DE102019212975A1 - Battery component of a cell stack - Google Patents

Abstract

The invention relates to a battery component (24) of a cell stack (22), having an electrochemical battery cell (30), and an electrically insulating support frame (26) with a frame opening (28) for receiving and holding the battery cell (30), wherein a thermally conductive material (46) is integrated into the support frame (26).

Description

The invention is in the field of electrochemical batteries, in particular the field of thermal management of such batteries. The invention relates to a battery component of a cell stack, having an electrochemical battery cell, and an electrically insulating support frame with a frame opening for receiving and holding the battery cell. The invention further relates to a cell stack with such a battery component, and a battery module with such a cell stack, as well as a vehicle battery with such a battery module.

Motor vehicles driven or drivable electrically or by an electric motor, for example electric or hybrid vehicles, generally comprise an electric motor with which one or both vehicle axles can be driven. In order to be supplied with electrical energy, the electric motor is usually connected to a vehicle-internal (high-voltage) battery as an electrical energy store.

An in particular electrochemical battery is to be understood here and in the following text in particular as a so-called secondary battery (secondary battery) of the motor vehicle. In the case of such a (secondary) vehicle battery, used chemical energy can be restored by means of an electrical (charging) process. Such vehicle batteries are designed, for example, as electrochemical accumulators, in particular as lithium-ion accumulators. In order to generate or provide a sufficiently high operating voltage, such vehicle batteries typically have at least one battery module in which several individual battery cells are connected in a modular manner.

The battery cells are often designed as electrochemical (thin) layer cells, which are strung together or stacked within a respective battery or cell housing along a stacking or row direction to form a cell stack or cell pack or cell coil. The layer cells generally have a layered structure with a cathode layer and with an anode layer and with a separator layer introduced between them.

From the US 2018/0233721 A1 and the US 2018/0233752 as well as the US 2018/0233768 A1 discloses a cell stack for a battery module of a vehicle battery, in which the individual battery cells are each arranged and held in an associated plastic or polymer frame. The polymer frames are mechanically coupled to one another in the stack, so that the battery cells are held in a defined position to one another. The battery cells are electrochemically separated from one another within the (cell) stack by means of bipolar plates arranged at the end as bipolar electrodes (bipolar electrodes, bipolar current collectors) and electrically coupled to form an internal series or series circuit. The battery cells are designed in particular as liquid cells, that is to say as layer systems with a liquid electrolyte, the polymer frames being (chemically) inert to the liquid electrolytes and electrically separating the adjoining or neighboring cell layers from one another.

A liquid electrolyte is understood here and hereinafter in particular to mean an electrolyte in a liquid or gel-like (gelled) physical state.

Lithium-ion-based battery cells usually have an efficiency of around 95%, with the losses that occur being converted into thermal energy. The problem arises here that such lithium-ion battery cells (depending on the liquid electrolyte) begin to degenerate at battery temperatures higher than 45 ° C or 60 ° C (degrees Celsius). This means that at such temperatures, electrochemical reactions occur within the battery cell, which can permanently damage or completely destroy the layer system. On the other hand, the performance of the lithium-ion battery cells decreases below -5 ° C. For efficient and reliable use of the battery module in a motor vehicle, it is therefore necessary for the battery cells to be temperature-controlled to a specific operating temperature, for example 25 ° C., during operation.

In order to improve the range and the service life as well as the retrievable performance of the electrically powered or drivable motor vehicle, it is necessary that the vehicle battery has a certain operating temperature. It is necessary here for the individual battery modules or battery cells to have the same temperature as possible in the network of the battery system. For this purpose, it is possible to couple the or each battery to a cooling line or a cooling channel of a motor vehicle cooling circuit in terms of thermal conductivity. For this purpose, for example, a surface of a battery or cell housing that is to be cooled is brought into heat-conducting contact with a contact or cover surface of the associated cooling channel, whereby heat can be exchanged between the battery and a cooling medium flowing through the cooling channel.

To improve electromobility, electric or hybrid vehicles are often used so-called fast charging or ultra fast charging operations are desired, in which the vehicle battery is electrically charged within the shortest possible period of time. Such rapid charges require comparatively high currents, which in turn cause the battery cell temperature to increase. As a result, the battery cells are heated to a high level, with the generated thermal energy having to be dissipated as quickly and effectively as possible from the cell core of the battery cell or the cell stack in order to avoid degeneration of the battery cells.

The invention is based on the object of specifying a particularly suitable battery component for a cell stack. In particular, the most effective and reliable temperature control or cooling of the battery cells should be made possible. The invention is also based on the object of specifying a particularly suitable cell stack and a particularly suitable battery module as well as a particularly suitable vehicle battery.

With regard to the battery component, the object is achieved according to the invention with the features of claim 1 and with regard to the cell stack with the features of claim 5 and with regard to the battery module with the features of claim 7 and with regard to the vehicle battery with the features of claim 10. Advantageous refinements and developments are the subject of the respective subclaims. The advantages and configurations cited with regard to the battery component can also be transferred analogously to the cell stack and / or the battery module and / or the vehicle battery, and vice versa.

The battery component according to the invention is suitable and set up for a cell stack. The battery component has an electrochemical battery cell and an electrically insulating, that is to say electrically non-conductive, support frame or insulating frame. The support frame has a central recess as a frame opening for receiving and holding the battery cell.

According to the invention, a thermally conductive or thermally conductive material is integrated or embedded in the support frame. The thermally conductive material is designed in such a way that when the battery cell heats up during operation, the material integrated in the carrier frame dissipates the heat generated by the battery cell from the frame opening on the inside of the frame to the outside of the frame, and thereby heats or cools the battery cell. By integrating the thermally conductive material in the carrier frame, the dissipation of heat, that is to say the dissipation of thermal energy generated in the battery cell, is improved, so that the battery cell can be reliably cooled or cooled during operation. A particularly suitable battery component of a cell stack is thereby implemented.

A thermally conductive or thermally conductive material is understood here to mean in particular a material which has a high degree of heat conduction, in particular by means of heat diffusion or conduction. In other words, the thermally conductive material has a comparatively high thermal conductivity.

The thermally conductive material is, for example, silicone or a polyolefin, for example polyethylene or polypropylene, filled with 10% to 75% thermal filler, in particular a ceramic thermal filler such as aluminum oxide or boron nitride, or another thermal filler such as graphite or metal powder. A thermally conductive material is also possible, for example, which is designed as a thermoplastic elastomer (TPE) with 75% by weight boron nitride as a thermal filler and has a thermal conductivity of about 15 watts per meter Kelvin (W / (m K)). In the case of an isoelectric or ceramic thermal filler, the thermally conductive material has, for example, a thermal conductivity between 0.5 W / (m K) and 20 W / (m K). In the case of a metal powder as a thermal filler, higher thermal conductivities of, for example, 20 W / (m K) to 400 W / (m K) can be achieved.
The battery cell is designed, for example, in the form of a (thin) layer cell with two electrode layers, an anode layer and a cathode layer, and with a separator layer arranged in between. The battery cell is designed in particular as a liquid cell, that is to say with a liquid electrolyte.

The support frame is made, for example, of an electrically non-conductive plastic or polymer material, the thermally conductive material integrated or embedded in the support frame, i.e. introduced or inserted into the support frame, suitably having a higher thermal conductivity than the plastic or polymer material.

The support frame and / or the thermally conductive material are preferably chemically inert to the liquid electrolyte of the battery cell. In other words, the parts of the battery components that come into contact with the liquid electrolyte during operation are designed in such a way that a (chemical) reaction occurs between the parts and the liquid electrolyte.

The thermally conductive material is designed geometrically, for example, as a frame, as a strip or as a pad or in the support frame integrated. It is also conceivable, for example, that several different geometries of thermally conductive material are integrated in the carrier frame, for example two strips.

The thermally conductive material is designed, for example, as a silicone-containing thermal pad. For the purpose of chemical insulation from the liquid electrolyte, it is also conceivable that the thermally conductive material is encapsulated by means of a jacket. The jacket shell is designed, for example, as a metal foil, for example as a copper foil, an aluminum foil, or a silver foil. Additionally or alternatively, a lacquer, a plastic, a plastic film, for example made of polyethylene (PE) or polypropylene (PP), a resin or epoxy, a silicone, a polyurethane, or a coating, for example made of a ceramic material, is also possible , or to apply a thin layer of gas phase reactions such as chemical vapor deposition (CVD) or atomic layer deposition (ALD) to the thermally conductive material. In particular, a plastic film made of PE or PP, that is to say a polyethylene film or polypropylene film, is preferably used here, so that the thermally conductive material is electrically insulated from current conductors in contact with the battery cell.

The invention is intended in particular for cooling, that is to say for cooling or dissipating thermal energy, of the battery cell, so that degeneration of the materials of the battery cell is avoided during operation, in particular during charging. The invention is therefore described below - without restricting the generality - in particular with regard to the cooling of the battery cell. However, the invention is also suitable for heating, that is to say for supplying thermal energy, to the battery cell. This makes it possible to control the temperature of the battery cell reliably and easily to a desired operating temperature, for example 25 ° C., during operation.

In an advantageous embodiment, the thermally conductive material ends flush with an inner edge and / or an outer edge of the support frame. An inner edge is to be understood here in particular as a wall of the support frame facing the frame opening, that is to say a wall or frame section which surrounds the inner frame opening. An outer edge is to be understood here in particular as a wall of the support frame on the outside of the frame, that is to say a wall or frame section which is arranged on an outer circumference of the support frame. A flush closure is understood here in particular to mean that the thermally conductive material rests against the respective edge, that is to say in particular at least partially forms the respective frame section of the support frame itself or is flush with it.

The conjunction “and / or” is to be understood here and below in such a way that the features linked by means of this conjunction can be designed both together and as alternatives to one another.

In other words, the thermally conductive material can only end flush with an inner edge. This means that the thermally conductive material is indented, offset or protruding from the outer edge. Alternatively, the thermally conductive material can be arranged flush with an outer edge and thus indented or offset or protruding with respect to the inner edge. Alternatively, the thermally conductive material can also terminate flush with an inner edge and an outer edge. In particular in the case of a flush closure of both an inner edge and an outer edge, the thermally conductive material is designed essentially as a layer penetrating the carrier frame.

In an alternative embodiment, the thermally conductive material can also be indented or offset on both sides, that is, it can neither end flush with the inner edge nor with the outer edge. In other words, the thermally conductive material can be accommodated or enclosed in a pocket-like manner in a receptacle or recess in the support frame.

In an expedient embodiment, the thermally conductive material is integrated into the support frame on at least one side. In other words, the thermally conductive material is integrated at least in a lateral frame section of the support frame. This ensures reliable and operationally safe heat dissipation along the at least one side of the support frame. Expediently, this at least one side faces a cooling device in the assembled or installed state.

The thermally conductive material can, for example, also be integrated into the support frame on two sides, three sides, or on all sides, that is to say essentially over the entire circumference. In other words, the thermally conductive material can enclose the frame opening completely from all four sides, or only in sections or partially.

In a suitable development, the support frame is made essentially completely or completely from the thermally conductive material. In other words, the support frame is formed by the thermally conductive material itself. Instead of an electrically insulating plastic or polymer frame is used in particular a carrier or insulating frame made of the thermally conductive material, the material - or a coating or jacket applied to it - is expediently designed to be electrically insulating or electrically non-conductive in order to avoid electrical short circuits or self-discharges of the battery cell to avoid. This provides a particularly large-area, and thus effective and operationally reliable heat dissipation for the battery cell.

The cell stack according to the invention is suitable and set up for a battery module. The cell stack here has a number of battery components described above. The battery components are designed as individual (cell) layers of the cell stack and are arranged in a stacked manner along a stacking direction. In other words, the battery components are arranged in a row at the end of one another or next to one another.

The cell stack according to the invention is essentially designed as a stacked high-voltage cell, the thermally conductive material integrated in the carrier frame being suitable and configured as thermally conductive layers or layers for thermal management of the cell stack.

The battery cells are electrochemically separated from one another within the stack by means of bipolar plates arranged at the end as bipolar electrodes (bipolar electrodes, bipolar current collectors) and electrically coupled to form an internal series or series circuit.

The battery cells which are outermost at the end face are suitably electrically connected to a current arrester (end current arrester). In other words, the cell stack has a current arrester or end current arrester for making electrical contact on the opposite end faces.

The (current or end current) arresters made for example from a copper or aluminum material have a high thermal conductivity. The arresters thus act like heat pipes or heat pipes, which conduct the heat generated by the cell stack or the battery cells outwards along their direction of travel. The heat transfer caused by the arrester, for example to a cell housing, is significantly improved by the integrated thermally conductive material.

In order to further improve the dissipation of heat from the cell core, it is possible, for example, for the separator layer and / or the contacted bipolar electrode of a respective battery cell to be guided to the support frame or the thermally conductive material in terms of thermal conductivity. In other words, the bipolar electrode and / or the battery cell or the layer system of the battery cell is in direct thermally conductive contact with the carrier frame and / or the thermally conductive material. For example, the separator layer and / or the bipolar electrode are at least partially embedded in the thermally conductive material.

The (lost) heat of the battery cells that occurs during operation heats up the bipolar electrode and / or the separator layer, the heat being dissipated essentially two-dimensionally in the direction of the carrier frame or the thermally conductive material. This ensures particularly effective and reliable heat dissipation for the respective battery cell.

In a conceivable embodiment, the cathode-side arrester (cathode current arrester) is made of an aluminum material with a thickness of about 4 to 30 µm (micrometers), and the anode-side arrester (anode current arrester) is made of a copper material with a thickness of about 3 to 30 µm manufactured. The distance between the bipolar electrodes, that is to say the height of the battery cells, is, for example, 20 to 500 μm.

As a result of the at least partial arrangement of the bipolar electrodes in the thermally conductive material, the heat transfer area of the battery cell is increased by about three to thirty times. As a result, the battery cells of the cell stack can be cooled or cooled particularly effectively and reliably on the cell housing.

The carrier frames of the battery components are preferably mechanically coupled or joined to one another along the stacking direction. As a result, the battery cells are fixed in a defined position or position or position with respect to one another. For example, the carrier frames are joined to one another in a materially bonded manner at joining points by means of gluing, laminating, welding or fusing.

A “material connection” or a “material connection” between at least two interconnected parts is understood here and in the following in particular to mean that the interconnected parts at their contact surfaces or joints by material union or crosslinking (for example due to atomic or molecular bonding forces) may be are held together under the action of an additive.

In an advantageous development, the thermally conductive materials of the stacked battery components are separated from one another by an insulation layer in each case along the stacking direction. The insulation layer is, for example, part of a respective support frame or is designed as a separate component. This enables the thermally conductive materials to be stacked in a simple manner.

In an alternative development, it is possible for the thermally conductive materials to be joined to one another without an insulation layer, that is to say essentially directly or immediately. The thermally conductive materials are in this case connected to one another in a materially bonded manner by means of gluing, laminating, welding or fusing.

In a preferred application, the cell stack described above is part of a battery module of a vehicle battery. The cell stack is arranged in a cell housing. As a result, a particularly suitable battery module is implemented which provides reliable and effective heat dissipation for the battery cells. As a result, degeneration of the battery cells is advantageously and simply avoided, as a result of which the range and service life as well as the (battery) performance of the battery module are improved.

The battery cells are electrically isolated from the, in particular, metallic cell housing by means of the carrier frame. This means that the battery cells are electrically decontacted from the cell housing by means of the carrier frame.

In a particularly expedient embodiment, at least one of the battery components is in direct, thermally conductive contact with the cell housing. In this case, each battery component of the cell stack is preferably in such a touch contact with at least one housing wall or a housing side or a housing surface of the cell housing. This enables reliable, reduced-effort and structurally simple heat dissipation, that is to say heat dissipation or cooling, of the battery cells via the cell housing.

In a particularly suitable embodiment, the cell housing of the at least one cell stack is thermally conductive coupled to a cooling device for temperature control or cooling of the battery cells. In terms of thermal conductivity, the cell housing is guided, coupled or connected to the cooling device by at least one housing side or housing surface. This ensures particularly effective and reliable cooling of the battery cells, even during a charging or discharging process.

The vehicle battery according to the invention is suitable and set up for an electrically driven or drivable motor vehicle, for example for an electric or hybrid vehicle. The vehicle battery is designed in particular as a traction battery with at least one battery module described above. This creates a particularly suitable vehicle battery. In particular, the vehicle battery has a particularly long range and service life as well as performance.

Due to the improved heat dissipation due to the integrated thermally conductive materials, the vehicle battery is particularly suitable and set up for fast charging or ultra fast charging operations.

• 1 ein elektrisch angetriebenes oder antreibbares Kraftfahrzeug mit einer Fahrzeugbatterie mit einer Anzahl von Batteriemodulen,
• 2 ein Batteriemodul mit einem Zellenstapel mit einer Anzahl von gestapelten Batteriekomponenten, und mit einem an eine Kühlvorrichtung gekoppelten Zellengehäuse,
• 3 bis 6 den Zellenstapel in unterschiedlichen Ausführungsformen, und
• 7 bis 20 die Batteriekomponente in unterschiedliche Ausführungsformen.

Exemplary embodiments of the invention are explained in more detail below with reference to a drawing. It shows in schematic and simplified representations:

• 1 an electrically powered or drivable motor vehicle with a vehicle battery with a number of battery modules,
• 2 a battery module with a cell stack with a number of stacked battery components, and with a cell housing coupled to a cooling device,
• 3rd to 6th the cell stack in different embodiments, and
• 7th to 20th the battery component in different embodiments.

Corresponding parts and sizes are always provided with the same reference symbols in all figures.

The 1 shows in a schematic and simplified representation an electrically powered or drivable motor vehicle 2 , especially an electric or hybrid vehicle. The car 2 has an internal electrochemical energy store in the form of a vehicle battery designed as a traction battery 4th on. The vehicle battery 4th here has a number of interconnected battery modules 6th on, where in the 1 schematically by way of example only four battery modules 6th are shown. For (charging) the vehicle battery 4th or the battery modules 6th is a charging interface 8th of the motor vehicle 2 provided, by means of which the motor vehicle 2 for example to a charging cable 10 is electrically connectable. In the course of a charging process, the vehicle battery 4th charged by means of a charging current.

In particular in the case of fast charging or ultra-fast charging operations, a charging current is high Amperage in the vehicle battery 4th fed in. The battery modules are designed to dissipate the resulting warming as quickly and effectively as possible 6th - as in 2 shown - preferably thermally conductive to a cooling device 12th of the motor vehicle 2 coupled.

In the 2 Cooling device shown in detail 12th is in particular a cooling line or a cooling channel of a motor vehicle cooling circuit. The battery module 6th has a metallic cell housing 14th on which with a case back 16 into thermal contact with a contact or cover surface 18th the cooling device 12th is brought so that a heat exchange between the battery module 6th and one the cooling device 12th flowing through cooling medium 20th takes place. The cooler 12th is thus used as a floor cooling system for the cell housing 14th executed. The flow of the cooling medium 20th is in the 2 shown schematically with horizontal arrows.

The battery module 6th has one in the cell housing 14th recorded cell stack 22nd on. The cell stack 22nd is as a stacked high-voltage cell with a number of along a stacking direction S. battery components stacked or lined up at the front 24 executed. In the embodiment of 2 indicates the cell stack 22nd for example five stacked battery components 24 on. The battery components 24 are only partially provided with reference symbols in the figures.

The battery components 24 each have a support frame 26th , for example made of an electrically insulating plastic material. The roughly window frame-like support frame 26th has a central recess or frame opening 28 ( 7th to 20th ), in which a battery cell 30th is recorded.

The support frame 26th are along the stacking direction S. joined together so that the battery cells 30th in a stable relative position to one another in the cell stack 22nd are held or fixed.

The battery cell 30th is designed as a (thin) layer cell with a liquid electrolyte not shown in detail. The battery cell 30th here has a cathode layer 32 and an anode layer 34 and a separator layer arranged therebetween 36 on.

The stacked battery cells 30th are stacked on the facing end faces each with a bipolar electrode or bipolar plate 38 coupled so that the battery cells 30th of the cell stack 22nd along the stacking direction S. are electrically connected in series or in series. On the opposite end of the cell stack 22nd a (end) current arrester 40 is provided in each case. The current arrester 40 are here on two connections or terminals in the form of a positive pole 42 and a negative pole 44 guided. The terminals 42 , 44 are electrical from the cell housing 14th isolated. In addition, the cell walls of the cell housing 14th be electrically insulated, such as in a pouch cell housing, that is, a cell housing of a pouch (battery) cell.

During the charging process, heat is lost in the battery cells 30th . The thermal energy of the cell stack 22nd is here at least partially by means of the current arrester 40 to the cell housing 14th discharged. About the heat dissipation of the cell stack 22nd to the cell housing 14th are to be improved in the support frame 26th thermally conductive or thermally conductive materials 46 , for example in the form of strip-shaped or frame-shaped heat pads.

Through the materials 46 becomes the contact surface and the heat transfer area of the cell stack 22nd or the battery components 24 to the cell housing 14th enlarged. As a result, any (lost) heat or thermal energy that occurs can pass through the cell housing more quickly 14th to the cooling medium 20th be transferred and discharged. In other words, the heat is dissipated more quickly from the interior of the cell stack 22nd or the battery cells 30th possible. The heat conduction or heat dissipation is in the 2 schematically shown by way of example with essentially vertical arrows.

Based on 3rd to 6th are the following possible embodiments of the cell stack 22nd explained in more detail.

In the 3rd shown (first) embodiment of the cell stack 22nd corresponds to the in 2 shown execution. In the embodiment of 2 and 3rd assign the support frame 26th of the cell stack 22nd on one of the case back 16 facing the frame side the material 46 on. The material 46 aligns with one of the frame openings 28 facing inner edge (inside) 48 as well as with one of the cell housing 14th or the case back 16 facing outer edge (outside) 50 of the respective carrier frame 26th . In other words, the material closes 46 flush with the inside edge 48 and with the outer edge 50 from. The materials 46 are along the stacking direction S. by means of insulation surfaces or insulation layers 52 separated or separated from each other.

In the in 4th The (second) embodiment shown is the cell stack 22nd without between the materials 46 arranged insulation layers 52 executed. In other words, they lie materials 46 adjacent battery components 24 directly to each other. This means the materials 46 along the stacking direction S. are essentially in direct thermally conductive or thermally conductive touch contact. The materials 46 are here at the joints 54 thermally coupled.

Like in the 4th can be seen comparatively clearly, are the separator layers 36 of the battery components 24 at least partially in the materials 46 guided so that the heat dissipation from the cell nucleus or the interior of the battery cell 30th is further improved.

The support frame 26th the in 4th The illustrated embodiment are still not completely or completely closed. This means that the support frame 26th for example, are U-shaped, the frame opening being formed between the U-legs.

In the in 5 The (third) embodiment shown includes the materials 46 just flush with the outer edge 50 and are along the stacking direction by means of insulation or insulation layers 52 the support frame 26th Cut. The materials 46 are therefore opposite the inner edge 48 spaced or offset by means of the support frame 26th held.

In the embodiment of 6th are the materials 46 essentially completely in the support frame 26th embedded. This means the materials 46 essentially as thermally conductive pockets in the respective carrier frame 26th are integrated, and neither with the inner edge 48 still with the outer edge 50 of the respective carrier frame 26th to lock.

The following are based on the 7th to 20th different designs and arrangements of materials 46 in the carrier frame 26th explained in more detail. The in schematic and greatly simplified plan view or sectional view ( 7th to 16 ) or in perspective view ( 17th to 20th ) shown carrier frame 26th are each designed as rectangular, approximately window frame-like frame structures.

In the 7th to 9 are embodiments of the support frame 26th shown in which the material 46 approximately rectangular or strip-shaped, that is, elongated, and thus essentially one-sided, in the support frame 26th is integrated. In other words, the material is 46 in the embodiments of 7th to 9 only on one side of the frame or along a frame section or a frame edge in the support frame 26th integrated.

At the in 7th The embodiment shown includes the material 46 with one of its long sides and its two narrow sides with the outer edge 50 from, and the other long side is spaced apart or indented to the inner edge 48 arranged.

In the embodiment of 8th closes the material 46 only with one long side with the outer edge 50 flush. The other long side and the narrow sides are indented or spaced from the inner edge 48 or the outer edges 50 arranged.

In the 9 is an embodiment of the support frame 26th shown in which the material 46 essentially completely, that is to say completely or on all sides, of the support frame 26th surrounded, so integrated in this pocket-like embedded. In other words, the material closes 46 neither side is flush with the inside edge 48 or the outer edge 50 of the carrier frame 26th from.

In the 10 to 12th are embodiments of the support frame 26th shown in which the material 46 approximately L-shaped, and thus essentially two-sided, in the support frame 26th is integrated. The material 46 can in this case be one-part, i.e. one-part or monolithic or continuous, with an L-shaped or angled geometry or multi-part, in particular two-part, i.e. as two separate or separate, for example straight, geometries in the support frame 26th be integrated.

In the embodiment of 10 is the material 46 one-piece L-shaped and spaced or indented from the inner edges 48 as well as flush with the outer edges 50 executed.

The 11 shows an embodiment in which the material 46 is designed as two separate rectangular or strip-shaped heat pads, which are arranged on two sides or in an L-shape. The materials 46 are each with a long side flush with an outer edge 50 finally and otherwise spaced or indented from the inner edges 48 and flush with the outer edges 50 executed.

In the 12th is an embodiment of the support frame 26th shown at which the material 46 is arranged in two parts along two adjacent frame legs, and in which the material 46 each pocket-like in the support frame 26th is embedded.

In the 13th to 16 are embodiments of the support frame 26th shown in which the material 46 about all sides or four sides, and thus essentially completely in the support frame 26th is integrated. The material 46 can in this case be one-part, that is to say one-piece or monolithic or continuous, or in several parts, in particular four-part, that is to say as four separate or separate, for example straight, geometries in the support frame 26th be integrated.

In the embodiment of 13th is the support frame 26th essentially entirely made of the material 46 produced. In other words, the material forms 46 here the support frame 26th itself. This means that the support or insulating frame 26th essentially completely against the material 46 is exchanged.

In the design of the 14th are four strip-shaped geometries of the material 46 along one frame side or one frame leg in the support frame 26th embedded without overlapping or touching each other.

In the forms of the 15th and 16 are four touching, strip-shaped geometries of the material 46 along one frame side or one frame leg in the support frame 26th embedded. In the 15th the geometries are on the inside of the frame, i.e. around the frame opening 28 arranged around, the geometries or the material 46 flush with the inside edge or inside 48 closes and indented to the outside or outside edge 50 are / is arranged. In the 16 the geometries are arranged accordingly on the outer circumference, so that the material 46 flush with the outside 50 closes and indented to the inside 48 or frame opening 28 is.

In the perspective shown 17th to 20th is the material 46 in one piece on all sides or on four sides in the support frame 26th integrated.

In the 17th is the material 46 as a middle layer of the support frame 26th executed, which on the two-sided end faces of an insulation layer 52 is flanked.

In the configuration example of the 18th is the material 46 annular in the support frame 26th embedded integrated.

In the embodiment of 19th is the material 46 only with the outside 50 flush and in the embodiment of 20th only with the inside 48 flush with the carrier frame 26th integrated.

The material 46 can also be placed in the support frame on three sides 26th be integrated.

The claimed invention is not restricted to the exemplary embodiments described above. Rather, other variants of the invention can also be derived therefrom by the person skilled in the art within the scope of the disclosed claims without departing from the subject matter of the claimed invention. In particular, all of the individual features described in connection with the various exemplary embodiments can also be combined in other ways within the scope of the disclosed claims without departing from the subject matter of the claimed invention.

List of reference symbols

2

Motor vehicle

4th

Vehicle battery

6th

Battery module

8th

Charging interface

10

Charging cable

12th

Cooling device

14th

Cell housing

16

Case back

18th

Plant housing

20th

Cooling medium

22nd

Cell stack

24

Battery component

26th

Support frame

28

Frame opening

30th

Battery cell

32

Cathode layer

34

Anode layer

36

Separator layer

38

Bipolar electrode

40

Current arrester

42

Terminal / positive pole

44

Terminal / negative pole

46

material

48

Inside edge / inside

50

Outside edge / outside

52

Insulation layer

54

Joint

S.

Stacking direction

QUOTES INCLUDED IN THE DESCRIPTION

This list of the documents listed by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent literature cited

• US 2018/0233721 A1 [0005]
• US 2018/0233752 [0005]
• US 2018/0233768 A1 [0005]

Claims (10)

Having a battery component (24) of a cell stack (22) - An electrochemical battery cell (30), and - An electrically insulating support frame (26) with a frame opening (28) for receiving and holding the battery cell (30), - wherein a thermally conductive material (46) is integrated in the support frame (26). Battery component (24) after Claim 1 , characterized in that the material (46) is flush with an inner edge (48) and / or outer edge (50) of the support frame (26). Battery component (24) after Claim 1 or 2 , characterized in that the material (46) is integrated into the support frame (26) on at least one side. Battery component (24) according to one of the Claims 1 to 3rd , characterized in that the support frame (26) is made entirely of the thermally conductive material (46). Cell stack (22) of a battery module (6), comprising a number of battery components (24) stacked along a stacking direction (S) according to one of the Claims 1 to 4th . Cell stack (22) Claim 5 , characterized in that the thermally conductive materials (46) of the stacked battery components (24) are separated from one another along the stacking direction (S) by an insulation layer (52) in each case. A battery module (6) of a vehicle battery (4), having at least one cell housing (14) in which a cell stack (22) follows Claim 5 or 6th is recorded. Battery module (6) Claim 7 , characterized in that at least one of the battery components (24) is in direct, thermally conductive contact with the cell housing (14). Battery module (6) Claim 7 or 8th , characterized in that the or each cell housing (14) is thermally coupled to a cooling device (12) for controlling the temperature of the battery cells (30). Vehicle battery (4) of an electrically powered or drivable motor vehicle (2), with at least one battery module (6) according to one of the Claims 7 to 9 .

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