CN113614989A - 电池组外壳及其在电动车辆中的用途 - Google Patents
电池组外壳及其在电动车辆中的用途 Download PDFInfo
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- CN113614989A CN113614989A CN202080026116.6A CN202080026116A CN113614989A CN 113614989 A CN113614989 A CN 113614989A CN 202080026116 A CN202080026116 A CN 202080026116A CN 113614989 A CN113614989 A CN 113614989A
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Abstract
本发明涉及电池组外壳及其在电动车辆中的用途。
Description
本发明涉及电池组外壳及其在电动车辆中的用途。
具有相应电池组的电动车辆早已为人所知。早就公认的是,这些电池组需要受到保护,特别是针对机械影响,例如在事故的情况下或在撞击到障碍物上时。
电动车辆的电池组的电池组外壳包括各个电池组模块和控制单元,并且应该保护电池组免受环境影响和提高电池组的效率 - 在尽可能的程度上。此外,电池组外壳应该尽可能轻,以减少车辆的电流消耗。各部件应该以尽可能节省空间的方式布置,并与电池组外壳接合。在车辆碰撞的情况下,电池组外壳应该通过由电池组外壳吸收碰撞能量或将其分布到周围的车辆结构来保护电池组模块和控制单元免于变形。临界碰撞情况是例如柱侧面碰撞和对电池组底板的碰撞(撞击)。为了增强电池组的效率,电池组外壳应该具有尽可能低的热导率,以使电池组模块能在寒冷环境温度下保持在最佳温度范围内。
EP3428993 A1描述了电池组外壳,其应该借助双壁外壳和由钢制成的弹簧元件来保护电池组模块以免在碰撞时变形。此处的缺点是弹簧元件所需的额外空间以及由于使用弹簧而增加的重量。此外,各个电池组模块可移动地安装,这阻碍电缆的连接和布线。由于金属的使用,该电池组外壳还具有高热导率。
DE102012224041 A1描述了模块化电池组包和生产模块化电池组包的方法。通过该建造方式的模块性,电池组的尺寸可以容易地适应车辆。也有可能将各个电池组电池和电池组模块灵活固定在支撑结构中以补偿制造公差。在一个实施方案中,可安装用于排热或供热的其它冷却导管。
EP1950070 B1描述了用于将电池组安装在电动车辆中的结构。在此,将由金属制成的框架部件嵌在由塑料制成的电池组外壳中。特别关注的是将该结构接合到车辆的其余部分上。由于该结构的很大一部分,即电池组外壳由塑料组成,基本的碰撞性质由金属结构或车辆的其余部分承担。框架部件导致重量增加。
WO 2012/091404 A2描述了容纳电池组的底座。这种底座包括被分成多个部分的安装部件,可将电池组安装在其中。通过各种支撑杆保护电池组。
DE 102017217155 A1描述了由热塑性塑料制成的电池组外壳,其中不仅外壳底板,而且外壳壁、外壳盖和间隔壁必须由纤维增强的热塑性塑料组成。热塑性塑料通常具有低微的机械性质。该电池组外壳优选在3D打印法中制成。在此,如图4中显而易见,由于该方法所致而产生板状元件内的不同纤维取向。可实现的纤维含量相对低,至少低于在其它生产纤维增强部件的方法中。没有提到增强纤维相对于车辆行进方向的优选取向。这种构造不适用于在侧面碰撞时保护电池组模块。
US 2013252059 A1描述了由外壳体、盖板和在侧面区域中和/或在外壳下侧的增强元件组成的电池组包外壳组装件。在此,外壳体由用长纤维或长纤维与连续纤维的混合物增强的塑料组成。当使用这样的增强材料时,只能实现低纤维含量。此外,当使用长纤维时,在生产过程中无法有针对性地和统一地调节长纤维的取向。所提出的塑料是热塑性塑料,如聚丙烯、聚酰胺等。提出挤出压缩成型作为外壳体的生产方法。基于热塑性塑料的纤维增强塑料部件和通过挤出压缩成型制成的部件的机械特征值不是特别好。电池组包外壳组装件完全由增强塑料组成。在冲击类荷载,例如柱侧面碰撞的情况下,能量以局部集中方式作用于电池组外壳。仅由增强塑料制成的组装件不适于将能量分布在大部件面积上并由此避免部件的过大变形,以致没有保护电池组模块。
在2018年6月12日在Bad Nauheim的“Batteriesysteme im Karosseriebau 2018”会议上发表的Eduard Haberstroh, Automotive Center Südwestfalen GmbH所著的会议论文“Methodisches und effizientes Entwickeln von Batteriegehäusesystemen”和Alexander Günther, Kirchhoff Automotive Deutschland GmbH所著的会议论文“Herausforderungen in der Entwicklung von HV-Batteriegehäusen”介绍了具有完全由金属型材制成的结构的电池组外壳。侧壁由具有许多中空室的中空型材组成以吸收碰撞能量。底板也由具有中空室的金属型材制成。该电池组外壳因此具有高重量。此外,该外壳良好地向外和向内导热,这阻碍电池组模块的高效调温。
用于保护电动车辆中的电池组的已知制造方式是昂贵的、技术复杂的、经常太重、有时不切实可行,并且电池组模块无法调温。
本发明的目的因此是为电动车辆中的电池组提供保护,其在构造和生产上尽可能简单、普遍可用、成本有利并且轻质和同时通过常规碰撞试验。
通过如下文要求保护的电池组外壳实现这一目的。在此,生产和安装也简单并且该外壳普遍可用。
本发明的主题是用于电动车辆的电池组外壳,其中所述外壳至少由互相接合的盖板和底板组成,并将盖板与车身接合或车身的一部分形成所述外壳的盖板,其特征在于所述底板背向车身并且所述外壳的底板是通过拉挤成型获得的底板并由可获自反应性树脂混合物且用连续纤维增强的热固性塑料组成,其中所述纤维的走向横穿车辆行进方向。
在一个实施方案中,这是用于在电动车辆受到侧面碰撞时保护电池组的用于电动车辆的电池组外壳。
该热固性塑料优选是聚氨酯。
该电池组外壳可作为整体安装在车辆下方。
在由于侧面碰撞电动车辆而受到至少100 kN的典型力作用的情况下,根据本发明的电池组外壳保护存在于电池组外壳中的电池组模块免受损坏,并在典型的柱侧面碰撞中可吸收至少24000 J的碰撞能量而不损坏电池组模块。相应的侧面碰撞试验描述在实施例部分中。
由用连续纤维增强的热固性塑料通过拉挤成型来制造电池组外壳的底板,其中用作该塑料的反应性树脂混合物优选是聚氨酯反应性树脂混合物。不同于其它方法,通过拉挤成型法可实现特别高的连续纤维含量。此外,通过拉挤成型法实现连续纤维的极好取向和在拉挤成型/型材方向上的极好机械性质。因此,拉挤成型的型材特别适用于在同时低重量下吸收高机械载荷。
该底板优选包括中空室。通过中空室节省重量,且其可用于例如容纳电缆。当底板借助拉挤成型制成时,中空室的走向在连续纤维的牵拉方向上。在一个特定实施方案中,也有可能使用中空室作为借助调温介质对电池组外壳进行主动调温用的通道。
特别优选地,当使用优选用作塑料的聚氨酯和基于玻璃的连续纤维时,底板具有1100至1500 MPa的根据DIN EN ISO 14125的轴向弯曲强度、50至60 GPa的根据DIN EN ISO14126的轴向压缩模量、60至80 MPa的根据DIN EN ISO 14130的轴向层间剪切强度、3至6GPa的根据DIN EN ISO 15310的剪切模量、45至60 GPa的根据DIN EN ISO 527-4的轴向拉伸模量、10至15 GPa的根据DIN EN ISO 527-4的横向拉伸模量和0.1至0.7 W/m K的根据DIN EN 993-14的热导率。
用基于玻璃的连续纤维增强的聚氨酯优选具有1.5 g/cm3至2.2 g/cm3的根据DINEN ISO 1183的密度。
底板可优选由互相接合的底板模块组成。其中各个底板模块根据“舌榫”原理或类似“拼图块”互锁的接头经证实特别有利。胶粘或夹合也有可能。在上文提到的接合底板模块的实施方案中,优选在接合点额外安装加强件,例如以支撑板和支撑杆的形式。
优选垂直其它于底板的这些支撑板和支撑杆加强电池组外壳底板,其中这些支撑板和支撑杆可同时充当各个电池组模块的分隔壁。当通过拉挤成型制造底板时,这些支撑板和支撑杆的一部分可与外壳底板同时制成。
特别优选的是,外壳底板在背向电池组模块的侧上额外地具有由金属或其它不燃材料制成的盖板。根据本发明的电池组外壳的盖板和底板使用连接件互相接合。
这些连接件优选可通过优选由金属制成的型材和/或侧面部件实现。连接件也可由塑料、陶瓷或纤维增强塑料制成。出于节省重量的原因,这些型材/侧面部件可具有缺口。型材/侧面部件可具有任意的形状/配置。
特别优选使用金属型材,因为它们特别提供集成连接元件,例如螺丝、铆钉、胶粘点和焊接点的可能性。双壁连接件特别优选具有一个或多个空腔,它们在碰撞时变形。由钢制成的连接件尤其具有高弯曲强度。由钢制成的连接件因此非常适合于在碰撞时将以局部集中方式作用的能量分布到大面积上并充分利用底板的机械性质。连接件还应由尽可能少的单件组成。
尤其地,由金属制成的连接件另外使电池组外壳稳定并可以容易地与例如车辆底板接合。连接件另外保护电池组模块以免受潮并将它们隔绝于环境影响。在泄漏时完全不会渗出。通过塑性变形另外吸收碰撞能量。
通过由底板、盖板和连接件(其中它们可由不同材料组成)构造根据本发明的电池组外壳,为了正常运行和为了碰撞的情况,需要接合技术以将单件互相接合。在此应注意的是使得接头简单且良好触及并且它们在一些情况下可脱离。也有利的是,连接元件也可吸收动态荷载。当组合不同材料时,必须考虑不同的热膨胀系数。
不同接合技术可优选用于根据本发明的电池组外壳:
·电池组模块和拉挤成型底板用螺丝接合在一起
·支撑板/支撑杆和拉挤成型底板用螺丝接合在一起
·拉挤成型底板模块互相胶粘
·支撑板/支撑杆和连接件(侧面部件)用螺丝接合在一起
·拉挤成型底板和连接件(侧面部件)胶粘。
使用用连续纤维增强的塑料,特别是聚氨酯作为拉挤成型底板/拉挤成型底板模块的基质材料的特别优点在于,可将螺丝拧入单向增强的底板而不需要预钻孔。通过另一种更脆的基质材料,例如不饱和聚酯,底板可能碎裂。基于优选使用的聚氨酯的根据本发明的拉挤成型底板因此特别适合于通过螺丝接合在一起,因为可省去预钻孔。这也简化电池组盒的构造,确保可脱离的接头并导致更少的预处理/安装步骤。
根据本发明的电池组外壳特别优选具有通过拉挤成型获得的底板和由金属型材制成的连接件,该底板由可获自反应性树脂混合物且用连续纤维增强的基于聚氨酯的热固性塑料组成。
在本发明中,“连续纤维”是指本领域技术人员已知的纤维,例如无机纤维、有机纤维、金属纤维、天然纤维,优选玻璃纤维和碳纤维,特别优选玻璃纤维。在此,连续纤维应被理解为是指具有至少几米长度的纤维材料。它们例如从卷筒或线轴中展开。在此,单纤维、所谓的纤维粗纱和编织纤维可用作纤维材料。纤维垫、纤维铺设物和纤维机织物较不优选,因为在型材中实现总体上比使用纤维粗纱时低的纤维含量。在本发明的一个优选实施方案中,以纤维粗纱的形式使用玻璃纤维。
用于拉挤成型底板的优选使用的热固性塑料(电池组底板的基质材料)是由40-80,优选50-75体积%的连续纤维和余量的热固性塑料组成的拉挤成型件。基于例如聚氨酯的基质(没有连续纤维)优选具有> 1.05 g/cm3的密度。
优选使用的聚氨酯特别优选由反应混合物获得,所述反应混合物由下列组分(A)、(B)和(C)组成
多异氰酸酯组分(A)
多元醇组分(B),其由下列组分组成
b1) 至少两种多元醇的混合物,
b2) 基于(B)的总重量计0-20重量%的一种或多种不同于b1)的其它异氰酸酯反应性化合物,
且存在
b3) 基于(B)的总重量计0-5重量%的一种或多种催化剂,
b4) 基于(B)的总重量计0-20重量%的其它辅助剂和/或添加剂,和
基于(B)的总重量计0.1-8重量%的至少一种内脱模剂(C)。
多异氰酸酯组分(A)特别优选由单体MDI、低聚MDI、聚合MDI或其混合物组成。
(B)中的组分总和的数均羟值特别优选为≥400 mg KOH/g和≤2000 mg KOH/g,且(B)中的标称OH官能度之和具有2.5至3.5的数均值,且(A)中的NCO基团数与(B)和(C)中的OH基团数之和的比率乘以100(所谓指数)优选具有90-120的值。
多异氰酸酯组分(A)的NCO含量优选大于25重量%,优选大于30重量%,特别优选大于31.5重量%。多异氰酸酯组分(A)的官能度优选为2.1至2.9。根据DIN 53019-1测得的多异氰酸酯组分(A)的粘度优选≤ 500 mPas(在25℃)。
另外可用的是常规的脂族、脂环族、芳脂族二-和/或多异氰酸酯,特别是聚氨酯化学中已知的芳族异氰酸酯。此类合适的多异氰酸酯的实例是乙二异氰酸酯、1,4-丁二异氰酸酯、1,5-戊二异氰酸酯、1,6-己二异氰酸酯(HDI)、1,12-十二烷二异氰酸酯、环丁烷-1,3-二异氰酸酯、环己烷-1,3-和-1,4-二异氰酸酯和这些异构体的混合物、异佛尔酮二异氰酸酯(IPDI)、2,4-和2,6-六氢甲苯二异氰酸酯和这些异构体的混合物、2,2,4-和/或2,4,4-三甲基己二异氰酸酯、双(4,4'-、2,4'-和2,2'-异氰酸根合环己基)甲烷或这些异构体的混合物、和通式R(NCO)z的芳族异氰酸酯,其中R是包含芳基的多价有机基团且z是至少2的整数。其实例是1,3-邻二甲苯二异氰酸酯、1,3-对二甲苯二异氰酸酯、1,3-间二甲苯二异氰酸酯、2,4-二异氰酸根合-1-氯苯、2,4-二异氰酸根合-1-硝基苯、2,5-二异氰酸根合-1-硝基苯、间苯二异氰酸酯、对苯二异氰酸酯、2,4-甲苯二异氰酸酯、2,6-甲苯二异氰酸酯、2,4-和2,6-甲苯二异氰酸酯的混合物、1,5-萘二异氰酸酯、1-甲氧基-2,4-苯二异氰酸酯、4,4'-联苯二异氰酸酯、3,3'-二甲基-4,4'-二苯甲烷二异氰酸酯和3,3'-二甲基二苯甲烷-4,4'-二异氰酸酯;三异氰酸酯,如4,4',4''-三苯甲烷三异氰酸酯和2,4,6-甲苯三异氰酸酯,和四异氰酸酯,如4,4'-二甲基-2,2'-5,5'-二苯甲烷四异氰酸酯和1,3-和/或1,4-双(2-异氰酸根合丙-2-基)苯(TMXDI)、1,3-双(异氰酸根合甲基)苯(XDI)。
除上文提到的异氰酸酯外也可用的是改性异氰酸酯,例如具有脲二酮、异氰脲酸酯、碳二亚胺、脲酮亚胺、脲基甲酸酯或缩二脲结构的那些。
可用作至少两种多元醇的混合物(b1)的是聚醚多元醇、聚酯多元醇、聚醚酯多元醇和/或聚碳酸酯多元醇。在混合物(b1)中优选使用的是聚醚多元醇和/或聚酯多元醇,特别优选聚醚多元醇。
除OH官能外,用作b1)的多元醇还可含有其它异氰酸酯反应性氢原子(= 活性氢原子),例如NH基团和NH2基团。在存在这样的其它活性氢原子的情况下,多元醇制剂中的所有异氰酸酯反应性氢原子的优选多于90%,特别多于95%,特别优选多于99%,非常特别优选100%源自OH官能。
例如Ionescu在"Chemistry and Technology of Polyols for Polyurethanes",Rapra Technology Limited, Shawbury 2005, 第31页及其后(第3章: The GeneralCharacteristics of Oligo-Polyols)、第55页及其后(第4章: Oligo-Polyols forElastic Polyurethanes)、第263页及其后(第8章: Polyester Polyols for ElasticPolyurethanes),特别是在第321页及其后(第13章: Polyether Polyols for RigidPolyurethane Foams)和第419页及其后(第16章: Polyester Polyols for RigidPolyurethane Foams)中描述了这样的多元醇。
优选用作混合物b1)的是两种或更多种可以本身已知的方式通过环氧烷如环氧丙烷和/或环氧乙烷在催化剂存在下加聚到多官能起始剂化合物上制成的聚醚多元醇。多羟基聚醚优选由具有平均2至8个活性氢原子的起始剂化合物和一种或多种环氧烷,例如环氧乙烷、环氧丁烷和/或环氧丙烷制成。优选的起始剂化合物是每分子具有2至8个羟基的分子,如水、乙二醇、丙二醇、二乙二醇、二丙二醇、三乙二醇、三丙二醇、1,4-丁二醇、1,6-己二醇、双酚A、甘油、三羟甲基丙烷、季戊四醇、山梨糖醇和蔗糖和胺类起始剂化合物,例如乙二胺和三乙醇胺。起始剂化合物可独自或混合使用。特别优选的是1,2-和1,3-丙二醇、二乙二醇、山梨糖醇、甘油、三羟甲基丙烷、蔗糖和所提到的产品的混合物。所提到的组分b1)的代表描述在例如Kunststoff-Handbuch, 第VII卷"Polyurethanes", 第3版, Carl HanserVerlag, München / Wien, 1993, 第57-67页和第88-90页中。
聚酯多元醇是包含酯基团的多羟基化合物,例如蓖麻油或多羟基聚酯,如其可通过过量的上文举例提到的类型的简单多元醇与优选二元羧酸或它们的酐,例如己二酸、邻苯二甲酸或邻苯二甲酸酐的缩聚获得。
优选使用的聚氨酯体系可含有基于(B)的总重量计0-20重量%的不同于混合物b1)的其它异氰酸酯反应性组分b2)。它们本身已知为聚氨酯的组分。实例是多元醇和(氧基)亚烷基二醇,例如乙二醇及其低聚物、丙二醇及其低聚物、1,6-己二醇、甘油或三羟甲基丙烷和另外的OH官能化合物,例如山梨糖醇或双(2-羟基亚乙基氧基)苯。
可用作催化剂组分(b3)的是例如已知的聚氨酯催化剂,例如有机金属化合物,如有机羧酸的钾或钠盐,例如乙酸钾;还有有机羧酸的锡(II)盐,例如乙酸锡(II)、辛酸锡(II)、乙基己酸锡(II)和月桂酸锡(II),和有机羧酸的二烷基锡(IV)盐,例如二乙酸二丁基锡、二月桂酸二丁基锡、二月桂酸二甲基锡、马来酸二丁基锡和二乙酸二辛基锡,以及例如2,2'-[(二辛基亚甲锡烷基)双(硫代)]二乙酸二异辛基酯、二-正丁基-双(十二烷基硫代)锡、4,4'-二丁基-10-乙基-7-氧代-8-氧杂-3,5-二硫杂-4-锡十四烷酸2-乙基己基酯、二硫代乙醇酸二甲基锡和/或强碱性胺,如2,2,2-二氮杂双环辛烷、N,N-二甲基氨基丙基胺、N,N-双(3-二甲基氨基丙基)-N-异丙醇胺、三乙基胺、三亚乙基二胺、四甲基己二胺、五甲基二亚乙基三胺、N,N-二甲基环己基胺或双(N,N-二甲基氨基乙基)醚、N,N-二甲基苄基胺、N,N-甲基二苄基胺和N-甲基咪唑和潜伏催化剂。潜伏催化剂和它们的作用机制描述在例如EP2531538 A1第1-4页和第9页第26行至第10页第2行中。典型的潜伏催化剂是封闭型胺和脒催化剂,例如来自制造商Air Products的催化剂(例如Polycat® SA-1/10、Dabco KTM 60)和来自制造商Tosoh Corporation的催化剂(例如Toyocat® DB 2、DB 30、DB 31、DB 40、DB41、DB 42、DB 60、DB 70)。催化剂的进一步代表和关于催化剂的作用模式的细节描述在Kunststoff-Handbuch, 第VII卷"Polyurethanes", 第3版, Carl Hanser Verlag, München / Wien, 1993, 第104 - 110页中。
可用的辅助剂和添加剂b4)是已知用于生产聚氨酯的所有辅助剂和添加剂。这样的物质是已知的并描述在例如"Kunststoffhandbuch, 第7卷, Polyurethane", CarlHanser Verlag, 1993年第3版, 第3.4.4和3.4.6至3.4.11章中。实例是例如表面活性物质、消泡剂、乳化剂、降粘剂、染料、颜料、阻燃剂、水粘合剂,例如原甲酸三(氯乙基)酯、碱土金属氧化物、沸石、氧化铝、噁唑烷和硅酸盐,和附着力促进剂和填料,如碳酸钙、硫酸钡、二氧化钛、聚乙烯、短纤维,其例如由玻璃或碳或天然矿物,例如滑石、硅灰石或白云母制成。
可用的内脱模剂(C)是在聚氨酯生产中常规的所有脱模剂,例如长链单羧酸,特别是脂肪酸如硬脂酸、长链羧酸的胺如硬脂酰胺、脂肪酸酯、长链脂肪酸的金属盐如硬脂酸锌或硅酮。特别合适的是可获得的特别用于拉挤成型的内脱模剂,例如可获自Axel Plastics的MOLD WIZ INT-1948 MCH、MOLD WIZ-1960 MCH或可获自Lehmann&Voss的Luvotrent TLHB 550-D、Luvotrent TL HB 550。内脱模剂优选不溶于(B)。内脱模剂以基于(B)的总重量计0.1-8重量%,优选0.1-6重量%,特别优选0.1-4重量%的量使用。
本发明的另一主题是包括根据本发明的电池组外壳的电动车辆,其特征在于将所述电池组外壳如此安装在车辆中,以使存在于所述外壳的底板中的连续纤维的取向横穿电动车辆的行进方向(即与行进方向呈大约90°角)。
附图描述
图1显示无电池组模块和控制单元的根据本发明的电池组外壳的部分。
图2是由图1中的虚线圆圈划定的来自图1的细节区。
该电池组外壳具有底板1和侧壁3和4以及支撑板5。箭头6显示在侧面碰撞时的冲击方向,箭头7显示电池组外壳所在的车辆(未显示)的行进方向。侧面部件可借助钻孔8与盖板(未显示)接合。例如电缆(未显示)的走向可穿过缺口9和9'。图1中的虚线圆圈显示图2中所示的区段。
电池组外壳的底板模块通过舌榫接头11互相接合。螺丝12将支撑板连接到电池组外壳的底板上。
参考以下示例性实施方案更详细地阐释本发明。
实施例:
根据本发明的电池组外壳由下列部件组成
·由复合的拉挤成型中空室型材制成的底板(单向取向的玻璃纤维包埋在聚氨酯基质中;纤维含量65体积%),其纤维的取向垂直于车辆的行进方向;基于聚氨酯的拉挤成型型材具有比金属低的密度并因此具有低重量;
·由钢制中空室型材制成的侧面部件;
·钢制支撑板,其将两个相邻的底板型材和两个相对的侧面部件连接;
·由聚丙烯板制成的盖板,其密封电池组外壳;
·电池组模块和控制单元。
所用聚氨酯体系是:
多元醇组分B: | [重量%] |
甘油起始的三醇,丙氧基化,OH值 = 235 mg KOH/g | 28.47 |
甘油起始的三醇,丙氧基化,OH值 = 1050 mg KOH/g | 26.00 |
甘油起始的三醇,丙氧基化,OH值= 400 mg KOH/g | 23.81 |
丙二醇起始的二醇,丙氧基化,OH值 = 28 mg KOH/g | 9.79 |
丙二醇起始的二醇,丙氧基化,OH值 = 515 mg KOH/g | 9.26 |
2,2'-[(二辛基亚甲锡烷基)双(硫代)]二乙酸二异辛基酯 | 0.67 |
来自UOP公司的MOLSIV® L - 粉末 | 2.00 |
来自Lehmann & Voss的Luvotrent® TL HB 550 | 4.00 |
组分B的平均OH值 | 486 |
组分B的标称官能度 | 2.73 |
组分A: | |
具有31.5%的NCO含量和在25℃下200 mPas的粘度(ISO 3219)的聚合MDI | 131 |
用该聚氨酯体系制成的拉挤成型型材具有下列物理性质:
·轴向弯曲强度: 大约1300 MPa (DIN EN ISO 14125)
·轴向压缩模量: 大约53.5 GPa (DIN EN ISO 14126)
·层间轴向剪切强度: 大约70 MPa (DIN EN ISO 14130)
·热导率: 大约0.5 W/m K (DIN EN 993-14)
·密度: 大约2.1 g/cm³ (DIN EN ISO 1183)
·横向拉伸模量: 大约12 GPa (DIN EN ISO 527-4)
·轴向拉伸模量: 大约50 GPa (DIN EN ISO 527-4)
·剪切模量: 大约3.5 GPa (DIN EN ISO 15310)。
对比电池组外壳由异型底板(用于加固的“波纹板型材”)组成,其由压铸铝制成并将电池组模块固定在其上。用由玻璃纤维增强的聚丙烯制成的盖板覆盖电池组模块。底板侧向伸出,并因此具有比固定在其上的电池组模块大的面积,并因此是侧向皱缩区,其应当在碰撞时通过变形吸收力。
对根据本发明的电池组外壳施以两种不同的碰撞情况的模拟(所谓的“中国挤压试验”和“柱侧面碰撞试验(35 km/h (90°))”,对应于关于碰撞荷载情况的NCAP试验),并与来自现有技术的上述对比电池组外壳比较。
在所谓的中国挤压试验中,将包括电池组模块和控制单元的电池组外壳以1 m/s的速度(侧向和在中心)压向具有150 mm的直径的柱并观察所产生的变形。在达到120 kN的力时电池组模块不应受损。
在使用根据本发明的电池组外壳的中国挤压试验的模拟中表明在120 kN下没有发生对电池组/电池组模块的损伤。
用由压铸铝制成的电池组外壳重复该模拟。在该模拟中表现出对电池组/电池组模块的显著损伤。
在所谓的柱侧面碰撞试验中,将包括电池组模块和控制单元的电池组外壳与构成车辆底盘的框架结构一起以35 km/h垂直地和在中心推向柱。总重量为1750 kg。用框架结构(“车辆底盘”)的降低的刚度重复该模拟。电池组模块/电池组在柱碰撞模拟中不应受损。在第一次模拟中,15960 J的碰撞能量作用于电池组外壳,在第二次模拟中,碰撞能量为25309 J。
在使用根据本发明的电池组外壳的柱碰撞试验的模拟中表明15960 J的碰撞能量和25309 J的碰撞能量都能被根据本发明的电池组外壳吸收而不损伤电池组/电池组模块。
在使用上述对比外壳的模拟中,在15960 J的碰撞能量下就已表现出对电池组/电池组模块的严重损伤。
在310.3 kg下,根据本发明的电池组外壳仅略重于291.1 kg的对比外壳。
由玻璃纤维增强的聚氨酯制成的底板具有0.5 W/(m*K)的根据DIN EN 993-14的低热导率,以使得电池组模块可在优选温度范围内以高效节能的方式运行。
Claims (12)
1.用于电动车辆的电池组外壳,其中所述外壳至少由互相接合的盖板和底板组成,并将盖板与车身接合或车身的一部分形成所述外壳的盖板,其特征在于所述底板背向车身,并且所述外壳的底板是通过拉挤成型获得的底板并由可获自反应性树脂混合物且用连续纤维增强的热固性塑料组成,其中所述纤维的走向横穿车辆行进方向。
2.如权利要求1中所述的电池组外壳,其特征在于所述塑料是聚氨酯。
3.如权利要求1或2中所述的电池组外壳,其特征在于所述底板具有中空室。
4.如权利要求1至3的一项或多项中所述的电池组外壳,其特征在于所述盖板和所述底板通过由金属组成的型材和/或侧面部件接合。
5.如权利要求1至4的一项或多项中所述的电池组外壳,其特征在于所述底板由互相接合并因此具有接合点的底板模块组成。
6.如权利要求5中所述的电池组外壳,其特征在于在底板模块的接合点额外加强底板模块。
7.如权利要求1至6的一项或多项中所述的电池组外壳,其特征在于通过垂直于底板布置的支撑板和/或支撑杆加强底板。
8.如权利要求2中所述的电池组外壳,其特征在于由聚氨酯作为塑料制成且用基于玻璃的连续纤维增强的拉挤成型底板具有1100至1500 MPa的根据DIN EN ISO 14125的轴向弯曲强度、50至60 GPa的根据DIN EN ISO 14126的轴向压缩模量、60至80 MPa的根据DINEN ISO 14130的轴向层间剪切强度、3至6 GPa的根据DIN EN ISO 15310的剪切模量、45至60 GPa的根据DIN EN ISO 527-4的轴向拉伸模量、10至15 GPa的根据DIN EN ISO 527-4的横向拉伸模量和/或0.1至0.7 W/m K的根据DIN EN 993-14的热导率。
9.如权利要求2中所述的电池组外壳,其特征在于用连续纤维增强的聚氨酯具有1.5g/cm3至2.2 g/cm3的根据DIN EN ISO 1183的密度。
10.如权利要求2中所述的电池组外壳,其特征在于在用连续纤维增强的聚氨酯中的连续纤维的含量为至少40体积%和最多80体积%。
11.如权利要求2中所述的电池组外壳,其特征在于所述聚氨酯可由聚氨酯反应混合物获得,所述聚氨酯反应混合物由下列组分(A)、(B)和(C)组成
多异氰酸酯组分(A),
多元醇组分(B),其由下列组分组成
b1) 至少两种多元醇的混合物,
b2) 基于(B)的总重量计0-20重量%的一种或多种不同于b1)的其它异氰酸酯反应性化合物,
且存在
b3) 基于(B)的总重量计0-5重量%的一种或多种催化剂,
b4) 基于(B)的总重量计0-20重量%的其它辅助剂和/或添加剂,和
基于(B)的总重量计0.1-8重量%的至少一种内脱模剂(C)。
12.电动车辆,其包括如权利要求1至11的一项或多项中所述的电池组外壳,其特征在于将所述电池组外壳如此安装在车辆中,以使存在于所述外壳的底板中的连续纤维的取向横穿电动车辆的行进方向。
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