CN116605026A - 结构电池包组信号和转换直通 - Google Patents
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Abstract
本公开涉及一种用于电动车辆的电池包4,其具有沿长度方向延伸的两个纵向底梁构件6、7,这两个纵向底梁构件6、7在前侧通过前横向构件15互相并且通过后横向构件21互连,多个矩形电池组9被放置在底梁构件、前横向构件和后横向构件之间,这些组在长度方向上彼此邻接。电池包具有集成在后横向横梁中的至少一个腔室31、31’,该腔室被配置为容纳模数转换器。
Description
技术领域
本公开涉及一种用在电动车辆中的电池包(battery pack),该电动车辆具有在长度方向上延伸的两个纵向底梁构件,这两个纵向底梁构件在前侧通过前横向构件互连,并在与前横向构件相距一定距离处通过后横向构件互连,前横向构件和后横向构件在宽度方向上延伸,多个矩形电池组(battery cell)被放置在底梁构件、前横向构件和后横向构件之间,这些电池组在长度方向上彼此邻接。
本公开还涉及包括这种电池包的电动车辆。
背景技术
电动车辆(也被称为电池电动车辆,简称为BEV)使用电池包向最通常位于白车身结构下方的中央的传动系/(一个或多个)电机提供电力。直到最近,电池包一直被视为独立单元,其主要功能是作为电池组和模块周围的保护罩,在发生事故的情况下防止侵入,同时保护内部的敏感电子设备免受外部环境的影响。进一步到电池包设计中,电池组和模块一直以来被视为搭载各自分离机械结构(诸如模块端板和带)的子系统。退回来看,如果系统界限被打破,进入的部分被集成形成更大的单元,作为整体—一个系统工作,人们可以看到改进的机会。
自下而上的方法;组集成形成具有高容积效率的强大包;用作结构组件的电池包,当被安装到白车身上时,其作为结构组件使用。这种设计能够去除冗余结构,增加组体积并减少整车重量,同时通过提供更轻、更灵活的车辆来改善范围、耐撞性和驾驶员体验,这是由于降低了极惯性矩,因为组更靠近车辆重心。
这进而又要求开发新型的直通(pass-though)和布线选项,以将信号从组仓承载到BDU(电池断开单元),因为传统的布线选项被切断以便增加包能量密度和结构性能。
通常,多个转换单元被有策略地小心放置在电池包内,以最小化电池体积(范围)的损失,保护耐撞性,取决于整体策略和商业案例进行冗余或可服务性设计,并减少布线长度。
目的是提供一种允许直通和转换的电池包,同时使用最小的体积量来这样做。进一步目的是提供一种电池包,其允许直通和转换,同时承受组膨胀(由于老化)。另一个目的是提供一种具有结构电池的电动车辆,该结构电池允许直通和转换功能,同时保持足够的横梁完整性以充分承受由组老化产生的膨胀力。
发明内容
根据本公开的用于在电动车辆中使用的电池包包括两个纵向底梁构件,这两个纵向底梁构件在长度方向上延伸,在前端处通过前横向构件互连,并且在与前横向构件相距一定距离处通过后横向构件互连。前横向构件和后横向构件在宽度方向上延伸。多个矩形电池组被放置在底梁构件、前横向构件和后横向构件之间,这些组在长度方向上彼此邻接。
后横向横梁具有接触(例如胶合或通过其他方式连接)电池组的内侧以及背离电池组的外侧。后横向横梁在深度方向D上具有相对的上侧和下侧。电池包具有集成在后横向横梁中的至少一个腔室,该腔室被配置为容纳模数转换器。通过将转换器集成到后端横梁中,可以有效地容纳转换和信号线。
根据本公开的电池包利用电池结构构件的一部分来将一个或多个模拟组测量信号(来自例如FlexPCB)的直通和转换功能集成为数字信号。这允许直通和转换功能,同时保持足够的横梁完整性以充分承受电池老化生成的膨胀力。由根据本公开的电池包实现的改善的容积效率可以被用于使包更窄,并且通过创建更长的停止距离来节省重量。
腔室可以限定从上侧延伸到下侧、穿过后横向横梁的通道,其中腔室通过上侧的向上开口和下侧的向下开口通向后横向横梁的外部。
电池组可以以非破坏性不可分离的方式(例如胶合)彼此粘合。电池组还可以以非破坏性不可分离的方式(例如胶合)粘合到围绕它们的框架,例如底梁构件和横向构件。因为周围部分与电池不可分离地接触,所以用于电源线和数据线的布线的电池组侧上的空间被有效地封闭。通过将转换器集成到后端横梁中,可以有效地容纳转换和信号线。
电池组可以以非破坏性不可分离的方式(例如胶合)粘合到设置在电池组下方的部分。例如,在下面延伸的信号线和/或底盖可以以非破坏性不可分离的方式粘合到电池组。因为周围部分与电池不可分离地接触,用于从这些侧面检修电池组的空间被封闭。通过将转换器集成到后端横梁中,仍然可以从上方进入进行检修。
电池包可以包括设置在腔室中的模数转换器盒(ADC),ADC被配置成将对应于电池组的输出的模拟信号转换成数字信号。
ADC盒可以包括与电池组通信地连接的模拟输入连接,例如经由沿长度方向L延伸的至少一个柔性PCB或沿长度方向L延伸的柔性扁平线缆(FFC)。模拟输入连接可以与柔性PCB/线缆的引脚连接器互补地形成。尽管引脚连接器被永久安装在电池包的不可检修部分,但后一种设计允许轻松附接或解附接ADC盒。ADC盒可以被压下并安装到连接器引脚。
ADC盒可以包括与电池管理系统(BMS)或其一部分(例如电池断开单元(BDU))通信地连接的数字输出连接。在本公开的上下文中,BMS被认为是管理电池包的单个组和整个电池包所要求的安全控制系统。这种设计允许仅在BDU侧(即上侧)提供数字信号线缆,以能够更有效地使用可用容积。BDU可以被设置的非常靠近后横向横梁,并且因此非常靠近ADC盒。这允许最小化线束长度并优化重量和成本。
根据本公开的电池包还允许将线缆和其他承载模拟信号的电连接放置在电池组附近,即在由两个间隔开的纵向底梁构件(前横向构件和后横向构件)形成的容积内。附加地或可替代地,线缆和其他承载模拟信号的电连接可以被放置在腔室中。这具有这样的效果,即源自这些线缆或电连接的模拟信号的电磁干扰被两个间隔开的纵向底梁构件(前横向构件和后横向构件)中的至少一个屏蔽。因此,电池包仅产生相对较低的电磁干扰。由于模数转换器可以被放置在腔室中的事实,可以实现一种配置,其中在由两个间隔开的纵向底梁构件(前横向构件和后横向构件)界定的容积之外以及在腔室之外,仅存在线缆和承载数字信号的其他电连接。因此,电池包具有相对较高的电磁兼容性,即很少或没有来自电池包的干扰信号。
ADC盒可以具有在深度方向D上彼此远离的上连接端和下连接端。模拟输入连接可以设置在ADC的下连接端,而数字输出连接可以设置在ADC的上连接端。可替代地,模拟输入连接可以设置在ADC的上连接端,而数字输出连接可以设置在ADC的下连接端。此外,ADC盒可以包括在上连接端延伸的法兰,该法兰与横向横梁的上侧中的凹入开口互补。允许ADC盒用螺栓固定到位以确保耐用性和长期连接。
在示例中,模数转换器盒ADC使用密封装置相对于后横向横梁密封。换句话说,使用模数转换器盒ADC和密封装置密封后横向横梁向的上侧的开口。因此,电池包(尤其是包括电池组的体积)相对于电池包的外部(尤其是电池管理系统BMS的位置)是密封的。因此,气体和/或液体不能从电池包外部进入电池包,反之亦然。这增强了电池包的操作可靠性。
电池包可以包括在宽度方向W上并排放置的两排或多排电池组。多个邻接的腔室还可以被集成在后横向横梁中,其中每个腔室对应于一排电池组,该腔室被配置为容纳模数转换器。
电池组可以包括覆盖物以保护后横向横梁和可选BDU的上侧的腔室。这进一步允许从BDU侧容易地进入和检修ADC。当多个腔室被集成在后横向横梁中时,可以提供公共覆盖物。
当多个腔室被集成在后横向横梁中并且多个腔室中的每一个包括ADC盒时,每个盒可以通信地连接到分离的连接装置(诸如柔性PCB或FFC),其在长度方向L上延伸,对应于一排或多排不同的电池组。连接装置可以从后横向构件延伸到前横向构件,以到达前横向构件和后横向构件之间的所有组。
电池包可以通过压缩彼此邻接的组、在前横向横梁和后横向横梁之间形成堆叠而在组之间没有进一步的内部支撑组件来提高容积效率。前横向构件和后横向构件可以在长度方向上对电池施加20至200kN/m2之间的压缩力。
当安装到模块或组到包解决方案中时,棱柱形电池组在寿命开始(BOL)时要求预压缩力。这是由于它们的矩形格式。前横向横梁和后横向构件将底梁构件互连,并且起到作为压缩端板同时提供用于将包集成到电动车辆的机械接口的双重目的。
电池包的实施例包括位于在长度方向L上邻接的电池组之间的压缩构件。压缩构件可以被包括在长度方向上的每对邻接的电池组之间,或者可以仅放置在一些邻接的电池组之间,并且在长度方向上保持对组的弹性压缩。压缩构件可以包括橡胶框架,框架内具有气凝胶化合物。橡胶是可压缩的并且适于达到初始压缩力。气凝胶充当热屏障,防止热失控。可替代地,压缩构件包括聚合物泡沫垫或框架。压缩构件的另一种选择是纤维材料垫。
外部电池组的纵向侧可以位于靠近纵向底梁构件,或者可以紧靠底梁构件以在宽度方向上为底梁构件提供结构支撑。在后一种情况下,组被用作备用结构。可替代地,取决于所使用的侧碰撞原理,组和底梁构件之间在宽度方向上的距离可以在5cm和25cm之间。空隙将转化为不使用组作为备用结构。在这种情况下,允许外部电池结构向内折叠到特定点,在该点处,在出现严重组侵入之前,侧电极停止。主要载荷由白车身(即摇杆和摇杆加强件)连同电池顶部的侧向十字构件以及电池底梁构件本身的一些部分承载。后一种设计以电池内部空气空隙为特征,允许取决于特定需要进行布线;例如,可以容纳内部冷却系统。
在电池包的实施例中,前横向横梁包括横向部分和支架部分,横向部分的高度基本上对应于电池组的高度,支架部分在由电池组的顶侧限定的上平面处或靠近上平面的上平面中远离组沿长度方向延伸。
前横向横梁和横向部分在电池组上提供压缩力,同时经由支架部分将电池包刚性连接到电动车辆的前副框架和后副框架。
在一个实施例中,电池包可以包括两个另外的横向横梁,这两个横向横梁在离底梁构件的后端一定距离处由底板互连,限定了足部容纳空间。这种结构特别适合于制造足部位置非常低的轿车。
在另一个实施例中,前横向横梁和/或后横向横梁具有沿长度方向延伸的厚度,并且具有接触电池组的内侧和背离电池组的外侧,具有电导体的一个或多个通道从内侧向外侧延伸穿过前横向横梁和/或后横向横梁。
附图说明
通过非限制性示例,将参考附图详细解释结构电池和制造方法的一些实施例。在附图中:
图1示出了根据本公开的连接到电动车辆的前框架和后框架部分的结构电池装配件;
图2示出了具有足部坑槽的结构电池装配件的透视图;
图3-5示出了结构电池装配件的后部的不同透视图;
图6示出了图3-5中所示出的结构电池装配件的侧视图;
图7示意性地示出了设置在电动车辆中并连接到电动车辆的后框架部分的结构电池装配件;
图8示意性地示出了图7中所示出的结构电池装配件的部分分解图;
图9示出了位于电池组的侧表面上的框架形膨胀垫;
图10示出了结构电池装配件的前部及其与前框架部分的连接的纵向剖视图;以及
图11示出了结构电池装配件的实施例的侧视图,该结构电池装配件包括移除了一个底梁构件的弹性缩放构件。
具体实施方式
图1示出了电动车辆的框架1,包括前框架结构2、包括后地板的后框架结构3以及形成车辆的底部结构5的结构电池装配件4。结构电池装配件或包4包括纵向底梁型材6、7,其将前框架结构2和后框架结构3互连,并支撑多排互连的电池组9。电池包4的顶板10形成车辆的车厢的底部。
图2示出了电池组9的堆叠,电池组9在电池包4的前部被布置成四排11、12、13、14。电池组9沿长度方向L堆叠在前横向横梁15和足部坑槽16之间。前横向横梁15、后横向横梁21和足部坑槽16被焊接到底梁型材6、7上。
在电池包4的后部,成排的组17、18、19、20被放置在足部坑槽16和后横向横梁21之间。排11-14和排17-20的每排中的组9彼此邻接,并且可以包括组之间的膨胀垫。组11-14的排在前横向横梁15和足部坑槽16之间沿长度方向L。组17-20的排在足部坑槽和后横向横梁21之间被压缩。压缩构件由弹性材料形成。组在长度方向L上的预压缩可以在20-200kN/m2之间。
沿着组9和底梁型材6、7的纵向侧23、24,在宽度方向W上可以存在5-25cm之间的距离d,以增加在侧面碰撞时与组的停止距离,这允许组9的重量减少。
图3-8示出了多个模数转换器盒31、31’,它们被集成在后横向横梁21中的相应盒腔室41、41’中。盒腔室41在内壁28和外壁30之间延伸,在长度方向L上具有宽度z,并且在上壁52和下壁54之间延伸,在深度方向D上具有高度h。宽度z受到ADC内部的印刷电路板(PCB)设计的限制。例如,宽度z的范围可以从15到20mm。模数转换器盒31经由法兰55和螺栓49螺栓连接到后横向横梁21的凹入开口53。模数转换器在分别设置有数字输出连接48和模拟输入33的上连接端50和下连接端51之间延伸。模拟输入连接33经由引脚集电器32连接到下连接端51,并且经由柔性PCB将ADC盒31连接到电池组的排9。
如图7中所示出的,ADC盒31的数字输出和模拟输入连接48可连接到电池断开单元22,电池断开单元22在长度方向l上设置在距后横向横梁21距离y处。电池断开单元22的位置跟随后座(未示出)的位置,因此取决于车辆内部的机械集成。例如,距离y的范围可以从5到20cm。
此外,密封装置58被置于每个模数转换器盒ADC的法兰55和后横向横梁21的上侧之间。因此,电池包4(尤其是包括电池组9的容积)相对于电池包4的外部(尤其是电池管理系统BMS的位置)是密封的。
其效果是,充气事件中可能由电池组9生成的气体不会到达电池包4的外部,尤其不会到达电池管理系统BMS和与其连接的其他电气系统。由于由电池组9生成的气体可能包括导电粒子,设置密封装置58的事实减少或消除了在电池管理系统BMS或其周围产生不期望的电弧的风险。
另一个效果与如下事实相关:由于密封装置58,液体不会以不期望的方式进入腔室31,并经由腔室31进入电池组9。如果电池管理系统BMS或电池包4外部的其他电子组件是水冷的,这是相关的,因为水冷总是承担不期望的泄漏的风险。在这种情况下,电池组9和模数转换器盒ADC被很好地防水保护。
应理解,密封装置38不一定需要放置在图3、4和6中所示出的位置。也可以将密封装置38放置在其他合适的位置。
图9示出了放置在电池组9的侧表面上的弹性压缩构件8。压缩构件由矩形框架的弹性材料形成,诸如橡胶棒或橡胶管。具有阻燃属性的气凝胶化合物可以被包括在橡胶管内。
图10示出了具有横向横梁部分36和支架部分37的前横向横梁15。支架部分37经由螺栓39、40连接到前框架结构2的板38。板38在长度方向L上在电池组9上延伸,以在施加由正面碰撞生成的力F时在箭头A的方向上提供增加的抗扭刚度。
图11示出了位于前组电池组43和后组电池组44之间的压缩堆叠中的缩放构件42。缩放构件42由EPP(膨胀聚丙烯)或EPP泡沫的中心横梁45形成,两侧是两个铝型材46、47。取决于车辆的轴距来调节缩放构件42的宽度Ws(沿长度方向L看)。缩放构件42充当“填充物”以去除组堆叠缝隙,并使电池组42、43与前横梁15和后横梁21压缩接触。缩放构件42允许使用固定的电池组格式来完全填充几个不同轴距上的电池包,该电池包具有和不具有足部坑槽并且具有不同数量的电池组以达到不同的能量水平(例如144、168和192个组)。
Claims (15)
1.一种用于在电动车辆中使用的电池包(4),包括:
沿长度方向L延伸的两个间隔开的纵向底梁构件(6,7),在所述纵向底梁构件的前部通过前横向构件(15)互连,在所述纵向底梁构件的后部通过后横向构件(21)互连,所述前横向构件(15)和所述后横向构件(21)沿宽度方向W延伸,以及
多个电池组(9)被放置在所述底梁构件(6,7)、所述前横向构件(15)和所述后横向构件(21)之间,所述电池组(9)在所述长度方向L上彼此邻接,
后横向横梁(21)具有接触所述电池组(9)的内侧(30)和背离所述电池组(9)的外侧(28),所述后横向横梁(21)具有在深度方向D上间隔开的相对的上侧和下侧(52,54),
所述电池包(4)具有集成在所述后横向横梁(21)中的至少一个腔室(31),所述腔室(31)被配置为容纳模数转换器。
2.根据权利要求1所述的电池包(4),所述腔室(31)限定了从所述上侧(52)延伸至所述下侧(54)、穿过所述后横向横梁(21)的通道,
所述腔室(31)通过所述上侧(52)中的向上开口和所述下侧(54)中的向下开口通向所述后横向横梁(21)的外部。
3.根据权利要求1或2所述的电池包(4),所述电池组(9)以非破坏性不可分离的方式彼此粘合,并且粘合到所述底梁构件(6,7)和所述横向构件(15,21)中的每一个。
4.根据权利要求3所述的电池包(4),所述电池组(9)还以非破坏性不可分离的方式粘合到设置在所述电池组(9)下方的覆盖物板(57)。
5.根据权利要求1-4中任何一项所述的电池包(4),还包括设置在所述腔室(31)中的模数转换器盒ADC,所述ADC被配置为将对应于所述电池组(9)的输出的模拟信号转换成数字信号,并且被配置为平衡所述电池组(9)的电压。
6.根据前述5项权利要求中任何一项所述的电池包(4),所述ADC盒具有与所述电池组(9)连接的模拟输入连接(33)和连接到所述电池包(4)的电池管理系统BMS的数字输出连接。
7.根据权利要求6所述的电池包(4),所述ADC具有在所述深度方向D上间隔开的上连接端(50)和下连接端(51),所述模拟输入连接(33)设置在所述ADC的所述下连接端处,并且所述数字输出连接(48)设置在所述ADC的所述上连接端处。
8.根据权利要求6所述的电池包(4),所述模拟输入连接(33)经由在所述长度方向L上延伸的柔性PCB(35;35’;35”;35”’)、柔性扁平线缆FFC以及任何其他信号线缆连接到所述电池组(9)。
9.根据权利要求8所述的电池包(4),所述电池组(9)还以非破坏性不可分离的方式粘合到在所述长度方向L上延伸的柔性PCB(35;35’;35”;35”’)、柔性扁平电缆FFC以及任何其他信号线缆。
10.根据前述权利要求中任何一项所述的电池包(4),所述腔室(31)在所述后横向横梁(21)的上侧(52)由可移除覆盖物(56)封闭。
11.根据前述权利要求中任何一项所述的电池包(4),包括两排或更多排(11,12,13,14;17,18,19,20)在所述宽度方向W上并排放置的电池组(9),
多个邻接腔室(31,31’)集成在所述后横向横梁(21)中,每个腔室(22)对应于一排电池组(9),所述腔室(31,31’)被配置为容纳模数转换器。
12.根据权利要求11所述的电池包(4),所述多个腔室由公共覆盖物(28)封闭。
13.根据权利要求11或12所述的电池包(4),所述多个腔室中的每一个包括模数转换器ADC盒(31),所述ADC盒经由在所述长度方向L上从所述后横向构件(21)延伸到所述前横向构件(15)的分离的连接装置,诸如柔性PCB(35,35’,35”,35”),与所述电池组(9)连接,其中每个连接装置对应于不同排的电池组(9)。
14.根据前述权利要求中任何一项所述的电池包(4),所述前横向构件(15)和所述后横向构件(21)被布置成在所述长度方向上对所述组(9)施加20至200kN/m2之间的压缩力。
15.一种电动车辆,包括根据前述权利要求中任何一项所述的电池包(4)。
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EP22157360.3 | 2022-02-17 | ||
EP22157360.3A EP4231399A1 (en) | 2022-02-17 | 2022-02-17 | Structural battery pack cell signal and conversion pass-through |
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US20110101920A1 (en) * | 2009-10-30 | 2011-05-05 | Sanyo Electric Co., Ltd. | Battery module, battery system and electric vehicle including the same |
KR101658025B1 (ko) * | 2011-11-02 | 2016-09-21 | 삼성에스디아이 주식회사 | 이차전지 |
CN112331992B (zh) * | 2019-11-08 | 2021-12-03 | 宁德时代新能源科技股份有限公司 | 电池包及装置 |
CN112490577A (zh) * | 2020-12-04 | 2021-03-12 | 上汽大众汽车有限公司 | 一种可更换电芯的电池包 |
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