始并且另一方面锂离子电池单元的性能在-5℃以下降低。
为了调温或温度管理并且因此为了电池模块的尽可能性能最佳的运行,在适宜的实施方式中,至少一个冷却剂通道、即为导引冷却流体或加热流体而设的通道结构集成在单元支架中,所述冷却剂通道围绕至少一个螺纹孔导引。因此能够实现对电池单元的高性能或高效的、靠近单元的调温。
在装配或安装状态下,所述至少一个冷却剂通道适当地与相应的(外部)冷却剂回路连接并且被冷却剂或加热剂流过。由此实现针对电池模块的电池单元的有效率且运行可靠的冷却和/或蓄热,从而延长了电池单元的使用寿命和因此电池模块的使用寿命。
在附加或替代的设计方案中,为了对电池单元的调温或温度管理规定,在所述螺纹孔或每个螺纹孔的区域中,将相变材料(英文:phase change material,缩写PCM)作为潜热蓄热器(英文:latent heat system,缩写LHS)设置在单元支架中,所述相变材料在相变化时保持固体结构。这意味着,相变材料在相变化之前和之后都是固体材料,也就是说,相变材料例如在相变化的过程中不发生液化。
在这种情况下,单元支架尤其由相变基质材料制成。由此提高了单元支架的热容量。因此,例如可以从周围的单元支架材料和/或电池单元汲取并且相应地存储热量和冷量。通过使用或设置相变材料例如可以例如补偿电池温度的温度波动和/或稳定电池温度。由此,基本上被动地防止了电池温度的最大热负荷,而不必主动冷却电池单元或单元支架。
在可能的扩展设计中,多个螺纹孔呈带心矩形或六角形的网格形制地布置在所述单元支架中。换言之,相邻的螺纹孔排彼此错移地布置,从而实现电池单元的安装空间的特别紧凑的布置方式。由此有利地减小电池模块的安装空间需求,这尤其对在机动车中的安装或使用是有利的。
按照本发明的电池单元适合于并且设置用于前述的电池模块。电池单元设计为圆形单元或柱状单元并且具有柱状的单元壳,其中,在单元壳的外侧的外罩面中设有外螺纹或旋拧螺纹。
电池单元通过外螺纹能够拧入电池模块的单元支架的螺纹孔中,其中,在这种情况下,电池单元摩擦接合地固定在单元支架上并且优选可导电地被接触或连接。由此能够实现电池模块的特别简单且耗费极为减小的装配和连接。尤其还能够实现在保养、维修或回收过程中简单地拆卸单个的电池单元。
在优选的应用中,前述电池模块是电驱动或可电驱动的机动车、尤其混合动力车辆或电动车的车辆电池的一部分。通过按照本发明的电池模块有利地减少了制造耗费和因此机动车的生产成本。
附图说明
以下根据附图详细描述本发明的实施例。在附图中示意性地并且简化地:
图1局部地示出机动车的具有多个电池模块的车辆电池,这些电池模块分别具有多个电池单元,
图2示出电池单元的剖面图,和
图3示出电池模块的单元支架的俯视图,该单元支架具有螺纹孔和集成的冷却剂通道。
彼此相应的部件和尺寸在所有附图中总是配设有相同的附图标记。
具体实施方式
图1简化且示意性地示出未详细示出的机动车的车辆电池2的局部视图。(车辆)电池2尤其设计为电化学的二次电池,其中,机动车尤其是电驱动或可电驱动的机动车、例如电动车或混合动力车辆。
电池2具有多个电池模块4,这些电池模块例如设计为锂离子蓄电池。在图1中示例性地仅示出并联连接的三个电池模块4,这三个电池模块分别在一侧与正极线路(Pluspfad)6连接并且在另一侧负极线路(Minuspfad)8连接。线路6、8分别导引至电池2的对应的端子10、12上。
在图1中示出这些电池模块4分别具有仅示例性的六个单独的电池单元14(图2)。这些电池单元14彼此相邻地布置在电池模块4中并且共同连接成为电池模块4。电池单元14在图1中仅示例性地设有附图标记。为了固持和接触电池单元14,这些电池模块4分别具有作为单元连接器的单元支架(模块支架部件)16(图3)。
在图2中单独示出的电池单元14设计为圆形单元或柱状单元。在此,该电池单元14或每个电池单元14具有柱状的单元壳18,单元壳18由在端侧的单元盖20封闭。在单元壳18内布置有电极线圈22。电极线圈22具有两个单元电极24、26,即正极24和负极26。正极24与单元盖20接触。在这种情况下,负极26在单元壳18的相对置的端侧与壳底部接触。换言之,负极26连接在单元壳18上。这意味着,电池单元14的正极基本上由单元盖20构成,并且电池单元14的负极基本上由单元壳18构成。在此,单元盖20和单元壳18适宜地彼此电绝缘。备选地例如可以考虑,正极24与单元壳18连接,并且负极26与单元盖20连接。
单元壳18具有在外侧的外罩面28,所述外罩面28具有轴向的单元高度30。在外罩面28上设有外螺纹32,所述外螺纹32基本上在单元壳18的整个轴向的单元高度30上延伸。
在图3中仅局部地示出的单元支架16具有支架体34,在该支架体34中设有多个螺纹孔36。这些螺纹孔36在此分别具有与外螺纹32互补设计的内螺纹38。螺纹孔在图3中仅示例性地设有附图标记。
支架体34例如由相变基质材料制造,其中,相变基质材料在相变化时保持固体结构。支架体34在此至少部分地由导电的材料制造。在这种情况下,在支架体34中例如集成有冲裁网格,该冲裁网格在螺纹孔36或螺纹孔36的内螺纹38旁导引。
为了装配电池模块4,将电池单元14通过其外螺纹32旋入或拧入单元支架16的螺纹孔36的内螺纹38中。由于单元电极26与单元壳18的接触和支架体34的导电材料,电池单元14通过旋入一方面摩擦接合地固定在单元支架16上并且另一方面这些电池单元14彼此电连接。尤其地,这些电池单元14在并联电路中彼此能导电地连接。
在图3的截图中示出四排螺纹孔36,这四排在此分别彼此错移地布置,使得这些螺纹孔36具有在支架体34中的大约呈带心矩形或六角形的网格形制。
集成在支架体34中的冷却剂通道40围绕螺纹孔36导引。冷却剂通道40在图3中用点划线示出。在此,冷却剂通道40波浪状地或蜿蜒地围绕螺纹孔36导引,使得每个螺纹孔36至少在部分区段中被冷却剂通道40包围或镶边。冷却剂通道40在此可以例如设计为连续的、即一体式的冷却剂通道或者设计为多个单独的、平行的冷却剂通道。
在装配或安装状态下,冷却剂通道40与电池2的和/或机动车的冷却剂回路连接并且被冷却剂或加热剂流过。通过螺纹孔36的结构空间紧凑的网格形制和支架体34的相变基质材料以及冷却剂通道40实现了对电池单元14的特别有效率的、可靠且运行可靠的温度管理,这样的温度管理确保了在电池模块4的运行中对电池单元14的高性能的、靠近单元的调温。
要求保护的本发明不局限于前述实施例。反而本领域技术人员还可以在公开的说明书的框架内推导出本发明的其他变型方案,只要不脱离本发明的技术方案即可。尤其结合各个实施例所述的所有的单独技术特征还可以在公开的说明书的框架内以其他方式相互组合,只要不脱离本发明的技术方案即可。
附图标记列表
2 车辆电池
4 电池模块
6 正极线路
8 负极线路
10 端子
12 端子
14 电池单元
16 单元支架
18 单元壳
20 单元盖
22 电极线圈
24 单元电极/正极
26 单元电极/负极
28 外罩面
30 单元高度
32 外螺纹
34 支架体
36 螺纹孔
38 内螺纹
40 冷却剂通道
Claims (10)
1.一种电池模块(4),具有至少一个电池单元(14)和单元支架(16),
-其中,所述电池单元(14)具有柱状的单元壳(18),所述单元壳(18)具有在外侧的外罩面(28),
-其中,在所述外罩面(28)中设有外螺纹(32),
-并且其中,所述单元支架(16)具有至少一个具备内螺纹(38)的螺纹孔(36),至少一个电池单元(14)旋入或可旋入所述螺纹孔(36)中。
2.根据权利要求1所述的电池模块(4),其特征在于,所述外螺纹(32)基本上在所述单元壳(18)的整个轴向的单元高度(30)上延伸。
3.根据权利要求1或2所述的电池模块(4),其特征在于,所述电池单元(14)的单元电极(26)连接在所述单元壳(18)上。
4.根据权利要求1至3中任一项所述的电池模块(4),其特征在于,所述单元支架(16)至少部分地由可导电的材料制成。
5.根据权利要求1至4中任一项所述的电池模块(4),其特征在于,所述电池单元(14)在旋入状态下被导电地接触。
6.根据权利要求1至5中任一项所述的电池模块(4),其特征在于,在所述单元支架(16)中集成有冷却剂通道(40),所述冷却剂通道(40)围绕至少一个螺纹孔(36)导引。
7.根据权利要求1至6中任一项所述的电池模块(4),其特征在于,在所述螺纹孔(36)的区域中,将相变材料设置在所述单元支架(16)中,所述相变材料在相变化时保持固体结构。
8.根据权利要求1至7中任一项所述的电池模块(4),其特征在于,多个螺纹孔(36)呈带心矩形或六角形的网格形制地布置在所述单元支架(16)中。
9.一种用于根据权利要求1至8中任一项所述的电池模块(4)的电池单元(14),所述电池单元(14)具有柱状的单元壳(18),所述单元壳(18)具有在外侧的外罩面(28),在所述外罩面(28)中设有外螺纹(32)。
10.一种电驱动或可电驱动的机动车,其具有车辆电池(2),所述车辆电池(2)具有根据权利要求1至8中任一项所述的电池模块(4)。
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DE102019207207.0A DE102019207207A1 (de) | 2019-05-17 | 2019-05-17 | Batteriemodul für ein Kraftfahrzeug |
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WO2023217762A1 (de) * | 2022-05-11 | 2023-11-16 | Rheinisch-Westfälische Technische Hochschule (Rwth) Aachen | Batterievorrichtung |
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US11527798B2 (en) * | 2020-08-26 | 2022-12-13 | Bae Systems Information And Electronic Systems Integration Inc. | Battery mounting mechanism |
DE102020210927A1 (de) | 2020-08-31 | 2022-03-03 | Robert Bosch Gesellschaft mit beschränkter Haftung | Kühlsystem für mindestens eine Batterie |
FR3118315A1 (fr) * | 2020-12-22 | 2022-06-24 | Airbus Defence And Space Sas | Dispositif pour la protection et le refroidissement d’une batterie. |
DE102021110025A1 (de) | 2021-04-21 | 2022-10-27 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Batteriezelle-Befestigungsanordnung und Elektrofahrzeug |
DE102021110914A1 (de) | 2021-04-28 | 2022-11-03 | Audi Aktiengesellschaft | Verfahren zum Demontieren einer Batterieanordnung und Demontageanordnung |
DE102021207360A1 (de) * | 2021-07-12 | 2023-01-12 | Robert Bosch Gesellschaft mit beschränkter Haftung | Batteriezelle, Batteriezellenadapter, System mit Batteriezelle und Batteriezellenadapter, sowie Batteriemodulzellenhalter |
DE102022002480A1 (de) | 2022-07-07 | 2024-01-18 | Mercedes-Benz Group AG | Batteriezelle für ein Batteriemodul eines elektrischen Energiespeichers sowie Batteriemodul |
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US20200365932A1 (en) | 2020-11-19 |
EP3739660B1 (de) | 2023-07-12 |
EP3739660A1 (de) | 2020-11-18 |
DE102019207207A1 (de) | 2020-11-19 |
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