GB2624034A - Traction battery assembly with thermally conductive plate - Google Patents

Traction battery assembly with thermally conductive plate Download PDF

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Publication number
GB2624034A
GB2624034A GB2216535.1A GB202216535A GB2624034A GB 2624034 A GB2624034 A GB 2624034A GB 202216535 A GB202216535 A GB 202216535A GB 2624034 A GB2624034 A GB 2624034A
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GB
United Kingdom
Prior art keywords
thermally conductive
cells
conductive plate
battery assembly
traction battery
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
GB2216535.1A
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GB202216535D0 (en
Inventor
Dunkley Paul
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Jaguar Land Rover Ltd
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Jaguar Land Rover Ltd
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Filing date
Publication date
Application filed by Jaguar Land Rover Ltd filed Critical Jaguar Land Rover Ltd
Priority to GB2216535.1A priority Critical patent/GB2624034A/en
Publication of GB202216535D0 publication Critical patent/GB202216535D0/en
Publication of GB2624034A publication Critical patent/GB2624034A/en
Pending legal-status Critical Current

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Classifications

    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • B60L58/21—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules having the same nominal voltage
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/64—Constructional details of batteries specially adapted for electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/26—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by cooling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/27—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by heating
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H01M10/613—Cooling or keeping cold
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H01M10/615—Heating or keeping warm
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H01M10/617—Types of temperature control for achieving uniformity or desired distribution of temperature
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/62—Heating or cooling; Temperature control specially adapted for specific applications
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/62—Heating or cooling; Temperature control specially adapted for specific applications
    • H01M10/625—Vehicles
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/64—Heating or cooling; Temperature control characterised by the shape of the cells
    • H01M10/647—Prismatic or flat cells, e.g. pouch cells
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/653—Means for temperature control structurally associated with the cells characterised by electrically insulating or thermally conductive materials
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/655—Solid structures for heat exchange or heat conduction
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/655—Solid structures for heat exchange or heat conduction
    • H01M10/6554—Rods or plates
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/655—Solid structures for heat exchange or heat conduction
    • H01M10/6554—Rods or plates
    • H01M10/6555—Rods or plates arranged between the cells
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/655—Solid structures for heat exchange or heat conduction
    • H01M10/6556—Solid parts with flow channel passages or pipes for heat exchange
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M2220/00—Batteries for particular applications
    • H01M2220/20—Batteries in motive systems, e.g. vehicle, ship, plane
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries

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  • Engineering & Computer Science (AREA)
  • Manufacturing & Machinery (AREA)
  • Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Electrochemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Secondary Cells (AREA)
  • Battery Mounting, Suspending (AREA)

Abstract

A traction battery assembly 200 for a vehicle such as a BEV (battery electric vehicle) or HEV (hybrid electric vehicle) comprises a plurality of cells 210 with individual cells 211-216. A cooling plate 220 to control the temperature of cells 211-216 by heating/cooling is provided with an inlet 221 and outlet 222. A thermally conductive plate 230, comprises TIM layers (thermal interface material) 241, 242 positioned between the plurality of cells 210 and cooling plate 220 so that one side thereof is in contact with each cell 211-216 and the other side is in contact with cooling plate 220 along plane P1. The thermally conductive plate 230 has a thermal conductivity there along of more than 100 W/mK (and possibly exceeding 1000 W/mK) and may have an anisotropic thermal conductivity and be comprised of a layer of graphite or graphene and a metallic layer such as aluminium, and a thickness of less than 100 micrometres or less than 1mm. An assembly is also disclosed where a further conductive plate may be positioned between further assemblies of electrical cells (Fig 3). High value conductivity of plate 230 and plate position across cells 211-216 improve thermal spread and thereby battery performance and life.

Description

TRACTION BATTERY ASSEMBLY WITH THERMALLY CONDUCTIVE PLATE
TECHNICAL FIELD
The present disclosure relates to a traction battery assembly for a vehicle. Aspects of the invention relate to a traction battery assembly and to a vehicle.
BACKGROUND
A traction battery assembly comprises a plurality of electrical cells connected to provide power to an electric motor of an electric vehicle (EV), for example a battery electric vehicle (BEV) or hybrid electric vehicle (HEV). Typical traction battery assemblies comprise a cooling plate arranged to extend over the electrical cells to provide thermal management for the cells, for example to cool or heat the cells. The direction of flow of coolant through the cooling plate can mean that the temperature of the cooling plate varies across the assembly.
The cooling plate is typically affixed to the electrical cells with a layer of electrically insulating thermal interface material (TIM). Both the variation in cooling plate temperature and variation in the thickness of the TIM can cause a subsequent variation in cell temperature. This variation in cell temperature can cause the cells to age differently, limiting the entire battery capacity.
It is an aim of the present invention to address one or more of the disadvantages associated with the prior art.
SUMMARY OF THE INVENTION
Aspects and embodiments of the invention provide a traction battery assembly and a vehicle as claimed in the appended claims.
According to an aspect of the present invention there is provided a traction battery assembly for a vehicle comprising a plurality of electrical cells, a cooling plate configured to be cooled or heated in use to control a temperature of the plurality of electrical cells; and a thermally conductive plate disposed along a first plane, wherein a first side of the thermally conductive plate is in thermal contact with each of the plurality of cells and wherein the thermally conductive plate has an in-plane thermal conductivity along the first plane of greater than 100 W/m K. In some embodiments, the thermally conductive plate may be disposed between the plurality of electrical cells and the cooling plate such that a second side of the thermally conductive plate is in thermal contact with the cooling plate.
In other embodiments, the plurality of cells may be disposed between the thermally conductive plate and the cooling plate. The cooling plate may thus be in thermal contact with a first side of each of the plurality of cells, and the first side of the thermally conductive plate may be in thermal contact with a second side of each of the plurality of cells, wherein the second side is opposite the first side. Generally, the portion of each cell proximal to the cooling plate will be more readily heated or cooled by the cooling plate. Thus, by disposing the thermally conductive plate on an opposite side of the cells to the cooling plate, thermal conduction is facilitated between the end portions of the cells furthest from the cooling plate, which are not as readily temperature controlled by the cooling plate. Thus, a more even temperature spread is provided both between and within the cells.
According to an aspect of the present invention there is provided a traction battery assembly for a vehicle, comprising: a plurality of electrical cells, a cooling plate configured to be cooled or heated in use to control a temperature of the plurality of electrical cells; and a thermally conductive plate disposed along a first plane between the plurality of electrical cells and the cooling plate, wherein a first side of the thermally conductive plate is in thermal contact with each of the plurality of cells and wherein a second side of the thermally conductive plate is in thermal contact with the cooling plate, wherein the thermally conductive plate has an in-plane thermal conductivity along the first plane of greater than 100 W/mK. The first side and second side of thermally conductive plate may be on opposite sides of the first plane.
Advantageously, by providing a thermally conductive plate with high in-plane thermal conductivity coupled to both the electrical cells and the cooling plate, heat can be readily dissipated along the first plane between cells to reduce fluctuation in cell temperature. Such fluctuation can arise due to fluctuations in cooling plate temperature and fluctuating thickness of any thermal interface material (TIM) used to bond the cooling plate to the cells. Notably, TIM materials typically have in-plane thermal conductivity of 1-5 W/mK. This thermal conductivity is limited by the electrically isolating and adhesive properties required. Thus TIM cannot effectively achieve the function of in-plane thermal spread.
In some embodiments, the thermally conductive plate has an in-plane thermal conductivity of greater than 50 W/mk, greater than 150 W/mK, greater than 200 W/mK, greater than 500 W/mK, greater than 1000 W/mK, or greater than 1500 W/mK. Higher values of in-plane thermal conductivity facilitate improved performance in thermal spread between cells.
Optionally, the thermally conductive plate has an anisotropic thermal conductivity. That is, the thermally conductive plate has an axial thermal conductivity normal to the first plane (P1) which is different to the in-plane thermal conductivity. Optionally, the in-plane thermal conductivity is greater than the axial thermal conductivity. Beneficially, if such an anisotropic material is used, the thermally conductive plate can be made very thin to reduce the bulk of the battery assembly, whilst maintaining a high thermal conductivity in-plane between cells. Optionally, the thermally conductive plate comprises a layer of graphite or a layer of graphene.
Optionally, the thermally conductive plate comprises a metallic layer. For example, the metallic layer may comprise aluminium.
Optionally, the thermally conductive plate has a thickness between the first side and the second side of less than 1mm. Advantageously, keeping the thermally conductive plate as thin as possible reduces the bulk of the battery assembly. This is achievable as the thermally conductive plate does not need to provide any structural support. In some embodiments, the thickness may alternatively be less than 1.5mm, less than 0.8mm, less than 0.5mm, less than 0.1mm or less than 0.05mm. Typically, for anisotropic materials such as graphite, a thickness in the region of 0.025mm is achievable whilst retaining sufficiently high in-plane thermal conductivity.
In some embodiments, the cooling plate comprises a coolant inlet, a coolant outlet and a cavity extending across the plurality of cells parallel to the first plane, such that in use, coolant flows through the cavity between the coolant inlet and the coolant outlet. The cooling plate may extend across a whole extent of the plurality of electrical cells. This causes a fluctuation in cooling plate temperature across the extent of the plurality of cells. In particular, the temperature of the cooling plate grows warmer towards the outlet if the cooling plate is acting to cool the cells, or the temperature of the cooling plate grows cooler towards the outlet if the cooling plate is acting to warm the cells. Such fluctuation can advantageously be reduced by providing the thermally conductive plate with high in-plane thermal conductivity to exchange heat between cooler and warmer cells.
Optionally, the thermally conductive plate is entirely disposed within a perimeter of the cooling plate in the first plane. That is, the thermally conductive plate does not extend beyond the perimeter of cooling plate, advantageously minimising assembly bulk and material cost.
In some embodiments, the plurality of electrical cells are aligned such that a surface of each of the plurality of cells is coplanar, and wherein the first side of the thermally conductive plate is in thermal contact with the coplanar surface of each of the plurality of cells.
Optionally, the first side of the thermally conductive plate is bonded to each of the plurality of cells by a first layer of thermal interface material, TIM. TIM may be defined as an adhesive material which is electrically isolating but thermally conductive. TIM materials typically have in-plane thermal conductivity of 1-5 W/mK. As the layer of TIM can be relatively thin, heat can be readily conducted axially between the cells and the thermally conductive plate and cooling plate. However, heat cannot be readily conducted by the layer of TIM in-plane between cells as much more TIM would need to be traversed.
Optionally, the second side of the thermally conductive plate is bonded to the cooling plate by a second layer of TIM.
In some embodiments, the thermally conductive plate is in thermal contact with a first side of the cooling plate, and the traction battery assembly comprises: a further plurality of electrical cells; and a further thermally conductive plate arranged along a second plane parallel to the first plane between the further plurality of electrical cells and the cooling plate, wherein a first side of the further thermally conductive plate is in thermal contact with each of the further plurality of cells and wherein a second side of the further thermally conductive plate is in thermal contact with a second side of the cooling plate opposite the first side, wherein the further thermally conductive plate has an in-plane thermal conductivity along the second plane of greater than 100 W/mK. That is, the cooling plate may be sandwiched between the plurality of electrical cells and the further plurality of electrical cells, and act to control the temperature of each. The first and second sides of the cooling plate may be disposed on opposite sides of a cavity of the cooling plate. Beneficially, a single cooling plate can be purposed to cool or heat two groups of cells on either side of the cooling plate.
According to another aspect of the invention, there is provided a vehicle comprising a traction battery assembly according to any one of the above aspects.
Within the scope of this application it is expressly intended that the various aspects, embodiments, examples and alternatives set out in the preceding paragraphs, in the claims and/or in the following description and drawings, and in particular the individual features thereof, may be taken independently or in any combination. That is, all embodiments and/or features of any embodiment can be combined in any way and/or combination, unless such features are incompatible. The applicant reserves the right to change any originally filed claim or file any new claim accordingly, including the right to amend any originally filed claim to depend from and/or incorporate any feature of any other claim although not originally claimed in that manner.
BRIEF DESCRIPTION OF THE DRAWINGS
One or more embodiments of the invention will now be described, by way of example only, with reference to the accompanying drawings, in which: Figure 1 shows a traction battery assembly according to the prior art; Figure 2A illustrates a traction battery assembly 200 according to an embodiment; Figure 2B illustrates a magnified view of a portion of the traction battery assembly 200; Figure 3 illustrates a traction battery assembly 300 according to another embodiment; Figure 4A illustrates a traction battery assembly 400 according to another embodiment; Figure 4B illustrates a magnified cross-section of a portion of the traction battery assembly 400; Figure 5 illustrates a thermally conductive plate for the traction battery assembly; Figure 6 shows a contour plot illustrating temperature distribution data across a cell taken from an assembly with and without a thermally conductive plate; Figure 7 shows a line chart illustrating temperature distribution data across a cell taken from an assembly with and without a thermally conductive plate; and Figure 8 shows a vehicle in accordance with an embodiment of the invention.
DETAILED DESCRIPTION
The present invention relates to a traction battery assembly for use in a vehicle and to a vehicle. A traction battery assembly comprises a plurality of electrical cells connected to provide power to an electric motor of an electric vehicle (EV), for example a battery electric vehicle (BEV) or hybrid electric vehicle (HEV).
Figure 1 illustrates a cross-section of an example traction battery assembly 100 according to the prior art for use in a traction battery for a vehicle. The traction battery assembly 100 comprises a plurality of electrical cells 110 electrically connected by a busbar assembly (not shown). Each of the electrical cells 110 may be any cell type suitable for use in a traction battery, such as a prismatic cell, pouch cell or cylindrical cell.
Cooling or heating of the cells 110 is provided by a cooling plate 120 arranged to be in thermal contact with a face of each cell 110. The cells 110 and cooling plate 120 are located in a housing (not shown) which provides structural support for the prior art battery assembly and a controlled environment for the cells 110.
The cooling plate 120 comprises a plurality of channels through which a liquid coolant may flow, thereby cooling or heating the cells 110. The cooling plate 120 is provided with at least an inlet 121 for receiving coolant fluid and an outlet 122 for expelling coolant fluid. Each of the inlet 121 and outlet 122 are connected via a conduit arrangement to a thermal management system for circulating and controlling the temperature of the coolant fluid. In use for cooling the cells, chilled coolant fluid is provided to the inlet 121 of the cooling plate 120. The chilled coolant fluid flows through the channels between the inlet 121 and the outlet 122 and is warmed by the heat emitted from the cells 110. The warmed coolant fluid is emitted from the outlet and directed away by the thermal management system in order to dissipate the heat from the prior art traction battery assembly 100. The heat flow may be reversed for heating the cells.
Thermal contact between the cooling plate 120 and the cells 110 is provided via a layer of thermal interface material (TIM) 130 disposed between the cooling plate 120 and the cells 110. The TIM 130 is typically selected to be an adhesive and electrically insulating material to secure the cooling plate 120 to each of the cells 110 and avoid the presence of air gaps, which prevent effective thermal conduction. The TIM 130 provides adequate thermal conductivity to conduct heat between the cooling plate 120 and each cell 110, however the thermal conductivity is limited by the electrically insulating and adhesive properties which are required of the TIM 130. The TIM 130 typically has a thermal conductivity of 1-5 VV/mK. Thus, it is desirable to keep the TIM 130 as thin as possible in order to improve thermal conductivity between the cooling plate 120 and the cells 110.
In a typical prior art traction battery assembly 100, variation in cell temperature can arise. This variation can be caused by a change in coolant temperature in the cooling plate 120 between the inlet 121 and the outlet 122. For example, if the cooling plate 120 is circulating chilled coolant to reduce the temperature of the cells 110, the coolant in the plate will be warmed by the cells 110 between the inlet 121 and the outlet 122. Thus, cells 110 located close to the outlet 122 will be chilled less effectively than cells 110 located close to the inlet 121. Conversely, if the cooling plate 120 is circulating warmed coolant to increase the temperature of the cells 110, the coolant in the plate will be chilled by the cells 110 between the inlet 121 and the outlet 122. Thus, cells 110 located close to the outlet 122 will be warmed less effectively than those cells 110 located close to the inlet 121.
Furthermore, variation in thickness of the TIM 130 can arise during construction of the traction battery assembly 100. This variation in thickness can be caused by the manufacturing process applying more pressure to one side of the cooling plate 120, thereby causing "wedging" of the TIM 130 wherein the layer of TIM 130 is thicker at one side of the traction battery assembly 100 than the other side. Cells 110 located in regions where the TIM 130 is thicker will be warmed or cooled less effectively than those cells 110 located in regions where the TIM 130 is thinner. Finally, air bubbles present in the TIM 130 can cause localised regions of very low thermal conductivity.
Together, these variables can cause a large fluctuation in cell temperature across the extent of the traction battery assembly 100. It is therefore desirable to balance out the cell temperatures in the traction battery assembly 100 to achieve a more uniform temperature distribution across the cells 110.
The present invention aims to address one or more of the problems associated with the prior art traction battery assembly 100. A traction battery assembly 200 according to an embodiment of the present invention is described herein with reference to the accompanying Figures 2A and 2B. With reference to Figure 2A, there is shown a cross-sectional view of the traction battery assembly 200 for use in a vehicle. A magnified view of a portion of the traction battery assembly 200 is illustrated in Figure 2B.
The traction battery assembly 200 comprises a plurality of electrical cells 210. The plurality of electrical cells 210 are electrically connected by a busbar assembly (not shown). Each of the electrical cells 210 may be any cell type suitable for use in a traction battery, such as a prismatic cell, pouch cell or cylindrical cell, as described with reference to the prior art assembly 100. The plurality of electrical cells 210 are aligned such that a surface of each of the plurality of cells is coplanar. In this way, a flat surface of a cooling plate can be readily arranged to be in thermal contact with the coplanar surface of each cell 210.
Analogously to the prior art assembly 100, the traction battery assembly comprises a cooling plate 220 for controlling a temperature of the plurality of electrical cells 210. The cooling plate 220 comprises an inlet 221, an outlet 222 and a cavity extending across the plurality of cells such that in use, coolant flows through the cavity between the inlet 221 and the outlet 222. The cooling plate 220 extends across the whole extent of the plurality of electrical cells 210, and in this way is arranged to control the temperature of all of the cells 210. As discussed with reference to the prior art assembly 100, the arrangement of the inlet 221 and the outlet 222 can cause variation in the temperature of the coolant across the assembly and thus consequently variation in cell temperature across the plurality of cells 210. For example, a first cell 211 located proximal to the inlet 221 will be more effectively cooled or heated by the cooling plate 220 than a sixth cell 216 proximal to the outlet 222, due to the heat exchanged between the coolant and the cells 210 between the inlet 221 and the outlet 222. This causes a temperature gradient along the six cells 211, 212, 213, 214, 215, 216 between the inlet 221 and the outlet 222 of the cooling plate 220. It is desirable to reduce the fluctuation in cell temperature across the traction battery assembly 200 in order to improve the longevity of the battery assembly.
According to the present invention, the traction battery assembly 200 is provided with a thermally conductive plate 230 disposed along a first plane P1. In the illustrated embodiment, the first plane P1 is located between the plurality of electrical cells 210 and the cooling plate 220. An example thermally conductive plate 230 is illustrated in Figure 5. The thermally conductive plate 230 is a substantially planar sheet having a first side 510 and a second side 520. A thickness 530 of the thermally conductive plate 230 is defined as a distance between the first side 510 and the second side 520 of the plate 230. Some fluctuation in thickness may occur, and thus reference to the thickness 530 can be interpreted to mean an average distance between the two sides 510, 520. The thermally conductive plate 230 may be arranged to have an area across the first plane P1 which is entirely disposed within a perimeter of the cooling plate 220. By retaining the thermally conductive plate within the boundary of the cooling plate, the material cost for the thermally conductive plate is reduced.
The first side 510 of the thermally conductive plate 230 is in thermal contact with each of the plurality of cells 210, for example, in thermal contact with the coplanar surface of each of the plurality of cells 210. In the embodiment illustrated in Figures 2A and 2B, the second side 520 of the thermally conductive plate is in thermal contact with a first side 224 of the cooling plate 220. The thermal contact may be provided via a respective layer of thermal interface material (TIM) on each side of the thermally conductive plate. As illustrated in Figures 2A and 2B, the first side 510 of the thermally conductive plate 230 is bonded to each of the plurality of cells 210 by a first layer 241 of TIM. The second side 520 of the thermally conductive plate 230 is bonded to the first side 224 of the cooling plate 220 by a second layer 242 of TIM.
As discussed with reference to the prior art assembly 100, each TIM layer is adhesive and electrically isolating, and typically has a thermal conductivity of 1-5 W/mK. The first and second layers 241, 242 of TIM thus act to adhere the thermally conductive plate 230 to each of the cells 210 and the cooling plate 220, electrically isolate the thermally conductive plate 230 from the cells 210 and cooling plate 220 and provide an axial thermal path normal to the first plane P1 for heat to traverse between the cooling plate 220, thermally conductive plate 230 and cells 210. Whilst the TIM layers 241, 242 facilitate axial thermal conductivity between the layers, the thermal conductivity of the TIM is not sufficiently high to facilitate significant in-plane thermal conductivity along the layers 241, 242 parallel to the first plane P1 due to the volume of material which the heat would be required to penetrate.
The thermally conductive plate 230 is composed such that it has a high in-plane thermal conductivity along the first plane P1, as defined below. Introducing a thermally conductive plate into the assembly 200 with a high in-plane thermal conductivity coupled to both the electrical cells 210 and the cooling plate 220 advantageously means that heat can be readily dissipated along the first plane P1 between cells 210 in order to reduce the fluctuation in cell temperature. For example, if the first cell 211 has a lower temperature than the second cell 212, heat can be readily transferred along the thermally conductive plate 230 from the second cell 212 to the first cell 211 to even out the fluctuation.
A high in-plane thermal conductivity may be defined as greater than 50 W/mK or greater than 100 W/mK. Indeed, a high in-plane conductivity may be defined as greater than 200 W/mK. In some embodiments, a high in-plane conductivity may be defined as greater than 1000 W/mK.
High values of in-plane thermal conductivity greater than 100 W/mK can be provided by various metallic materials. Thus, the thermally conductive plate may comprise a metallic layer, such as an aluminium layer.
In some embodiments, the material chosen for the thermally conductive plate 230 may have an anisotropic thermal conductivity, that is, a different axial conductivity to its in-plane conductivity. The axial thermal conductivity of the plate 230 may be defined as a conductivity of the plate in a direction normal to the first plane P1, i.e., a conductivity normal to the cooling plate and to the surface of the cells. The thermally conductive plate 230 may be arranged to have an in-plane thermal conductivity greater than its axial thermal conductivity. Constructing the thermally conductive plate 230 of such an anisotropic material confers several advantages. Firstly, the thermally conductive plate 230 can be made very thin to reduce the bulk of the battery assembly without substantially impacting its performance to provide in-plane thermal conduction. Secondly, such anisotropic materials can achieve high values of in-plane thermal conductivity in the region of greater than 1000 W/mK or greater than 1500 W/mK. The anisotropic material used in the thermally conductive plate may for example be a layer of graphite or a layer of graphene. In some embodiments, the thermally conductive plate 230 may comprise a laminar composite of more than one material, for example including at least one layer of graphite or graphene.
The thickness 430 of the thermally conductive plate 230 can be selected depending on the material of the thermally conductive plate 230 in order to achieve the desired in-plane thermal conductivity. For example, a metallic layer such as aluminium may be provided with a larger thickness than a layer of graphite as reducing the thickness of a metallic layer reduces the in-plane thermal conductivity. Typically, the thickness 430 of the thermally conductive plate 230 is less than 1mm. However, in some embodiments the thickness 430 may be less, such as less than 0.5mm, less than 0.1mm or less than 0.05mm.
Example values for the in-plane thermal conductivity and thickness of various materials for use in the thermally conductive plate 230 are shown below. However, other sufficiently conductive materials may also be used.
Material Anisotropic/isotropic In-plane thermal Thickness (mm) conductivity (W/mK) Graphite sheeting, Anisotropic 1500 0.025 T.Global technology 168 Graphite sheeting, Anisotropic 1700 0.087 (0.012mm Nanoshel graphite, 0.075mm PET and adhesive) Aluminium Isotropic -238 <1mm, with reduced performance at lower thicknesses Without the thermally conductive plate 230, such in-plane conductivity would not be sufficiently provided by the prior art traction battery assembly 100. For example, with reference to the prior art assembly 100, the only layer disposed between the cooling plate and the cells is the TIM. Notably, TIM materials have typical in-plane thermal conductivity values of 1-5 W/mK. Whilst this is sufficient axial conductivity for heat to traverse the thin layer between the cooling plate and the cells, it is insufficient to provide effective thermal conduction in-plane between cells as the volume of material through which the heat must be transmitted is significantly greater. Thus, providing the thermally conductive plate 230 to the traction battery assembly adds an effective planar conduction path along the first plane P1, facilitating the dissipation of heat between cells 210.
As shown in Figure 2, in the traction battery assembly 200, the thermally conductive plate 230 is disposed between the plurality of electrical cells 210 and the cooling plate 220. However, in alternative embodiments, the thermally conductive plate 230 may be disposed on a different side of the plurality of electrical cells 210 to the cooling plate 220.
With reference to Figure 3, there is illustrated a traction battery assembly 300 according to another embodiment of the invention.
The traction battery assembly 300 comprises a plurality of electrical cells 310 arranged analogously to the cells 210 of the assembly 200. The plurality of electrical cells 310 are aligned to provide a first face 312 along a first side of each of the cells 310 and a second face 314 along a second side of each of the cells 310. The first face 312 and the second face 314 are opposing, i.e., disposed on opposite sides of the plurality of electrical cells 310. In the illustrated embodiment, the cells 310 are uniformly sized and thus the first face 312 and the second face 314 are substantially parallel. According to the illustrated embodiment, each of the first face 312 and second face 314 are devoid of cell terminals which beneficially facilitates thermal conduction on each face. In the arrangement shown, the terminals of each cell may instead be disposed on side faces of the cell substantially perpendicular to the first face 312 and the second face 314, e.g., faces of each cell 310 having a normal extending from the page.
The traction battery assembly 300 comprises a cooling plate 320 having an inlet 321 and an outlet 322, and a thermally conductive plate 330. The cooling plate 320 and thermally conductive plate 330 are analogous to those described with reference to Figures 2A and 2B. However, in the traction battery assembly 300, the cooling plate 320 and thermally conductive plate 330 are disposed on opposite sides of the plurality of electrical cells 310.
In the illustrated embodiment, the cooling plate 320 is bonded directly to the first face 312 of the plurality of electrical cells by a first layer 342 of TIM. The thermally conductive plate 330 is bonded directly to the second face 314 of the plurality of electrical cells by a second layer 341 of TIM. Thus, the cooling plate 320 is in thermal contact with the first side of each of the plurality of cells, and the thermally conductive plate is in thermal contact with the second side of each of the plurality of cells.
Generally, the portion of each cell 310 proximal to the first face 312 will be more readily heated or cooled by the cooling plate 320 due to proximity to the cooling plate 320. Beneficially, by disposing the thermally conductive plate 330 on the second face 314, thermal conduction is facilitated between the end portions of the cells 310 proximal to the second face 314, which are not as readily controlled by the cooling plate 320. Thus, a more even temperature spread is provided both between and within the cells 310.
With reference to Figures 4A and 4B, there is illustrated a traction battery assembly 400 according to another embodiment of the invention. The traction battery assembly comprises a first plurality of cells 410, a second plurality of cells 450 and a cooling plate 420 disposed between the first plurality of cells 410 and the second plurality of cells 450.
The first plurality of cells 410 and cooling plate 420 are arranged analogously to the traction battery assembly 200 of Figures 2A and 2B. As shown in Figure 4B, a first thermally conductive plate 430 is provided between the first plurality of cells 410 and a first side 424 of the cooling plate 420. The first thermally conductive plate 430 is coupled to each of the first plurality of cells 410 via a first layer 441 of TIM, and coupled to the first side 424 of the cooling plate 420 via s second layer 442 of TIM.
The traction battery assembly 400 then comprises a second thermally conductive plate 432 arranged along a second plane parallel to the first plane P1 between the cooling plate 420 and the second plurality of cells 450. Each of the first and second thermally conductive plates 430, 432 may be equivalent to the thermally conductive plate 230 described with reference to Figures 2A and 2B. The second thermally conductive plate 432 is coupled to each of the second plurality of cells 450 via a third layer 448 of TIM, and coupled to a second side 426 of the cooling plate 420 via a fourth layer 446 of TIM.
Thus, the cooling plate 420 of the traction battery assembly 400 is sandwiched between the first plurality of electrical cells 410 and the second plurality of electrical cells 450 and acts to control the temperature of each group of cells. Thus, beneficially, one cooling plate can be purposed to cool or heat two cell groups on either side of the cooling plate.
With reference to Figure 6, there is illustrated example data showing the impact of the inclusion of a thermally conductive plate 230 in the traction battery assembly 200. Figure 6 illustrates a first contour plot 610 and a second contour plot 620, each plot 610, 620 showing a cross-section of a cell in a traction battery assembly. In each case, the density of the gradient lines illustrate the temperature gradient across the cell. The temperature data has been obtained by introducing an air bubble into the layer of TIM between each cell and the respective cooling plate at the center point of the cell. In the first contour plot 610, the traction battery assembly is the traction battery assembly 200, and thus there is a thermally conductive plate 230 between the cell and the cooling plate. In the second contour plot 620, the traction battery assembly is the prior art assembly 100, i.e., an assembly with no thermally conductive plate.
It can be seen that the number of gradient lines crossed across the cell is less in the first contour plot 610 than the second contour plot 620, thus illustrating that the temperature fluctuation across the cell is reduced by the inclusion of the thermally conductive plate 230.
With reference to Figure 7, there is illustrated further example data showing the impact of the inclusion of a thermally conductive plate 230 in the traction battery assembly 200. Figure 7 shows two temperature line plots A and B representing the temperature (y axis) against the distance across the cell surface (x axis). Line plot A corresponds to the first contour plot 610 of Figure 6, i.e., a cell of the traction battery assembly 200 including the thermally conductive plate 230. Line plot B corresponds to the second contour plot 620 of Figure 6, i.e., a cell of the prior art assembly 100. Again, it can be seen that the inclusion of the thermally conductive plate reduces the variance of the cell temperature across the cell.
Thus, embodiments of the present invention facilitate the effective dissipation of heat between cells of a traction battery assembly by providing a thermally conductive plate between the cooling plate and the cells to add an effective in-plane conduction path. Temperature fluctuation between and within cells is therefore effectively reduced, mitigating the effect of variation in TIM depth, variation in cooling plate temperature and air pockets in the TIM. By reducing the temperature fluctuation across the cells of the assembly, the present invention improves charge times of the battery assembly, lifetime of the battery assembly and battery assembly performance.
With reference to Figure 8, the traction battery assembly 200, 300, 400 may be implemented in a vehicle 800. The vehicle 800 is an electric vehicle (EV), for example a battery electric vehicle (BEV) or hybrid electric vehicle (HEV). The cells 210, 310, 410, 450 of the traction battery assembly 200, 300, 400 can be arranged to provide power to a traction motor of the vehicle 800. The vehicle 800 illustrated is an automobile, but it will be appreciated that the traction battery assembly 200, 300, 400 may be implemented in any other electric vehicle.
It will be appreciated that various changes and modifications can be made to the present invention without departing from the scope of the present application.

Claims (15)

  1. CLAIMS1. A traction battery assembly for a vehicle, comprising: a plurality of electrical cells, a cooling plate configured to be cooled or heated in use to control a temperature of the plurality of electrical cells; and a thermally conductive plate disposed along a first plane between the plurality of electrical cells and the cooling plate, wherein a first side of the thermally conductive plate is in thermal contact with each of the plurality of cells and wherein a second side of the thermally conductive plate is in thermal contact with the cooling plate, wherein the thermally conductive plate has an in-plane thermal conductivity along the first plane of greater than 100 W/mK.
  2. 2. The traction battery assembly of claim 1, wherein the thermally conductive plate has an in-plane thermal conductivity along the first plane of greater than 1000 W/mK.
  3. 3. The traction battery assembly of claim 1 or 2, wherein the thermally conductive plate has an anisotropic thermal conductivity.
  4. 4. The traction battery assembly of claim 3, wherein the thermally conductive plate has an axial thermal conductivity normal to the first plane, such that the in-plane thermal conductivity is greater than the axial thermal conductivity.
  5. 5. The traction battery assembly of any preceding claim, wherein the thermally conductive plate has a thickness between the first side and the second side of less than 1mm.
  6. 6. The traction battery assembly of any preceding claim, wherein the thermally conductive plate comprises a layer of graphite or a layer of graphene.
  7. 7. The traction battery assembly of claim 6, wherein the thermally conductive plate has a thickness between the first side and the second side of less than 100 micrometres.
  8. 8. The traction battery assembly of any of claims 1 to 6, wherein the thermally conductive plate comprises a metallic layer, optionally wherein the metallic layer is an aluminium layer
  9. 9. The traction battery assembly of any preceding claim, wherein the cooling plate comprises a coolant inlet, a coolant outlet and a cavity extending across the plurality of cells parallel to the first plane, such that in use, coolant flows through the cavity between the coolant inlet and the coolant outlet.
  10. 10. The traction battery assembly of any preceding claim, wherein the thermally conductive plate is entirely disposed within a perimeter of the cooling plate in the first plane.
  11. 11. The traction battery assembly of any preceding claim, wherein the plurality of electrical cells are aligned such that a surface of each of the plurality of cells is coplanar, and wherein the first side of the thermally conductive plate is in thermal contact with the surface of each of the plurality of cells.
  12. 12. The traction battery assembly of any preceding claim, wherein the first side of the thermally conductive plate is bonded to each of the plurality of cells by a first layer of thermal interface material, TIM.
  13. 13. The traction battery assembly of any preceding claim, wherein the second side of the thermally conductive plate is bonded to the cooling plate by a second layer of thermal interface material, TIM.
  14. 14. The traction battery assembly of any preceding claim, wherein the thermally conductive plate is in thermal contact with a first side of the cooling plate, and wherein the traction battery assembly comprises: a further plurality of electrical cells; and a further thermally conductive plate arranged along a second plane parallel to the first plane between the further plurality of electrical cells and the cooling plate, wherein a first side of the further thermally conductive plate is in thermal contact with each of the further plurality of cells and wherein a second side of the further thermally conductive plate is in thermal contact with a second side of the cooling plate opposite the first side, wherein the further thermally conductive plate has an in-plane thermal conductivity along the second plane of greater than 100 W/mK.
  15. 15. A vehicle comprising a traction battery assembly according to any one of the preceding claims.
GB2216535.1A 2022-11-07 2022-11-07 Traction battery assembly with thermally conductive plate Pending GB2624034A (en)

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Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN2847551Y (en) * 2004-10-26 2006-12-13 上海申建冶金机电技术有限公司 Box type nickel-hydrogen power group battery
EP2144323A1 (en) * 2008-07-08 2010-01-13 Valeo Klimasysteme GmbH Cooling of a drive battery assembly of an electric, fuel cell or hybrid vehicle.
FR2955976A1 (en) * 2010-02-01 2011-08-05 Renault Sas Bin for storing accumulator batteries to supply current to electric engine of e.g. electric propulsion vehicle, has fixation units are arranged in manner such that end faces of stack are applied against upper wall
US20130309542A1 (en) * 2012-05-19 2013-11-21 Lg Chem, Ltd. Battery cell assembly and method for manufacturing a cooling fin for the battery cell assembly
GB2560039A (en) * 2017-02-28 2018-08-29 Jaguar Land Rover Ltd Battery cell housing
CN111355004A (en) * 2018-12-21 2020-06-30 江苏时代新能源科技有限公司 Battery module
US20230006276A1 (en) * 2021-07-02 2023-01-05 Southwest Research Institute Techniques for forming thermally resilient energy storage devices and a battery thermal management system implementing same
GB2611781A (en) * 2021-10-14 2023-04-19 Jaguar Land Rover Ltd Harness assembly
GB2611813A (en) * 2021-10-18 2023-04-19 Jaguar Land Rover Ltd Battery components and methods of assembly

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN2847551Y (en) * 2004-10-26 2006-12-13 上海申建冶金机电技术有限公司 Box type nickel-hydrogen power group battery
EP2144323A1 (en) * 2008-07-08 2010-01-13 Valeo Klimasysteme GmbH Cooling of a drive battery assembly of an electric, fuel cell or hybrid vehicle.
FR2955976A1 (en) * 2010-02-01 2011-08-05 Renault Sas Bin for storing accumulator batteries to supply current to electric engine of e.g. electric propulsion vehicle, has fixation units are arranged in manner such that end faces of stack are applied against upper wall
US20130309542A1 (en) * 2012-05-19 2013-11-21 Lg Chem, Ltd. Battery cell assembly and method for manufacturing a cooling fin for the battery cell assembly
GB2560039A (en) * 2017-02-28 2018-08-29 Jaguar Land Rover Ltd Battery cell housing
CN111355004A (en) * 2018-12-21 2020-06-30 江苏时代新能源科技有限公司 Battery module
US20230006276A1 (en) * 2021-07-02 2023-01-05 Southwest Research Institute Techniques for forming thermally resilient energy storage devices and a battery thermal management system implementing same
GB2611781A (en) * 2021-10-14 2023-04-19 Jaguar Land Rover Ltd Harness assembly
GB2611813A (en) * 2021-10-18 2023-04-19 Jaguar Land Rover Ltd Battery components and methods of assembly

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