CN113519085A - 用于机动车的能量存储器装置、机动车及制造方法 - Google Patents
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Abstract
本文公开的技术涉及一种用于机动车(100)的能量存储器装置(100)。所述能量存储器装置(100)包括多个用于电化学储能的圆形电池单体(120)和存储器壳体(110),在该存储器壳体中设置有所述多个圆形电池单体(120)。所述圆形电池单体(120)在它们的安装位置中基本上平行于车辆横向轴线(Y)延伸。所述圆形电池单体(120)在存储器壳体(110)内沿车辆竖直轴线(Z)方向分多层(L1、L2、L3、L4)设置,层(L1、L2、L3、L4)的数量沿车辆纵向轴线(X)方向变化。此外,本文公开的技术还涉及一种机动车以及一种用于制造能量存储器装置(100)的方法。
Description
技术领域
本文公开的技术涉及一种用于机动车的能量存储器装置和具有这种能量存储器装置的机动车。
背景技术
这种能量存储器装置例如用于以电池运行的机动车中。例如从现有技术已知高压存储器,其具有多个圆形电池单体、棱柱形电池单体或软包电池单体。圆形电池单体可低成本地制造。基于形状因素和大量的圆形电池单体,将圆形电池单体集成到能量存储器装置中是复杂的。棱柱形电池单体或软包电池单体的制造也相对复杂。
发明内容
本文公开的技术的优选任务是,减少或消除已知解决方案的至少一个缺点或提出替代解决方案。本文公开的技术的优选任务尤其是,提供一种能量存储器装置,其在以下因素的至少一个方面有所改进:制造时间、制造成本、制造复杂度、安装空间的利用、可持续性和/或构件可靠性。其它优选任务可由本文公开的技术的有利效果产生。所述任务通过独立权利要求的技术方案解决。从属权利要求构成优选实施方式。
电能量存储器装置是一种用于储存电能的装置,尤其是为了驱动至少一个(牵引)驱动电机。能量存储器装置包括至少一个用于储存电能的电化学电池单体。例如能量存储器装置可以是高压存储器或高压电池。
能量存储器装置包括至少一个存储器壳体。适宜的是,存储器壳体是至少包围能量存储器装置高电压部件的外壳。适宜的是,存储器壳体构造成气密的,从而收集可能从电池单体逸出的气体。有利地,壳体可用于防火、接触保护、侵入保护和/或用于防湿气和灰尘。
存储器壳体可至少部分地由金属、尤其是由铝、铝合金、钢或钢合金制成。在能量存储器装置的所述至少一个存储器壳体中可容纳以下构件中的至少一个或多个:储存电池单体、功率电子器件的部件、用于中断机动车供电的接触器、冷却元件、电导体,控制器。能量存储器装置尤其是可具有待冷却的元件、尤其是电池单体和/或能量存储器装置的功率电子器件的部件。适宜的是,在将组件安装在机动车中之前预装这些构件。
电能存储器装置包括多个用于电化学储存能量的圆形电池单体。圆形电池单体通常容纳在圆柱形电池单体壳体中。如果圆形电池单体的活性材料因运行而膨胀,则壳体在圆周区域中受到拉应力。因此,相对薄的壳体横截面可有利地补偿由膨胀产生的力。优选电池单体壳体由钢或钢合金制成。
圆形电池单体可在两个端部的每一个上分别具有至少一个排气口。排气口用于允许产生的气体从电池单体壳体逸出。但也可为每个圆形电池单体仅设置一个排气口。有利的是,每个圆形电池单体至少有一个排气口在安装位置中朝向外门槛排气地设置。
圆形电池单体的长度与直径之比优选具有介于5至30之间、优选介于7至15之间、并且特别优选介于9至11之间的值。长度与直径之比是圆形电池单体的电池单体壳体长度作为分子与圆形电池单体的电池单体壳体直径作为分母的商。在一种优选实施方式中,圆形电池单体例如具有约45mm至55mm的(外)直径。此外有利的是,圆形电池单体可具有360mm至1100mm、优选约450mm至600mm、并且特别优选约520mm至570mm的长度。
根据本文公开的技术可规定,圆形电池单体由被涂层的电极半成品制成。适宜的是,将阴极材料或阳极材料分别施加到相应半成品电极的载体层或载体层幅材上。例如可通过涂层将阴极材料施加到阴极载体层(如铝)上并且将阳极材料施加到阳极载体层(如铜)上。
根据现有技术,载体层幅材涂覆有阴极材料或阳极材料,在载体层幅材的整个宽度(如1000mm和更大)上分布地设置多个涂层区域,在其中分别施加阴极材料或阳极材料。对于常见的圆形电池单体,这种涂层区域例如可以是约65mm宽。在用阳极材料或阴极材料进行涂层之后,通过多个分离工艺步骤将载体层幅材减小到希望的圆形电池单体规格(如65mm)。为此,分别在设置在各涂层区域之间的未涂层区域中沿载体层幅材的纵向方向分离载体层幅材。分离时出现的杂质(通常是金属颗粒)可能会进入涂层并且分离工艺步骤非常耗时。两者在实践中都是不希望的。
根据本文公开的技术可规定,圆形电池单体包括至少一个被涂层的电极半成品,其不具有垂直和/或平行于圆形电池单体纵向轴线的、在对电极半成品涂层之后通过分离工艺步骤产生的机械的分离边缘。
根据本文公开的技术可规定,圆形电池单体分别包括至少一个具有矩形横截面的被涂层的电极半成品,所述电极半成品长边的长度基本上等于或大于载体层幅材的总宽度,该载体层幅材涂覆有阳极材料或阴极材料以形成电极半成品,使得可在涂层之后且在没有沿载体层幅材纵向方向的进一步的分离工艺步骤的情况下卷绕电极半成品。
尤其是本文公开的技术也包括一种用于制造电化学电池单体、尤其是圆形电池单体的方法,该方法包括下述步骤:在用阴极材料或阳极材料对至少一个形成电极半成品的载体层幅材进行涂层之后将电极半成品卷绕成电池单体,且涂层之后的载体层幅材不经受沿载体层幅材纵向方向的进一步的分离工艺步骤。
换句话说,在涂层之后且在没有沿幅材纵向方向的进一步的分离工艺步骤的情况下卷绕所述至少一个电极半成品。优选,形成阴极、阳极或隔板的半成品在涂层之后不经过分离过程而被卷绕。此外,本文公开的技术也包括一种用于制造本文公开的能量存储器装置的方法,该方法包括下述步骤:
-如上所述制造多个电池单体、尤其是圆形电池单体;并且
-将电池单体设置到本文公开的能量存储器装置中。
根据本文公开的技术,圆形电池单体在它们的安装位置中基本上平行(即可能具有对功能影响不明显的偏差的平行)于车辆横向轴线Y延伸。车辆横向轴线是在机动车正常位置中垂直于车辆纵向轴线X并且水平延伸的轴线。
圆形电池单体在存储器壳体内沿车辆竖直轴线Z方向分多层设置。车辆竖直轴线在此是在机动车正常位置中垂直于车辆纵向轴线X并且竖直延伸的轴线。一层圆形电池单体在此是指多个圆形电池单体,它们安装在存储器壳体的相同平面中并且与存储器壳体底部具有基本上相同的距离。有利的是,层的数量沿车辆纵向轴线X方向变化。
根据本文公开的技术,存储器壳体可具有上侧,该上侧在其外部壳体轮廓中适配于机动车乘客舱的下侧内部轮廓,在安装位置中所述多个层的总高度为了适配于壳体轮廓而沿车辆纵向轴线方向以下述方式变化:在一层的第一区域中所述层的直接相邻的圆形电池单体在安装位置中沿车辆纵向轴线方向比同一层的第二区域中直接相邻的圆形电池单体彼此间隔更远,从而在第一区域中另一层的另一圆形电池单体沉入由第一区域中直接相邻的圆形电池单体形成的第一中间区域中的程度有利地比另一层的相同构造的另一圆形电池单体沉入由第二区域中直接相邻的圆形电池单体形成的第二中间区域中的程度更深。所述多个层的总高度从存储器壳体底部测量直至存储器壳体中相应部位处的最上层的上端部。乘客舱的内部轮廓是限定车辆用户可接近的乘客舱内部空间的轮廓。尤其是壳体轮廓可这样适配于内部轮廓,使得在存储器壳体的上侧和乘客舱的内部轮廓之间设有适宜地恒定的间隙,该间隙优选小于15cm或小于10cm或小于5cm。
根据本文公开的技术,所述多个层中的在能量存储器装置安装位置中的至少一个最下层沿车辆纵向轴线方向从存储器壳体的在安装位置中与机动车前脚部空间邻接的前脚部区域延伸直至存储器壳体的座椅区域,该座椅区域与机动车后排座椅邻接。
根据本文公开的技术,与在存储器壳体的与机动车的前部座椅和/或后部座椅(如单个座椅或后排座椅)邻接的座椅区域中相比,在存储器壳体的与机动车前或后脚部空间邻接的所述脚部区域的至少一个中可设置较少的层。因此可有利地规定,例如在前和/或后脚部区域中仅在存储器壳体中设置最下一层的圆形电池单体,相反,在前和/或后座椅区域中上下堆叠地设置多层。这具有以下优点:尤其是可更有效地利用前部座椅下方或后部座椅下方的安装空间,以便由此提高机动车的电存储容量。
此外可有利地规定,至少这样设置最下层的圆形电池单体,使得圆形电池单体的所有设置在最下层一侧上的端部具有相同的极性。优选这样定向两层直接叠置设置的圆形电池单体,使得两层内的圆形电池单体的所有设置在第一侧上的端部分别具有相同的极性,其中,在第一侧上两层中的第一层的端部的极性与两层中的第二层的端部的极性相反。这种实施方式有利地具有低内阻。
作为替代方案可规定,所有层的圆形电池单体的所有电气端子都设置在一侧上。这种实施方式特别节省空间。
特别优选,圆形电池单体的电池单体电气端子构造成与电池单体壳体电绝缘的。因此,各个电池单体壳体是无电势的。
在一种优选实施方式中可规定,一层的多个圆形电池单体通过施加在同一层的所述多个圆形电池单体上的粘合剂彼此连接。适宜的是,可在一层的各个圆形电池单体已经相对于彼此定位之后,例如在将圆形电池单体设置到存储器壳体中之后,才施加粘合剂。因此有利的是,一层的各个圆形电池单体可低成本且节省空间地相对于彼此固定。作为粘合剂例如可使用聚氨酯、聚酰胺或聚乙烯。
在一种优选实施方式中,在所述壳体底部上设置有至少一个至少部分呈波浪形的定位元件,在其中容纳有多个圆形电池单体以形成一层、尤其是最下层。适宜的是,定位元件垂直于圆形电池单体的纵向轴线延伸。此外有利的是,定位元件可构造成条带形的。
根据本文公开的技术,在至少两层之间可以设置有用于冷却圆形电池单体的冷却元件,所述冷却元件在垂直于车辆横向轴线Y的横截面中优选至少部分构造成波浪形的。在一种实施方式中,冷却元件可连接到机动车的冷却回路上。
本文公开的技术还涉及一种机动车,其包括本文公开的能量存储器装置。
换句话说,本文公开的技术涉及一种新的电池单体规格,其有利地将电池单体生产周期时间缩短了多达5倍并且减少了电池单体结构中的能量不活跃部件。该设计方案可降低电池单体成本并且在电池单体集成方面是有利的,由此可更好地利用存储器中或机动车中的可用安装空间。此外,存储器可有利地适配于乘客舱的拓扑结构并且也可用能量单元(电池单体)高效地填充不利的安装空间。圆形电池单体的制造成本相对较低。即使与已知的具有其它形状的圆形电池单体相比,也可节省进一步的制造步骤,尤其是半成品的切割。这额外降低了由于在电池单体制造期间可能进入电池单体的杂质而导致的故障的可能性。本文公开的圆形电池单体具有相对较轻的电池单体壳体,该电池单体壳体可使用相对较少的材料制造。通过使用钢壳体可有利地在电池单体壳体的制造中放弃铝,这在制造成本和可持续性方面有积极作用。电池单体壳体可以用相对较短的焊缝制造。与其它电池单体规格相比,本文公开的圆形电池单体不容易受由运行引起的膨胀的影响并且可能的制造公差不明显,这可简化模块集成。此外,本文公开的技术基于高度/长度与直径之比为6至25的圆柱形电池单体规格的基本思想。有利的是,可减少不活跃部件的数量。此外有利的是,电极可以以更高的材料密度被涂层并因此实现更高的能量密度。总的来说,圆形电池单体在电池单体层面已经很好的能量密度也可通过更好的利用空间而在能量存储器层面上进一步提高。尤其是可在很大程度上避免长集电器,从而降低线损。
附图说明
现在将参考附图阐述本文公开的技术。附图如下:
图1示出根据现有技术的机动车的纵向剖视图的示意性局部图;
图2示出根据本文公开的技术的机动车的纵向剖视图的示意性局部图;
图3示出根据本文公开的技术的另一种实施例的机动车的纵向剖视图的示意性局部图;
图4示出沿图5的线IV-IV的示意性横剖视图;
图5示出沿图4的线V-V的示意性横剖视图;
图6示出沿图4的线VI-VI的示意性横剖视图;
图7示出沿图4的线VII-VII的示意性横剖视图;
图8示出另一种实施方式的示意性横剖视图;和
图9示出另一种实施方式的示意性截面图。
具体实施方式
图1示出根据现有技术的机动车的纵向剖视图的示意性局部图。在此所示的高压电池1包括多个棱柱形电池单体3。电池单体3竖直地设置。在此不能在后脚部区域中设置电池单体,因为没有足够用于电池单体的安装空间高度。此外,也不能在前排座椅下方或后排座椅下方叠置地设置两层电池单体。高压电池1壳体3的轮廓取决于棱柱形电池单体3的构型。
图2示出根据本文公开的技术的机动车的纵向剖视图的示意性局部图。能量存储器装置100的电池单体在此构造为圆形电池单体120,它们分层地有组织地容纳在存储器壳体110中。圆形电池单体120在此基本上平行于车辆横向轴线Y设置。最下层的圆形电池单体120在此逆着车辆纵向轴线X的方向从存储器壳体110的前脚部区域FV延伸直至存储器壳体110的后座椅区域SH。后座椅区域SH在此设置在后排座椅下方。层的数量沿车辆纵向轴线X方向变化,以便因此最佳地利用安装空间。各个圆形电池单体120或层沿车辆竖直轴线Z方向的高度在此由圆形电池单体120的最大外径产生。由于圆形电池单体120的最大外径与已知的棱柱形电池单体相比相对较小,因此沿车辆竖直轴线Z方向的现有安装空间可以得到更好的利用。此外有利的是,壳体轮廓KG适配于乘客舱150的内部轮廓KI(也参见图5)。为了更好地利用安装空间,后座椅区域SH或者说第一区域B1中直接相邻的圆形电池单体120沿平行于车辆纵向轴线X的方向比前座椅区域SV或者说第二区域B2中直接相邻的圆形电池单体120彼此间隔得更远地设置。通过该措施,第一区域B1中直接相邻的第二层圆形电池单体120可更深地沉入第一层或者说下层的中间区域中,由此可在第一区域中总共集成三层。如果没有该措施,则只能在该安装空间中设置两层。
图3示出根据本文公开的技术的另一种实施例的机动车的纵向剖视图的示意性局部图。在下面对图3所示替代实施例的描述中,相同的附图标记用于表示与图2中所示第一种实施例相比在其实施方式和/或作用方式上相同和/或至少可比的特征。除非再次详细解释它们,否则其实施方式和/或作用方式相应于上文已经描述的特征的实施方式和/或作用方式。根据图3的实施方式与之前的实施方式的不同之处在于,内部轮廓KI和能量存储器装置100的壳体轮廓KG在后排座椅区域中发生改变。总的来说,在此能量存储器装置100在后座椅区域中沿车辆竖直轴线Z具有更多的安装空间。因此,与根据图2的实施方式相比设有更多的层,其中最上面的三层具有沿车辆纵向轴线X方向间隔更远的圆形电池单体120,以便更好地适应总高度。
图5示出沿图4的线V-V的示意性横剖视图,该图示出图2的能量存储器装置100以及机动车的内部轮廓KI。为简单起见,省略了机动车的其余部件。在图5中示出第一中间区域ZB,其由最下层L1的直接相邻的圆形电池单体120形成。
图4示出沿图5的线IV-IV的示意性横剖视图。多个圆形电池单体120平行于车辆横向轴线Y设置。圆形电池单体120的长度与直径之比约为10。冷却元件140在此垂直于圆形电池单体120并且平行于车辆纵向方向X设置。冷却元件140构造成条带形的。冷却元件140的宽度比圆形电池单体120的长度小多倍。冷却元件140在垂直于车辆横向轴线Y的横截面中可构造成大致波浪形的。为简单起见,在其它视图和横截面中省略了冷却元件140。在此以及在其它附图中未示出可施加在两个冷却元件140之间的粘合剂。粘合剂适宜用于,将一层L1、L2、L3、L4的圆形电池单体120彼此连接。在此也未示出波浪形定位元件,其在一种实施方式中将最下层相对于彼此定位在壳体的底部上。在在此所示的实施方式中,圆形电池单体120的电气端子设置在最下层L1的外边缘上。圆形电池单体120优选分别仅在朝向外边缘或朝向机动车外纵梁(在此未示出)的外端部上具有排气口。在在此所示的实施方式中,两个最下层L1沿车辆横向轴线Y方向依次设置。两个最下层L1彼此平行设置。同样可想到,在存储器壳体中仅设置一个最下层L1或三个最下层L1。同样可设想,代替两个圆形电池单体堆,仅设置具有相应较长圆形电池单体120的一个圆形电池单体堆或具有相应较短圆形电池单体120的三个圆形电池单体堆。
图6示出沿图4中VI-VI线的示意性横剖视图。在存储器壳体110中设有两个圆形电池单体堆。在该横剖视图中,每个堆包括多个层L1、L2、L3、L4,这些层加起来的总高度为HL2。总高度HL2在此基本上等于存储器壳体110的内部空间的高度,该内部空间在此由底部和由存储器壳体110上侧的壳体轮廓KG限定。在此层L1和L3设置在前景中,在此可以看到其完整直径。层L2和L4在此在背景中示出并且沉入中间区域中(参见图5)。
图7示出沿图4的线VII-VII的示意性横剖视图,层L1和L3再次设置在前景中并且层L2和L4设置在背景中。与图6的横截面不同的是,层L1和L3在此更深地沉入中间区域ZB中,使得所产生的总高度HL1明显小于图6的总高度HL2。即使扩大的中间区域减少了每层圆形电池单体120的数量,但这项技术允许在较低总高度下集成多个层,从而整体提高了电存储容量。
图8示出在根据图5实施方式中圆形电池单体的极的布置。如已经提到的,圆形电池单体120的两个电池单体电气端子分别设置在外端部上。外端部是指靠近车身外纵梁的端部。有利的是,在这些端部上还分别设有一个排气口。这种实施方式可特别紧凑地构造,因为两个圆形电池单体堆之间的间隙可以更小。
图9示出另一种实施方式的示意性横剖视图。与根据图8的实施方式不同,在此电池单体的电气端子设置在圆形电池单体120的两侧上。这种实施方式可有利地具有较低的线损。一层的圆形电池单体120、如最下层L1的所有圆形电池单体120在该层的一侧、如外侧上具有相同的极性(在此用符号+表示)。在同一层的另一侧、即内侧上,同一层的所有圆形电池单体120具有相同并且与第一侧相反的极性。在直接相邻的层、如层L2中,一侧的端部又分别具有相同极性的电气端子。但该极性不同于直接相邻层、如最下层L1的极性。这样设计的、具有这样定向的圆形电池单体120的层结构能实现圆形电池单体120的特别低成本且节能的互连。
本发明的上述描述仅用于说明目的并且不用于限制本发明。在本发明的范围中可在不离开本发明范围及其技术等价物的情况下实现各种改进和改型。即使在此示出具有圆形电池单体的能量存储器装置,本文公开的技术也可应用于其它电池单体几何结构,这些几何结构适宜具有本文公开的横截面长度比。
Claims (15)
1.用于机动车(100)的能量存储器装置(100),包括:
-用于电化学储能的多个圆形电池单体(120);和
-存储器壳体(110),在该存储器壳体中设置有所述多个圆形电池单体(120);
其中,所述圆形电池单体(120)在它们的安装位置中基本上平行于车辆横向轴线(Y)延伸,所述圆形电池单体(120)在存储器壳体(110)内沿车辆竖直轴线(Z)方向分多层(L1、L2、L3、L4)设置;层的数量(L1、L2、L3、L4)沿车辆纵向轴线(X)方向变化。
2.根据权利要求1所述的能量存储器装置(100),其中,所述圆形电池单体(120)的长度与直径之比具有介于5至30之间、优选介于7至15之间并且特别优选介于9至11之间的值。
3.根据权利要求1或2所述的能量存储器装置(100),其中,所述圆形电池单体(120)分别包括至少一个被涂层的电极半成品,所述电极半成品不具有垂直于圆形电池单体(120)纵向轴线的、在对电极半成品涂层之后通过分离工艺步骤产生的机械的分离边缘。
4.根据前述权利要求中任一项所述的能量存储器装置(100),其中,所述圆形电池单体(120)分别包括至少一个具有矩形横截面的被涂层的电极半成品,所述电极半成品的长边的长度基本上等于载体层幅材的总宽度,该载体层幅材涂覆有阳极材料或阴极材料以形成电极半成品。
5.根据前述权利要求中任一项所述的能量存储器装置(100),其中,所述存储器壳体(110)具有上侧,该上侧在其壳体轮廓(KG)中适配于机动车(100)乘客舱(150)的下侧内部轮廓(KI),所述多个层(L1、L2、L3、L4)的总高度(HL1、HL2)为了适配于壳体轮廓(KG)而以下述方式变化:在一层(L1)的第一区域中所述层(L1)的直接相邻的圆形电池单体(120、120)沿车辆纵向轴线(X)方向比同一层(L1)的第二区域(B2)中直接相邻的圆形电池单体(120、120)彼此间隔更远。
6.根据前述权利要求中任一项所述的能量存储器装置(100),其中,至少一个最下层(L1)从存储器壳体(110)的与前脚部空间邻接的前脚部区域(FV)延伸直至存储器壳体(110)的与后部座椅邻接的后座椅区域(SH)。
7.根据前述权利要求中任一项所述的能量存储器装置(100),其中,与在存储器壳体(110)的与前部座椅和/或后部座椅邻接的座椅区域(SV、SH)中相比,在存储器壳体(110)的与前或后脚部空间(FV、FH)邻接的所述脚部区域(FF、FB)的至少一个中设置较少的层(L1、L2、L3)。
8.根据前述权利要求中任一项所述的能量存储器装置(100),其中,至少这样定向最下层(L1)的圆形电池单体(120),使得圆形电池单体(120)的所有设置在最下层(L1)一侧上的端部具有相同的极性。
9.根据前述权利要求中任一项所述的能量存储器装置(100),其中,一层的多个圆形电池单体(120)通过施加在所述多个圆形电池单体(120)上的粘合剂彼此连接。
10.根据前述权利要求中任一项所述的能量存储器装置(100),其中,在所述壳体底部上设置有至少一个至少部分呈波浪形的定位元件,在该定位元件中容纳有多个圆形电池单体(120)以形成一层(L1、L2、L3)。
11.根据前述权利要求中任一项所述的能量存储器装置(100),其中,在至少两层之间设置有用于冷却圆形电池单体(120)的冷却元件(140),优选所述冷却元件至少部分构造成波浪形的。
12.根据前述权利要求中任一项所述的能量存储器装置(100),其中,所述圆形电池单体(122)在两个端部的每一个上分别具有至少一个排气口。
13.机动车,包括根据前述权利要求中任一项所述的能量存储器装置(100)。
14.用于制造电化学电池单体、尤其是圆形电池单体(120)的方法,该方法包括下述步骤:在用阴极材料或阳极材料对至少一个形成电极半成品的载体层幅材进行涂层之后,将电极半成品卷绕成电池单体,且涂层之后的载体层幅材不经受沿载体层幅材纵向方向的进一步的分离工艺步骤。
15.用于制造能量存储器装置(100)的方法,包括下述步骤:
-按照根据权利要求14的方法制造多个电池单体;并且
-将电池单体设置到根据权利要求1至12中任一项所述的能量存储器装置(100)中。
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