KR20220030823A - Battery Module for Electric Vehicles - Google Patents

Abstract

The present invention relates to a battery module for an electric vehicle, and the battery module includes: a module case (10) including a predetermined size of an enclosure (101) in which an accommodation portion is formed, a lid slit (103), a cover (102) which is openably/closely provided on an upper portion thereof, a lid slit formed on a side surface thereof so that an electrode lid (202) of each of a plurality of battery cells (20) is exposed to an outside, and a plurality of busbar installation portions (104) formed on both sides thereof; the plurality of battery cells (20) accommodated in the module case (10); a plurality of sensing busbars (30) installed in the busbar installation portion (104) to be electrically connected to the electrode lid (202) of the battery cell(20) protruding through the lid slit (103), and including a plurality of layer portions; and a power busbar (40) electrically connected to the sensing busbars (30) located at outermost left and right sides of the plurality of sensing busbars (30) and including a plurality of layer units. According to the present invention, the weight and manufacturing cost of the battery module can be reduced by improving the structures of the sensing busbar and power busbar that electrically connect the plurality of battery cells constituting the battery module.

Description

Battery Module for Electric Vehicles

The present invention relates to a battery module for an electric vehicle, and more particularly, while reducing the weight of the battery module by improving the structures of a sensing bus bar and a power bus bar that electrically connect a plurality of battery cells constituting the battery module. It relates to a battery module for electric vehicles that can lower the manufacturing cost.

An electric vehicle is a vehicle powered by electricity, and refers to a vehicle that obtains driving energy by rotating a motor with electricity accumulated in a battery rather than obtaining driving energy from combustion of fossil fuels.

Electric cars were developed before gasoline cars in 1873, but they were not put to practical use due to problems such as the heavy weight of the battery and the long time it takes to charge due to the limitations of the battery manufacturing technology at the time.

However, as environmental pollution becomes serious and the problem of resource scarcity has emerged, competition for electric vehicle development by automakers in each country has been fierce since the 1990s.

As of 2020, electric vehicles are more expensive than general internal combustion engine vehicles, so electric vehicles are not widely distributed.

Therefore, in order to secure price competitiveness to promote the sales of electric vehicles, it is essential to reduce the battery price by 40% of the manufacturing cost of electric vehicles. Generally, it is necessary to drop to $100 per 1kWh in order to achieve price competitiveness comparable to that of conventional internal combustion engine vehicles. will be

Therefore, not only electric vehicle manufacturers in each country but also electric vehicle battery manufacturers are focusing on R&D and production efficiency to lower the manufacturing cost of batteries.

In general, battery modules used in electric vehicles include a metal module case, a plurality of battery cells accommodated inside the module case, a sensing bus bar electrically connected to the electrode lead of the battery cell, and a power bus bar electrically connected to the sensing bus bar. is composed

On the other hand, the conventional sensing bus bar and the power bus bar are made of copper having excellent electrical conductivity. However, due to the characteristics of the material of copper, which is a metal, there are disadvantages in that the weight is heavy and the manufacturing cost is high.

As described above, 12 to 20 sensing bus bars and power bus bars made of copper are generally installed in one battery module, and a battery pack composed of 6 to 20 battery modules is installed in a typical electric vehicle.

Therefore, the battery module using the copper sensing bus bar and power bus bar has a significant weight, which increases the weight of the battery pack.

In addition, a battery module using a sensing bus bar made of copper and a power bus bar has a high manufacturing cost and is pointed out as a major factor in the high price of batteries, which account for a high proportion in the manufacturing cost of electric vehicles.

Therefore, there is an urgent need to develop technologies for a sensing bus bar and a power bus bar to reduce the weight of the battery module, which is the key to lightening the electric vehicle, and to lower the manufacturing cost of the battery module.

Unexamined Patent Publication No. 10-2019-0017275

In order to solve the conventional disadvantages as described above, the present invention reduces the weight of the battery module and reduces the manufacturing cost by improving the structures of a sensing bus bar and a power bus bar that electrically connect a plurality of battery cells constituting the battery module. An object of the present invention is to provide a battery module for electric vehicles that can be lowered.

In order to achieve the above object, the battery module for an electric vehicle of the present invention,

It becomes a housing 101 of a predetermined size in which a receiving part is formed therein, an openable and openable cover 102 is provided on the upper part, and each electrode lead 202 of a plurality of battery cells 20 accommodated therein is provided on the side to the outside. a module case 10 in which an exposed lead slit 103 is formed and a plurality of bus bar installation parts 104 are formed on both sides thereof;

a plurality of battery cells 20 accommodated in the module case 10;

a plurality of sensing bus bars 30 installed in the bus bar installation part 104 and electrically connected to the electrode leads 202 of the battery cells 20 protruding through the lead slits 103 and configured of a plurality of layer parts;

a power bus bar 40 electrically connected to a sensing bus bar 30 positioned at the outermost left and right among the plurality of sensing bus bars 30 and configured of a plurality of layer parts; includes

In one embodiment, the sensing bus bar 30,

a first layer portion L1 made of an aluminum material and formed to a predetermined thickness;

a second layer portion (L2) made of a copper material and integrally formed to be bonded to one side of the first layer portion (L1) to a predetermined thickness; It is characterized in that it includes.

In one embodiment, the sensing bus bar 30,

It is characterized in that the first layer portion (L1) and the second layer portion (L2) are formed in a weight ratio of 8 to 8.5: 1.5 to 2.

In one embodiment, the sensing bus bar 30,

a first layer portion L1 made of an aluminum material and formed to a predetermined thickness;

a second layer portion (L2) made of a copper material and integrally formed to be bonded to one side of the first layer portion (L1) to a predetermined thickness;

a third layer portion (L3) made of a copper material and integrally formed to be bonded to the other side of the first layer portion (L1) to a predetermined thickness; It is characterized in that it includes.

In one embodiment, the sensing bus bar 30,

The first layer portion L1, the second layer portion L2, and the third layer portion L3 are formed in a weight ratio of 7 to 8.5: 0.75 to 1.5: 0.75 to 1.5.

In one embodiment, the power bus bar 40,

a first layer portion L1 made of an aluminum material and formed to a predetermined thickness;

a second layer portion (L2) made of a copper material and integrally formed to be bonded to one side of the first layer portion (L1) to a predetermined thickness; It is characterized in that it includes.

In one embodiment, the power bus bar 40,

It is characterized in that the first layer portion (L1) and the second layer portion (L2) are formed in a weight ratio of 8 to 8.5: 1.5 to 2.

In one embodiment, the power bus bar 40,

a first layer portion L1 made of an aluminum material and formed to a predetermined thickness;

a second layer portion (L2) made of a copper material and integrally formed to be bonded to one side of the first layer portion (L1) to a predetermined thickness;

a third layer portion (L3) made of a copper material and integrally formed to be bonded to the other side of the first layer portion (L1) to a predetermined thickness; It is characterized in that it includes.

In one embodiment, the power bus bar 40,

The first layer portion L1, the second layer portion L2, and the third layer portion L3 are formed in a weight ratio of 7 to 8.5: 0.75 to 1.5: 0.75 to 1.5.

According to the present invention, it is possible to improve the fuel efficiency of an electric vehicle in which the battery module is used by reducing the weight of the battery module by improving the structures of the sensing bus bar and the power bus bar that electrically connect a plurality of battery cells constituting the battery module. there is an effect

In addition, it is possible to significantly lower the manufacturing cost of the battery module, thereby lowering the manufacturing cost of the electric vehicle, thereby further activating the spread of electric vehicles.

1 is a perspective view according to an embodiment of a battery module for an electric vehicle of the present invention.
2 is a cross-sectional view illustrating a battery module for an electric vehicle according to an embodiment of the present invention.
3 is an exemplary view showing a sensing bus bar according to an embodiment of the battery module for an electric vehicle of the present invention.
4 is an exemplary view showing a sensing bus bar according to another embodiment of the battery module for an electric vehicle of the present invention.
5 is an exemplary view showing a power bus bar according to an embodiment of the battery module for an electric vehicle of the present invention.
6 is an exemplary view showing a power bus bar according to another embodiment of the battery module for an electric vehicle of the present invention.

Hereinafter, with reference to the accompanying drawings, embodiments of the present invention will be described in detail so that those of ordinary skill in the art can easily carry out the present invention. However, since the description of the present invention is merely an embodiment for structural or functional description, the scope of the present invention should not be construed as being limited by the embodiment described in the text. That is, since the embodiment is capable of various changes and may have various forms, it should be understood that the scope of the present invention includes equivalents capable of realizing the technical idea. In addition, since the object or effect presented in the present invention does not mean that a specific embodiment should include all of them or only such effects, it should not be understood that the scope of the present invention is limited thereby.

The meaning of the terms described in the present invention should be understood as follows.

Terms such as “first” and “second” are for distinguishing one component from other components, and the scope of rights should not be limited by these terms. For example, a first component may be termed a second component, and similarly, a second component may also be termed a first component. When a component is referred to as “connected” to another component, it may be directly connected to the other component, but it should be understood that other components may exist in between. On the other hand, when it is mentioned that a certain element is "directly connected" to another element, it should be understood that the other element does not exist in the middle. On the other hand, other expressions describing the relationship between elements, that is, “between” and “between” or “adjacent to” and “directly adjacent to”, etc., should be interpreted similarly.

The singular expression is to be understood to include the plural expression unless the context clearly dictates otherwise, and terms such as "comprise" or "have" are not intended to refer to the specified feature, number, step, action, component, part or any of them. It is intended to indicate that a combination exists, and it should be understood that it does not preclude the possibility of the existence or addition of one or more other features or numbers, steps, operations, components, parts, or combinations thereof.

All terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs, unless otherwise defined. Terms defined in general used in the dictionary should be interpreted as having the meaning consistent with the context of the related art, and cannot be interpreted as having an ideal or excessively formal meaning unless explicitly defined in the present invention.

1 is a perspective view of an electric vehicle battery module according to an embodiment of the present invention, and FIG. 2 is a cross-sectional view illustrating an electric vehicle battery module according to an embodiment of the present invention.

It will be described with reference to FIGS. 1 to 2 .

In the present invention, the battery module reduces the weight of the battery module by improving the structure of the sensing bus bar 30 and the power bus bar 40 that electrically connect the plurality of battery cells 20 constituting the battery module, and at the same time It includes a module case 10 , a battery cell 20 , a sensing bus bar 30 , and a power bus bar 40 to reduce manufacturing cost.

The module case 10 accommodates a plurality of battery cells 20, and allows installation of the sensing bus bar 30 and the power bus bar 40 and electrical connection with the battery cells 20; It includes a cover 102 , a lead slit 103 , and a bus bar installation part 104 .

The housing 101 has an accommodating portion for accommodating the battery cells 20 therein, and an opening is formed in the upper portion.

The cover 102 is installed in the opening so as to be able to open and close.

On the other hand, the housing 101 and the cover 102 are preferably made of stainless steel in order to protect the battery cell 20 accommodated in the receiving part from external shock, heat, vibration, etc. .

The stainless steel used as the material of the housing 101 and the cover 102 has a high melting point, so the possibility of battery ignition is low, so it is possible to reduce the risk of explosion due to battery ignition, as well as excellent strength to protect the battery cells from external physical shocks. (20) can be protected, and it is strong against corrosion, so it has the advantage of not easily rusting.

The lead slit 103 is provided on the front or front and rear surfaces of the housing 101 at predetermined intervals so that each of the electrode leads 202 of the plurality of battery cells 20 accommodated in the accommodating part is discharged to the outside of the housing 101 . Many are formed

The bus bar installation part 104 is formed on both sides of the lead slit 103 and is electrically connected to the electrode lead 202 discharged to the lead slit 103 by the sensing bus bar 30 and the power bus bar 40 . is installed

In this case, the bus bar installation part 104 is preferably formed of a material having insulating properties such as resin.

A plurality of the battery cells 20 are accommodated in the receiving part of the module case 10, but it is preferable to apply the pouch-type battery cells 20, but it is not limited thereto.

Meanwhile, the pouch-type battery cell 20 includes a cell case 201 , an electrode assembly (not shown), and an electrode lead 202 .

The cell case 201 is composed of an upper case and a lower case made of a multi-layered pouch film in which a resin layer/metal layer/resin layer is sequentially stacked to accommodate the electrode assembly therein, and the electrode lead 202 is moved to the outside. In a protruding state, the edges of the upper case and the lower case come into contact with each other and are sealed by thermal fusion.

The electrode assembly has a form in which a separator is interposed between a positive electrode plate and a negative electrode plate which are alternately repeatedly stacked, and it is preferable that the separator is positioned at the outermost sides of both sides for insulation.

The positive electrode plate includes a positive electrode current collector and a positive electrode active material layer coated on one surface thereof, and a positive electrode uncoated region not coated with a positive electrode active material is formed at one end of the positive electrode uncoated region, and the positive electrode uncoated region functions as a positive electrode tab.

The negative electrode plate may include a negative electrode current collector and an anode active material layer coated on one or both sides thereof, and an anode uncoated region not coated with an anode active material is formed at one end of the negative electrode uncoated region. function as

The separator is interposed between the positive electrode plate and the negative electrode plate to prevent direct contact between electrode plates having different polarities, but may be made of a porous material to enable movement of ions using an electrolyte as a medium between the positive electrode plate and the negative electrode plate.

The electrode leads 202 are electrically connected to a positive electrode tab (not shown) and a negative electrode tab (not shown), respectively, and are formed to be drawn out of the cell case 201 .

In this case, a pair of electrode leads 202 may be formed to protrude from one side in the longitudinal direction of the battery cell 20 , or may be formed to protrude from both sides in the longitudinal direction of the battery cell 20 .

On the other hand, when a plurality of battery cells 20 are accommodated in the accommodating part of the module case 10, their wide surfaces are accommodated facing each other, and between each battery cell 20 and between the battery cells 20 and the enclosure ( At least one buffer pad (not shown) may be interposed between the inner surfaces of 101).

The buffer pad is preferably made of a material having elasticity, such as a sponge, so as to easily accommodate a large number of battery cells 20 in the accommodating part of the module case 10 .

3 is an exemplary view showing a sensing bus bar according to an embodiment of the battery module for an electric vehicle of the present invention, and FIG. 4 is an exemplary view showing a sensing bus bar according to another embodiment of the battery module for an electric vehicle of the present invention.

Although it will be described with reference to FIGS. 3 to 4 , detailed descriptions of components having the same reference numerals and components overlapping those of the above-described embodiment will be omitted.

The sensing bus bar 30 is installed in the bus bar installation part 104 of the module case 10 and is electrically connected to the electrode lead 202 of the battery cell 20 protruding through the lead slit 103 .

That is, the electrode lead 202 protruding to the outside of the module case 10 through the lead slit 103 is bent in close contact with the outer surface of the sensing bus bar 30 and then welded to the plurality of sensing bus bars 30 . fixed by, etc.

Meanwhile, the sensing bus bar 30 may be formed of clad metal.

In an embodiment, the sensing bus bar 30 made of clad metal includes a first layer part L1 and a second layer part L2.

The first layer part L1 is made of an aluminum material and has a predetermined thickness.

As is well known, aluminum is light in weight among metals, is inexpensive, and has good electrical conductivity.

The second layer portion L2 is made of a copper material and is integrally formed to be bonded to one surface of the first layer portion L1 to a predetermined thickness.

As is well known, copper has excellent electrical conductivity among metals, but has a heavy weight and high price.

The first layer portion L1 and the second layer portion L2 may be joined by well-known methods such as welding, rolling, casting, extrusion, etc., but is preferably joined by friction welding.

The sensing bus bar 30 formed so that the first layer part L1 made of aluminum and the second layer part L2 made of copper are integrally joined by friction welding is achieved by atomic diffusion bonding between different dissimilar metals. Although the advantages are intact, since the tissues and tissues of the interface penetrate each other, the bonding strength is strengthened as time goes by, so that peeling does not occur even during mold release (curved surface) processing and long-term leave.

On the other hand, if it is preferable that the first layer portion L1 and the second layer portion L2 be bonded in a weight ratio of 8 to 8.5: 1.5 to 2, the first layer portion L1 and the second layer portion according to the weight ratio The thickness of (L2) also varies.

As an example, when the first layer part L1 and the second layer part L2 are formed in a weight ratio of 8.5:1.5, the thickness of the first layer part L1 is 2.55 mm, and the second layer part (L2) may be formed to have a thickness of 0.45 mm.

As another example, when the first layer part L1 and the second layer part L2 are formed in a weight ratio of 8:2, the thickness of the first layer part L1 is 2.4 mm, and the second layer The thickness of the portion L2 may be 0.6 mm.

In another embodiment, the sensing bus bar 30 made of clad metal includes a first layer part L1 , a second layer part L2 , and a third layer part L3 .

The first layer portion L1 is made of an aluminum material and has a predetermined thickness.

The second layer portion L2 is made of a copper material and is integrally formed to be bonded to one side of the first layer portion L1 to a predetermined thickness.

The third layer portion L3 is made of a copper material and is integrally formed to be bonded to the other side of the first layer portion L1 to a predetermined thickness.

The first layer portion L1, the second layer portion L2, and the third layer portion L3 may be joined by well-known methods such as welding, rolling, casting, extrusion, etc. as in the example described above, It is preferable to join by friction welding.

On the other hand, the first layer portion (L1), the second layer portion (L2), and the third layer portion (L3) 7 to 8.5: 0.75 to 1.5: If it is preferable that the bonding is formed in a weight ratio of 0.75 to 1.5, depending on the weight ratio The thicknesses of the first layer part L1, the second layer part L2, and the third layer part L3 are also different.

As an example, when the first layer part L1, the second layer part L2, and the third layer part L3 are formed in a weight ratio of 8.5: 0.75: 0.75, the thickness of the first layer part L1 is It may be formed to have a thickness of 2.54 mm, a thickness of the second layer portion L2 may be formed to be 0.23 mm, and a thickness of the third layer portion L3 may be formed to be 0.23 mm.

As another example, when the first layer part L1, the second layer part L2, and the third layer part L3 are formed in a weight ratio of 8:1:1, the thickness of the first layer part L1 may be formed to be 2.4 mm, the thickness of the second layer part L2 may be formed to be 0.3 mm, and the thickness of the third layer part L3 may be formed to be 0.3 mm.

As another example, when the first layer part L1, the second layer part L2, and the third layer part L3 are formed in a weight ratio of 7:1.5:1.5, the thickness of the first layer part L1 may be formed to be 2.1 mm, the thickness of the second layer portion L2 may be formed to be 0.45 mm, and the thickness of the third layer portion L3 may be formed to be 0.45 mm.

5 is an exemplary view showing a power bus bar according to an embodiment of the battery module for an electric vehicle of the present invention, and FIG. 6 is an exemplary view showing a power bus bar according to another embodiment of the battery module for an electric vehicle of the present invention.

5 to 6 , a detailed description of components having the same reference numerals and components overlapping those of the above-described embodiment will be omitted.

The power bus bar 40 is installed in the left and right outermost pairs of the plurality of bus bar installation parts 104 formed in the module case 10, and is installed in the bus bar installation part 104 of the module case 10. The plurality of sensing bus bars 30 are electrically connected to the left and right outermost sensing bus bars 30 , thereby serving as a high current terminal that finally connects the outside and the inside of the battery module.

Meanwhile, the power bus bar 40 may be formed of clad metal.

In an embodiment, the power bus bar 40 made of clad metal includes a first layer part L1 and a second layer part L2.

The first layer portion L1 is made of an aluminum material and has a predetermined thickness.

As is well known, aluminum is light in weight among metals, is inexpensive, and has good electrical conductivity.

The second layer portion L2 is made of a copper material and is integrally formed to be bonded to one surface of the first layer portion L1 to a predetermined thickness.

As is well known, copper has excellent electrical conductivity among metals, but is heavy in weight and expensive.

The first layer portion L1 and the second layer portion L2 may be joined by well-known methods such as welding, rolling, casting, extrusion, etc., but is preferably joined by friction welding.

The power bus bar 40 formed so that the first layer part L1 made of aluminum and the second layer part L2 made of copper are integrally joined by friction welding is achieved by atomic diffusion bonding between different dissimilar metals. Although the advantages are intact, since the tissues and tissues of the interface penetrate each other, the bonding strength is strengthened as time goes by, so that peeling does not occur even after mold release (curved surface) processing and long-term leave.

On the other hand, if the first layer portion (L1) and the second layer portion (L2) are formed by bonding in a weight ratio of 8 to 8.5: 1.5 to 2, the first layer portion (L1) and the second layer portion according to the weight ratio The thickness of (L2) also varies.

As an example, when the first layer part L1 and the second layer part L2 are formed in a weight ratio of 8.5:1.5, the thickness of the first layer part L1 is 2.55 mm, and the second layer part (L2) may be formed to have a thickness of 0.45 mm.

As another example, when the first layer part L1 and the second layer part L2 are formed in a weight ratio of 8:2, the thickness of the first layer part L1 is 2.4 mm, and the second layer The thickness of the portion L2 may be 0.6 mm.

In another embodiment, the power bus bar 40 made of clad metal includes a first layer part L1 , a second layer part L2 , and a third layer part L3 .

The first layer portion L1 is made of an aluminum material and has a predetermined thickness.

The second layer portion L2 is made of a copper material and is integrally formed to be bonded to one side of the first layer portion L1 to a predetermined thickness.

The third layer portion L3 is made of a copper material and is integrally formed to be bonded to the other side of the first layer portion L1 to a predetermined thickness.

The first layer portion L1, the second layer portion L2, and the third layer portion L3 may be joined by well-known methods such as welding, rolling, casting, extrusion, etc. as in the above-described example, It is preferable to join by friction welding.

On the other hand, the first layer portion (L1), the second layer portion (L2), and the third layer portion (L3) 7 to 8.5: 0.75 to 1.5: If it is preferable that the bonding is formed in a weight ratio of 0.75 to 1.5, depending on the weight ratio The thicknesses of the first layer part L1, the second layer part L2, and the third layer part L3 are also different.

As an example, when the first layer part L1, the second layer part L2, and the third layer part L3 are formed in a weight ratio of 8.5: 0.75: 0.75, the thickness of the first layer part L1 is It may be formed to have a thickness of 2.54 mm, a thickness of the second layer portion L2 may be formed to be 0.23 mm, and a thickness of the third layer portion L3 may be formed to be 0.23 mm.

As another example, when the first layer part L1, the second layer part L2, and the third layer part L3 are formed in a weight ratio of 8:1:1, the thickness of the first layer part L1 may be formed to be 2.4 mm, the thickness of the second layer part L2 may be formed to be 0.3 mm, and the thickness of the third layer part L3 may be formed to be 0.3 mm.

As another example, when the first layer part L1, the second layer part L2, and the third layer part L3 are formed in a weight ratio of 7:1.5:1.5, the thickness of the first layer part L1 may be formed to be 2.1 mm, the thickness of the second layer portion L2 may be formed to be 0.45 mm, and the thickness of the third layer portion L3 may be formed to be 0.45 mm.

In order to confirm the mechanical and electrical characteristics of the sensing bus bar 30 and the power bus bar 40 composed of a plurality of layers as described above, the material characteristics of the copper bus bar used in the existing battery module were compared. Experiment 1 was conducted, and the results of Experiment 1 are shown in Table 1 below.

NO test
Item unit Experiment result copper busbar 3 layer busbar 2 layer busbar ① ② ③ ① ② ③ ① ② ③ One electrical resistance mΩ 0.019 0.036 0.026 0.027 0.048 0.034 0.027 0.050 0.036 2 weight g 22.35 41.03 61.31 12.34 22.64 34.15 9.98 18.38 27.44 3 tensile strength kgf/㎟ 25.10 16.27 17.91 4 banding test - Good Good Good 5 temperature rise saturation
temperature
(℃) 50.3 48.5 68.6 49.2 50.4 60.1 60.4 77.8 162 △T
(℃) 25.3 23.5 43.6 24.2 25.4 35.1 35.4 52.8 137.1

* The thickness of each material is based on 3t. As described above, in order to check the electrical characteristics of the sensing bus bar 30 and the power bus bar 40 composed of a plurality of layer parts, the copper bus bar used in the existing battery module and Experiment 2 was conducted to compare the electrical characteristics of busbars composed of a plurality of layers, and the results of Experiment 2 are shown in Table 2 below.

# material Cu:Al ratio Cu thickness
(mm) weight
(kg) resistance
(mΩ) conductivity
(IACS, %) Current application (150A) and temperature rise (℃)
Individual test results ambient temperature saturation temperature △T One Cu 10:0 3 0.0220 0.015 100.7 24.1 45.9 21.8 2 2 layers 1.5:8.5 0.45 0.0091 0.025 64.7 24.4 48.1 23.7 3 2:8 0.6 0.0099 0.025 64.7 24.5 46.9 22.4 4 3 layers 1.5:8.5 0.23 0.0091 0.028 66.5 23.9 47.5 23.6 5 2:8 0.3 0.0099 0.028 72.8 24.5 48.7 24.2 6 3:7 0.45 0.0114 0.028 73.8 24.6 46.2 21.6

* The thickness of each material is based on 3t. As a result of Experiment 1 and Experiment 2, the conventional copper busbar is superior in electrical resistance, tensile strength, conductivity and temperature rise characteristics, but the busbar composed of multiple layers is light in weight and It was confirmed to have similar temperature rise characteristics compared to the existing copper busbar.

Therefore, the sensing bus bar 30 and the power bus bar 40 of the present invention are configured by the first layer part L1 and the second layer part L2, or the first layer part L1 and the second layer part. (L2) and the third layer part (L3), or more preferably, the sensing bus bar 30 is composed of the first layer part (L1) and the second layer part (L2), and the power bus bar (40) ) is composed of the first layer part (L1), the second layer part (L2), and the third layer part (L3), so that the weight while maintaining excellent electrical performance of the sensing bus bar 30 and the power bus bar 40 By significantly reducing the weight of the electric vehicle, the fuel efficiency (fuel efficiency) of electric vehicles can be improved by reducing the weight of battery modules used in electric vehicles.

In addition, by reducing the manufacturing cost of the sensing bus bar 30 and the power bus bar 40, the manufacturing cost of the battery module can be significantly reduced, and furthermore, the manufacturing cost of the electric vehicle can be lowered.

Above, the embodiment of the present invention is not implemented only through the above-described apparatus and/or operation method, but through a program for realizing a function corresponding to the configuration of the embodiment of the present invention, a recording medium in which the program is recorded, etc. It may be implemented, and such an implementation can be easily implemented by an expert in the technical field to which the present invention pertains from the description of the above-described embodiments.

In addition, although the embodiment of the present invention has been described in detail, the scope of the present invention is not limited thereto, and various modifications and improvements by those skilled in the art using the basic concept of the present invention defined in the following claims are also provided. is within the scope of the right.

10: module case
101: hull
102: cover
103: lead slit
104: bus bar installation part
20: battery cell
201: cell case
202: electrode lead
30: sensing bus bar
40: power bus bar
L1: 1st layer part
L2: 2nd layer part
L3: 3rd layer part

Claims (9)

It becomes a housing 101 of a predetermined size in which a receiving part is formed therein, an openable and openable cover 102 is provided on the upper part, and each electrode lead 202 of a plurality of battery cells 20 accommodated therein is provided on the side to the outside. a module case 10 in which an exposed lead slit 103 is formed and a plurality of bus bar installation parts 104 are formed on both sides thereof;
a plurality of battery cells 20 accommodated in the module case 10;
a plurality of sensing bus bars 30 installed in the bus bar installation part 104 and electrically connected to the electrode leads 202 of the battery cells 20 protruding through the lead slits 103 and configured of a plurality of layer parts;
a power bus bar 40 electrically connected to a sensing bus bar 30 positioned at the outermost left and right among the plurality of sensing bus bars 30 and configured of a plurality of layer parts; A battery module for electric vehicles comprising a.
The method of claim 1,
The sensing bus bar 30,
a first layer portion L1 made of an aluminum material and formed to a predetermined thickness;
a second layer portion (L2) made of a copper material and integrally formed to be bonded to one side of the first layer portion (L1) to a predetermined thickness; A battery module for an electric vehicle comprising a.
3. The method of claim 2,
The sensing bus bar 30,
The battery module for an electric vehicle, characterized in that the first layer portion (L1) and the second layer portion (L2) are formed in a weight ratio of 8 to 8.5: 1.5 to 2.
According to claim 1,
The sensing bus bar 30,
a first layer portion L1 made of an aluminum material and formed to a predetermined thickness;
a second layer portion (L2) made of a copper material and integrally formed to be bonded to one side of the first layer portion (L1) to a predetermined thickness;
a third layer portion (L3) made of a copper material and integrally formed to be bonded to the other side of the first layer portion (L1) to a predetermined thickness; A battery module for an electric vehicle comprising a.
5. The method of claim 4,
The sensing bus bar 30,
The battery module for an electric vehicle, characterized in that the first layer part (L1), the second layer part (L2), and the third layer part (L3) are formed in a weight ratio of 7 to 8.5: 0.75 to 1.5: 0.75 to 1.5.
According to claim 1,
The power bus bar 40,
a first layer portion L1 made of an aluminum material and formed to a predetermined thickness;
a second layer portion (L2) made of a copper material and integrally formed to be bonded to one side of the first layer portion (L1) to a predetermined thickness; A battery module for an electric vehicle comprising a.
7. The method of claim 6,
The power bus bar 40,
The battery module for an electric vehicle, characterized in that the first layer portion (L1) and the second layer portion (L2) are formed in a weight ratio of 8 to 8.5: 1.5 to 2.
According to claim 1,
The power bus bar 40,
a first layer portion L1 made of an aluminum material and formed to a predetermined thickness;
a second layer portion (L2) made of a copper material and integrally formed to be bonded to one side of the first layer portion (L1) to a predetermined thickness;
a third layer portion (L3) made of a copper material and integrally formed to be bonded to the other side of the first layer portion (L1) to a predetermined thickness; A battery module for an electric vehicle comprising a.
9. The method of claim 8,
The power bus bar 40,
The battery module for an electric vehicle, characterized in that the first layer portion (L1), the second layer portion (L2), and the third layer portion (L3) are formed in a weight ratio of 7 to 8.5: 0.75 to 1.5: 0.75 to 1.5.

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