EP2422386A1

EP2422386A1 - Battery module

Info

Publication number: EP2422386A1
Application number: EP10715718A
Authority: EP
Inventors: Felix Von Borck; Björn EBERLEH
Original assignee: Akasol Engineering GmbH
Current assignee: Akasol AG
Priority date: 2009-04-24
Filing date: 2010-04-23
Publication date: 2012-02-29
Also published as: DE102009018787A1; WO2010121832A1; EP2422387A1; WO2010121829A1; EP2422388A1; US20120188714A1; US20120183823A1; WO2010121831A1; US8830676B2

Abstract

The invention relates to a battery module which consists of a plurality of interconnected cells that have respective positive and negative terminals. The module is characterized in that the flat terminals have cut-out sections and are arranged in two rows in such a manner that the short ends of adjacent flat terminals of a respective row face each other, in that the terminals of every row are maintained at a distance to each other by specifically arranged, conductive spacer elements and optionally insulating spacer elements, in that within the module, the cells are electrically connected in series and/or in parallel by specifically arranging their positive and negative terminals in the one or the other row, and in that the terminals of every row and the interposed spacer elements are pressed against each other by a bracing device.

Description

BATTERY MODULE

The present invention relates to a battery module consisting of a plurality of interconnected cells, each having a positive and a negative terminal and is particularly concerned with batteries, in particular lithium ion cells, which are used to form a traction battery module for vehicles with electric drive train. Such battery modules may e.g. in electric vehicles, hybrid vehicles with internal combustion engines or hybrid vehicles with fuel cells. Due to the modular design of a battery module according to the invention, it can also be used for other purposes, e.g. in stationary applications or small traction applications, such as in a wheelchair.

The battery module according to the invention is preferably constructed on the basis of lithium-ion cells, but in principle any other available rechargeable battery cell can also be used.

For example, a battery module system composed of a plurality of similar battery modules may be designed to cover a power range with an energy content of between 1 kWh and 400 kWh or more, and may readily operate in a voltage range between 12 and 800V. In particular, a battery module can be designed, for example, to construct a battery module with a total energy content of 1.728 kWh with twelve individual cells each having a cell voltage of 3.6 V and a capacity of 40 Ah, depending on the interconnection of the individual cells - output voltages in the range of 10.8 V to 43.2 V at capacity extraction in the range between 160 Ah and 40 Ah has. For example, in a 3s4p circuit, ie with four cells connected in parallel, which are connected in series three times in series, an output voltage of 10.8 V (3 x 3.6 V) can be generated, and such a battery module then allows one Capacity extraction of up to 160 Ah. With a configuration of 12s Ip, ie with twelve cells in series, an output voltage of 43.2V can be achieved (12 x 3.6V), and a current draw of 40A is possible for one hour. In general, the notation XsYp is to be understood as X indicating the number of series cells and Y the number of parallel cells. Due to the interconnection variants, different module voltages thus result for the same module size and the same basic structure.

In order to achieve higher voltages, then a corresponding number of battery modules can be electrically connected in series, wherein the interconnection of the individual battery modules can also take place according to the pattern XsYp.

A reference system for use in battery-powered compact vehicles can be based, for example, on the following cornerstone data: total energy content of the modules 13.824 kWh (ie, eight battery modules with 1.732 kWh each), voltage level 400 V and continuous power ± 20 kW. It should be noted that for the generation of a voltage level of 400 V, it may be necessary to increase the total output voltage of the battery by means of an inverter or a transformer. For example, using eight battery modules of the above type in a 6s2p configuration with 21.6V output voltage per battery module, a total output voltage would be achieved with a series connection of all 8 battery modules of 8 x 21.6V = 172.38V. Even if a battery module system of this kind is designed for a continuous power of ± 20 kW, peak power of, for example, 100 kW can nevertheless be demanded from the battery for acceleration purposes at short notice, whereby excellent acceleration values can be achieved.

In the charging mode, for example, a charging power of 40 kW can be used.

The values given above are purely illustrative, but on the other hand represent values that can be achieved with commercially available lithium-ion batteries.

Basically, at the cellular level, the most appropriate appearing battery design technology may be based on the criteria of technical potential, e.g. Energy and power density, safety and durability, cost potential and resource availability are selected. At the system level or module level, safety, longevity and comfort in operation must also be taken into account. Furthermore, the additional measures required to achieve a functioning battery system should require a minimum of additional costs, weight and volume. Such additional measures concern e.g. the electrical management of the battery module, the thermal management of the battery module, the integration at the cell and module level as well as the integration in a vehicle.

The present invention has for its object to provide a battery module or a battery module system consisting of several similar modules available, which is compact and designed to be thermally optimized, whereby the operating temperature of Batteriemo Dul or the battery module system can be kept within narrow limits in order to avoid local overheating of individual cells or elevated temperatures of one or more cells as possible.

Furthermore, based on a basic construction, the design of the respective battery modules should be made variable depending on the specific application conditions required and the achievement of a compact and easily connectable design of the battery module or the battery module system and the low-cost production of such battery modules and battery module systems are made possible.

To achieve this object, according to the invention a battery module of the type mentioned is provided, which is characterized in that the flat and recessed ports are arranged in at least two rows such that the broad sides of adjacent planar terminals of a respective row facing each other, in that the terminals of each row are kept at a distance from one another by specifically arranged, conductive spacer elements and possibly insulating spacer elements, that within the module the cells are electrically connected in series and / or in parallel by targeted arrangement of their positive and negative terminals in one or the other row connected to each other and that the terminals of each row and the spacers arranged therebetween can be pressed by a clamping device to each other.

Such a mechanical construction of the battery module initially makes it possible, depending on the specific arrangement of the positive and negative terminals of the cells within the module to achieve different operating voltages and operating currents with a fundamentally similar design of the battery module, so that most components are used in the different variants can and only a few special components are needed if any, which would otherwise increase the manufacturing cost. It is also fundamentally possible to flexibly select the number of cells per battery module and nevertheless to use many common components in the production of the respective battery modules. The battery size is scalable in a wide range due to the modular approach and the electrical and hydraulic connection options. The design principles can be quickly and easily adapted to other flat cells with changed cell geometries or performance data.

The battery module according to the invention can thus be made flexible and has quasi itself a modular structure.

By using flat connections, it is possible, on the one hand, to form the individual cells, which are preferably cuboid in plan view, relatively flat, whereby heat can be dissipated from the individual cells via the planar connections. The resulting flat cuboid shape of the cells also allows heat to be dissipated well from the flat sides of the cell, thereby providing a prerequisite for achieving a narrow operating temperature range in the cell. The fact that the terminals of each row are pressed by a respective clamping device to each other or to the spacer elements arranged therebetween, it can be ensured that resistive losses at the various terminals do not arise or arise only to a small extent and that the battery module always the desired the respective Charging state corresponding output voltage over the entire life of the battery module has, as constant circumstances prevail and changing ohmic losses are not expected. It is particularly favorable if the planar connections are formed by extensions of the electrodes of the cells and are designed for active cooling of the cells for targeted heat removal by the cells and are connected to a heat-dissipating cooling device. As a result, the removal of heat from the interior of the cell is favored.

The clamping device is preferably formed by at least one clamping bolt, in particular by at least one preferably tubular clamping bolt for each row.

When using tubular clamping bolts, which are favorable for weight saving reasons, it would also be possible to cool them in the interior with a liquid cooling medium, for example a cooling liquid, in order to promote the dissipation of heat.

Such a tubular cooled clamping bolt may be thermally connected to the conductive or non-conductive spacer elements (and thus thermally to the cell terminals) and / or directly to the cell terminals at at least one location. Thus, the clamping device can be used to dissipate heat from the cells targeted.

The clamping bolts are usually surrounded by an insulating sleeve to avoid unwanted short circuits.

It is particularly advantageous if the cells have at least substantially the shape of a flat cuboid, wherein the positive and negative surface connections of each cell are preferably arranged in a plane or in respective planes, which is arranged parallel to the broad sides of the parallelepiped cell or are. This not only favors a compact arrangement, but each cell can be installed depending on the design of the battery module either in a direction in which, for example, the positive terminal on the left side of the cell and the negative terminal on the right side of the cell are present, or they can be installed inverted so that the negative surface connection on the left side and the positive connection on the right side come to rest. In this way, serial and / or parallel circuits of the individual cells can be selected depending on the installation direction of the cells in the battery module, depending on the selected configuration insulating elements must be provided. Also, in such an arrangement, these can be made so that it is always worked with the same shape having spacer elements, whereby the spacer elements for themselves more cost effective and efficient in larger series can be produced.

In a practical embodiment, it is favorable if one pole of the battery module is connected to a first end of one row and the other pole is connected to the second end of the same row or of the other row opposite the first end. The pole at the second end of the row is then passed over an extension to the first end of the other row adjacent to said first end. In this way, electrical connections to the two poles can be made on a common side of the battery module, for example, the pole terminals can then be at the top of the battery, for example, on the same side of the battery, where they are easily accessible.

With this construction, it is readily possible to extend a spacer of said other row for supporting the extension laterally of the other row. It is particularly advantageous if a cooling module is provided which has cooling plates on first and second opposite sides of the battery module, and is provided with heat-conducting connection plates extending between these sides, which form compartments receiving the cells between them.

As will be explained later, in a compact design, it is then possible to effectively cool the two cooling plates by means of a cooling liquid over at least substantially their entire surface, and thereby also to remove heat from the heat-conducting connection plates connecting the two cooling plates, whereby the cells, which are arranged adjacent to the cooling plates are also cooled intensively.

Particularly favorable in such an embodiment is an arrangement in which two particular flat cuboidal cells are arranged in each compartment, wherein optionally one cell can be arranged on the outer side of the outer connection plates. As a result, each cell is disposed adjacent to at least one side of a heat dissipating connecting plate, whereby heat can be conveniently withdrawn from the narrow flat cell on the corresponding broad side of the cell.

The laterally arranged cooling plates are preferably formed through by a cooling liquid, which can preferably be pumped through snake-like passages of the plates optionally through a connecting line between the cooling plates. In this way, the cooling plates can be cooled over the entire surface, which also a favorable heat dissipation from the connection plates can be achieved. The serpentine passages each have an input and an output, wherein the inputs and the outputs are preferably provided on one side of the battery module, in particular on the same side as the poles. This means that when using multiple battery modules in a battery module system not only the electrical connection between the modules, but also the Kühlflüssigkeits- connections between the modules can be made particularly favorable from one and the same side. Also, such an arrangement makes the design of the module housing simpler, in which the battery module is installed.

The cooling plates themselves are preferably each formed by at least one channel having base plate and a cover plate, wherein the cover plate is welded to the base plate, soldered or glued. The plate with the channels can then be produced as a simple pressing part, while the cover plate is formed by an at least substantially non-deformed sheet metal part. This is an inexpensive way to produce such a cooling plate. Alternatively, the cooling plate can also be functionally replaced as a serpentine / meandering tube.

In particular, with the battery module according to the invention, a respective insulating, preferably two-part housing is used, from the one part of the poles and the possibly existing coolant connections are feasible out.

The housing may have a biasing means, for example in the form of a foam insert, on its two facing inner sides, which press cells arranged on the opposite side of the battery module to the heat-conducting connection plates arranged adjacent to these cells. By this bias is the heat dissipation from the outside cells favored. The cells, which are arranged in pairs in the compartments below the cooling module, either tight against the respective compartments forming connecting plates or be brought by means of a foam insert or a thermally conductive paste or bonding between the cells in a close heat-conducting connection with the connecting plates.

It is particularly advantageous if the housing further has a connection point for a battery management system, which is preferably provided on the same side of the housing as the poles and the coolant connections. When the battery module is installed in a vehicle, both the electrical connections to the poles and the coolant connections to the cooling module and also the connection of the battery management system can be made from one side of the battery, in which case a simple conventional interface connector or bus connector is used in the case of the battery management system can.

As mentioned above, the battery modules according to the invention can be assembled into a battery module system consisting of several similar battery modules, preferably in such a way that several parallel cooling circuits, in particular seven to nine parallel cooling circuits are provided, which are fed via a manifold and connected to a manifold , It is particularly advantageous if in each case two to four and in particular two battery modules are connected in series with each other, wherein the cooling passages are preferably formed within the battery modules with a flow cross section corresponding to that of a pipe with a clear diameter of 8 to 9 mm.

With such liquid cooling, the manifold and the manifold can communicate with a main conduit which is a pump and optionally having a cooler with fan. Heat can then be withdrawn from the cooling system via the radiator and the preferably used fan.

The main line or any reservoir for the cooling liquid, from which the main line goes off, may further comprise a heater which can be used for preheating the cooling liquid and, accordingly, the individual cells, for example, when due to the outside temperature, the operating temperature of the batteries otherwise would be low. In other words, the existing cooling system can readily be used to preheat the battery modules, i. also be used as a heating system.

The main line may further comprise a (optionally additional) heat exchanger with at least one further circuit which feeds a heating system or an air conditioning system. As a result, the heat that is drawn off from the battery module system can be used for air conditioning or for heating the passenger compartment of the vehicle or be cooled by this air conditioning system.

The battery module system may be in combination with a valve which is controllable such that the exhaust air from the radiator is selectively at least partially in the interior of a passenger compartment for heating or outwardly steerable, if the passenger compartment is already sufficiently heated.

The invention is explained in more detail below by means of exemplary embodiments with reference to the drawing, in which:

1 is a perspective view of a cooling module according to the invention, 2A is a perspective view of the front of the

Cooling module of Fig. 1 with inserted lithium ion cells and a front plate, i. the front side of a battery module according to the invention without housing,

FIG. 2B is a plan view of a cell used in the embodiment of FIG. 2A; FIG.

2C is a side view of the cell of Fig. 2B corresponding to the arrow HC of Fig. 2B,

Fig. 3A is a front view of the battery module of Fig. 2 with said front plates removed, visible only to the terminals of the cells,

3B is a top view of the illustration of FIG. 3A,

3C is a perspective view of a base plate of

Battery module of Figures 2 and 3 showing the clamping bolt,

Fig. 4 is an illustration of some possible electrical

Configurations of a traction battery module according to the invention including the 6s2p configuration used in the battery module according to the invention according to FIGS. 2 and 3, 5 shows a second schematic representation of the interconnection of the battery module according to FIG. 3A in accordance with the 6s2p configuration of FIG. 4, FIG.

6 shows a further schematic representation, which makes it easier to bring the circuit diagram according to FIG. 5 in line with the illustration of the battery module according to the invention according to FIG. 3A, FIG.

Figs. 7A-7E are drawings detailing the construction of the cooling plate of Fig. 1, wherein Figs

7A is a perspective view of the left cooling plate according to the invention of the cooling module of FIG. 1 in the inlet and outlet pipes are not yet mounted,

7B is a sectional view of the pressed inner side part of the cooling plate of FIG. 7A on the sectional plane VIIB-VIIB of FIG. 7D;

FIG. 7C is an enlarged view of the circular portion of FIG. 7B; FIG.

FIG. 7D is a plan view of the pressed inner plate of FIG.

7A and the

Fig. 7E is a perspective view of a small

Scale of the compressed inner side part of the cooling plate 18 of Fig. 7A, 8A is a perspective view from the front and from the top to the lower half of a housing for the battery module of FIG. 2,

8B is a perspective view on the underside of

Housing half of Fig. 8A,

8C is a perspective view from the front, from the right and from above on the upper half of the housing of the battery module,

8D is a perspective view on the inside of the upper half of the housing of FIG. 8C, but to a smaller scale,

8E is a perspective view from the front, from the right and from the top of the housing of the finished battery module,

9 is a perspective view of an alternative

Embodiment of the cooling plates of FIG. 7A by the use of one or more meandering curved tubes instead of a sheet metal construction,

1OA - IOC three drawings for explaining the possible design of the cooling in a battery module system according to the invention with eight individual battery modules,

Fig. HA is an inventive cooling system with two

Battery modules in series, Fig. HB a erfϊndungsgemäßes cooling system similar to that of

1 IA, but with two separate cooling paths per battery module,

1 IC, a further inventive design of a cooling system with four battery modules in series,

1 ID is a drawing corresponding to FIG. 1 IB, but supplemented by four further modules,

12A, 12B two tables for further explanation of a cooling system according to the invention,

13 is an illustration of a cooling system according to the invention with a pump and a radiator with fan, and

Fig. 14 is a view similar to FIG. 13, but with a further heat exchanger.

FIG. 15 is a plan view similar to FIG. 2B but in an alternative embodiment; FIG.

16A and 16B is a perspective view and a sectional view of a conductive spacer,

16C and 16D is a perspective view and a sectional view of an insulating spacer and 17 is a perspective view of a separating comb according to the invention for the individual cell terminals of the cells of the battery module in front of a modified cooling module according to the invention.

Referring first to FIGS. 1 and 2, a cooling module 10 is shown in perspective, which is used in the following manner for heat removal from the individual cells 12 of a battery module 14. The cooling module 10 has cooling plates on first and second opposite sides of the module, and is further provided with heat-conductive connecting plates 20 in sheet form extending between these sides, forming fans 22 accommodating the cells 12 therebetween. The connecting plates 20 have at right angles bent side parts 24 which are glued over the entire surface with the cooling plates 16, 18 or are welded or soldered to these, to ensure a high-quality heat transfer between the connecting plates 20 and the cooling plates 16, 18.

It has been found according to the invention that a connecting plate of aluminum or an aluminum alloy with a thickness of about 1 mm is completely sufficient to achieve sufficient heat dissipation and a sufficiently uniform temperature of the individual cells.

Each cooling plate 16 or 18 has a respective tubular inlet 26 and a tubular outlet 28 for a cooling liquid, for example, as shown in Fig. 9, through a serpentine cooling passage in each cooling plate 16, 18 from its inlet 26 to its outlet 28th can flow. In this case, the tubular inputs and outputs 26, 28, for example, at suitable locations welded to the cooling plates 16, 18, soldered or glued and communicate with the respective snake passage. The tubular inlets and outlets Gears 26, 28 are provided with a hose nozzle 30 and 32, respectively, so that flexible hoses can be connected liquid-tight to the hose nozzles.

A connecting line 34, not shown in FIG. 1 but shown in FIG. 9, can connect the output of the left-hand cooling plate 18 (output not visible in FIG. 1) to the input 26 of the right-hand cooling plate 16. As can be seen in particular from FIG. 2A, the individual cells 12 are preferably used in pairs in the compartments of the cooling module, wherein additionally a cell 12 'on top of the upper connection plate 20' in Fig. 1 and another cell (not visible) below the In this example, since five compartments 22 are formed by means of six individual connection plates 20 each accommodating two cells and two further cells are arranged on the outer side of the outer connection plates 20 ', 20 ", Of course, this number of individual cells could be increased by the use of further connection plates 20 and the corresponding configuration of further cells 12 receiving compartments 22, for example fourteen or more. Nevertheless, the use of twelve cells 12 in each battery module 14 seems to be a particularly favorable design. In front of the battery cells in Fig. 2A is a board 302 of the battery management system, which controls the charging and discharging of the battery cells in a conventional manner. The board 302 is attached to the module with screws 304 which engage the spacers 44 and 46, respectively.

Also, the design of the cooling module can be chosen so that only one cell 12 is included in each compartment. To increase the transfer of heat from the cells to the connecting plates (and vice versa), between the cells and the connecting plate th a thermally conductive paste (conductive paste), a defined contact pressure o- the adhesive can be provided.

Each cell 12 has in this example positive and negative terminals 36 and 38, respectively, with the positive and negative terminals 36 and 38, respectively, being in the form of black horizontal lines of FIGS. 2 and 3, respectively. They are arranged in two rows, a left row 40 and a right row 42, in which example both rows are arranged on the same (front) side of the battery module 14. However, this is not absolutely necessary, one row could for example be arranged on the front side of the battery module and the other row on the rear side of the battery module. As can be seen in particular from FIG. 3A, the broad sides of adjacent planar connections 36, 38 of a respective row 40, 42 are arranged facing each other. From Fig. 3A shows that the terminals 36, 38 of each row 40, 42 are held by selectively arranged conductive spacers 44 and insulating spacers 46 at a distance from each other. As can also be seen in particular from FIGS. 5 and 6 and explained in more detail later, within the battery module 14, the cells 12 are electrically parallel to one another in pairs by targeted arrangement of their positive and negative terminals 36, 38 in one or the other row 40, 42 switched and the six pairs of cells thus formed are electrically connected in series. In this case, the connection arrangement of Fig. 3A can be seen relatively easily in Fig. 5, and one can then better see the exact shading of the cells of Fig. 6, which can be relatively easily brought into line with Fig. 5.

The arrangement of the cells shown in FIGS. 3A, 5 and 6 corresponds to the 6s2p variant of FIG. 4. The other variants of FIG. 4, ie the 12slp, 4s3p and 3s4p variants, can be arranged by appropriate arrangement of the terminals 36 and 38 in FIGS two rows 40 and 42 with corresponding posi- Positioning of conductive and insulating spacers 44, 46 can be realized, using the same parts as in the embodiment of FIG. 3A. The flexible modular design creates many degrees of freedom.

The terminals 36, 28 of each row and the spacer elements arranged therebetween are pressed against one another by a clamping device 48.

The tensioning device 48 for each row is formed by at least one tensioning bolt 50, preferably by two or three such tensioning bolts 50 (as shown in Fig. 3A). The heat-conducting plate 52 (or base plate) is screwed at its two ends 54, 56 to the respective right and left cooling plate 16, 18 thermally conductive.

Each clamping bolt 50 is connected in this example by a rivet 57 in the form of a flange with the heat-conducting base plate 52. Instead, however, an adhesive bond, a solder joint or a welded joint could also be used. The use of several clamping bolts or fittings per pole makes it possible to increase the contact pressure and also ensures an improved distribution of power and redundancy. The Polabgänge 66, 70 are performed independently of the through holes for the clamping bolt 50. They can thus be brought out flexibly as needed.

It is particularly advantageous if the clamping bolts 50 are designed to produce a heat-conducting connection made of aluminum. The structure can be chosen so that the clamping bolts are each performed by an aluminum tube with a very thin electrically insulating, mechanically very stable and thermally conductive conductive coating (instead of providing a separate insulating sleeve, the Heat supply is detrimental). The use of continuous clamping bolts 50 minimizes the assembly effort. Furthermore, there is the possibility for thermal connection of the clamping bolts 50 designed as tubes to provide them with coolant flowing through them for the purpose of conducting the discharge cooling.

The isolation of the poles against the screw and base plate can be done for example via Pertinax, ceramic or Nomex paper.

The insulating spacers may further consist of Pertinax or ceramic.

The preferred embodiment of the spacer elements, whether conductive elements or insulating elements, will be explained in more detail later with reference to FIGS. 16A to 16D.

The electrical insulation of the clamping bolts formed by tubes can also be done by fiber materials or surface treatment.

In order to avoid electrical short circuits, the clamping bolts 50 are each surrounded by an insulating sleeve 58. At their in Fig. 3 upper ends 60, the clamping bolts are each provided with a thread on which a respective nut 62 is screwed, each nut 62 Ü is arranged over a disc 63 and can be tightened to the individual battery terminals 36, 38 at the intermediate spacer elements 44, 46 to tension and thereby ensure that contact resistance between the individual cell terminals 36, 38 and the intermediate conductive connection elements 44 are excluded or minimized. The disks 63 may be formed by individual disks or in the form of an elongated plate with two holes for receiving the clamping bolts 50. As In particular, as shown in FIG. 2B, the cells 12 are at least substantially in the shape of a flat cuboid, with the positive and negative tabs 36, 38 of each cell 12 disposed in a plane or planes corresponding to the broad sides of the cells cuboid cell is arranged in parallel or are.

In order to allow the introduction of the cells into the battery module according to FIG. 2A, the terminals 36, 38 each have two U-shaped recesses 37, 39 - as can be seen from FIG. 2B - which make it possible to move the cells 12 from behind Insert the cooling module 10 and push it forward so that they reach the clamping area of the clamping bolts. It would also be possible to insert the cells 12 beforehand into the cooling module 10, from the front or from the back, and to insert the clamping bolts 50 and spacers 44, 46 from the front between the terminals 36, 38, so that the clamping bolts 50 into the U-shaped recesses reach.

The reference numeral 66 indicates the positive pole of the battery module 14 and is connected to a first end 68 of the left row 40 of the terminals, while the other, the negative pole 70 is connected to the second end 72 of the left row opposite the said first end 68 , The second pole 70 is routed via a conductive plate 74 and an upward extension 76 to the first row first row end 78 adjacent the first row 78 for making electrical connections to the two poles 60 and 70 at a common side of the battery module 14 are vornehmbar. In this example, both the positive pole 66 and the negative pole 70 and the corresponding extension 76 are provided with a respective internal thread 80 or 82. This makes it possible to connect electrical connection lines (not shown) to the respective battery module 14 or the respective battery module 14 with further similar modules for forming of a battery module system. Further, the internal threads 80 and 82 are provided within upwardly projecting cylindrical collars (not shown) which ensure the required electrical contact when installing the battery module in an (insulating) housing on the one hand and on the other hand allow a seal against ingress of water, for example by means of one of the cylindrical collar placed O-ring, which seals against the housing, the cylindrical collar and the bottom of an electrical connection.

A spacer 46 of the right bank is extended to support the extension 76 laterally of the right bank 42, i. provided with a corresponding extension 84.

At this point, it should be briefly mentioned that the ends of the connecting plate 74 are also penetrated by the clamping bolt 50 of the left and right rows 40, 42. However, an insulating plate is placed between the conductive connecting plate 74 and the lower positive cell terminal 36 of the right row, otherwise there will be a short circuit between the right and left terminals of the lowermost cell 12 ', which of course is not allowed. The upper ends 68 and 78 of the left and right rows 40, 42 are also connected together with an insulating plate 79 through which the clamping bolts 50 extend.

As briefly indicated above, the laterally arranged cooling plates 16, 18 of the cooling module 10 are flowed through during operation of a cooling liquid, which can preferably be serpentine through corresponding passages of the plates 16, 18 and optionally through a connecting line 36 between the cooling plates 16, 18 can be pumped. The concrete design of the cooling plates is shown in detail from Figs. 7 A to 7E. As shown in FIG. 7A, the tubular inlet of the cooling passage, the left-hand plate in this example, is guided from top to bottom, where it is attached to a side tab 86 of the cooling plate 16, such as by a solder joint, a welded joint or a bonded joint can be done. The serpentine cooling passage then leads in the example of FIG. 7A with a first vertical section 88 upwards, then with a second horizontal section 90 to the right, then over another short vertical section 92 downward, over the fourth horizontal section 94 to the left, via a fifth vertical section 96 on the left side of the cooling plate, over a sixth horizontal section 98 to the right, over a seventh vertical section 100 on the right side of the cooling plate downwards, and over an eighth horizontal section 102 of the cooling passage to the left to another vertical portion 104, which then leads via a further horizontal portion 106 to the right to another tab 108 to which the tubular output 28 is connected (here also by means of a solder joint, a welded joint or an adhesive bond).

The passages 86, 88, 90, 92, 94, 96, 98, 100, 102, 104 and 106 themselves are, as shown in FIG. 7B, produced by a corresponding pressing of a sheet metal part or a base plate 85, which leads to ribs 99 between the cooling passages 86, 88, 90, 92, 94, 96, 98, 100, 102, 104, 106, 108 as well as above and below on the sheet metal part, to which an ebene end plate 110 can be connected, also here by means of a solder joint, a welded joint or an adhesive bond. The result before attachment of the connecting tubes 26, 28 can be seen in a perspective view (to a smaller scale) of FIG. 7E. The left and right cooling plates 6, 18 are identical. built so that only three different parts are required to form both cooling plates. It is the ribbed sheet metal part of Fig. 7B, the end plate 110 and the rotated tube part, which form the input and output tubes 26, 28. All parts are made of aluminum or an aluminum alloy.

By using a tubular inlet 26 and a tubular outlet 28, the actual entrance and the actual exit can thus be provided on the same side of the battery module, preferably on the same side as the pole terminals 80 and 82, i. the upper side of the battery module 14, as can be seen in the concrete example of FIG. 2 A and 3 A. However, it would already be possible to realize the input and output connections to the serpentine cooling plates differently, for example by bringing out the connecting pipes 26, 28 both at the upper side of the cooling plate according to FIG. 7A (instead of at the lower side as in FIG .7A) or the input tube 26 or the output tube 28 at the top and the other output 28 or input 26 at the bottom. It should also be expressed that it is not absolutely necessary to form the left and right plates 16, 18 of the cooling module 10 as directly cooled plates, in the sense that there are liquid passages for a cooling liquid, but it is conceivable also provide a back plate of the cooling module and form it with cooling passages accordingly, while the left and right plate 18, 16 of the cooling module 10 are formed by simple metal plates. However, the preferred arrangement is the embodiment according to FIG. 1 or 7A to 7E and 9.

The geometry of the cooling passages according to Fig. 7A can be changed so that the channels are flowed through in parallel. This results in less pressure loss and it can be several cooling plates or cooling modules in series be interconnected. This means that the tubular connection and drainage pipes 26, 28 each have to be connected to a plurality of cooling passages of the cooling plates running parallel to one another, instead of the serpentine arrangement according to FIGS. 7A to 7E.

The cooling module 10 according to FIG. 1 with the inserted cells 12 according to FIGS. 2 and 3 is accommodated in a two-part insulating housing 111, details of which are shown in FIGS. 8A to 8E. 8A shows that the lower half 112 of the housing 111 is at least substantially parallelepiped-shaped, whose underside 1 14 according to FIG. 8B is provided with ribs 116 for stiffening. On the inside of the lower half 2 of the housing is a foam insert 108, which biases the lowermost cell 12 against the lowermost connecting plate 204 of the cooling module 10 in order to promote the removal of heat from this cell. It can also be seen in Fig. 8A, that in each case two threaded inserts 120 are provided on the first and second longitudinal side 122, 124 of the lower half 122 of the housing and that further threaded inserts 126 are provided at a corresponding distance from the inner side of the bottom part of the lower housing half , These are used for screwing and fastening of the cooling module 10 and the battery module within the housing.

The upper half 128 of the housing is similarly formed, except that here the ribbing 130, which is provided for stiffening the upper side of the upper half 128 of the housing 111, provided on the inside of the upper half of the housing. This ribbing 120 is in the assembled state of the housing 111 with built-in battery module 14 on the upper broad side of the upper cell 12 'optionally via a foam liner and presses the upper cell 12' against the upper connecting plate 20 'in order to ensure good heat dissipation there. FIG. 8C shows two holes 134 on the front longitudinal side 132 of the upper half of the housing which make it possible to insert screws which engage in the corresponding threaded inserts 120 of the first longitudinal side 122 of the lower half 112 of the housing 111. Two further bores are provided on the rear longitudinal side 136 of the upper half 128 of the housing 111 according to FIG. 8C, but are not apparent there, on the other hand in the illustration of FIG. 8D already.

As can be seen from the completed housing with built-in battery module according to FIG. 8E, the two poles 66 and 70 or the internal threads 80, 82 present there are accessible through the bores 138, so that the electrical connection can be made there. The electrical connection is therefore made from the upper side of the battery case, but below the upper side. The electrical connection cables can also be routed below the upper side of the housing, for example within the steps that extend around the upper side, so that the electrical lines increase neither the height of the module nor the installation height in the vehicle. The tubular inlet 26 and the tubular outlet 28 for the cooling system and the respective hose nozzles 30, 32 protrude through the holes 140 of the upper half of the housing. Again, the coolant connection takes place below the upper side of the battery module and also here it is possible to guide the external connection hoses so that they increase neither the height of the battery module nor its installation height. Optionally, said steps may be made larger or deeper to allow this.

Further, the battery management system is provided with a plug which is accessible through the opening 142 on the upper side 146 of the upper half 128 of the housing 111, wherein the housing 111 here with two Threaded inserts 148 is provided, which serve to receive fastening screws of the connector.

The housing is a two-part injection-molded part and can have the following design: The critical dimension is the short side (height 155 mm). Therefore, all connections (poles, cooling and data) are sunk. In practice, the data plug is sunk even further with an adapted plug in order to allow a seal without additional installation space. The dimensions can be selected, for example, as follows:

Basic dimensions: approx. 300x245x155 mm

Volume: approx. 11 1

Energy density: approx. 152 Wh / 1

Mass: about 14, 15 kg

Specific energy: approx. 122 Wh / Kg.

The two housing halves 112, 128 can be closed with a circumferential groove and spring system for sealing together. Optionally, the battery management plug may be provided with a sealing cap and seals between housing and coolant connection pipes 26, 28 may be provided.

However, the modules can be integrated into a battery with or without housing. The system limit and the functions to be realized with it, such as seal against contamination from outside, EMC and mechanical safety, can thus be flexibly placed around a module up to the entire battery. The module without outer housing (cell stack) can eg be welded into a foil. These stacks are then installed in the number greater than 1 in a system housing. Starting from a battery module system with eight individual battery modules 14 of the type described above, some considerations according to the invention for the cooling system will now be described.

Before describing the design of the cooling system, it is convenient to say a few words about cooling a traction battery system and the air conditioning needs of a vehicle having the battery system.

A main objective of the cooling system according to the invention is to ensure the reliability of the traction battery system, with the motivation to avoid exceeding specified temperature limits, which could otherwise lead to permanent damage to the battery system and in extreme cases to fire or explosion. To achieve this, the battery system is cooled, with the aim of not exceeding dangerous and harmful temperature limits. For many battery technologies, the temperature should not rise above 30 ⁰ C in order to obtain a maximum service life. Experience has shown that any increase in temperature of 10 ⁰ C above 30 ° C, to a lifetime reduction by about half, which is technologically dependent.

In a traction battery system, there is also a need for air conditioning. For example, to improve the cold start behavior. This is necessary because at low temperatures, the performance of the cells used decreases greatly. To counter this, the battery system must be heated, for example, in winter operation.

In general, according to the concept of the invention, the traction battery system, which usually consists of several battery modules and / or the individual battery modules thermally well insulated. This prevents the battery modules or the cells contained therein from being Cool quickly with the result that they must then be heated consuming to allow the restart of the vehicle.

One way to heat the battery cells, is to use a resistance heater, which rests directly on the electrically conductive spacer elements. For example, a heating resistor may be provided for each conductive spacer. Since the electrically conductive spacer elements are naturally good heat-conducting and have a high-quality electrically and thermally conductive connection or transition to the metallic lugs of the electrodes of the cells, the electrically generated heat can be introduced directly into the interior of the respective cells, which is responsible for the heating of the Cells is particularly energy efficient. In a well-insulated arrangement, an energy input of 1 watt per cell is sufficient. This energy can be supplied by the battery modules themselves or by charging the battery modules from the mains or from an associated combustion engine, combustion heater or fuel cell system. The resistors can also be mounted on a circuit board that belongs to the battery management system and is printed against the spacers.

However, the heating of the battery modules can also or alternatively to the electrical heating described also be achieved via the existing cooling system, as will be described in more detail below.

Furthermore, it is appropriate to isolate the individual battery modules by themselves and / or in combination thermally against the environment, on the one hand to store the heat of the batteries and on the other hand to reduce heat losses when heating the batteries. If, for example, the battery system during operation has a temperature close to 30 ^° C., it can be ensured by suitable insulation inside the module housing and / or outside the module housing. be reduced the housing of the heat loss of the battery system, so that the battery system does not cool down very quickly and remains sufficiently warm to be able to economically resume operation after a break.

Also, a temperature equalization between the cells of the individual battery modules 14 should take place, with the motivation to make maximum use of the capacity of the cells and to provide the maximum available power over the entire life cycle. This also requires the cooling or even heating of the individual cells 12 of the battery modules 14. The aim is to achieve a uniform temperature level, which leads to equivalent cell behavior and uniform discharge and aging of the cells. In other words, the correct temperature level and temperature compensation can ensure that all cells 12 provide the maximum power over the longest possible period of time, and that when maximum lifetime is reached, all cells 12 are at the end of their respective lives, so that economic exchange of battery modules 14 can be done because you do not have to replace individual battery modules prematurely and all cells 12 are also at the end of their working life in case of failure of a battery module 14.

There are basically two ways of heat transfer from or to the cells 12 of a single battery module 14 conceivable. There may be an exchange of energy of the cell 12 with the environment either via air cooling or by liquid cooling. With air cooling, direct contact between the cell case and ambient air is required, but the poor thermal conductivity and low density of the air cause large volume flows and large exchange surfaces, as well as pronounced noise. In the case of liquid cooling, on the other hand, a better transfer of the energy via heat conduction and convection of housing 111 into a cooling liquid and subsequent convection into the ambient air can take place. In a liquid cooling better thermal conductivity can be achieved because the heat-conducting elements 16, 18, 20, 52, 46, 36, 38 are in direct contact with the cells 12 and allow this together with a cooling liquid cooling heat exchanger, smaller volume flows and exchange surfaces and a low noise level. The use of liquid cooling, however, requires additional components in the form of hose connections and seals as well as a heat exchanger to the environment.

When deciding on liquid cooling, it is necessary to consider the hydraulic design of the entire cooling system at the same time. Pressure losses occur in the pipes / hoses / cooling passages and components of the cooling system. For flow elements in the form of tubes with round cross section and corresponding deflections can estimate these pressure losses with empirical formulas. In addition to the resistances in each cooling module, the external loops and the radiator introduce resistance into the circuit, which must be taken into account as soon as a constructive approach is available. The pump required to circulate the coolant imposes a volumetric flow dependent thereon and produces a stable operating point where the pressure available from the pump intersects the cooling system's characteristic curve in terms of volumetric flow as a function of the applied pressure. It is particularly favorable if a smaller pump is used for the cooling liquid, for example a small automotive circulating pump with a typical power of 10 to 30 W, which with a pressure loss in the system of 75 to 450 mbar has a volume flow per module of> 50 can reach l / h. FIG. 10A shows a possibility of connecting the cooling modules 10 of all eight battery modules 14 in series. However, this is not a convenient arrangement, since the temperature of the cooling system consisting of the eight closed cooling modules 10 in series continuously increases, so that the last module 10 'or 14' is the warmest.

If, on the other hand, all the cooling modules 10 are connected in parallel according to FIG. 10B, then it is possible to ensure that all the modules have the same coolant temperature.

If, however, all eight modules are flowed through in parallel according to this example, it is necessary to expend additional effort to ensure that the volume flow for each module 10 is the same.

It is more favorable, as shown in FIG. 1C, to use mixed forms in which a plurality of cooling paths are arranged parallel to one another and a plurality of modules 10 are connected in series in each cooling path. It is necessary to determine how many modules can be connected in series without the resulting temperature difference becoming too large.

After extensive considerations and investigations, the Applicant believes that the temperature difference, which is tolerable, should not exceed 5 ° C.

Furthermore, it has been found that a cooling system that is economical and economical to implement, can then be realized at low, if, in a battery module system consisting of several similar battery modules 14 with respective cooling modules 10, they are such zusammengeschlossen or zusammenschließbar that a plurality of parallel cooling circuits 150 are formed, which via a manifold 152 are fed and connected to a manifold 154. Each cooling circuit 150 may each comprise two to four cooling modules 10 and battery modules 14 in series, wherein the cooling passages within the battery modules 14 each have a free flow cross section corresponding to that of a tube having a clear diameter of 8 to 9 mm.

Some examples of such a cooling system are shown in FIGS. 1A to 1 ID.

In the embodiment according to FIG. 1A, two battery modules or cooling modules 10 are respectively connected in series according to FIGS. 1 to 3, ie each battery module 14 or cooling module 10 has an input 26 and an output 28, which by the hydraulic design of each 9 can be realized, wherein the output 28 of the first cooling module 10 of the two series-connected modules 10, 10 'is connected to the input 26 of the next module 10' in the flow direction and the input 26 of the first of the two in Series-connected modules 10, 10 'is connected to a manifold 152 and the output 28 of the second module 10' of the two modules 10 in series' is connected to a manifold 156. Alternatively, it could be worked according to the Fig. I IB. Here, the cooling passages through the individual cooling plates 16, 18 of the respective module 10 are not connected by a connecting line 34, but each module has two separate inputs 26 and two separate outputs 28, namely an input and an output for each cooling plate 16, 18. Bei up to four modules 10 can be readily connected in series, as shown in FIG. 1B, to produce parallel flow paths 158 (four parallel flow paths 158 in FIG. 1B), but the resulting two rows 160 of modules so far connected to a manifold 152 and a manifold 156 are connected. If required, a plurality of cooling modules 10, ie battery modules 14 can be connected to one another, wherein the system according to FIG. 1 IA or FIG. IB is supplemented accordingly. For example, if instead of eight battery modules 14 with eight cooling modules 10 twelve battery modules 14 are provided with twelve cooling modules 10, then three battery modules or cooling modules 10, 10 ', 10 "connected in series, instead of two, as shown in FIG In contrast, in the case of a corresponding expansion of the example according to FIG. 1 IB in FIG. 1 IC, in each case six modules are connected in series, instead of four modules 10 in FIG.

The tables of Figs. 12A and 12B indicate, for two different extraction power rates (1.5 C and 2 C), how the temperature difference in the cooling modules or battery modules is practiced, depending on how many modules are connected in parallel and depending on how many serial modules are eligible. The values given in FIGS. 12A and 12B apply to a tube diameter of 8 mm, which determines an equivalent flow cross-section through the flow passages of the cells.

The one-dot areas of the table of Figs. 12A and 12B indicate systems operating for different power draws with a temperature difference between inlet and outlet below 5 ^° C. It can be seen that the temperature difference depends on the power take-off rate (in these examples 1.5 C and 2 C respectively) and that, for example, a variant with twelve battery modules and up to three serial modules is well suited, as reserves up to 2 C are present , Of course, in this analysis, not only the withdrawal rate but also the amount of energy required must be taken into account. consider, which can be in a smaller vehicle quite in the range between 16 and 40 KWh. Compared to a clear tube diameter of 6 mm, a clear tube diameter of 8 mm shows a significantly better efficiency, since the temperature difference ΔT is about 50% smaller. In contrast, an increase of the clear tube diameter to 9 mm leads to no further pronounced improvement.

Referring to FIG. 13, manifold 152 and manifold 156 communicate with a main conduit 160 having a pump 162 and a radiator 164 with fan 166 in this example. When the temperature of the coolant is likely to exceed a certain limit, the fan 166 is turned on to additionally cool the cooling fluid flowing through a main conduit and the radiator, i. in addition to the normal airflow through the correspondingly placed in the vehicle radiator 164, which is flowed through by the flowing past the vehicle air.

As further shown in FIG. 14, the main conduit 160 may further include a heat exchanger 168 having at least one additional circuit feeding an air conditioner 172. In this way, the excess heat removed from the battery modules 14 via the cooling system may be used to heat the interior of a vehicle equipped with the traction battery system. If required, a refrigerant circuit cooled by an air conditioning compressor can provide additional active cooling of the system. If necessary, the heating can also be provided with energy from the outside in order to heat up the cells 12 of the individual battery modules 14 via the cooling system, if necessary, in order to bring the cells to a reasonable battery operating temperature level. The cooling system then operates in this mode as a heating system for the battery modules. As soon as a reasonable operating temperature is reached, the additional heating is deactivated. switched and the vehicle can be put into operation using the energy of the traction battery system. If an external power source is not available to heat the battery, for example, when the vehicle is parked on the street at night, some of the remaining energy of the batteries may be used to warm the batteries, for example, by connection the battery power to an electric heater of the heater 172, which temporarily heats the cooling liquid, and also a portion of the electrical energy can be used to the pump 162 to. operate and thereby circulate the heated coolant through the individual cells 12.

Referring to Figure 15, an alternative embodiment of the terminals 36, 38 of the cell 12 is shown. Instead of unilaterally U-shaped cutouts 37 and 39 as for the. Terminals are shown in FIG. 2B, here circular openings 37 'and 39' in the two terminals 36, 38 are provided, which represent a continuation of the positive (*) and negative (-) electrodes of the cell 12. Although two cutouts are provided here as well as in FIG. 2B, a different number of cutouts may also be provided, such as the three U-shaped cutouts according to FIG. 17A.

The terminals 36 and 38 themselves consist of an aluminum sheet or copper sheet of small thickness, such as (without limitation) 0.3 mm.

It is relatively difficult in practice to achieve a connection to such an aluminum terminal which has a continuous low contact resistance over a period of several years. On the one hand, it forms on an aluminum sheet in On the other hand, metallic corrosion must be avoided when contacting the terminals and possibly over a longer period of time possibly changing clamping forces, which in turn are often dependent on temperature.

To remedy this situation, conductive spacer elements according to FIGS. 16A and 16B and insulating spacer elements according to FIGS. 16C and 16D are preferably used. Similar spacers 44, 46 are used for both the embodiment of the terminals of Figure 2B and those of Figure 15 (i.e., except for the shape of the cutouts 37, 39 and 37 ', 39', respectively).

Specifically, the conductive spacer 44 shown in FIG. 16A is formed of a block-shaped aluminum block 200 having two through-holes 202, the diameter of which is the diameter of the circular openings 37 'and 39' of the embodiment of FIG. 15 and the diameter, respectively of the rounded bottom of the U-shaped cutouts 37 and 39 correspond to the embodiment of FIG. 2B. As taken from the sectional drawing of FIG. 16B (at the sectional plane XVIB-XVIB of FIG. 16A), the aluminum block 200 is provided on all sides with a nickel plating layer 204. The top and bottom sides 206, 208 of the coated aluminum block are roughened, for example, by sandblasting, grinding, brushing or otherwise, resulting in smaller protrusions and depressions on said sides 206 and 208. These easily dig into the surface of the terminals 36, 38 upon assembly of a battery module, breaking through the oxide layer there and providing excellent contact with the terminals. The Ni coating 204 may also be provided within the holes 202, but this is not mandatory. The insulating spacers 46 of FIGS. 16C and 16D have a shape at least substantially identical to that of the conductive spacer 44 of FIGS. 16A and 16B. They also consist here of an aluminum block 210 having the shape of a cuboid. In order to ensure that the spacer elements designed in this way are insulating, the corresponding aluminum blocks are anodized over the entire surface, resulting in a thin, high-quality insulating layer 212 on all surfaces of the blocks. If the holes 214 are already made, this anodized layer will also be in the holes 214 (not shown). To ensure that any damage to the already hard anodized layer does not result in an undesirable conductive transition between the insulating spacer 46 and a conductive spacer 44 or terminal 36, 38 of a battery cell, a further insulating layer 216 is deposited on the anodized layer. This layer 216, even if not shown in FIG. 16D, may also be deposited within the bores 212, optionally on an anodized layer provided there. The insulating layer 216 is a very thin layer of an organic or inorganic compound or a lacquer layer of an insulating lacquer or a resin layer of a corresponding insulating resin.

The Ni layer 204 of the conductive spacer of FIGS. 16A, 16B and the anodized layer 212 and the insulating layer 216 deposited thereon are kept relatively thin, for example, about 200 .mu.m for the Ni layer 204 and the anodized layer 212 and about 300 .mu.m for the insulating layer 216. Since both the conductive spacer elements 44 and the insulating spacer elements 46 at least substantially consist of aluminum, the thermal expansion of the spacer elements will generally correspond approximately to the thermal expansion of aluminum. Furthermore, since the clamping bolts are preferably made of aluminum In order to insure, it is ensured (since the thermal expansion coefficients of the parts are at least substantially the same except for the thin coatings) that after tightening the nut of the bolts an at least substantially constant Klerhmkraft between the conductive spacer elements 44, the insulating elements 46 and the Anschlussklem- the battery cells of the battery module is created, no matter what temperature fluctuations occur in practice. This clamping force not only ensures that the bumps of the Ni coating 204 of the conductive spacers make good electrical contact with the terminals of the battery cells, but the clamping pressure also results in a kind of seal between the abutting surfaces, so that moisture or corrosion-promoting Substances does not readily lead to a deterioration of the conductive junctions between the conductive spacers 44 and the terminals 36, 38.

The use of aluminum as a base material of the conductive spacers 44 and the insulating elements 46 is advisable because it is the same material as the terminals 36, 38 on the one hand and aluminum on the other hand has a relatively low density, so that the weight of the battery module can be kept small. However, it would be conceivable to produce both the conductive spacer elements and the insulating spacer elements from a different material, it being then appropriate to form the clamping bolts of the same material or of a material with a comparable coefficient of thermal expansion to the desired at least substantially constant clamping force to reach.

FIG. 17 shows an alternative embodiment of the cooling plates 16, 18 of FIG. 1. These cooling plates are converted into a uniform structure in FIG. 17, so that a three-sided cooling plate arrangement 220 results. Specifically, the cooling plate 222 on the right side 223 of the cooling module 220 of FIG. 17 via a cooling plate 224 on the back 225 of the küphlmodule 220 in the cooling plate 226 of the left side 227 over. Further, here, the cooling passages 228 of the cooling plates are made parallel in the sense that all the individual cooling passages 228 of the cooling plates are guided parallel to each other and evenly around the three sides 223, 225, 227 of the cooling module and extend between a manifold passage on the left Side 227 of the cooling module 220 via the rear side 225 to a collection passage 230 on the right side 223 of the cooling module 230th

The manifold passage on the left side 226 is identically constructed to the collection passage 230 on the right side 223. The collection passage 230 communicates via a long narrow communication passage 232 with the tubular outlet 28 with the hose nozzle 32. Likewise, the tubular inlet 26 communicates with the hose nozzle 30 via an elongated connecting passage (not visible in FIG. 17) with the distributor passage (also not visible). Cooling liquid thus flows through the hose nozzle 30 into the tubular inlet 26, from there via the said elongate connecting passage and the distributor passage into the individual mutually parallel passages 228 of the cooling module 220 via the left side 227 of the cooling module 220 and subsequently via the rear side 225 of the cooling module and via the right side 223 of the cooling module 220 into the collecting element 230 and then via the elongated connecting passage 232 to the tubular outlet 28 and via the hose spout 32 further into the cooling circuit.

In this embodiment, the cooling plates or the connecting plates 20 are provided with right-angled bent side parts on the left side 227 and the right side 223 of the cooling module 220 and the rear side 225 and these are then on flat sheet metal parts on the inner glued, welded or soldered to left, rear and right sides 227, 225 and 223 of the cooling module 220 to produce good heat transfer between the connection plates 20 and the cooling plates on the three sides 227, 225, 223.

The outside of the cooling plate portions 222, 224, 226 of the cooling module 220 is also formed by a sheet metal part which is pressed in places similar to the sheet metal part of Figs. 7A to 7D to form ribs 99, the cooling passages 228 including the connection passage of the tubular inlet 26 in the manifold passage and the transition on the other side of the cooling module 220 in the collecting element 230 and the connecting passage 232 in the tubular outlet 26 to form. The inner flat sheet metal parts are connected to the outer sheet metal part by means of gluing, welding, soldering or otherwise waterproof.

FIG. 17 also shows a comb-like part 240 with slots 242 arranged at the spacings of the individual connection terminals 36, 38 of the individual cells and having dimensions which receive the connection terminals. In this way, the comb-like insulating plate 240 may point like the arrows 244 onto which terminals 36, 38 of the cells are plugged to hold them in an ordered arrangement and to ensure that the insertion of the conductive spacers 44 and the insulating spacers 46 in an orderly manner between adjacent terminals 36, 38 can be introduced.

A similar plate can also be provided in the battery module according to FIG. 2A, it being possible here, since the rear side of the cooling module is open to push the cells forward through the slots 242 of the comb-like plate as well as the plate on the postpone already installed cells. In Fig. 17, the comb-like plate with a central stiffening rib 246 is shown. However, this is not mandatory.

LIST OF REFERENCE NUMBERS

Cooling module Cells Battery module Cooling plate Cooling plate Connection plate Tray Fastener side parts Tubular inlet Tubular outlet Barb fitting Barb fitting Positive Conduit connection U-shaped recess 'circular opening Negative connection U-shaped recess' circular opening left row right row conductive spacer insulating spacer clamping device clamping pin thermally conductive plate right end of Plate 52 left end of the plate 52 riveted connection 58 insulating sleeve

60 End of a clamping bolt with thread

62 mother

63 disc

66 positive pole

68 first upper end of the left row

70 negative pole

72 second lower end of the left row

74 conductive plate

76 extension

78 first upper end of the right row

79 insulating plate

80 female thread of one pole terminal 82 female thread of the other pole terminal

84 spacer

85 base plate

86 rags

88 first vertical section of the cooling passage

90 second horizontal section of the cooling passage

92 third vertical section of the cooling passage

94 four horizontal section of the cooling passage

96 fifth vertical section of the cooling passage

98 sixth horizontal section of the cooling passage

99 ribs

100 seventh vertical section of the cooling passage 102 eighth horizontal section of the cooling passage 104 ninth vertical section of the cooling passage 106 tenth horizontal section of the cooling passage

108 lobes

109 ribs

110 end plate 111 housing

112 lower half of the housing 114 lower side of the housing

116 ribbing the bottom of the case

118 foam

120 threaded insert

122 first longitudinal side of the lower half of the housing

124 second longitudinal side of the lower half of the housing

126 threaded insert

128 upper half of the housing

130 advantage

132 first longitudinal side of the upper half of the housing

134 holes

136 rear longitudinal side of the upper half of the housing dl 28th

138 holes

140 holes

142 opening

144 screw holes

146 upper side of the housing 111th

148 thread inserts

150 cooling circuit

152 manifold

154 manifold

156 manifold

158 parallel cooling path

160 main line

162 pump

164 coolers

166 fans

168 heat exchangers

170 more cycles 172 heating / air conditioning

200 aluminum block

202 through holes

204 nickel coating

206 upper side of 200

208 lower side of 200

210 aluminum block

212 anodizing layer

214 holes

216 insulation layer

220 cooling plate arrangement / cooling module

222 right cooling plate

223 right side of 220

224 rear cooling plate

225 rear side of 220

226 left cooling plate

227 left side of 220

228 cooling passages 230 collecting passage 232 connecting passage 240 comb-like part 242 slots

244 arrow direction

246 stiffening rib

302 Board for battery management system

304 screws for board 302

Claims

1. battery module (14) consisting of a plurality of interconnected cells (12), each having a positive and a negative terminal (36, 38), characterized in that the flat and with recesses (37,39) provided terminals (36, 38) in at least two rows (40, 42) are arranged such that the broad sides of adjacent planar terminals (36, 38) of a respective row facing each other, that the terminals (36, 38) of each row (40, 42) by targeted arranged, conductive spacer elements (44) and optionally insulating spacer elements (46) are kept at a distance from each other, that within the module, the cells (12) by targeted arrangement of their positive and negative terminals (36, 38) in one or the other row (40, 42) e- are electrically connected in series and / or parallel to each other and that the terminals (36, 38) of each row and the spacer elements arranged therebetween by a clamping device (48) aneinande r are pressed.

2. Battery module according to claim 1, characterized in that the planar connections (36, 38) are formed by extensions of the electrodes of the cells (12) and designed for active cooling of the cells by targeted heat dissipation from the cells and to a heat dissipating cooling device ( 52) can be connected.

3. Battery module according to one of the preceding claims, characterized in that the clamping device (48) by at least one clamping bolt (50), preferably by at least one Röhr- shaped clamping bolt, for each row (40, 42) is formed, which is optionally flowed through by a cooling fluid and is connected directly or indirectly thermally conductive with the cell terminals of the series, for example indirectly by a heat conductive connection with conductive or non-conductive spacer elements (44, 46 ) or with the connections (36, 38) directly.

4. Battery module according to claim 3, characterized in that the clamping bolts (50) are each surrounded by an insulating sleeve (58) or provided with an electrically insulating, but optionally heat-transfer coating.

5. Battery module according to one of the preceding claims, characterized in that the cells (12) have at least substantially the shape of a flat cuboid, wherein the positive and negative surface connections (36, 38) of each cell (12) preferably in a plane or are arranged in respective planes, which is or are parallel to the broad sides of the parallelepiped cell (12).

6. Battery module according to one of the preceding claims, characterized in that the one pole (66) of the battery module to a first end (68) of the one row (40) is connected and the other pole (70) opposite to said first end second end (72) of the same row (40) is connected and via an extension (76) to said first end adjacent first end (78) of the other row (42) is guided so that electrical connections to the two poles (66, 70 ) are on a common side of the battery module (14) vornehmbar.

7. Battery module according to claim 6, characterized in that a spacer element (46) of the other row (42) for holding the extension (76) laterally of the other row (42) is extended.

8. Battery module according to one of the preceding claims, characterized in that the flat terminals (36, 38) of the cells (12) have U-shaped or circular recesses for receiving the clamping device (48) forming clamping bolt (50).

9. battery module in particular according to one of the preceding claims, characterized in that a cooling module (10) is provided, which has at first and second opposite sides of the battery module cooling plates (16, 18) and extending between these sides with heat-conducting connection plates (20 ), which form between them the cells receiving compartments (22).

10. Battery module according to claim 9, characterized in that in each case two in particular flat rectangular cells (12) in each compartment (22) are arranged, optionally arranged in each case one cell (12 ') on the outer side of the outer connecting plates (20) can be, whereby each cell (12) is arranged on at least one side adjacent to a heat dissipating connecting plate (20) or each connection plate between two cells is arranged.

11. Battery module according to claim 9 or 10, characterized in that the laterally arranged cooling plates (16, 18) can be traversed by a cooling liquid, which preferably serpentine o- parallel through corresponding passages (88, 90, 92, 94, 96, 98 , 100, 102, 104, 106, 108) of the plates (16, 18) and optionally by a Connecting line (34) between the cooling plates (16, 18) can be pumped through.

12. Battery module according to claim 11, characterized in that the serpentine passages (88, 90, 92, 94, 96, 98, 100, 102, 104, 106, 108) each have an input (26) and an output (28) wherein the inputs (26) and the outputs (28) are provided on one side of the battery module (14), preferably on the same side as the pole terminals (80, 82).

13. Battery module according to one of the preceding claims, characterized in that it comprises a two-part insulating housing (111) through whose part (128) the pole terminals (80, 82) and the possibly existing coolant connections (26, 28) are led out ,

14. Battery module according to claim 13, characterized in that the housing (111) has a biasing means, such as. B. foam inserts (118), on the inner sides thereof, to the adjacently arranged cells (12) adjacent to these cells (12) arranged heat-conducting connection plates (20) press.

15. Battery module according to one of claims 13 or 14, characterized in that the housing (11) further comprises a connection point for a battery management system, preferably on the same side of the housing as the pole terminals (80, 82) and the coolant connections (26, 28 ).

16. Battery module according to one of the preceding claims, characterized in that an electronics for monitoring and adjusting solution of the electrical and thermal cell parameters on the side of the battery module to which the clamping device (48) is mounted and the parameters are detected directly on the spacer elements (44, 46) by contacting eg via spring force or screw contacts.

17. Battery module system according to claim 9, characterized in that a further cooling plate (224) connects the two said laterally arranged cooling plates (222, 226) and that a plurality of cooling passages (228) from a common input (30, 26) on one side ( 227) of the battery module via the further cooling plate (224) are guided in parallel to a common output (28, 32) on the opposite side (223) of the battery module.

18. Battery module according to claim 17, characterized in that the common input (30, 26) and the common output (28, 32) at the front of the battery module at least substantially in the same plane as the front of the battery module, in which the positive and negative terminals (36, 38) of the battery cells are located, and the further cooling plate (224), which is preferably integral with the two arranged on the opposite sides of the battery module cooling plates (222 and 226), on the back (225) the battery module is arranged.

19. Battery module according to one of the preceding claims, characterized in that both the conductive spacer elements (44) and the insulating spacer elements (46) consist of metal and the insulating spacer elements (46) on its surface or on conductive parts adjacent surface areas with a Insulation (212, 216) are provided.

20. Battery module according to claim 19, characterized in that the clamping bolt (50) and the spacer elements (44, 46) consist of the same metal or metals with comparable coefficients of thermal expansion.

21. Battery module according to claim 19 or claim 20, characterized in that the spacer elements (44. 46) consist of aluminum.

22. Battery module according to claim 21, characterized in that the conductive spacer elements (44) are provided with a conductive coating, for example made of nickel, and the insulating spacer elements (46) with an insulating coating (212, 216), for example an anodized layer ( 212) and / or an organic or inorganic insulating layer (216).