CN114520401A - 用于电化学装置的热传播减轻的热机械熔丝 - Google Patents

用于电化学装置的热传播减轻的热机械熔丝 Download PDF

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Publication number
CN114520401A
CN114520401A CN202110524766.XA CN202110524766A CN114520401A CN 114520401 A CN114520401 A CN 114520401A CN 202110524766 A CN202110524766 A CN 202110524766A CN 114520401 A CN114520401 A CN 114520401A
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battery
thermomechanical
fuse
cooling plate
cell stack
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CN202110524766.XA
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English (en)
Inventor
H·C·施瓦茨沃尔德
A·J·托尔曼
Z·S·门德拉
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GM Global Technology Operations LLC
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GM Global Technology Operations LLC
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Publication of CN114520401A publication Critical patent/CN114520401A/zh
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    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01H—ELECTRIC SWITCHES; RELAYS; SELECTORS; EMERGENCY PROTECTIVE DEVICES
    • H01H85/00—Protective devices in which the current flows through a part of fusible material and this current is interrupted by displacement of the fusible material when this current becomes excessive
    • H01H85/02—Details
    • H01H85/04—Fuses, i.e. expendable parts of the protective device, e.g. cartridges
    • H01H85/05—Component parts thereof
    • H01H85/055—Fusible members
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
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    • H01M50/20—Mountings; Secondary casings or frames; Racks, modules or packs; Suspension devices; Shock absorbers; Transport or carrying devices; Holders
    • H01M50/204—Racks, modules or packs for multiple batteries or multiple cells
    • H01M50/207—Racks, modules or packs for multiple batteries or multiple cells characterised by their shape
    • H01M50/211—Racks, modules or packs for multiple batteries or multiple cells characterised by their shape adapted for pouch cells
    • H—ELECTRICITY
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    • H01M50/50—Current conducting connections for cells or batteries
    • H01M50/572—Means for preventing undesired use or discharge
    • H01M50/574—Devices or arrangements for the interruption of current
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    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M2220/00—Batteries for particular applications
    • H01M2220/20—Batteries in motive systems, e.g. vehicle, ship, plane
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries

Abstract

提供用于减轻电化学装置上的热传播的热机械熔丝、用于制造这样的熔丝的方法和用于使用这样的熔丝的方法，以及具有负载承载的牺牲热机械熔丝以帮助防止热失控状况的牵引电池组。电池组件包括电绝缘电池壳体，其中多个电池单元设置在电池壳体内部。这些电池单元以串联或并联的方式电互连，并且以并排面对的关系堆叠，以形成相邻的相互平行的电池单元的堆叠。热机械熔丝热连接电池单元的相邻堆叠。每个热机械熔丝全部或部分由在预定临界温度下经历劣化或变形的介电材料形成；在这样做时，热机械熔丝将第一电池堆与相邻的第二电池堆热断开。

Description

用于电化学装置的热传播减轻的热机械熔丝
技术领域
本公开总体地涉及电化学装置。更具体地，本公开的方面涉及用于减轻可再充电牵引电池组的热传播的热管理特征。
背景技术
当前生产的机动车辆，例如现代汽车，最初配备有动力系，该动力系操作以推进车辆并为车辆的车载电子器件提供动力。例如，在汽车应用中，车辆动力系通常以原动机为代表，原动机通过自动或手动换档动力变速器将驱动扭矩传递到车辆的最终驱动系统(例如，差速器、车轴、车轮等)。由于往复活塞式内燃发动机(ICE)组件的易得性和相对便宜的成本、轻的重量和总效率，所以历史上汽车一直由往复活塞式内燃发动机(ICE)组件提供动力。作为一些非限制性示例，这种发动机包括压缩点火(CI)柴油发动机、火花点火(SI)汽油发动机、二冲程、四冲程和六冲程架构以及旋转发动机。另一方面，混合动力电动和全电动(统称为“电驱动”)车辆利用替代动力源来推进车辆，并因此最小化或消除对用于牵引动力的基于化石燃料的发动机的依赖。
全电动车辆(FEV) (俗称“电动汽车”)是一种电驱动车辆配置，其完全省略了内燃发动机和动力系系统的附属外围部件，依赖于可再充电能量存储系统(RESS)和用于车辆推进的牵引马达。基于ICE的车辆的发动机组件、燃料供应系统和排气系统被基于电池的FEV中的单个或多个牵引马达、牵引电池组以及电池冷却和充电硬件所替代。对比来说，混合动力电动车辆(HEV)动力系采用多个牵引动力源来推进车辆，最通常地是结合电池供电或燃料电池供电的牵引马达来操作内燃发动机组件。由于混合动力型电驱动车辆能够从发动机之外的源获得其动力，因此当车辆由电动马达推进时，HEV发动机可全部或部分地关闭。
许多商业上可获得的混合动力电动和全电动车辆采用可再充电的牵引电池组来存储和供应用于操作动力系的牵引马达单元的必需功率。为了产生具有足够的车辆范围和速度的牵引功率，牵引电池组比标准12伏起动、照明和点火(SLI)电池大得多、更强大且容量(安培-小时)更高。与SLI电池的单个电池单元相比，当前的牵引电池组将电池单元的堆叠组合成单独的电池模块，然后例如通过电池组壳体或支撑托架将其安装到车辆底盘上。堆叠的电化学电池单元可以通过使用电互连板(ICB)串联或并联连接。在这种情况下，电池单元的电气凸片（electrical tab）从模块壳体突出出来，抵靠模块壳体弯曲，然后焊接到共用的母线板。专用电池组控制模块(BPCM)通过与动力系控制模块(PCM)的协作操作来调节电池组接触器的断开和闭合，以管理电池组的操作，以用于为车辆的牵引马达提供动力。
在HEV和FEV操作期间（包括车辆推进和车辆充电过程），车辆的高压(HV)电气系统内的热传播相对于传递到车辆或通过车辆的电流的增加而放大。随着功率传输的增加，在功率电子器件封装、电池单元、电缆和母线中产生的热量急剧地增加。温度是影响电池性能和工作寿命的最重要因素之一。极端的环境温度和硬件滥用条件（例如制造缺陷、过充电/过放电、物理变形、短路等）可能不利地影响电池正确地工作的能力，并且在严重的情况下可能永久地损坏电池。可能发生电池超过临界开始温度的热事件，在该临界开始温度下，在电化学能量产生期间发生放热副反应。同时，电池可以保持与维持该放热反应相关的反应热，这继而加速了反应动力学，导致热输出的循环增加。如果这种自加速的热事件未被抑制，则热发展可能发展成“热失控”状况；一旦启动，电池的冷却系统可能无法改善热失控状况。
发明内容
本文提供用于减轻电化学装置的热传播的热机械熔丝、用于制造这样的熔丝的方法和用于使用这样的熔丝的方法、以及具有减轻热失控状况的负载承载的牺牲热机械熔丝的牵引电池组。作为示例而非限制，存在充当结构构件和热构件两者的导热机械互连元件；在热失控时，这些热机械元件碎裂（disintegrate ）或以其他方式断开，从而消除或“短路”相邻部件之间的热通路。在正常操作条件下，牺牲热机械熔丝可作为电池壳体的支撑结构的一部分，其使得能够实现正常的电池性能。例如，熔丝材料可以嵌入到电池模块壳体的冷却板中的通风槽中，可以包覆模制到冷却板上，或者可以插设在壳体的模块间连接凸片和模块支撑横向构件之间。在热失控状况下，升高的温度导致熔丝材料熔化、碎裂、变形或断开，以防止进一步的热传播。当熔化材料溶解时，其也可以用于断开对流热传递的通风通道。
本公开的方面涉及具有用于减轻不利的热传播的热机械熔丝的电化学装置。在示例中，可再充电电池组组件包括电绝缘的保护性外壳，其中多个电池单元设置在电池壳体内部。这些电池单元被串联和/或并联地电互连、并且被堆叠在一起以形成多个相邻的电池单元堆叠。一个或多个热机械熔丝热连接相邻的电池单元堆叠和/或热密封所述壳体。每个热机械熔丝全部或部分由介电材料形成，该介电材料被设计为在预定临界温度下经历劣化或变形(例如，熔化、分解、碎裂、分离、弯曲、弯折等)。这样做时，热机械熔丝热断开一对或多对相邻电池单元堆叠。
本公开的附加方面涉及配备有可再充电电池组的电驱动车辆，该可再充电电池组利用负载承载的牺牲热机械熔丝来帮助防止热失控状况。如本文所使用的，术语“车辆”和“机动车辆”可以互换地使用并且同义地使用，以包括任何相关的车辆平台，诸如乘用车辆(ICE、HEV、FEV、燃料电池、完全和部分自主的等)、商用车辆、工业车辆、履带式车辆、越野和全地形车辆(ATV)、摩托车、农用设备、船只、飞行器、电动自行车、电动踏板车等。对于非汽车应用，所公开的构思可被实现用于任何逻辑上相关的用途，包括独立发电站和便携式电源组、光伏系统、电子装置、泵送设备、机床、器具等。在示例中，机动车辆包括具有乘客舱的车身、安装在车身上的多个车轮、以及其他标准原始设备。对于电驱动车辆应用，一个或多个电气牵引马达单独操作(例如，用于FEV动力系)或与内燃发动机组件(例如，用于HEV动力系)结合操作以选择性地驱动一个或多个车轮，从而推进车辆。
继续上述示例的讨论，电驱动车辆还包括至少一个可再充电牵引电池组，其安装到车身上并且可操作以给车辆动力系的牵引马达提供动力。牵引电池组包括电绝缘和耐候性保护外壳、以及存储在电池壳体内部的多个电池单元。这些电池单元彼此电连接并且例如以并排面对的关系堆叠，以形成与第二电池单元堆叠平行且相邻的至少第一电池单元堆叠。热机械熔丝将第一电池单元堆叠热连接到第二电池单元堆叠和/或热密封保护外壳中的一个或多个通风孔。该热机械熔丝全部或部分地由介电材料形成，该介电材料在预定临界温度下经历劣化或变形，从而将第一电池单元堆叠与第二电池单元堆叠热断开。
本公开的方面还涉及用于制造所公开的热熔丝、电化学装置和/或机动车辆中的任一者的方法和用于使用所公开的热熔丝、电化学装置和/或机动车辆中的任一者的方法。在示例中，提供一种用于制造电池组件的方法。该代表性方法包括以任何顺序和与任何以上和以下公开的选项和特征的任何组合：组装电池壳体；将多个电池单元堆叠成第一和第二电池单元堆叠；将所述第一和第二电池单元堆叠放置在所述电池壳体内；以及将热机械熔丝附接至电池壳体以热连接第一和第二电池单元堆叠和/或热密封电池壳体，热机械熔丝包括被配置为在预定临界温度下经历劣化和/或变形的介电材料，例如，以热断开第一和第二电池单元堆叠和/或热开封电池壳体。
对于任何公开的熔丝、方法、装置和车辆，电池壳体包括在其上支撑电池单元的冷却板。在这种情况下，一个或多个热机械熔丝被安装到冷却板。此外，每个热机械熔丝可以在其上至少部分地支撑第一和第二电池单元堆叠。作为另一选择，冷却板可限定穿过其中的细长槽，该细长槽位于第一和第二电池单元堆叠之间。在这种情况下，热机械熔丝被安装在细长槽内。热机械熔丝可以基本上或完全填充细长槽。此外，热机械熔丝可延伸穿过细长槽并过盈配合到细长槽中。热机械熔丝可以嵌入到细长槽中，使得熔丝与冷却板的相对的内表面和外表面基本齐平。
对于任何公开的熔丝、方法、装置和车辆，热机械熔丝可以被包覆成型到冷却板的至少外表面上并覆盖冷却板的至少外表面。在这种情况下，热机械熔丝也可以覆盖冷却板的与外表面相对的内表面。作为又一选择，冷却板可限定从其穿过的一系列相互平行的细长槽。在这种情况下，热机械熔丝包括一系列相互平行的细长热机械熔丝，每个热机械熔丝安装在细长槽中的相应一个细长槽内。
对于任何公开的熔丝、方法、装置和车辆，第一和第二电池单元堆叠分别位于第一和第二模块壳体内。在这种情况下，电池壳体包括支撑梁，该支撑梁在其近端处安装至支撑托架。热机械熔丝可以安装在支撑梁的远端上，插设在支撑梁和连接相邻模块壳体的壳体凸片之间。作为又一选择，导致熔丝劣化/变形的预定临界温度至少为大约100摄氏度(oC)。介电材料可以包括在预定临界温度下经历热分解或碎裂的聚合材料。
本发明还包括如下方案：
方案1. 一种电池组件，包括：
电池壳体；
多个电池单元，所述多个电池单元设置在所述电池壳体内部并且堆叠在一起以形成第一电池单元堆叠和第二电池单元堆叠；以及
热机械熔丝，其热连接所述第一电池单元堆叠和第二电池单元堆叠和/或热密封所述电池壳体，所述热机械熔丝包括介电材料，所述介电材料被配置为在预定临界温度下经历劣化和/或变形，从而将所述第一电池单元堆叠与所述第二电池单元堆叠热断开和/或热开封所述电池壳体。
方案2. 如方案1所述的电池组件，其中所述电池壳体包括在其上支撑所述多个电池单元的冷却板，并且其中所述热机械熔丝被安装到所述冷却板。
方案3. 如方案2所述的电池组件，其中所述热机械熔丝在其上至少部分地支撑所述第一电池单元堆叠和第二电池单元堆叠。
方案4. 如方案2所述的电池组件，其中所述冷却板限定穿过其中的细长槽，所述细长槽位于所述第一电池单元堆叠与所述第二电池单元堆叠之间，并且其中所述热机械熔丝安装在所述细长槽内。
方案5. 如方案4所述的电池组件，其中所述热机械熔丝被刚性地紧固到所述冷却板，并且基本上或完全填充所述细长槽。
方案6. 如方案5所述的电池组件，其中所述热机械熔丝延伸穿过所述细长槽并过盈配合到所述细长槽中。
方案7. 如方案5所述的电池组件，其中所述热机械熔丝与所述冷却板的一个或两个相对面基本上齐平。
方案8. 如方案2所述的电池组件，其中所述热机械熔丝延伸跨越并覆盖所述冷却板的外表面。
方案9. 如方案8所述的电池组件，其中所述热机械熔丝延伸跨越并覆盖所述冷却板的与所述外表面相对的内表面。
方案10. 如方案2所述的电池组件，其中所述冷却板限定穿过其中的一系列相互平行的细长槽，并且其中所述热机械熔丝包括一系列相互平行的细长热机械熔丝，每个热机械熔丝安装在所述细长槽中的相应一个细长槽内。
方案11. 如方案1所述的电池组件，其中所述第一电池单元堆叠和所述第二电池单元堆叠分别位于第一模块壳体和第二模块壳体内，其中所述电池壳体包括在其近端处安装至支撑托架的支撑梁，并且其中所述热机械熔丝安装在所述支撑梁的远端上、插设在所述支撑梁与连接所述第一模块壳体和所述第二模块壳体的壳体凸片之间。
方案12. 如方案1所述的电池组件，其中，所述预定临界温度为至少约100摄氏度。
方案13. 如方案1所述的电池组件，其中所述介电材料包括被配置为在所述预定临界温度下经历热分解或碎裂的聚合材料。
方案14. 一种电驱动机动车辆，包括：
具有多个车轮的车身；
牵引马达，其安装在所述车身上，并且可操作以驱动所述车轮中的一个或多个，从而推进所述电驱动车辆；以及
牵引电池组，其安装在所述车身上并且可操作以给所述牵引马达供电，所述牵引电池组包括：
电绝缘电池壳体；
多个电池单元，所述多个电池单元设置在所述电池壳体内部、彼此电连接、并且以并排面对的关系堆叠，以形成与第二电池单元堆叠平行的第一电池单元堆叠；以及
热机械熔丝，其热连接所述第一电池单元堆叠和第二电池单元堆叠和/或热密封所述电池壳体中的通风孔，所述热机械熔丝包括介电材料，所述介电材料被配置为在预定临界温度下经历劣化和/或变形，从而热断开所述第一电池单元堆叠和第二电池单元堆叠和/或热开封所述通风孔。
方案15. 一种用于制造电池组件的方法，所述方法包括：
组装电池壳体；
将多个电池单元堆叠成第一电池单元堆叠和第二电池单元堆叠；
将所述第一电池单元堆叠和第二电池单元堆叠放置在所述电池壳体内；以及
将热机械熔丝附接至所述电池壳体以热连接所述第一电池单元堆叠和第二电池单元堆叠和/或热密封所述电池壳体，所述热机械熔丝包括介电材料，所述介电材料被构造成在预定临界温度下经历劣化和/或变形，并且从而将所述第一电池单元堆叠与所述第二电池单元堆叠热断开和/或热开封所述电池壳体。
方案16. 如方案15所述的方法，其中所述电池壳体包括在其上支撑所述多个电池单元的冷却板，其中所述热机械熔丝被安装到所述冷却板，并且其中所述热机械熔丝在其上至少部分地支撑所述第一电池单元堆叠和第二电池单元堆叠。
方案17. 如方案16所述的方法，其中所述冷却板限定穿过其中的细长槽，所述细长槽位于所述第一电池单元堆叠与所述第二电池单元堆叠之间，并且其中所述热机械熔丝安装在所述细长槽内。
方案18. 如方案17所述的方法，其中所述热机械熔丝基本上或完全填充所述细长槽。
方案19. 如方案16所述的方法，热机械熔丝延伸跨越并覆盖所述冷却板的内表面和/或外表面。
方案20. 如方案16所述的方法，其中所述冷却板限定穿过其中的一系列相互平行的细长槽，所述细长槽被限定穿过所述冷却板，并且其中所述热机械熔丝包括一系列相互平行的细长热机械熔丝，每个热机械熔丝安装在所述细长槽中的相应一个细长槽内。
上述发明内容并不代表本公开的每个实施例或每个方面。相反，当结合附图和所附权利要求时，从对用于实现本公开的说明性示例和模式的以下详细描述中，本公开的以上特征和优点以及其他特征和伴随的优点将是显而易见的。此外，本公开明确地包括上文和下文呈现的元件和特征的任何和所有组合和子组合。
附图说明
图1是根据本公开的方面的具有电气化动力系的代表性车辆的示意图，该电气化动力系采用由具有热机械熔丝的可再充电牵引电池组供电的电动牵引马达。
图2是根据本公开的方面的具有经由热机械熔丝热互连和结构互连的电池单元的内部封装的堆叠的代表性电池模块的透视图。
图3是图2的代表性电池模块的透视图，其中模块的底板、冷却板和侧壁被移除以更好地示出电池袋单元的内部封装的堆叠。
图4A至4C分别是根据所公开的构思的方面的具有一系列嵌入式热机械熔丝的代表性电池壳体冷却板的透视图、底视图和平面视图。
图5A至5C分别是根据所公开的构思的方面的具有包覆成型热机械熔丝的另一代表性电池壳体冷却板的透视图、底视图和平面视图。
图6A和6B是根据所公开的构思的方面的具有插设在模块间连接凸片和壳体横向构件之间的热机械熔丝的代表性电池壳体的示意性侧视图。
本公开的代表性实施例在附图中以非限制性示例的方式示出，并且在下面另外详细地描述。然而，应当理解，本公开的新颖方面不限于以上列举的附图中示出的特定形式。相反，本公开将覆盖落入例如由所附权利要求涵盖的本公开的范围内的所有修改、等同物、组合、子组合、置换、分组和替代。
具体实施方式
本公开容许许多不同形式的实施例。本公开的代表性示例在附图中示出并且在本文中详细描述，应当理解，这些实施例是作为所公开的原理的范例而提供的，而不是对本公开的广泛方面的限制。为此，例如在摘要、引言、发明内容、附图说明和具体实施方式部分中描述的但未在权利要求中明确阐述的元件和限制不应通过暗示、推断或其他方式单独或共同地并入权利要求中。此外，本文所讨论的附图可能不是按比例的，并且纯粹是出于指导目的而提供的。因此，图中所示的具体尺寸和相对尺寸不应被解释为限制性的。
为了该具体实施方式的目的，除非特别地否认：单数包括复数，反之亦然；词语“和”和“或”应既是连接性的又是分离性的；词语“任何”和“全部”都应表示“任何以及全部”；并且词语“包括”、“包含”、“涵盖”、“具有”及其置换均应表示“包括而没有限制”。此外，近似词，例如“大约”、“几乎”、“基本上”、“大致”、“近似”等，可以在例如“在、接近或几乎在”或“在0-5%内”或“在可接受的制造公差内”或其任何逻辑组合的意义上在本文中均被使用。最后，方向形容词和副词，例如前、后、在内部、在外部、右舷、左舷、竖直、水平、向上、向下、前、后、左、右等，可以是相对于机动车辆，例如当车辆在水平驾驶表面上操作性地定向时机动车辆的向前驾驶方向。
现在参考附图，其中在多个视图中相同的附图标记表示相同的特征，图1示出了代表性汽车的示意图，该汽车总体上以10表示，并且为了讨论的目的在此描绘为具有并联双离合器(P2)混合电动动力系的乘用车辆。所示的汽车10 (在此也简称为“动力车辆”或简称为“车辆”)仅仅是可以实践本公开的新颖方面的示例性应用。同样地，本构思在混合电动动力系中的实施也应被理解为本文公开的新颖构思的代表性实施。因此，应当理解，本公开的方面可以应用于其他动力系架构，结合到任何逻辑相关类型的机动车辆中，并且同样用于汽车和非汽车应用。最后，仅示出了选择的部件，并且将在此进行更详细的描述。然而，下面讨论的车辆、装置和熔丝可以包括用于执行本公开的各种方法和功能的许多附加和替代特征以及其他可用的外围部件和硬件。
图1示出了典型的车辆动力系系统，其具有原动机和电动马达/发电机单元(MGU)14，原动机在此由可重新起动的内燃发动机(ICE)组件12表示，电动马达/发电机单元通过多速自动动力变速器16驱动地连接到最终驱动系统11的驱动轴15。发动机12优选地经由发动机曲轴13 (在此也称为“发动机输出构件”)通过扭矩将动力传递到变速器16的输入侧。发动机扭矩首先经由曲轴13传递以旋转发动机驱动的扭转减振器组件26，并且伴随地通过扭转减振器组件26传递到发动机断开装置28。当操作地接合时，该发动机断开装置28通过减振器26将从ICE组件12接收的扭矩传递到扭矩变换器(TC)组件18的输入结构。如名称所暗示的，发动机断开装置28可以选择性地分离以将发动机12从马达14、TC组件18和变速器16驱动地断开。
变速器16继而适于接收、选择性地操纵和分配来自发动机12和马达14的牵引动力到车辆的最终驱动系统11（在此由驱动轴15、后差速器22和一对后车轮20表示）并由此推进混合动力车辆10。图1的动力变速器16和扭矩变换器18可共用共同的变速器油盘或“贮槽”32以用于液压流体的供应。共用的变速器泵34为流体提供足够的液压压力，以选择性地致动变速器16、TC组件18以及（对于一些实施方式而言）发动机断开装置28的液压致动元件。
ICE组件12操作以独立于电动牵引马达14来推进车辆10，例如在“仅发动机”操作模式中；或者操作成与马达14协作，例如在“车辆起动”或“马达增压（motor-boost）”操作模式中。在图1所示的示例中，ICE组件12可以是任何可用的或以后开发的发动机，例如压缩点火柴油发动机或火花点火汽油或灵活燃料发动机，其容易地适于通常以每分钟转数(RPM)提供其可用的功率输出。尽管在图1中没有明确地描绘，但是应当理解，最终驱动系统11可采用任何可用的构造，包括前轮驱动(FWD)布置（layout）、后轮驱动(RWD)布置、四轮驱动(4WD)布置、全轮驱动(AWD)布置、六乘四(6×4)布置等。
图1还示出了电动马达/发电机单元(“马达”) 14，其通过马达支撑毂、轴或带29(这里也称为“马达输出构件”)可操作地连接到液压扭矩变换器18。扭矩变换器18继而将马达14驱动地连接到变速器16的输入轴17 (“变速器输入构件”)。电动马达/发电机单元14由环形定子组件21构成，该定子组件外接并同心于柱形转子组件23。通过高压电气系统将电力提供给定子21，该高压电气系统包括通过合适的密封和绝缘馈通(未示出)穿过马达壳体的电导体/电缆27。相反，电力可从MGU 14提供给车载牵引电池组30，例如通过再生制动。任何所示动力系部件的操作可由车载或远程车辆控制器控制，例如可编程电子控制单元(ECU) 25。虽然示出为P2混合电动架构，车辆10可采用其他HEV动力系构造，包括P0、P1、P2.5、P3和P4构造，或者可适用于BEV、PHEV、燃料电池混合动力车辆、FEV等。
动力变速器16可以使用差速齿轮装置24来分别实现变速器输入轴17和输出轴19之间的选择性可变扭矩和速度比，例如，同时通过可变元件发送其全部或部分动力。差速齿轮装置的一种形式是周转行星齿轮装置。行星齿轮装置提供了紧凑性以及行星齿轮装置子组的所有构件之间的不同扭矩和速度比的优点。传统上，液压致动的扭矩建立装置，例如离合器和制动器(术语“离合器”用于指离合器和制动器两者)，可选择性地接合以启动上述齿轮元件，用于在变速器的输入轴17和输出轴19之间建立期望的前进和倒档速度比。尽管设想为8速自动变速器（8-speed automatic transmission），但动力变速器16可任选地采用其他功能上适当的构造，包括无级变速器(CVT)架构、自动-手动变速器等。
图1的液压扭矩变换器组件18作为流体耦合器操作，用于将发动机12和马达14与动力变速器16的内行星齿轮装置24操作性地连接，在扭矩变换器组件18的内部流体室内设置有与带叶片的涡轮38并置的带叶片的叶轮36。叶轮36定位成与涡轮38面对串联的动力流流体连通，其中定子(未示出)插设在叶轮36和涡轮38之间，以选择性地改变它们之间的流体流。通过由叶轮和涡轮36、38叶片的旋转引起的TC的内部流体室内的液压流体(例如变速器油)的搅动激励，扭矩从发动机输出构件13和马达输出构件29经由TC组件18传递到变速器16。为了保护这些部件，TC组件18构造有TC泵壳体，TC泵壳体主要由变速器侧泵壳体40限定，所述变速器侧泵壳体固定地附接到发动机侧泵盖42以使得在它们之间形成工作液压流体室。
接下来转到图2，示出了可再充电能量存储系统(RESS)的一部分，其适于存储和供应电能，该电能用于例如推进电驱动车辆，例如图1的P2 HEV 10。该RESS可以是深循环、高安培容量车辆电池系统，其额定为大约350至800 VDC或更高，例如，这取决于期望的车辆里程、车辆总重量和从RESS汲取电力的各种附件负载的额定功率。为此，RESS采用一个或多个高电压、高能量密度电池组，例如图1的电池组30，用于为一个或多个多相永磁体(PM)电机（例如牵引马达14）供电。每个电池组包括串联和/或并联连接的分立电化学电池单元的集合(例如，100或1000个)，以实现期望的电压和电流要求。
牵引电池组通常由锂离子电池模块的阵列组成，在图2和3中以100示出了其示例。这些电池模块100可以支撑在电池支撑托架或其他车身面板上，所述电池支撑托架或其他车身面板在车辆操作期间为电池组提供下面的支撑。所公开的构思的方面可以类似地适用于其他电存储单元架构，包括采用镍金属氢化物(NiMH)电池、铅酸电池、锂聚合物电池或其他适用类型的可再充电二次电池的那些电存储单元架构。每个电池模块100可包括电化学电池单元的堆叠102S，诸如，例如图3的袋型锂离子(Li离子)或锂离子聚合物(LiPo)电池袋电池单元102。为了简化设计和维护，并且为了减少成本和组装时间，RESS中的每个电池模块100可以基本上彼此相同。
单个锂离子电池模块100可以由多个电池单元102 (例如，20-30)代表，这些电池单元以并排面对的关系堆叠并且并联或串联连接以用于存储和供应电能。电池单元可以是设置有外部电池外壳的多层构造，所述外部电池外壳在附图中由类似护套的袋104 (图3)表示。袋104的相应侧可由聚合物泡沫、绝缘铝片材金属或其他合适材料形成。这两侧例如通过焊接或压接而连接，以大体在其中包围在工作电极之间传导正锂离子的电解质组合物。正(阴极)和负(阳极)电端子(“凸片（tab）”) 106和108分别从袋104的相对纵向端向外延伸，用于与封装在袋104的内部容积内的正和负电极(不可见)进行电连接。虽然示出为硅基、锂离子“袋电池单元”电池，但是电池单元102可以适于其他构造，包括柱形和棱柱形构造。
共同参考图2和图3，电池模块100将电化学电池单元102存储在保护性的电绝缘电池模块壳体110内。电池模块壳体110可以是由壳体底部112和从底部112垂直突出的一对模块侧壁114组装的刚性的多部件结构。一旦被适当地布置和安装，堆叠的电池单元102被支撑在壳体底部112上并且被夹在模块侧壁114之间。为了便于制造和组装，侧壁114可以基本上彼此相同，两者都由刚性塑料材料形成，所述刚性塑料材料具有卡扣紧固件突起115和117，用于将侧壁114与电池模块100的互补节段操作地对准并机械连接。两个共面安装支架113从模块壳体110横向延伸，每个与相应的模块侧壁114整体地形成并从其以直角突出。
冷却板116安装在堆叠的电池单元102下面，通常紧靠壳体底部112的底表面齐平地安置，以选择性地将热传递出电池模块100。该冷却板116被制造有一个或多个冷却剂通道(图2中不可见)，冷却剂通道使经由冷却剂端口118接收的冷却剂流体从中通过。模块侧壁114和冷却板116可以机械地附接并且流体密封到壳体底部112，例如，经由卡扣紧固件和密封形成泡沫。可以设想，电池模块壳体110可以采用其他尺寸和形状，以适应具有不同封装和设计约束的替代应用。同样地，模块壳体110可以由比附图中所示的更多或更少的节段组装；替代地，壳体110可以模制和加工成单件或两部分的整体结构。
可操作地对准和电互连电池单元102的是安装在电池模块壳体110的顶部上的集成互连板(ICB)组件120。根据所示的示例，ICB组件120提供保护性外护套，该外护套总体由具有一对凸缘端壁124的中心盖122限定，该凸缘端壁从中心盖122的相对端大致正交地突出。中心盖122由具有整体侧向凸缘121的刚性聚合材料形成，该侧向凸缘具有细长的卡扣紧固件槽，该卡扣紧固件槽在其中接收壳体侧壁114的卡扣紧固件突起115。一对卡入钩（snap-in hook）125从盖122的每个纵向端突出，并且在其中接收ICB端壁124的安装枢转销(未标记)。ICB组件端壁124可以在结构上相同，两者都由与用于制造ICB盖122的聚合材料相似或不同的刚性聚合材料形成。每个端壁124都制成具有整体安装凸缘129，其具有卡扣紧固件孔，其在其中容纳壳体侧壁114的卡扣紧固件突起117。
每个ICB组件端壁124的底端被分割成一系列细长的、相互平行的端壁板133，其以竖直柱状方式并排布置。这些端壁板133彼此交织并通过细长槽135彼此分开。每个端壁板133与从端壁124的底部边缘向下突出的一系列柔性卡扣紧固件凸片(未标记)整体地形成。这些凸片可滑动地与冷却板116接合并压配合到其上；这样，ICB组件120机械地附接到电池模块壳体110的其余部分。在所示的实施例中，ICB组件120可以气密地密封到模块壳体110。
在安装整体ICB组件120之后，电池单元102的电气凸片106、108电连接到安装在ICB端壁124的外表面上的电母线板134。如图所示，每个母线板134由导电材料(例如，铝或铜)制成，其被制成大致矩形的面板，然后例如通过安装凸片、粘合剂和/或紧固件被安装在端壁124的外表面上。同样，电池单元凸片106、108也由导电材料(例如，Al和Cu)制成并且弯曲成L形端子，该L形端子的外部部分再次齐平地铺设并且焊接、熔接或夹到母线板134中的一个母线板。L形模块间总线支架（bussing bracket）(未标记)被安装在ICB端壁124上，以将电池模块100电连接到相邻的电池模块。
除了提供保护性护套和电互连电池单元102之外，ICB组件120还提供感测、操作和电隔离功能。这种功能可以由集成电路(IC)感测组件140提供，该集成电路(IC)感测组件可以安装在中心盖122上。IC感测组件140被制造有多个感测装置142，例如电流、电压和/或温度传感器，其可操作以感测电池单元102的操作特性。柔性印刷电路板(PCB) 144被示出为安装在中心盖122上，在其上支撑感测装置142。具有由电绝缘迹线片材150承载的多个电迹线148的柔性电迹线146经由母线板134将柔性PCB 144并且因此将感测装置142电连接到电池单元102。
通过控制系统暴露于高温和低温两者的极端温度，可以提高可再充电能量存储系统的预期使用寿命和性能。例如，在图1的车辆10的操作期间，期望最小化或消除影响车辆的牵引电池组30中的热失控事件的因素。在本文描述的可再充电能量存储系统包括有助于减少热失控同时保持RESS的热管理系统的冷却性能并维持能量存储系统的充电/放电性能的特征。例如，使用以下描述的特征可减少图1的牵引电池组30或图2和3的电池模块100在以下示例操作期间的热失控，所述示例操作例如为直流快速充电(DCFC)、电磁感应无线充电、车辆热浸泡后的电气化动力系的供电、电池组的意外电气中断等。
为了打破热传播的循环和导致热失控的加速放热反应速率，RESS结合一个或多个牺牲元件，其既作为结构构件(例如，用于物理支撑电池单元或模块)又作为热构件(例如，用于热耦合电池单元或模块)。当RESS达到导致热失控的临界温度时，牺牲元件响应性地劣化或变形(例如液化、分裂、衰减、断开等)以消除在模块内的可操作地连接的电池单元和/或在组内的模块之间的热路径。该牺牲特征的目的是当暴露于热失控事件时减少相邻部件之间的热传递。图4A-4C、图5A-5C以及图6A和6B示出了用于热连接以及在需要时断开相邻电池单元堆叠或相邻电池模块的负载承载的牺牲热机械熔丝212、312和412的三个不同示例。尽管外观不同，但是可以设想，下面参考图4A-4C的热机械熔丝212描述的任何特征和选择可以单独地或以任何组合分别结合到图5A-5C以及图6A和6B的热机械熔丝312和412中，反之亦然。
首先转到图4A-4C，每个热机械熔丝212全部或部分地由电绝缘(介电)材料形成，该材料的化学和/或结构成分在预定临界温度下经历劣化和/或变形。对于牵引电池组应用，引起熔丝劣化/变形的预定临界温度为至少约100℃，或者更具体地，在约100℃和约400℃之间。用于制造熔丝212的介电材料可以包括在预定临界温度熔化的聚合材料，例如蜡基聚合物、聚(1-丁烯)（PoIy(1-butene)）、等规聚乙烯-甲基丙烯酸共聚物（Polyethylene comethacrylic acids, Poly(trans-1,4-butadiene)）、聚(反-1, 4-丁二烯)（Poly(trans-1,4-butadiene)）。作为又一选择，介电材料可以包括在预定临界温度下变形的聚合材料，例如聚丙烯和聚苯乙烯；或者在预定临界温度下分解的聚合泡沫，例如硬质聚氨酯(PU或多元醇)。另一选择是锡和类似地具有高电阻率的有延展性但稳定的金属材料。具有低电导率和相对低的熔化温度和/或与期望临界温度一致的劣化温度的其他材料也可以被使用。
在电池组件200、例如电池组30或电池模块100的正常操作期间，热传递通常从电池单元的堆叠流向冷却板216，该冷却板被设计成将单个电池单元的相应电池单元温度保持在均匀的“最佳”温度。图4A-4C的冷却板216可在结构上和功能上与图2的冷却板116相同，其为电池模块的内部封装的电池单元（例如模块100的电池单元102）提供下面的支撑。在电池充电/放电期间，冷却板216通过冷却剂流体的强制循环将热量从堆叠的电池单元传递走，例如，在蒸汽压缩制冷循环中。冷却板216限定了蛇形冷却剂通道224，用于将冷却剂流体从冷却剂入口端口218A引导至冷却剂出口端口218B，以将热量从电池单元热传递出去。通常，流经冷却板216的流体是液体冷却剂，其一些非限制性示例可包括制冷剂、油、水、水基乙二醇等。
在堆叠的电池单元102和冷却剂通道224之间插设的是施加到冷却板216的顶面的一系列导热阻隔板220。这些阻隔板220将电池单元与冷却剂通道224流体地分离，同时仍然允许热能从电池单元到流过通道224的冷却剂流体的热传递。如图所示，阻隔板220是相互平行的矩形的锡板条，其沿着冷却板216的长度纵向延伸。虽然显示为分立的板构件，但阻隔板220可被制造为安装到冷却板216上的单件片材。
除了通过使用冷却剂流体来调节热传递的主动型人工冷却之外，电池模块的热管理系统还可以采用一系列细长的通风槽222 (图4C和5C)以实现热能排出电池模块壳体的被动型对流传递。这些通风槽222延伸穿过冷却板216以允许通风空气穿过冷却板216并进入电池模块内，同时还允许热能通过冷却板216排出并从模块排出。如图4C中最佳所见，通风槽222为沿冷却板216的长度纵向延伸的相互平行的细长开口。通风槽222与阻隔板220交织，使得无阻碍的路径延伸穿过通风槽222到达电池单元。虽然示出为分立的横向间隔开的通风槽222，但冷却板216可制造有单个连续的通风槽，其可呈现类似于冷却剂通道224的蜿蜒图案。
继续参考图4A至4C，热机械熔丝212被刚性地安装到冷却板216，例如，在电池单元102下面的位置处。如图4A的插入视图（inset view）所示，例如，热机械熔丝212在其上至少部分地支撑电池单元102的第一堆叠102S1和邻近并且平行于第一单元堆叠102S1对齐的电池单元102的第二堆叠102S2。在该示例中，每个热机械熔丝212被安装在延伸穿过冷却板216的底部的细长槽222中的相应一个内侧。如图4B中最佳示出的，热机械熔丝212是沿冷却板216的长度纵向延伸的相互平行的细长条。与通风槽222类似，热机械熔丝212与阻隔板220交织。可以设想，热机械熔丝212可以采用附图中所示的不同的其他形状、尺寸和/或位置。并且与通风槽222类似，热机械熔丝212可以采用多件式和单件式构造。
每个热机械熔丝212基本上或完全填充其相应的通风槽222，从而阻塞延伸穿过冷却板216的通风流动路径。对于至少一些实施方式，热机械熔丝212嵌入到细长的通风槽222中，使得它们与冷却板216的一个或两个相对面基本上齐平地设置。可选地，每个热机械熔丝212可以延伸穿过其相应的槽222并在其相对的端部凸起以过盈配合到槽222中。对于采用金属材料的热机械熔丝212，可以使用诸如钎焊或焊接的金属加工技术来将熔丝212附接到电池壳体。在任一前述示例中，可以采用合适的粘合剂或覆盖物来将熔丝212紧固在槽222内。在电池组件的操作期间，热机械熔丝212可以达到预定的临界温度，诸如在热失控事件的开始期间。在该温度下，熔丝212以足以断开通过通风槽222的通风的方式劣化或变形，从而减少相邻电池单元堆叠102S1、102S2之间的热传递。
图5A至图5C示出了电池组件300的配置，其采用单片热机械熔丝312结构来帮助延迟或防止热失控事件。与图4A至4C的热机械熔丝212类似，热机械熔丝312位于电池单元102的下面，并且刚性地安装到冷却板216。利用这种布置，热机械熔丝312在其上支撑并热耦合电池单元的内部封装的堆叠。在该示例中，热机械熔丝312被层压、涂覆、包覆成型或以其他方式施加到冷却板216的内表面和外表面上并覆盖它们。这样做时，热机械熔丝312以足以阻塞延伸穿过冷却板216的通风流动路径的方式来填充细长的通风槽222。热机械熔丝312全部或部分地由在预定临界温度下熔化、分解、碎裂、分离、弯曲、弯折等的介电材料形成。这样做时，热机械熔丝312热断开相邻电池堆叠并断开通风槽222。
图6A和6B示出了具有电绝缘和耐候性保护性外部电池壳体的电池组件400，该外部电池壳体容纳与第二电池模块402B相邻的第一电池模块402A。类似于图2和3的模块100，图6A和6B的电池模块402A、402B每个包括各自的模块壳体410A和410B，其在其中容纳内部封装的电池单元的一个或多个堆叠404A和404B。电池壳体包括在其近端(底端)安装到支撑托架422的支撑梁420。热机械熔丝412安装在支撑梁420的远(顶)端，插设在支撑梁420和连接第一和第二模块壳体410A、410B的壳体凸片424之间。在临界温度下，热机械熔丝412热分解，使得壳体凸片424直接位于支撑梁420的顶部，并且模块壳体410A、410B直接位于一对着陆垫426上。这样做有助于热断开电池模块402A、402B。
已经参考所示实施例详细描述了本公开的方面；然而，本领域技术人员将认识到，在不偏离本公开的范围的情况下，可以对其进行许多修改。本公开不限于本文公开的精确构造和组成；从上述描述中显而易见的任何和所有修改、改变和变形都在由所附权利要求限定的本公开的范围内。此外，本发明的构思明确地包括前述元件和特征的任何和所有组合和子组合。

Claims (10)

1.一种电池组件，包括：
电池壳体；
多个电池单元，所述多个电池单元设置在所述电池壳体内部并且堆叠在一起以形成第一电池单元堆叠和第二电池单元堆叠；以及
热机械熔丝，其热连接所述第一电池单元堆叠和第二电池单元堆叠和/或热密封所述电池壳体，所述热机械熔丝包括介电材料，所述介电材料被配置为在预定临界温度下经历劣化和/或变形，从而将所述第一电池单元堆叠与所述第二电池单元堆叠热断开和/或热开封所述电池壳体。
2.如权利要求1所述的电池组件，其中所述电池壳体包括在其上支撑所述多个电池单元的冷却板，并且其中所述热机械熔丝被安装到所述冷却板。
3.如权利要求2所述的电池组件，其中所述热机械熔丝在其上至少部分地支撑所述第一电池单元堆叠和第二电池单元堆叠。
4.如权利要求2所述的电池组件，其中所述冷却板限定穿过其中的细长槽，所述细长槽位于所述第一电池单元堆叠与所述第二电池单元堆叠之间，并且其中所述热机械熔丝安装在所述细长槽内。
5.如权利要求4所述的电池组件，其中所述热机械熔丝被刚性地紧固到所述冷却板，并且基本上或完全填充所述细长槽。
6.如权利要求5所述的电池组件，其中所述热机械熔丝延伸穿过所述细长槽并过盈配合到所述细长槽中。
7.如权利要求5所述的电池组件，其中所述热机械熔丝与所述冷却板的一个或两个相对面基本上齐平。
8.如权利要求2所述的电池组件，其中所述热机械熔丝延伸跨越并覆盖所述冷却板的外表面。
9.如权利要求8所述的电池组件，其中所述热机械熔丝延伸跨越并覆盖所述冷却板的与所述外表面相对的内表面。
10.如权利要求2所述的电池组件，其中所述冷却板限定穿过其中的一系列相互平行的细长槽，并且其中所述热机械熔丝包括一系列相互平行的细长热机械熔丝，每个热机械熔丝安装在所述细长槽中的相应一个细长槽内。
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