CN115621603A - 包括电池的电池单元支撑矩阵的电动车辆的结构电池 - Google Patents

包括电池的电池单元支撑矩阵的电动车辆的结构电池 Download PDF

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CN115621603A
CN115621603A CN202210842792.1A CN202210842792A CN115621603A CN 115621603 A CN115621603 A CN 115621603A CN 202210842792 A CN202210842792 A CN 202210842792A CN 115621603 A CN115621603 A CN 115621603A
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battery
frame structure
electric vehicle
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D.卡尔森
K.佩尔森
M.杰尔姆沃尔伯格
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Volvo Car Corp
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Abstract

本公开涉及一种电动车辆,其包括电池组件(4),该电池组件具有附接到电池框架结构(30)的至少两排(31‑34)电池的电池单元(39,40)。该电池框架结构具有以矩阵形式布置的多个容纳腔(35,36),每个电池的电池单元(39,40)被放置在相应的容纳腔(35,36)中,并且通过可流动粘合物质连接到该相应的容纳腔(35,36)的相邻壁(43,44,45),该可流动粘合物质被插入到电池单元和相应腔的壁(43,44,45)之间的间隙(41,42)中。

Description

包括电池的电池单元支撑矩阵的电动车辆的结构电池
技术领域
本公开涉及一种包括电池组件的电动车辆,该电池组件具有附接到电池框架结构的至少两排电池的电池单元。
本公开还涉及一种用于此类电动车辆的电池组,以及制造此类电池组件的方法。
背景技术
电动车辆(也称为电池电动车辆,简称BEV)使用电池组为传动系/(多个)电机提供电力。为了用当前的电池单元技术提供足够的范围,符合客户对化石燃料汽车的期望,BEV电池位于乘客舱的下方,基本上位于地板下方。总体设计复杂性包括将电池单元体积(范围)最大化到汽车设置提供的给定占地区(面积/体积)中,以尽可能降低重量(范围/环境影响),同时最大化高度重要的属性,如碰撞安全性和车辆刚度(NVH和驾驶员体验)。
直到最近,电池电动车辆组一直作为独立单元,其主要功能是作为电池单元和模块的安全笼,防止入侵导致灾难性故障,同时还保护内部的敏感电子设备免受外部环境的影响。这种想法导致了双重结构;车辆的电池和车身。如果将两个系统视为一个系统并将其设计为一个系统,则具有带有必要间隙的双重结构,以允许公差,并且通常占据了本来可以用于集成更多电池单元体积的体积,进一步增加了范围。当前技术正在通过使用更大的占地区来补偿这种较低的体积效率,导致框架结构和电池单元占地区之间的更短的停止距离(在纵向和横向方向上)。车辆尺寸的增加导致能量含量的增加。
已知提供结构电池,其中电池外壳形成车身的底部,并且移除传统的前地板。电池的电池单元阵列通过树脂保持在电池组外壳内的适当位置。
本公开的目的是提供一种带有电池组的电动车辆,该电池组具有改进的体积效率,并形成车身的结构部分。本公开的另一个目的是提供一种相对紧凑的结构电池组,该电池组减少了组件的数量并且可以以有效的方式制造。本公开的另一个目的是提供一种电池组,该电池组设置有碰撞吸收区,通过该碰撞吸收区保护电池的电池单元免受碰撞时产生的力。
发明内容
根据本公开的电动车辆包括电池框架结构,该电池框架结构具有以矩阵形式布置的多个容纳腔,每个电池的电池单元被放置在相应的容纳腔中,并且通过插入在电池单元和相应腔的壁之间的可流动粘合物质连接到相应的容纳腔的相邻壁。
电池的电池单元准确且牢固地定位在预制容纳腔的矩阵结构中。因为电池单元通过牢固地粘合到腔的壁上而互连,所以可以减少将电池单元保持在适当位置所需的内部紧固件构件的数量,例如端板、螺栓固定件、张力带等。与等效的模块化设计相比,这允许整个电池单元占地区在XY平面上缩小。
在粘合物质固化后,容纳腔的矩阵中的互连电池单元形成刚性和整体的电池单元砖,该电池单元砖易于处理,并可相对于电池组的框架或托盘以及相对于电动车辆的框架部件准确放置在所需位置。
电池框架结构可包括纵向和横向侧壁。容纳腔的侧壁和壁可以通过注塑成型、铸造或添加制造来形成。
电池框架结构首先由可流动第一材料形成,该第一材料被固化以硬化成固体和刚性矩阵。接下来,将单个电池的电池单元插入相应腔中,并且用粘合物质填充电池的电池单元和腔的矩阵之间的空间。在粘合物质固化之后,电池单元被紧紧地固定在适当的位置,并且形成了坚固且坚硬的互连电池结构,这允许在车身的其他框架部件上降低规格,例如副框架、制动器或悬架。一旦电池单元被粘合,就形成了单体复合块,其具有大的抗扭刚度和嵌入式电池单元的矩阵的结构强度。例如,如果粘合的电池单元的重量约为450kg,则外围结构部件可以实现200kg的重量减轻,从而引起总重量增加250kg,其中粘合的电池单元可以被认为是“负质量”(negative mass)。
在一个实施例中,容纳腔的高度与电池的电池单元的高度基本相同,电池框架结构的底表面基本平坦,并且支撑与每个电池的电池单元的底部接触的导热层,电池框架结构的顶表面被放置为与顶盖成接触关系。底层可以由热界面材料(Thermal InterfaceMaterial,TIM)形成,用于从电池单元向底部冷却板的热传递。顶盖可以由粘合剂材料形成,并且可以连接到顶板,该顶板形成剪切平面,用于将横向力分布到嵌入式电池的电池单元的矩阵。
电池框架结构可放置在托盘构件中,该托盘构件包括通过前横向梁和后横向梁互连的两个纵向侧型材,电池框架结构的纵向侧壁从纵向侧构件延伸一定距离,可压缩填充构件放置在电池框架结构的纵向侧壁和相邻纵向侧型材之间。
电池框架结构提供了横向尺寸较小的刚性电池组。通过在电池单元电池框架结构的侧面和门槛构件之间留出空间并且不增加电池组的宽度,实现了重量减轻,因为车辆的其他部件(悬架、制动器、底盘、车轮)可以由更轻的重量制成。此外,电池单元和门槛构件之间的可变形材料将电池单元与碰撞隔离,并提供了增强的安全性,以防止侧碰撞时的侵入和灾难性的热失控。
顶板和底板可以放置成与电池框架结构的顶面和底面接触,形成外壳,该顶板和底板附接到纵向型材,形成电池组。电池组可以以易于操作的方式栓接和/或粘合到车辆框架构件上。
在一个实施例中,底板包括沿长度方向延伸的多个冷却通道,冷却通道在第一横向梁处连接到冷却流体入口,并且在第二横向梁处连接到冷却流体出口歧管。
底板可以被形成车辆的外部底层的绝缘层覆盖。
电池框架结构的前横向壁和后横向壁可以接触刚性连接到横向梁的相应平行金属端板。端板抑制纵向方向上的力,该力是由电池的电池单元在老化时膨胀引起的,该力在示例中可以达到10-30kN。
在一个实施例中,前端板包括位于中心的力吸收构件,优选通过挤压形成,具有多个舱。吸收构件以最少的材料使用提供了非常刚性的锚固点,并且在正面碰撞时将力传递到粘合的电池单元和夹层结构中,在那里力被分布到粘合的剪切平面中,从而分散负载并将电池单元侵入保持在安全限度内。
一种制造电动车辆的电池组件的方法,包括:
通过注塑成型、铸造或添加制造形成具有纵向侧壁和横向侧壁并包括多个容纳腔的电池框架结构,
将电池的电池单元插入容纳腔中,腔的高度基本上对应于电池构件的高度,以及
用粘合材料填充电池的电池单元和相应腔的壁之间的空间,并通过粘合材料将每个电池的电池单元连接到相应电池单元的壁,形成单体电池单元块。
该方法可包括:
将由互连的电池的电池单元形成的单体电池单元块放置在托盘构件中,该托盘构件包括通过前横向梁和后横向梁互连的两个纵向侧型材,电池框架结构的纵向侧壁从纵向侧型材延伸一定距离,
在电池框架结构的纵向侧壁和相邻的纵向侧型材之间插入可变形构件,
将顶板和底板放置在电池框架结构的上表面和下表面上,形成壳体,以及
将外壳附接到车辆框架部件上。
附图说明
将参照附图以非限制性示例的方式详细说明根据本公开的电池组件的实施例。在附图中:
图1示出了包括结构电池的电动车辆的框架,
图2示出了根据本公开的电池组件的托盘,
图3示出了根据本公开的电池框架结构,
图4示出了根据本公开的电池框架结构,
图5示出了图4的电池框架结构的放大细节的俯视图,
图6示出了放置顶盖之前的电池组件,
图7示出了根据本公开的电池组,
图8示出了根据本公开的电池组沿向前观察方向的横向剖视图,
图9示出了用于加强电池框架结构的端板,以及
图10示出了通过锚固支架连接到根据本公开的电池组的前框架部分的前部。
具体实施方式
图1示出了电动车辆的框架1,该框架1包括白车身前框架结构2、白车身后地板结构3(包括设置或摇杆)以及形成车辆的底部结构5的结构电池组件4。结构电池组件4包括纵向门槛型材6、7,其将前框架结构2和后框架结构2互连,并支撑互连的电池的电池单元的电池组9。横梁11、12例如通过点焊连接到电池组9的顶板10,并在横向方向上延伸,互连门槛型材6、7并支撑前排乘客座椅。
图2示出了电池组9的托盘13,其具有由前横向梁16和后横向梁17互连的纵向侧构件14、15。具有纵向冷却通道19、20的金属底板18形成托盘13的底部。冷却入口歧管21将冷却流体分布到通道19、20,并且位于后部的出口歧管22将加热的冷却剂从通道中移除,并将其输送到热交换器。在前横向梁16处,连接支架24、25被设置用于提供托盘13到前框架结构2的刚性连接。
图3示出了承载四排31-34电池的电池单元的电池框架结构30。每个单独的电池单元被放置在电池框架结构30的腔35、36中,并且通过填充腔35、36的壁和腔内的电池单元之间的空间的粘合物质被牢固地保持在适当的位置。电池框架结构30具有纵向外围壁37和横向外围壁38,并形成互连电池的电池单元的矩阵,该矩阵可以作为一个单元处理,并且可以精确地定位在托盘13中。外围壁37、38和腔壁的高度基本上对应于电池的电池单元31-34的高度,使得电池框架结构30和电池单元31-34的组件的顶表面和底表面基本上是平面的。
图4示出了前横向梁16附近的电池框架结构30的放大细节。电池单元39、40被封闭在电池框架结构的相应腔的壁38、37、43、44和37、43、44、45内。电池单元39、40和腔壁之间的间隙41和42填充有粘合材料,该粘合材料可以由粘合剂材料或膨胀化合物形成,其可以流动并填充间隙,并且可以膨胀并固化以将电池单元牢固地粘合到腔壁。膨胀化合物可以在单个电池的电池单元上提供预压缩。
图5示出了位于电池框架结构30中的电池的电池单元的顶部的粘合剂层49。纵向侧构件14、15和电池框架结构30的纵向外围壁37之间的空间填充有泡沫块或蜂窝结构47、48。
如图6所示,通过将金属顶盖50放置在电池框架结构30上,并将顶盖附接至粘合剂层49和侧构件14、15,以在电池的电池单元周围形成坚固的外壳,完成电池组9。
图7示出了连接至门槛型材6、7和横向梁11、12的电池组9。在门槛型材7处发生侧碰撞时,横向力Fs沿着纵向侧构件15分布到由顶盖50的下板18和上板限定的剪切平面。具有横向宽度D的变形区由门槛型材7、侧构件15和泡沫块或蜂窝材料48形成。变形区在侧碰撞时保护电池的电池单元31-34,并防止电池单元破裂和碰撞时的侵入。
图8示出了纵向排气通道52的放大细节,该纵向排气通道52在底板18中的冷却通道19上方沿长度方向延伸。在热事件的情况下,气体通过排气通道52被排出到后横向梁17,在那里气体可以逃逸到环境中。因为排气通道52被冷却板18中的冷却通道19冷却,所以烧穿的风险显著降低。
可在冷却板18上设置可更换的绝缘层53,以形成车辆的外层。由层53提供的热隔离减轻了环境对电池组9的风寒因素,并防止了不受控制的热传递。在绝缘层53损坏的情况下,例如在道路事故的情况下,它可以容易地被移除、检查和维修或更换。
图9示出了加强金属端板55,其通过锚固支架56、57附接至电池框架结构的横向壁38和前横向梁16。加强端板55可以抵消电池的电池单元老化时的膨胀,这种膨胀会在电池框架结构30的横向外围壁38的侧壁上产生10-30kN的力。
图10示出了车辆的前框架部件65,其通过螺栓60、61附接至锚固支架56,并通过螺栓62附接至前横向梁16上的支架24。正面碰撞力Ff向下偏转到锚固支架56。锚固支架56被弧焊到端板55上,并且具有多个粘合的剪切平面,这些剪切平面将负载分布在跨端板55的锚固支架的表面上,从而将对电池框架结构中的电池的电池单元的侵入保持在安全限度内。

Claims (14)

1.一种电动车辆,包括电池组件(4),所述电池组件具有附接到电池框架结构(30)的至少两排(31-34)电池的电池单元(39,40),其中所述电池框架结构包括以矩阵形式布置的多个容纳腔(35,36),每个电池的电池单元(39,40)被放置在相应的容纳腔(35,36)中,并且通过可流动粘合物质连接到所述相应的容纳腔(35,36)的相邻壁(43,44,45),所述可流动粘合物质被插入到所述电池单元和相应腔的壁(43,44,45)之间的间隙(41,42)中。
2.根据权利要求1所述的电动车辆,其中,所述电池框架结构(30)包括纵向外围壁和横向外围壁(37,38),外围壁和所述容纳腔(43-45)的壁由第一固化材料通过注塑成型、铸造或添加制造形成,所述可流动粘合物质包括第二物质。
3.根据权利要求1或2所述的电动车辆,其中,所述容纳腔(35,36)的高度与所述电池的电池单元(39,40)的高度基本相同,所述电池框架结构(30)的底表面基本平坦,并支撑与每个电池的电池单元(39,40)的底部接触的导热层(18),所述电池框架结构(30)的顶表面被放置为与顶盖(49,50)成接触关系。
4.根据前述权利要求中任一项所述的电动车辆,其中,所述电池框架结构(30)放置在托盘构件(13)中,所述托盘构件包括通过前横向梁和后横向梁(16,17)互连的两个纵向侧型材(14,15),所述电池框架结构(30)的纵向外围壁(37)从所述纵向侧型材(15,16)延伸一距离,可压缩填充构件(47,48)放置在所述电池框架结构(30)的纵向外围壁(37)和相应的相邻纵向侧型材之间。
5.根据权利要求4所述的电动车辆,顶板(50)和底板(18)被放置成与所述电池框架结构(30)的顶表面和底表面接触,所述顶板和底板(50,18)被附接到形成外壳的所述纵向侧型材(14,15)。
6.根据权利要求4或5所述的电动车辆,所述底板(18)包括沿长度方向延伸的多个冷却通道(19,20),所述冷却通道在第一横向梁(16)处连接到冷却流体入口(21),并且在第二横向梁(17)处连接到冷却流体出口歧管(22)。
7.根据权利要求6所述的电动车辆,所述底板(18)被绝缘层(53)覆盖,所述绝缘层形成所述车辆的外部底层。
8.根据权利要求5、6或7所述的电动车辆,所述电池框架结构(30)的前外围壁和后外围壁(38)接触相应的平行金属加强板(55),所述平行金属加强板(55)接触所述前外围壁和后外围壁(38)并沿其宽度连接至所述前横向梁和后横向梁(16、17)。
9.根据权利要求8所述的电动车辆,前加强板(50)包括中心放置的加强构件(56),优选通过挤压形成,具有多个舱。
10.一种用于电动车辆的电池组(9),至少两排(31-34)电池的电池单元(39,40),其附接到电池框架结构(30)上,所述电池框架结构(30)具有以矩阵形式布置的多个容纳腔(35,36),每个电池的电池单元(39,40)被放置在相应的容纳腔(35,36)中,并且通过可流动粘合物质连接到所述相应的容纳腔(35,36)的相邻壁(43,44,45),所述粘合物质被插入到所述电池单元(39,40)和相应腔(35,36)的壁(43-45)之间的间隙(41,42)中,所述电池框架结构(30)被放置在包括两个纵向侧型材(14,15)的托盘构件(13)中,所述两个纵向侧型材(14,15)通过前横向梁和后横向梁(16,17)互连,所述电池框架结构(30)的纵向外围壁(37)从所述纵向侧型材(14,15)延伸一距离,可压缩填充构件(47,48)放置在所述电池框架结构(30)的纵向外围壁(37)和相邻的纵向侧型材(14,15)之间。
11.一种制造用于电动车辆的电池组件(9)的方法,包括:
形成电池框架结构(30),所述电池框架结构具有纵向外围壁和横向外围壁(37,38),并且包括通过注塑成型、铸造或添加制造以矩阵形式布置的多个容纳腔(35,36),
将电池的电池单元(39,40)插入所述容纳腔中,以及
用粘合材料填充所述电池单元和相应腔的壁(43,44,45)之间的间隙(41,42),通过所述粘合材料将每个电池的电池单元(39,40)连接到所述相应腔的壁(43,44,45),形成单体电池单元块。
12.根据权利要求11所述的方法,包括
将由所述电池框架结构(30)和所连接的电池的电池单元(39,40)形成的所述单体电池单元块放置在托盘构件(13)中,所述托盘构件(13)包括通过前横向梁和后横向梁(16,17)互连的两个纵向侧型材(14,15),所述电池框架结构(30)的纵向外围壁(37)从所述纵向侧型材(14,15)延伸一距离,
在所述电池框架结构(30)的纵向外围壁(37)和相邻的纵向侧型材(14,15)之间插入可变形构件(47,48),
将顶板(50)和底板(18)放置在所述电池框架结构(30)的顶表面和底表面上。
13.根据权利要求12所述的方法,包括将所述顶板和底板(18,50)附接到车辆框架。
14.根据权利要求12或13所述的方法,包括将所述顶板和底板(18,50)连接到纵向侧型材(14,15),形成外壳。
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