MXPA99006499A - Mechanical and thermal improvements in metal hydride batteries, battery modules and battery packs - Google Patents

Abstract

Mechanically and thermally improved rechargeable batteries, modules and fluid-cooled battery systems are disclosed herein. The battery is prismatic in shape with an optimized thickness to width to height aspect ratio which provides the battery with balanced optimal properties when compared to prismatic batteries lacking this optimized aspect ratio. The optimized thickness, width and height allow for maximum capacity and power output, while eliminating deleterious side effects. The battery case allows for unidirectional expansion which is readily compensated for by applying external mechanical compression counter to that direction. In the module (32), the batteries are bound within a bundling/compression means under external mechanical compression which is optimized to balance outward pressure due to expansion and provide additional inward compression to reduce the distance between the positive and negative electrodes, thereby increasing overall battery power. The fluid-cooled battery pack (39) includes a battery-pack case (40) having coolant inlets (41) and outlets (42);battery modules within the case such that they are spaced from the case walls and from each other to form coolant flow channels (43) along at least one surface of the bundled batteries;and at least one coolant transport means (44). The width of the coolant flow channels allows for maximum heat transfer. Finally, the batteries, modules and packs can also include means for providing variable thermal insulation to at least that portion of the rechargeable battery system which is most directly exposed to ambient thermal conditions, so as to maintain the temperature of the system within the desired operating range thereof under variable ambient conditions.

Description

MECHANICAL AND THERMAL IMPROVEMENTS E? METALLIC HYDRAULIC BATTERIES, BATTERY MODULES AND BATTERY PACKAGES DESCRIPTION OF THE INVENTION: This application is a continuation in part of the US patent application No. 08 / 140,933 filed on October 25, 1993. The present invention generally refers to improvements to metal hydride batteries, battery modules made from those batteries and battery packs made from those modules. More specifically, this invention relates to mechanical and thermal improvements in the design of batteries, the design of battery modules and the design of battery packs. Rechargeable prismatic batteries are used in a variety of industrial and commercial applications such as forklifts, golf carts, non-interruptible power sources and electric vehicles. Rechargeable lead acid batteries are currently the most widely used type of batteries. Lead-acid batteries are a useful source of power for starters for internal combustion engines. However, its low energy density, approximately 30 h / kg, its inability to reject heat properly makes them an impractical power source for an electric vehicle. An electric vehicle that uses lead acid batteries has a short life before requiring recharging, requires approximately 6 to 12 hours to recharge and contains toxic materials. In addition, electric vehicles that use lead acid batteries have slow acceleration, low tolerance to deep discharge and a life time of only about 32,000 km. Nickel-metal hydride batteries (Ni-MH batteries) are far superior to lead acid batteries and Ni-MH batteries are the most promising type of battery for electric vehicles. For example, Ni-MH batteries such as those described in the copending US patent application no. 07 / 934,976 from Ovshinsky and Fetcenko, whose description is incorporated as a reference, have a much better energy density than lead acid batteries, can energize an electric vehicle more than 400 km before requiring recharging, being recharged in 15 minutes, and they do not contain toxic materials. Electric vehicles that use Ni-MH batteries will have exceptional acceleration and a battery life time greater than approximately 160,000 km. Intensive research has led in the past to improvements in the electrochemical aspects of the energy and charge capacity of Ni-MH batteries, which is described in detail in the US patents. 5,096,667 and 5,104,6717 and US patent application nos. 07 / 746,015 and 07 / 934,976. Whose content is specifically incorporated as a reference. Initially Ovshinsky and his team focused on the metal hydride alloys that make up the negative electrode. As a result of their efforts they were able to greatly increase the reversible storage characteristics of hydrogen required for efficient and economical battery applications, and produce batteries capable of high density energy storage, poor reversibility, high electrical efficiency, efficient hydrogen storage No structural changes or poisoning, long life cycle and repeated deep discharges. The improved characteristics of these "Ovonic" alloys as they are called result from adjusting the local chemical order and therefore the local structural order by means of the incorporation of selected modifying elements in an host matrix. Disordered metal hydride alloys have a substantially increased density of catalytically active spots and storage points compared to simple crystalline multi-phase materials. These additional points are responsible for the best electrochemical charge / discharge efficiency and an increase in electrical energy storage capacity. The nature and number of storage points can even be designed independently of the catalytically active points. More specifically, those alloys are designed to allow volumetric storage of the hydrogen atoms associated with bonding forces within the range of reversibility suitable for use in secondary applications of the battery. Some extremely efficient electrochemical hydrogen storage materials were formulated based on the disordered materials described above. These are Ti-V-Zr-Ni type active materials such as those described in the U: S: no. 4,551,400 (the 400 patent) of Sapru, Hong, Fetcenko and Venkatesan, whose description is incorporated as a reference. These materials form hydrides reversibly in order to store hydrogen. All the materials used in the '400 patent use a generic Ti-V-Ni composition, wherein at least Ti, V and Ni are present and can be modified with Cr, Zr and Al. The materials of the' 400 patent are materials of multiple phases, which may contain, but are not limited to, one or more phases with crystalline structures of type C14 and C1S. Other alloys of Ti-V-Zr-Ni are also used for negative electrodes with rechargeable hydrogen storage. One of those families of materials are those described in the US patent no. 4,728,586 (the '586 patent) of Venkatesan, Reichman and Fetcenko, the description of which is incorporated by reference. The patent * 586 describes a specific subclass of those Ti-V-Ni-Zr alloys consisting of Ti, V, Zr, Ni and a fifth component, Cr. The 586 patent mentions the possibility of additives and additional modifiers to the components of Ti, V, Zr, Ni and Cr of the alloys, and generally describe additives and specific modifiers, the quantities and interactions of those modifiers and the particular benefits that could be expected from them. In contrast to the Ovonic alloys described above, the oldest alloys are considered "ordered" materials that have different chemistry, microstructure, and electrochemical characteristics. The performance of the previous ordered materials was poor but at the beginning of the 80s as the degree of modification increased (this is the number and quantity of elementary modifiers) their performance began to improve significantly. This is because much of the disorder contributed by the modifiers as their electrical and chemical properties. This evolution of alloys of a specific class of ordered materials of the multi-phase multicomponent current-disordered alloys is shown in the following patents: US Pat. do not. 3,874,928, (ii) US Patent, no. 4,214,043, (iii) US patent no. 4,107,395, (iv) US patent no. 4,107,405; (v) US patent no. 4,112,199, (vi) US patent no. 4,125,688 (vii) US Patent no. 4,214,043 (viii) US Patent no. 4,216,274; (ix) US patent no. 4,487,817; (x) US patent no. 4,605,603; (xii) US patent no. 4,696,873 and (xiii) U: S patent: no. 4,699,856. (These references are discussed at length in US Patent No. 5,096,667 and this discussion is specifically incorporated by reference). Stated simply, in all metal hydride alloys as the degree of modification increases, the role of the base alloy initially ordered in minor importance compared to properties and disorders attributable to particular modifiers. In addition, the analysis of the alloys of multiple components available in the market and produced by several manufacturers indicates that these alloys are modified following the guidelines established for ovonic alloy systems. As stated above, all highly modified alloys are disordered materials characterized by multiple components and phases, this is Ovonic alloys. Clearly the introduction of alloy techniques Ovanic has made important improvements in the active electochemical aspects of Ni-MH batteries. However, it should be noted that until recently the mechanical and thermal aspects of the performance of the batteries? I-MH have been neglected. For example, in electric vehicles the weight of batteries is an important factor because the weight of the battery is the major component of the weight of the vehicle. For this reason, reducing the weight of individual batteries is an important consideration in the design of batteries for electrically powered vehicles. In addition to reduce the weight of the batteries the weight of the battery modules must be reduced, providing even the necessary mechanical requirements of a module (this is ease of transport, robustness, etc. Also when those battery modules are incorporated in the packaging system of batteries (such as those for use in electric vehicles) the components of the battery pack should be as light as possible.It should be noted in particular that electric vehicle applications introduce a critical requirement for thermal management.This is because individual cells they are associated in close proximity and many cells are electrically and thermally connected to each other.Therefore, since there is an inherent tendency to generate significant heat during loading and unloading, a useful battery design for vehicles is judged by whether the heat is controlled enough, heat sources are mainly three. At first the environmental heat due to the operation of the vehicle in hot climates. The second, resistive heating or I2R during charging and discharging, where I represents the current flowing to or from the battery and R is the resistance of the battery. The third is a tremendous amount of heat that is generated during the overload due to the recombination of gases. Although the above parameters are generally common to all electric battery systems, they are particularly important for metal-nickel hydride battery systems. This is because Ni-MH has a high specific energy and the load and discharge currents are also high. For example, a current of 35 amps can be used to charge a lead-acid battery in one hour while the recharge of a Ni-MH battery can use 100 amps for the same one-hour recharge. Secondly, because Ni-MH has an exceptional energy sensitivity (this is the energy stored in a very compact way), heat dissipation is more difficult than in lead-acid batteries. This is because the ratio of surface area to volume is much lower than that of lead-acid, which means that while the heat generated is 2.5 times higher for Ni-MH batteries than for lead acid batteries, The heat dissipation surface is reduced. The following illustrative example is useful for understanding the thermal management problems faced when designing Ni-MH packages for electric vehicles. In the US patent no. 5,378,555 from General Motors (incorporated by reference) describes a battery pack for electric vehicles that uses lead acid batteries. The battery pack system using lead-acid batteries has a capacity of approximately 13 kh, weighs approximately 360 kg, and has a vehicle range of approximately 144 km. When replacing the lead-acid battery pack with an Ovonic battery pack of the same size the capacity increases to 35 kWh and the vehicle range extends to approximately 400 km. An implication of this comparison is that in a 15-minute recharge, the power supplied to the battery pack is 2.7 times greater than that provided to the lead-acid battery pack, with additional commensurate heating. However, the situation is somewhat different during the download. To energize a vehicle on the road at a constant speed, the current drawn from the battery is the same regardless of whether it is a Ni-MH battery or lead-acid battery (or any other power source of that type). Essentially the electric motor that drives the vehicle does not know or care where the energy is from or what type of battery supplies the power. The difference between the heating of the Ni-MH battery and the lead-acid battery after discharge is the discharge length. This is because the Ni-MH battery will drive the vehicle 2.7 times farther than the lead-acid battery, it has a longer time before it has a chance to cool down. In addition, although the heat generated during the charging and discharging of Ni-MH batteries is not usually the problem in small consumer batteries or even larger batteries when used alone for a limited period of time, the larger batteries that serve as a source of continuous power, particularly when more than one is used in series or in parallel, such as in a satellite or in an electric vehicle, they do not generate enough heat during loading and unloading to affect the final performance of the battery modules or battery pack systems. Thus, there is a need in the art for designs of a battery, battery module and battery pack system that reduces its overall weight and incorporates the necessary thermal management required for successful operation in electric vehicles, without reducing its storage capacity. energy or power output, increases the reliability of the battery and decreases the cost. The thermal management of a battery system for an electric vehicle that uses high-energy battery technology has never before been demonstrated. Some technologies such as Na-S that operate at elevated temperatures are strongly isolated to maintain a specific operating temperature. This arrangement is undesirable due to a heavy penalty in the general energy density due to the excessive weight of thermal management, high complexity and excessive cost. In other systems such as Ni-Cd, attempts at thermal management have used a cooling system with water. Again this type of thermal management system adds weight, complexity and cost to the battery pack. Simply put, the prior art does not show an internal design of integrated battery configuration, battery module and thermally operated battery pack system that is lightweight, simple, inexpensive and combines the structural support of the batteries, the modules and the packaging with a thermal management system cooled with air. One aspect of the present invention provides a mechanically improved rechargeable battery. The battery includes: 1) a housing for the battery that includes a positive battery electrode terminal and a negative battery electrode terminal, 2) at least one positive battery electrode disposed within the battery housing and electrically connected to the battery. positive electrode terminal of the battery; 3) at least one negative battery electrode placed inside the battery housing and electrically connected to the negative battery electrode terminal; 4) at least one battery electrode spacer arranged between the positive and negative electrodes inside the battery housing to electrically isolate the positive electrode from the negative electrode, but still allow its chemical interaction, and 5) battery electrolyte surrounding and wet to the positive electrode, the negative electrode, and the separator. The battery housing has a prismatic shape and has an optimized ratio between thickness to width and height. Another aspect of the present invention includes an improved high-energy battery module. The battery module of the present invention includes: 1) a plurality of individual batteries; 2) a plurality of electrical interconnections that connect the individual batteries of the module to another and provides means for electrically interconnecting battery modules separated from one another; and 3) bundling / compression means of the battery module. The batteries are bonded within the bundle / compression means of the module under external mechanical compression which is optimized to balance outward pressure due to the expansion of the battery components and provide additional inward compression on the battery electrodes within of each cell to reduce the distance between the positive and negative electrodes, increasing the overall power of the cells. The means of tying / compression of the module are designed to: 1) allow the application of the compression required by the battery; 2) perform the required mechanical function of tying the vibration resistant module and 3) be as light as possible. Another aspect of the present invention is the mechanical design of battery pack systems cooled with low weight fluid. In its most basic form, the fluid-cooled battery pack system of the present invention includes: 1) a battery pack housing having at least one inlet for coolant and at least one outlet for coolant; 2) at least one battery module disposed and positioned within the housing such that the battery module is separated from the walls and from any other battery module within the housing to form coolant flow channels thereto. At least one surface of the wrapped batteries, the width of the coolant flow channels is optimally sized to allow the same heat transfer through convection, conduction and radiation heat transfer mechanisms of the batteries to the refrigerant; and 3) at least one coolant conveying means that causes the refrigerant to enter the coolant inlet means of the housing, to flow through the coolant flow channels and to exit through the coolant media. coolant outlet from the housing. In a preferred embodiment, the battery pack system is cooled with air. In still another aspect of the present invention, the above-described mechanical design of the battery, the module or the battery pack system is integrated electronically through a charging algorithm designed to charge the battery pack system rapidly extending the path of the battery pack. the batteries by means of minimized overload and heat generation management. Finally, the modules and packages may also include means for providing variable thermal insulation to at least that portion of the rechargeable battery system that is most directly exposed to the ambient thermal condition, to maintain the temperature of the rechargeable battery system within its operating range. desired under variable environmental Gandiciones. BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 is a highly stylized representation of the mechanically improved rechargeable battery of the invention, specifically illustrating the battery electrodes, separator and housing of the battery and the electrical terminals of the battery; Figure 2 is a stylized representation of an exploded cross-sectional view of the mechanically enhanced rechargeable battery, specifically illustrating that so many battery components interact when assembled; Figure 3 is an exploded illustration of the terminal, upper part, final seal and comb of electrodes shown in Figure 2; Figure 4 is a stylized representation of a cross-sectional view of the locking seal formed to seal the battery terminal to the upper part of the battery can; Figure 5 is a stylized representation of a cross-sectional view of a modality of the battery terminal that specifically illustrates how terminal pressure ventilation can be incorporated in the terminal; Figure 6 is a stylized representation of a cross-sectional view of another embodiment of the battery terminal, specifically illustrating how a plug-type electrical conduit connector can be incorporated in the terminal; Figure 7 is a stylized representation of an electrode comb; Figure 8 is a stylized representation of a battery module of the present invention illustrated specifically in the form in which the batteries are attached including their orientation, the rods and end plates holding the batteries under external mechanical compression, and the compression axis; Figure 9 is a stylized illustration of a side view of the battery module of Figure 8 specifically illustrating the manner in which the metal bars are placed in the grooves of the ribs of the end plates; Figure 10 is a stylized illustration of an end view of the battery module of Figures 8 and 9, showing specifically the manner in which the end plates and compression bars interact; Figure 11 is a stylized illustration of a top view of the battery module of the present invention, specifically illustrating the module spacers of the present invention and the spacer bars attached thereto; Fig. 12 is a stylized illustration of a side view of the battery module of Fig. 11, specifically illustrating the manner in which the module separators are positioned at the top and bottom of the battery module; Figure 13a is a stylized illustration of a mode of the end plates of the present battery modules, specifically illustrated as a ribbed end plate; Figure 13b is a stylized illustration of a cross-sectional view of the ribbed end plate of Figure 13a; -LQ Figure 14 is a stylized illustration of an interconnection mode with braided cable useful in the modules and battery packs of the present invention, specifically showing an electrical interconnection of flat cable; Figure 15 is a stylized illustration of a top view of one embodiment of the fluid-cooled battery pack of the present invention, specifically illustrating the array placement of the battery modules in the package housing, the manner in which the module separators 0 form cooling flow channels, the fluid inlet and outlet ports, and the fluid transport means; Figure 16 is a graph of battery temperature vs. operating time indicating the manner in which the algorithm of controlled temperature fans affect the temperature of the battery during the discharge of the package itself; Figure 17 is a graph of battery resistance and battery thickness versus eternal compression pressure, optimal and functional ranges are clearly present; Figure 18 illustrates the effect of temperature on the specific energy of the battery by plotting the temperature of the battery vs the specific energy in h / kg; Figure 19 illustrates the effect of temperature on the specific power of the battery by plotting the temperature of the battery vs the specific power in / kg; Figure 20 is a graph of the volumetric flow rate of the refrigerant and the percentage of maximum heat transfer and refrigerant velocity vs central line separation (related to the average width of the refrigerant channel) for the vertical flow of refrigerant to through the cooling flow channels; Figure 21 is a graph of the volumetric flow rate of the refrigerant and the percentage of maximum heat transfer and the speed of the refrigerant versus the centerline separation (related to the average width of the refrigerant channel) for the horizontal flow of the refrigerant to through the cooling flow channels; Figure 22 is a graph of the temperature rise of the environment and the voltage of the packet vs. the time during the charge and discharge cycles using the charging method of "voltage cap compensated in temperature"; Figure 23 is a graph of the increase in ambient temperature and the voltage of the package vs. the time during the charge and discharge cycles using the "fixed voltage cap" charging method; Figure 24 is a graph of the capacity of the battery measured in Ah vs the type of battery for the M-series batteries; Figure 25 is a graph of the battery power measured in W vs. the type of battery for the M-series batteries; Figure 26 is a graph of the normalized battery capacity measured in mAh / cm2 vs. the type of battery for M-series batteries; Figure 27 is a graph of the normalized battery capacity measured in mW / cm2 vs. the type of battery for M-series batteries; Figure 28 is a graph of the specific battery capacity measured in / Kg vs the type of battery for the M | series batteries; and Figure 29 is a graph of the specific battery capacity measured in Wh / Kg vs. the type of battery for the M-series batteries. One aspect of the present invention provides a mechanically enhanced rechargeable battery shown generically in Figure 1. Typically in The field of rechargeable batteries, such as the nickel-metal hydride battery system, places much emphasis on the electrochemical aspects of the batteries, less that they spend much less time and energy to improve the mechanical aspects of battery design, the module and the package. The present inventors have investigated improvements in the mechanical design of rechargeable battery systems, considering aspects such as energy density (both volumetric and gravimetric), strength, durability, mechanical aspects of battery performance and thermal management. In response to these investigations, the present inventors have designed a mechanically enhanced rechargeable battery 1 that includes: 1) a battery housing 2 that includes a positive battery electrode terminal 7 and a negative battery electrode terminal 8; 2) at least one positive battery electrode 5 placed inside the battery housing 2 and connected electrically connected to the positive battery electrode terminal 7; 3) at least one negative battery electrode 4 disposed within the housing of the battery 2 and electrically connected to the negative terminal of the battery electrode 8; 4) at least one separator of battery electrodes 6 placed between the positive and negative electrodes inside the battery housing 2 to electrically isolate the positive electrode from the negative electrode, but still allow their chemical interaction; and 5) battery electrolyte (not shown) surrounding and wetting the positive electrode 5, the negative electrode 4, and the separator 6. The housing of the battery 2 is prismatic in shape and has an optimized width-to-height ratio. The term "battery" as used herein refers specifically to electrochemical cells that include a plurality of positive and negative electrodes separated by spacers, sealed in a housing having on its exterior a positive and a negative terminal, wherein the appropriate electrodes all they are connected to their respective terminals. This optimized aspect ratio, as described below, allows the battery to have optimum balanced properties compared to prismatic batteries that do not have that optimized aspect ratio. Specifically the thickness, width and height are all optimized to allow maximum capacity and power output, eliminating the damaging side effects. Additionally, this particular housing design allows unidirectional expansion that can be easily compensated by applying unidirectional mechanical compression in that direction. The present inventors have found that the optimal ratio between optimum thickness and width should be between about 0.1 and 0.75 and the optimum height-to-width ratio between 0.75 and 2.1. Specific examples of batteries and the height-to-width ratio of their electrons are given in Table 1. TABLE 1 It should be noted that even within the optimum range of proportions, there are suboptimal margins depending on the desired properties of the batteries. For example, Figures 24-29 show how the different aspect ratios of the M-series batteries (shown in Table 1) give different optimal values depending on the properties specifically desired. Figures 24 and 25 that are graphs of the capacity in Ah and the power vs. the type of battery, respectively, indicate that for the maximum capacity and power the cell M is the best. However, as can be seen from figures 26 and 27, which are graphs of normalized capacity in mAh / cm2 and power in mW / cm2 vs battery type, respectively, capacity and power are normalized to the area of the electrodes, cell M-40 is the best. Additionally, if the specific power of the batteries is determined, the M-40 cell is also the best, as shown in Figure 28 which graphs the specific power of the batteries in / kg vs. the type of battery. Finally, if the specific energy of the batteries is important, the M-20 cell is the best, as shown in Figure 29, which graphs the specific energy of the batteries in Wh / kg vs. the type of battery. In determining the optimum proportions, the present inventors have observed that if the batteries are too high there is a greater tendency for the electrodes to break after the expansions and contractions. There is also the problem with the greater internal electrical resistance of the electrodes and the gravimetric segregation of the electrolyte to the bottom of the battery leaving the upper portions of the electrodes dry. These last two problems reduce the capacity and power output of the batteries. If on the other hand the electrodes are too short, the capacity and power of the battery are reduced due to the lower inclusions of the electrochemically active materials and the specific energy density of the battery is reduced due to a change in the proportions of the batteries. deadweight components of the battery to the electrochemically active components. Also if the batteries are too wide there is a greater tendency for the electrodes to burst with expansion and contraction. There is also the problem of greater internal electrical resistance that reduces the capacity and power output of the batteries. But if the electrodes are too narrow, the capacity and power of the battery are reduced due to the lower inclusion of the electrochemically active materials and the specific energy density of the battery is reduced due to the change in the proportions of the weight components dead from the battery to the electrochemically active components. Finally, if the battery is too thick there are problems with inadequate thermal dissipation from the central electrodes that reduce the capacity and power of the battery. There is also a greater expansion of the general electrode junction in the direction of the thickness which causes the housing of the battery to deform and damage and creates spaces between the positive and negative electrodes reducing the power and capacity of the battery. This excessive expansion of the electrode joint must be compensated for by external mechanical compression. However, when the battery is too thick an amount of excessive external force is required to compensate for the expansion and breakage of the electrodes. On the other hand, if the battery is too thin, only a few electrodes will fit in a battery and therefore the capacity and power of the battery are reduced due to the low inclusion of electrochemically active materials and the specific energy density of the battery it is reduced due to the change in the proportions of deadweight components of the battery to the electrochemically active components. Within this application, the term "expansion" includes both thermal and electrochemical expansion. The thermal expansion is due to the heating of the components of the battery by the mechanism described above and the electrochemical expansion is due to a change between different crystalline structures in the charged and discharged states of the electrochemically active materials of the battery. The housing of the battery 2 is preferably formed of any material that is thermally conductive, mechanically strong and rigid, and that is chemically inert to the chemistry of the battery, such as a metal. Alternatively, a polymer or composite material may be used as the material for housing the battery. When selecting such matter, consideration must be given to the heat transfer of heat. As detailed in the U.S. patent application. do not. series 08 / 238,570 filed on May 5, 1995, the content of which is incorporated by reference, experiments with plastic housings show that the internal temperature of a metal-hydride battery in a plastic housing increases to approximately 80 ° C from the environment after operating at C / 10 to 120% capacity, while a stainless steel housing increases only at 32 ° C. Thus thermally conductive polymer or composite housings are preferred. The most preferred housing is formed of stainless steel. It is advantageous to electrically insulate the exterior of the metal housing from the environment by coating it with a non-conductive polymeric coating (not shown). An example of such a layer is a layer of polymeric insulating tape made of a polymer such as polyester. The mechanical resistance and the robustness of the polymeric tape is important as well as the insulating properties. Additionally, it is preferably cheap, uniform and thin. The interior of the battery housing 2 must also be electrically isolated from the battery electrodes. This can be achieved by coating an electrical insulating polymer (not prostrate) inside the battery housing or alternatively, attaching the electrodes of the battery and the electrolyte in an electrically insulating polymer bag (not shown) that is inert to the chemistry of Battery. This bag when sealed and inserted into the battery housing 2. In a preferred embodiment, shown in Figure 2, the battery housing includes an upper part of the housing 3 in which the positive terminal of the battery electrode is fixed. 7 and the negative terminal of the battery electrode 8, and a battery housing can 9 in which the electrodes 4,5 are placed. Figure 3 shows that the upper part of the housing 3 includes openings 12, through which the positive and negative battery terminals 7, 8 are in electrical communication with the electrodes of the battery 4,5. The diameter of the openings 13 is slightly larger than the outer diameter of the terminal 7, 8 but smaller than the outer diameter of a seal 10 used to seal the terminal 7,8 to the cover of the housing 3. The terminals 7, 8 include a sealing lip 11 which helps seal the terminal 7,8 to the housing cover 3, using the seal 10. The seal 10 is typically a sealing ring. The seal 10 includes a groove for the sealing lip 12 into which the sealing lip 11 of the terminal 7,8 is inserted. This groove 12 helps to form a good pressure seal between the terminal 7,8 and the upper part of the housing 3 and hold the seal 10 in place when the terminal 7,8 is folded into the upper part of the housing 3. The seal 10 is preferably formed of an elastomeric, dielectric material, impermeable to hydrogen such as for example polysulfone. The upper part of the lid 3 also includes a cover 14 which surrounds each of the openings 13 and which extends outwardly from the upper part of the housing. The cover 14 has an inner diameter slightly larger than the outer diameter of the seal 10. The cover 14 is folded around the seal 10 and the sealing lip 11 of the battery terminal 7, 8 to form an electrical non-conductive pressure seal between the terminal 7,8 and the top or cover 3 of the housing. The folded terminal seal provides resistance to vibration compared to the threaded seal of the prior art. The upper part of the housing 3, the can of the housing 9 and the annular cover 14 can be formed of stainless steel 304 L. Figure 4 shows a portion of the battery of the present invention specifically showing the manner in which the battery terminal 7 , 8 is sealed in the upper part 3 of the housing. From this figure it can be clearly determined how the cover 14 of the upper part 3 of the housing is sealed by folding around the seal 10 which in turn is sealed around the sealing lip 11 of the battery terminal 7, 8. In this way it is formed a pressure seal resistant to vibration. The method of attaching the terminal 7,8 to the upper part 3 includes the folded sealing of the terminal 7,8 to the upper part of the housing 3. This method of folding sealing has several advantages over the prior art. Folding sealing can be done quickly on high speed equipment which leads to a direct reduction in cost. In addition, this method uses less material than the prior art that reduces the weight of the terminals resulting in indirect cost reduction. The larger surface area of the design coupled with the lower weight of the material also results in higher heat dissipation of the terminals. Another advantage of the present invention is that it allows to form the battery case and other parts of any malleable material and specifically does not require laser sealing, special ceramic-to-metal seals or special (and therefore expensive) methods of any kind. In addition, the general number of parts is eliminated and the need for highly machined precision manufactured parts is eliminated. The battery terminals 7, 8 are typically formed of copper or a copper alloy material, preferably silver-plated to resist corrosion. However, any electrical conductive material that is compatible with the chemistry of the battery can be used. It should be noted that the battery terminals 7, 8 described in the context of the present invention have a smaller annular thickness and larger diameter than that described in the prior art. As a result, the terminals of the present invention are very efficient heat sinks, and thus contribute significantly to the thermal management of the battery. The terminals 7, 8 also include an axially aligned central opening. The central opening 15 serves many purposes. An important consideration is that it serves to reduce the weight of the battery. It can also serve as an opening in which the external electrical connector can be adjusted by friction. This is a cylindrical or annular battery cable connector can be adjusted by friction in the central opening 15 to provide an external electrical connection to the battery. Finally, it can serve as the location for the release vent to evacuate excessive pressure inside the battery. The opening 15 may extend partially through the terminal (if it is intended to serve only as a connector plug) or completely (if it is intended to contain a pressure vent and serve as a connector plug). When at least one of the terminals 7,8 includes a pressure vent to release the internal pressure of the battery to the atmosphere surrounding it, the vent can be fixed in the axial opening inside the terminal, see figure 5. More preferably the vent pressure 16 includes: 1) a housing 17 having a hollow interior area 21 in gas communication with the surrounding atmosphere and the interior of the battery housing via openings 15, 18 and 23; 2) a pressure release piston 19 positioned within the inner hollow area 21, the pressure release piston 19 is dimensioned to seal the axial opening 16 and has a seal groove 20 on its surface opposite the axial opening 16, 3 ) an elastomeric dielectric seal (not shown) is mounted within the seal groove, the seal groove 20 being configured to encapsulate all but one surface of the seal, leaving exposed the non-encapsulated surface of the seal; and a compression spring 22 is positioned to push the pressure release piston 19 to compress the seal in the sealing groove 20 and block the axial opening 18 in the terminal 7,8. Refer to the US patent no. 5,258,242 published, presented on November 2, 1993 by the same owners entitled "CELDA ELECTROMEC NICA THAT HAS VENTILATION IMPROVED DEPRESSION" whose description is incorporated as a reference. Again, preferably the elastomeric dielectric seals are formed of a polysulfone material impermeable to hydrogen. Additionally it is preferred that the vent is designed to release internal pressure greater than 8.3 kg / cm2 to ensure the integrity of the battery, since the battery cans generally resist 10.5 kg / cm2. In addition to the releasable vent described above, other types of vents can be used in the batteries of the present invention. Specifically, rupture discs, pressure plugs and well vents can be used. Well ventilation is described in U.S. Pat. do not. 5,171,647, whose content is incorporated as a reference. Also although it is preferred that the pressure vent be located within a hollow terminal of the battery, the vent can also be placed elsewhere on the top of the battery in its own protective housing or simply attached to an opening at the top of the battery housing. Another alternative embodiment of the battery terminal is shown in Figure 6, which shows a terminal 7, 8 in which an outer battery cable connector 24 can be introduced by friction. The connector 24 is attached to an external battery cable 25. The cable 25 can be of the type typically known in the art such as a solid bar, a metal belt, a single multi-wire Q wire, or a stranded battery cable. for high current (as described below). Preferably the cable connector 24 is a hollow annular barrel connector which is frictionally adjusted in the axially aligned central opening 15 of the battery terminal 7, 8. The cable connector 24 is held in the battery terminal i, 8 by means of a barrel connecting network 26. A solid barrel connection is described in US Patent no. 4,657,335, dated April 14, 1987 and 4,734,063 dated March 29, 1988, each from Koc et al, and entitled "ELECTRICALLY ELASTIC ELECTRIC PLUG" whose descriptions are incorporated with reference. If desired, the modalities presented in the figures and 6 may be combined in a single embodiment that incorporates both the pressure vent 16 and the outdoor battery cable connector 24. In addition a rupture disk (this is a non-resealable means for releasing the excess pressure) may be included instead of or in addition to pressure ventilation) may be included in ve or in addition to the pressure vent. While seal terminals and folded housing caps are the preferred embodiment of the present invention, other types of terminals, and therefore other types of housing caps can be used. Specifically, a screw in the terminal that incorporates a ring 0 or aroliga type seal can be used. Generally any type of known sealed terminal can be used as long as it contains the operating pressures of the battery and is resistant to the electrochemical means of the battery. Although any battery system can benefit from the present improvements in the configuration of the battery, the module and the package, it is preferred that the positive electrodes are formed of a nickel hydroxide material and the negative electrodes are formed of an alloy that absorbs hydrogen. Preferably the material of the negative electrode is an Ovonic metal hydride alloy. (This is a disordered multi-component metal hydride alloy as described in U.S. Patent Application Serial No. 08 / 259,793 filed June 14, 1994, in U.S. Patent 5,407,781 issued April 18, 1995 ( specifically incorporated as reference), the applications and references that depend on them and are specifically referenced in them). It is also preferable that the electrodes are separated by non-woven separators, plush nylon or polypropylene and the electrolyte is the alkaline hydroxide, for example containing from 2Q to 45 weight percent of potassium hydroxide. These separators are described in US Pat. No. 5,330,861 whose content is incorporated as a reference. Ni-MH batteries for commercial consumer applications use pasted metal hydride electrodes in order to achieve sufficient gas recombination rates and to protect the base alloy from oxidation and corrosion. Those pasted electrodes typically include mixing the powder of active material with plastic binders and non-conductive hydrophobic materials. An unintended consequence of this process is a significant reduction in the thermal conductivity of the electrode structure §e compared to a structure of the present invention consisting essentially of 100% active material printed on a Ganductar substrate. In a sealed NI-MH prismatic battery according to the present invention, it is the accumulation of heat generated during overloading that is prevented by using a cell stack of thermally conductive metal hydride electrode material. This thermally conductive metal hydride electrode material contains metal hydride particles in intimate contact with each other. The oxygen gas generated during the overload is recombined to form water and heat on the surface of those particles. In the present invention this heat follows the negative electrode material thermal conductor to the current collector and then to the surface of the housing. The thermal efficiency of the thermally conductive metal hydride electrode material bundle is further improved if this bundle of electrodes is in thermal contact with a battery housing which is also thermally conductive. In the present invention the metal hydride electrode material is preferably a sintered electrode as described in U.S. Patents 4,765,598, 4,820,481 '; 4,915,898; 5, 507, 761 and the application U.S. No. 08 / 259,793 9 whose content is added by reference, manufactured using sintering so that the Ni-MH particles are in intimate thermal contact with each other. The positive electrode used in the present invention is formed of nickel hydroxide materials. Positive electrodes can be sintered as described in U.S. Pat., 344, 728 (incorporated by reference) as well as in nickel foam paste, nickel-lead fiber according to 5,348,822 and continuations thereof (incorporated by reference) One aspect of the present invention recognizes that the Ni-Mh generating heat , heat generation is particularly high during overload, especially under commercially desirable fast loading applications. It is worth noting that the heat generated during the overload is due to the recombination of oxygen on the surface of the metal hydride electrode. Consequently, it is possible to use a thermally conductive metal hydride electrode in conjunction with a positive paste electrode.

The preferred mode is especially useful for optimizing the specific energy, the overall efficiency, and the cost of the battery. For a more detailed description of the use of sintered electrodes see application US08 / 238570"OPTIMIZED CELL PACKAGE FOR LARGE SEALED METALLIC HYBRID BATTERIES" filed May 5, 1994, the contents of which are incorporated by reference. As shown in Figure 2, each of the electrodes 4, 5 forming an electrode stack has electrical connecting tabs 27 attached thereto. These tongues 27 are used to convey the current created in the battery to the battery terminals 7,8. tabs 27 are electrically connected to terminals 7, 8 which may include a protrusion 28 for only one joint. Alternatively, that protrusion 28 can be used to electrically and physically connect the terminal 7,8 to an electrode tab collector comb 29. As shown in FIG. 7, the comb 29 is typically a conductive bar that includes a plurality of collector slots. electrode tab 30 which stops the electrode tabs 27 by friction, soft solder or hard solder. The Figure also shows the battery terminal connector opening 31 in the comb 29. The battery terminal solder lip 28 is pressed to fit in the opening 31, and can then be welded if needed or desired.

The comb 29 provides a vibration resistant connector for transferring electrical power from the electrodes 4,5 to the terminals 7,8. The comb 29 provides greater resistance to vibration compared to the prior art of bolting the collector tabs 27 to the bottom protrusion 28 of the terminal 7, 8. The prior art of connecting the tabs 27 to the terminal 7, 8 it also requires longer tabs and a larger housing (a housing that has a larger head space). This increases the total weight and volume of the batteries. The absence of bolts significantly reduces the head space of the battery resulting in an increase in volumetric energy density. The comb 29 and the battery terminals 7,8 are preferably made of copper or a copper alloy, which is more preferably nickel coated to resist corrosion. However, they can be formed from any conductive material that is compatible with the chemistry of the battery. Although the electrode tab collector comb is the preferred means of attaching the electrode tabs to the battery terminals, other prior art means such as bolts, weld screws can also be used, and therefore the present invention is not limited to the preferred modality. The positive and negative electrodes 4, 5 can be arranged in the battery housing 2, so that their respective tabs 27 are disposed opposite each other in the upper part of the housing. That is, all the negative electrode electrical collector tabs are placed on one side of the battery and all the positive electrode collector tabs are placed on the opposite side of the battery, preferably the positive and negative battery electrodes have slotted corners ( not shown) where electrical electrode collector tabs of opposite polarity are located, thus avoiding short circuits between the electrodes and eliminating unused electrode material and dead weight. Short circuits can occur when the collector tabs of one of the electrodes are twisted or have sharp protuberances that can pierce the electrode spacer and short the adjacent opposite polarity electrode. The deadweight electrode material is caused by the incorporation of active material in electrodes that are inactive because they are not adjacent to their opposing electrode materials. Although the batteries can have any number of electrodes depending on their thickness, preferably the battery includes 19 positive electrodes and 20 negative electrodes arranged alternately within the housing. That is, the electrodes are alternated with negatives on the outer side with alternating positive and negative electrodes through the stacking. The configuration avoids possible short circuits when the batteries are under extreme mechanical compression. This is if there were a positive electrode and a negative electrode on the outer side of the electrode stack, there would be a possibility that the electrodes would form a short circuit path through the metal battery housing when the battery is exposed to external mechanical compression . Although it is only necessary to have electrode spacers surrounding a set of battery electrodes (that is, spacers around only positive or negative electrodes) it may be advantageous to include spacers 6 surrounding each set of electrodes. The data indicates that the use of double spacers they can reduce the level of self-discharge of the batteries. Specifically the load retention increased by about 80% after two days for batteries with a single separator of about 93% after two days for batteries containing double separators. The separators 6 are typically polypropylene spacer materials well known in the prior art. They have a grain structure oriented through caused by the formation of the machine and it is preferred that the grains or grooves of the polypropylene separating material are aligned along their length along the electrodes. The orientation lowers the friction and prevents cracking or sticking of the separator grains with those of the adjacent separator during mechanical compression and / or expansion of the electrodes, since sticking or grabbing can cause electrode ruptures. Another aspect of the present invention includes an improved high power battery module (a "battery module" or "module" as used herein is defined as two or more electrically interconnected cells) specifically shown in Figures 8-12. To be useful, batteries in a module must be densely packed, portable, and mechanically stable when used. Additionally the materials used in the construction, of the battery modules (apart from the batteries themselves) should not add too much dead weight to the module or the energy densities of the modules will suffer. Also, since batteries generate large amounts of heat during cycling, the construction materials must be thermally conductive and small enough to not interfere with the removal of heat from the batteries or to act as a heat sink, trapping heat inside the battery. the batteries and modules. In order to meet these and other requirements, the inventors have designed the improved, high power battery module of the present invention. The battery module 32 of the present invention includes 1) a plurality of individual batteries 1,; 2) a plurality of electrical interconnects 25 connecting the individual batteries 1 of the module 32 to each other and 3) a group or bundle of battery module / compression means (described below, the benefits of which are described below) within the beam of module / compression means so that they do not move or buckle when subjected to mechanical vibration or use. Although any number of batteries can be bundled in a module, 2-15 batteries per beam is typical. The battery modules 32 are typically bundles of prismatic batteries of the invention, preferably are bundled in such a way that they are all oriented in the same way with each battery having its electrical terminals oriented inside the module so that its narrower sides face towards the sides of the module and its wider sides (those that when the batteries expand, will undulate) are placed adjacent to other batteries in the module. The array allows expansion in only one direction within the module, which is desirable. Batteries 1 are attached within the module / compression media bundle under external mechanical compression which is optimized to balance outward pressure due to the expansion of the battery components and provide additional inward compression between the positive and negative electrodes , thereby increasing the total power of the battery. As discussed above, the expansion of the prismatic batteries preferably used in the modules has been designed to have only one direction, therefore the compression to displace the expansion is only required in that one direction (see arrow 33 for the direction Of compression) . If not displaced this expansion will cause an arched and undulating of the external housing of the battery and separation spaces larger than optimal, reducing the power of the batteries. Also, it has been found that over compensation for expansion is useful up to a point. This is, too much compression actually increases the power output (reduces the internal resistance) of the bundled batteries. However, excessive compression leads to cracking and shortening of the electrodes inside the batteries. The mechanism for this power increase by overcompression is believed to result from the compression of the positive electrode, which lowers the resistance by reducing the contact resistance between the particles of the active material in the electrode and the current collector of the electrode. Also the compression of the separator results in a decreased interplate space between the positive and negative electrodes of the battery which allows shorter path trajectories of the ions between the electrodes, thus reducing the electrolytic resistance between the electrodes. Figure 17 shows the correlation of the module compression to the battery resistance. The modules have end plates (described below) that were compressed using different amounts of force and the internal resistance of the batteries (in relation to the total power output and charging efficiency) and the thickness of the battery was measured. As can be seen from the observation in Figure 17, there is an optimal compression margin for those modules between approximately 70 and 170 pounds per square inch (5.0 and 12 kilograms per square centimeter) approximately a force of 1100 to 26000 pounds in an area of 100 square cm, and a functional range of between 50 to 180 pounds per square inch representing a force of 800 to 2800 in an area of 100 cm2. It can clearly be seen that for these particular batteries used in this module, the compression above the upper limit and the compression below the lower limit of the functional margin causes an increase in the internal resistance of the batteries and therefore reduces the power. It should be noted that, that the optimal and functional margins are different for different sizes of batteries, the resistance / compression diagrams for those different battery sizes are all similar, in that there are optimal functional compression margins for an adequate efficiency of the cell.

To find a design / material configuration which 1) allows the application of the required compression; 2) perform the required mechanical function of module beam resistant to vibration and compression medium; and 3) have a weight as light as possible, a formidable task is required. The inventors have found that the battery modules can be joined or bundled together under high mechanical compression using metal bars 34 (preferably stainless steel) which are positioned along the four sides of the battery module 32 and which are welded at the four corners of the module where the bars meet, thus forming a band around the periphery of the battery module. Preferably the welded metal bars 34 are placed centrally between the top and the bottom of the battery module, which is where the expansion is most severe, the compression of the batteries in areas that do not contain the electrode stack is not useful, since it does not comprise the electrodes. In fact, it can be harmful, since it results in the shorting of the electrodes in the metal jacket, through the inner insulator. It should be noted that although not immediately observed in the figures, the thickness and width dimensions in the upper perimeter and base of the battery housings are between 0.5 and 1, mm smaller than the overall thickness and width dimensions. These reduced dimensions ensure that the entire compression force is transmitted only to the electrode plate stack and to the separators. It is preferred that the welded metal bars 34 include two or three sets of bars centrally positioned between the top and bottom of the battery module. If three sets of bars are used, a first set of bars must be arranged halfway between the top and the bottom of the module, a second set of bars is arranged between the first set of bars and the upper part of the module, and the third set of bars is placed between the first set of bars and the bottom of the battery module. This allows a uniform compression distribution and relieves stress in any of the bar sets. This compression distribution also allows the use of lighter and smaller metal bars, thus reducing the dead weight of the module. Another preferred design uses metal end plates 35 at the ends of the module. The stainless steel bars are along the sides of the battery module and are welded at the corners of the module for a rectangular metal tubing (45 in Figure 9) that replaces the end bars and stops the end plates 35 in position . This design offers an even better distribution of the compressive forces, the end plates 35 are preferably formed of aluminum and may include ribs 36 projecting perpendicular to the plane of the end plates 35, offering extra strength to the plates 35 and allowing materials to be used lighter (One embodiment of the endplates is shown in Figures 13a and 13b) Other modalities are described in the application U.S > No. 08 / 238,570 filed on May 5, 1995 whose content is incorporated by reference). When the end plates 35 have such a rib 36, it is necessary to have recesses (not shown but seen in Figure 9) in the rib to accommodate the rectangular metal tubing 45. The end plates 35 may preferably be thermally insulated from the batteries attached therein. of the module 32 by a thermally insulating material, such as a thermally insulating layer of polymer or polymer foam. This insulation prevents an uneven battery temperature distribution within the module that can be caused by the cooling fin action of the ribs 36 of the end plates 35. However, the ribs 36 can provide extra thermal dissipation for the batteries 1 inside of module 32, if necessary, by thermal sinking of the end plates 35 in the adjacent batteries 1. Each of the modules 32 may additionally include module spacers 37 (see Figures 11 and 12) which stop the modules 32 at a distance from any other module 32 and the battery pack housing. These module dividers 37 are positioned on the top and bottom of the module 32 to provide protection to the corners of the batteries 1 within the module 32 and to the interconnects 25 and terminals 7, 8 of the batteries 1. It is more important that the tabs 38 on the sides of the spacers 37 stop the modules 32 at an optimum separation distance. The separators 37 are preferably formed of a light weight, non-electrically conductive material, such as a durable polymer. It is also important, for the total energy density of the package that the separators include as little material as possible, to perform their required function and still be as light as possible. The batteries and modules of the present invention are preferably electrically interconnected by conductive conduits 25 (see Figures 8 and 9) that provide a low resistance path between them. The total resistance including the conductor resistance and the contact resistance should preferably not exceed 0.1 ohm. The conduits are fixed to the terminals by a screw or bolt or preferably the socket barrel connector 24 discussed above. The interconnection 25 of the battery module 32 of the present invention is preferably flexible cable interconnections (see Fig. 14) that provide high thermal dissipation and design flexibility in the module. This is the flexible interconnection of cable 25, it serves for two important functionalities within the battery modules of the present invention (in addition to its normal function of transporting electrical energy out of the batteries). Firstly, the cord cable is flexible which serves for the expansion and contraction of the individual batteries 1 which results in a change of distance between the terminals 7,8 of the individual batteries within the module 32. Second, the cable interconnection of Laces 25 has a significantly larger surface area than a solid wire or bar. This is important for the thermal management of the batteries, modules and packages of the present invention because the electrical interconnection is part of a thermal path that begins within the interior of the battery passes through the electrodes 4, 5 through the output of electrode 27, by the battery terminal 7,8 and outwards to the electrical interconnection 25. Therefore, the greater the surface of the interconnection 25, the greater the thermal dissipation and the better the thermal behavior of the batteries 1. The Electrical interconnection of cord cables is preferably formed of copper or a copper alloy that is specially coated with nickel for corrosion resistance. However another aspect of the present invention (shown in Figure 15) is the metallic design of fluid-cooled battery pack systems (as used herein the terms "battery pack" or "pack" refer to two or more modules of the invention. battery electrically interconnected). Again, it should be noted that during the cycling of the batteries generate these large amounts of heat, this is particularly true when charging the batteries. This excess heat can be harmful and even catastrophic to the battery system. Some of the negative characteristics found when battery pack systems do not have or have inadequate heat treatment include >; 1) Substantially low capacity and power; 2) substantially increase self-discharge; 3) unbalanced temperatures between the batteries and the modules that lead to battery abuse; and 4) a decreased cyclic battery life. Therefore it is clear that to be the most useful battery pack systems, adequate thermal control is needed. Some of the factors to be considered and the thermal control or management of battery pack systems are 1) all batteries and modules must be kept colder than 65 ° C to avoid permanent damage to the batteries; 2) all batteries and modules must be kept cooler than 55 ° C to obtain at least 80% of the rated performance for the battery; 3) all batteries and modules must be kept colder than 45 ° to reach a maximum service time; and 4) the temperature difference between the individual batteries and the battery modules must be kept below 8o C for optimal operation. It should be noted that the improvements in the present invention regulate the temperature difference between the batteries to less than about 2 ° C. The thermal management of the battery pack system must provide adequate cooling to ensure optimal operation and durability of Ni-MH batteries in a wide variety of operating conditions. Temperatures in the United States have a wide range of at least - 30 ° C to 43 ° C in the 49 states below. It is necessary to achieve operational utility of the battery packs under this ambient temperature range to keep the batteries in their optimum operating range of approximately - 1 ° to 38 ° C. The nickel metal hydride batteries show a degradation in performance of charging efficiency at temperatures above 43 ° due to problems resulting from the evolution of oxygen at the positive nickel electrode. To avoid these inefficiencies, the temperature of the battery during charging should ideally be kept below 43 ° C. The nickel metal hydride batteries also show degradation in power operation at temperatures below -1 ° C due to degradation of efficiency in the negative electrode. To avoid low power, the battery temperature should be kept close up -Io C during discharge. As mentioned, in addition to efficiency degradation at high and low temperatures, detrimental effects can occur as a result of temperature differences within a module during charging. Large temperature differences cause imbalances in battery charge efficiencies, which, in turn, result in imbalances of the charge state resulting in decreased operating capacity and can lead to overload and over discharge. To avoid these problems the temperature difference between the batteries should be controlled at less than 8o C and preferably at less than 5-C-. Figure 18 shows the relationship between average battery specific energy in H / kg and the battery temperature for metal-nickel hydride batteries of the present invention. As you can see, the specific energy of the battery begins to fall around more than 20 ° C and thus falls drastically close to 40 ° C. Figure 19 shows the relationship between the specific power of the battery measured in / kg (watts / kilogram) and the battery temperature for? The metal-nickel hydride iae of the present invention As can be seen, the specific power of the battery rises with temperature but drops by more than 40 ° C. Other factors in the design of the battery pack system Fluid-cooled includes mechanical considerations, for example, the densities of the module package and the battery should be as high as possible to conserve space in the final product.In addition, anything added to the battery pack system to provide control As a consequence, the thermal energy reduces the total energy density of the battery system as a consequence, since it does not directly contribute to the electrochemical capacity of the batteries themselves In order to comply with this and other requirements, the inventors have designed the battery pack system fluid cooled of the present invention, in its most basic form (a modality shown in Figure 15) the fluid-cooled battery pack system 39 includes: 1) a battery pack case 30 having at least one cooler inlet 41 and at least one cooler outlet 42; 2) at least one battery module 32 disposed and positioned within the housing 40 so that the module 32 is spaced from the walls of the housing and any other battery module 32 within the housing 40 to form the cooler flow channels 43 along at least one surface of the connected batteries, the width of the coolant or cooler agent flow channels is optimally sized to allow for the greatest heat transfer either conductively or convectively or radiantly, from the batteries to the cooler; and 3) at least one means of transporting the cooler 44 that causes the cooler to enter the inlet 41 in the housing 40, flowing through the channels 43 and out the cooler outlet means 42 of the housing 40. Preferably and more practically, the battery pack system 39 includes a plurality of battery modules 32., typically from 2 to 100 modules, arranged in a 2 or 3 dimensional array configuration within the housing. The matrix configuration allows a high packing density but allows the cooler to flow through at least one surface of each of the battery modules 32. The battery pack housing 40 is preferably formed of an electrically insulating material. More preferably, the housing 40 is formed of lightweight, durable material, electrically insulating polymeric material. The material must be electrically insulating so that the batteries and modules do not cut short if the housing touches them. Also the material must be lightweight to increase the overall energy density of the package. Finally, the material must be durable and capable of withstanding the rigors of the final use of the battery pack. The battery pack housing 40 includes one or more - inlets 41 and the outlets 42, which may be specialized fluid ports, t. where required, but preferably are simply holes in the battery pack housing 40 through which cooling air enters and leaves the battery pack. The battery pack system 39 cooled with fluid. It is designed to use an electrically insulating cooler, which can be liquid or gas. Preferably the quencher is gaseous and more preferably the quencher is air. When using air as a cooler, the coolant conveying means 44 will preferably be a fan, and more preferably a fan that provides an air flow of 1-3 SCFM (standard cubic feet per minute) of air per cell in the package. The fans do not need to force the air continuously into the battery pack, but they can be controlled to keep the pack temperatures at an optimum level. Fan control to turn the fan on and off and to control fan speed is needed to provide efficient cooling during charging, use and non-use states. Typically cooling is most critical during charging, but it is also needed during aggressive operation. The fan speed is controlled based on the temperature differential between the battery pack and the environment, as well as based on the absolute temperature. The last to not cool the battery when it is already cold or to provide extra cooling near the ideal temperature range. For metal-nickel hydride batteries, fans are also needed in the resting periods after charging. Intermittent cooling is needed to provide efficient cooling under this condition and results in net energy savings by maintaining the self-discharge rate below the power consumption by the fan. A typical result (Fig. 16) shows a fan at a time of 2.4 hours after the initial cooling after charging. Typically the normal fan control procedure works well under these conditions, which are described below. The fan control allows the use of powerful fans for efficient cooling when needed, decreasing the consumption of the full power of the fans at all times, thus maintaining high energy efficiency. The use of one or more powerful fans is beneficial in terms of maintaining the optimum temperature of the package which helps to optimize the functioning of the package and its duration. An example of fan control procedure provides, that if the maximum battery temperature is above 30 ° and the ambient temperature is lower (preferably 5 ° or more lower) than the maximum battery temperature, then the fans will run and circulate cooling agent in the channels for the cooler. Another fan control algorithm operates the fans at variable rates depending on certain criteria. These criteria include: 1) maximum battery temperature; 2) ambient temperature; 3_ present use of the battery 9 this is: charging, charging wait, high temperature, high depth discharge when driving, stopped etc); 4) voltage of any auxiliary battery that energizes the cooling fans. The algorithm is shown in Table 2. TABLE 2 Yes (Tbatraax > = 25 ° C) THEN PWM = velmin + 5o delta PWM = MIN) PWM. raaxvel), - OTHERWISE PWM = minimum speed If PWM lower 30 THEN pwm = 0 YES (Vauxbat lower 13) and (PWM greater or = 30) Then PWM = 30 in the algorithm of Table 2: Tbatmax = maximum temperature of Module Tab = ambient air temperature; Delta = is Tbat max - Tamb (with negative values taken as zero) Vauxbat = the voltage of the auxiliary battery Minvel = the minimum fan speed 30% PWM if it is charged, load is expected, high temperature, high depth of discharge ( dod) when driving, or 0% PWM in another way; and Maxvel is the maximum fan speed, 100 5 PMW without load or expected load, or 65% PMW The flow rate and pressure of the cooling fluid needs to be sufficient to provide sufficient heat capacity and heat transfer to cool the package. The fluid flow rate needs to be sufficient to provide a continuous removal of heat at the maximum sustained heat generation rate that has been anticipated to result in an acceptable temperature rise. In typical Ni-MH battery packs with 5 - 10 W per cell generated during overload (maximum heat generation), a flow rate of 1-3 CFM of air per cell is needed to provide adequate cooling simply on the basis of the thermal capacity of the air and reach an acceptable temperature rise. Radial type fans can be used to provide the most effective flow for a heat treatment. This is due to the higher pressure of the air generated by this type of fans in contrast to that generated with axial fans. Generally, a pressure drop of at least 0.5"of water is required at the point of operation of the fan when installed in the package.To produce the pressure drop with high flow rates, a static pressure rating of the fan is generally required. 1.5 to 3"of water. In addition to using the cooling fans of the package when it is hot, the fans can heat the battery pack if it is too cold. That is, if the battery pack is below the minimum optical temperature, and the ambient air is hotter than the battery pack, the fans can be turned on and bring hotter air from the environment to the battery pack. The hotter air transfers its thermal energy to the battery pack and heats it to at least the lower end of the optimum temperature range. One or more cooler conveying means 44 can be placed in the cooler inlet 41 to force the fresh cooler into the housing of the battery pack 40, through the coolant flow channels 43, and outwardly through the cooler outlet 42. Alternatively, one or more cooler transport means 44 can be placed in the cooler outlet 42 to pull heated cooler out of the battery pack housing 40, causing a fresh cooling agent to penetrate the battery pack housing 40 through of the inlet 41, and flowing through the flow channels1 of the cooling agent or cooler. The cooler can flow parallel to the largest dimension of the flow channels 43 (this is in the direction of the length of the battery modules) or alternatively, it can flow perpendicularly to the largest dimension of the channels 43 (this is in the direction of the height of the battery module). It should be noted that since the chiller removes waste heat from the batteries as it flows through the channels 43, the chiller becomes hot. Therefore it is preferable that the fluid flows perpendicular to the largest dimension of the flow channels 43. This is because as the cooler warms up, the temperature difference between the batteries and the cooler decreases and therefore also decreases the cooling rate. Thus the total heat dissipation decreases. To bring that effect to a minimum, the flow path of the cooler should be the shortest of the two, this is along the height of the batteries. Although air is the preferred cooler (since it is available and is easy to transport in and out of the housing other gases and even liquid can be used, particularly coolers or in this case coolants can be used, such as freon or ethylene glycol, as well as Other materials based on carbon fluoride or other than carbon fluoride When these other gases or liquids are used as a coolant, the coolant conveying means 44 can preferably be a pump.When using coolers other than air, the transport medium it may preferably include a return line at the outlet of the cooler 42 which recycles the heated cooler to a cooling vessel (not shown) from which it is transferred to a heat exchanger (not shown) to extract heat therefrom and finally return it to supply to the cooler pump 44 to use it again in the cooling of the battery pack 39. The width of the channel of f Optimal cooler luxury, includes many different factors. Some of these factors include the number of batteries, their energy density and capacity, their charge and discharge rates, the direction, speed and volumetric flow rate of the cooler, the thermal capacity of the cooler and others. It has been found that independently of most of these factors it is important to design the cooling channels 43 to prevent or retard the flow volume of cooling fluid as it passes between the modules. Ideally, the flow delay is predominantly due to friction with the cooling surfaces of the cells, resulting in a flow reduction of 5 to 30% volume. When the spaces between the modules form the greatest restriction in the cooling fluid handling system, a uniform and grossly equal cooling fluid flow volume is produced in the spaces between all the modules, resulting in uniform cooling, and reducing the influence of other flow restrictions, (such as inputs or outputs) that could otherwise produce a non-uniform flow between the modules. In addition, the same area of each cell is exposed to the cooling fluid with uniform velocity and temperature. The battery modules are arranged for efficient cooling of the battery cells by maximizing the speed of the cooling fluid in order to alloy a high coefficient of heat transfer between the surface of the cell and the cooling fluid. This is achieved by narrowing the intermodular space to the point that the volumetric flow of the cooling fluid begins to decrease, but the fluid velocity is always increasing. The narrower space also helps to raise the heat transfer coefficient since the shortest distance for the heat transfer in the cooling fluid raises the gradient of the cell to the fluid temperature. The optimum width of the cooling fluid flow channel depends on the length of the flow path in the flow direction as well as the area of the coolant flow channel in the plane perpendicular to the flow of the cooler. Optimum separation of fan characteristics. For air the width of the flow channels of; cooler or coolant 43 is about 0.3-12mm, preferably between 1-9mm and more preferably between 3-8mm. for the vertical air flow through the module of approximately 18cm in height, the average module distance achievable excellently (width of the flow channels 43) is about 3-4mm center line spacing 105 mm. For a horizontal air flow length through 4 modules of 40 cm long in a row for a total distance of 160 cm, the achievable average module spacing (width of the coolant flow channels 43) is close to 7-8 mm (center line spacing 109 mm). Somewhat less intermodular distance at the farthest end of this row will result in a higher air flow rate and consequently a higher heat transfer coefficient, thus compensating for a downward current of higher air temperature. A secondary inlet or series of inlet divisions along the horizontal path of the cooler flow can also be used as a means of introducing additional cooler, thus making the transfer of heat between the battery cells and the cooler throughout more uniform. of the entire flow path. It should be noted that the term "central line spacing" is sometimes used with the same meaning as the width of the coolant flow channel. The reason for this is that the sealed channel widths are average numbers. The reason for this average is that the sides of the battery modules forming the flow channels 43 are not uniformly flat and uniform, the joints that connect the modules together and the sides of the same batteries cause the actual channel width I varied along its length. Therefore, it is sometimes easier to describe the width in terms of the width of the center line, which changes with batteries of different sizes, so in general it is more useful to discuss an average channel width, which applies to battery modules, regardless of the actual battery size used. Figures 20 and 21 present the relationships between the flow channel width (this, - is center line spacing) with respect to the volumetric flow rate of the cooler, the percentage of maximum heat transfer for the vertical and horizontal flow, respectively. The graphics are for the air as a cooler and suppose a turbulent flow and a restriction of free air of 30%. As can be seen, there is an optimal distance that clearly differs depending on the direction of the coolant flow. It is more efficient operating in a margin of minus 10% heat transfer, however, if the I-system is needed it can operate out of this range by increasing the volumetric flow rate of the cooler. In the figures, the curves indicated by squares represent high volumetric flow of the cooler (air) and are read from the left hand ordinate, while the curves indicated by triangles, and diamonds represent the percentage of the maximum transfer of heat and the percent of the maximum flow rate of the cooler, respectively, and are read from the right-hand ordinate. To help achieve and maintain adequate spacing of the module within the package housing and to provide electrical isolation between the modules, each module includes chiller flow channel separators 37 which stop the modules 32 at the optimum distance from any other module. 32 and the battery pack housing 40 to form the flow channels 43. As discussed above, the separators 37 are preferably placed on the top and bottom of the battery modules 32, giving protection to the corners of the batteries. modules 32, battery terminals 7, 8 and interconnects 25. More importantly, the tabs on the sides of the separators 38 stop the modules at the optimum separation distance. The separators 37 are formed of an electrically non-conductive light weight material, such as a durable polymer. It is also important for the energy density of the entire package, that the spacers include as little total material as possible to perform the required operation and still be as light as possible. As mentioned above, NiMH batteries work better in a specific temperature range. Although the described cooling system allows operating temperatures lower than the high temperature limit of the optimum range (and sometimes operate above the lower limit of temperature of the optimum range, if the ambient air temperature is so much hotter than the battery and more hotter than the lower temperature limit of the optimum range), there are also times when the battery system is colder than the lower limit of the optimum temperature range. Therefore, there is a need to provide variable thermal insulation to some or all of the modules and batteries in the battery pack system. In addition to the cooling systems described above, another way of thermally controlling the battery pack systems of the present invention is by the use of temperature-dependent charging regimes. This load-dependent temperature regimes allow efficient charging under a variety of ambient temperature conditions. One method includes changing the batteries to a current temperature dependent on the established voltage cover that is maintained until the current falls to a specified value after a specified load input, is applied to constant current. Another method includes a series of steps of decreasing constant current or constant power to a voltage limit compensated by the temperature followed by a specific load input applied to a constant current or power. Another method includes a series of steps of constant current reduction or constant power terminated by a maximum measured rate of temperature rise followed by a specific load input applied to constant current or power. The use of temperature-dependent voltage covers ensures a uniform capacity over a wide temperature range and ensures that the load is completed with a minimum of temperature increase, for example, the use of a fixed voltage load cover results in an increase of 8 ° C in a case where the use of loads compensating the temperature results in a temperature increase of 3 ° C under similar conditions. Absolute charge temperature limits (60 ° C) are required for this battery to avoid severe overheating that could occur in the event of simultaneous failure of the charger and the cooling system. The detection of the voltage change rate with respect to time ••. (DV / dt) on a packet or module basis allows a negative value of dV / dt to serve as a load terminator. This can prevent an excessive overload and improve the operating efficiency of the battery as well as serving as an additional safety limit. An example of a temperature dependent charge regime is presented in Table 3. TABLE 3 1) Maximum power load until a voltage cover is reached1'2'3 2) 30% reduced current and load until it is reached the voltage cover1'2'3 3) Repeat step 2 until the current is 5A 4) Complete the load with 5A constant current for one hour if the ampere-hour recharge is greater than 5AH 5) Restart the charge every 2 hours or every X hours, see below for an illustrative equation for X * 2. - alternatively re-start the charge if the battery module voltage found below 15V re-start the charge if the battery voltage drops below the voltage cover minus one correction (eg 0.5B per module) or alternatively floats the battery on the cover of voltage less the previous correction.- in all the previous cases the maximum temperature of the battery must be less than 50 before restarting the load. 1 * The current should be limited to 10A if the battery temperature is higher than 40 ° C 2 * Stop charging if the maximum temperature of the battery is higher than 60 ° C- only restart the charging if the maximum temperature of the battery drops below 50 ° C 3 * limit the total load to a maximum of 95 Ah for the initial charge or 30Ah for reboots. 4 * Voltage cover = (16.65 V - [0.024 V / C] * max Battery Temp (C) * No of modules 5 * for example X = 20 * 1-min acceptable load state (%) 2 * (60 - Max Temp Battery Figures 22 and 23 illustrate how temperature-compensated voltage cover charge regimes can reduce the temperature rise during charging of battery pack systems These figures represent the temperature rise of a battery pack. battery and packet voltage with respect to time during packet loading and unloading -In Figure 22 temperature compensated voltage cover the upper curve represents the packet voltage and the lower curve represents the pack temperature over the environment.- Figure 22 indicates that at the end of the load cycle, indicated by the top of the voltage curve, the package experiences an increase of 3 ° C over the environment, in contrast Figure 23 indicates a temperature increase of 8 ° over the environment to em Fill a fixed voltage cover as a charging method. Here the dotted curve represents a packet voltage and the solid curve represents a pack temperature. Therefore it can be seen that much of the heat generated by the conventional load has been eliminated by the use of a temperature compensated voltage cover load regime. As discussed, in addition to having an upper limit on the operating temperature range in current batteries, there is also a lower limit. As discussed above, when the ambient temperature is above the battery temperature, the cooling system can be used as a heating system. However it is much more possible that if the temperature of the package is low, the ambient temperature is also low. Therefore, there will be times during the operational use of the package system, that it will be advantageous to thermally isolate the batteries from the environment. However, the need for thermal insulation will not be constant and can vary dramatically in a very short period of time. Therefore thermal insulation also needs to be variable. In order to accommodate this variable need for thermal insulation, the inventors have invented a means to provide variable thermal insulation. This variable isolation can be used in individual batteries, battery modules and battery pack systems. In its most basic form, the medium provides variable thermal insulation to at least a portion of the rechargeable battery system that is most directly exposed to said environmental thermal condition, so as to maintain the temperature of the rechargeable battery system within the range of desired operation under varying environmental conditions. To provide this variable thermal insulation, the inventors have combined temperature sensing means, compressible thermal insulation means and means for compressing the compressible thermal insulation means in response to the temperature sensed by the thermal sensor. When the temperature sensor indicates that the environment is cold, the thermal insulation is placed in the areas that need it to isolate the affected areas of the battery, module or battery pack system. When the environment is warmer, the temperature sensor causes the thermal insulation to be partial or "fully compressed so that the isolation factor to the battery system by the understandable insulation is partially or totally eliminated.

The thermal sensors may be electronic sensors that supply information to the plunger device which increases or decreases the compression on a compressible foam or fiber insulation. Alternatively (and more preferably from the point of view of the use of electrical energy and mechanical possibility), the sensor and compression device can be combined in a single mechanical device that occasions variable compression on the thermal insulation in direct reaction to the environmental thermal condition. Such a combined sensor / compression device may be formed of a bimetallic material such as strips used in the thermostats. Under low ambient temperatures, the metallic device will allow the thermal insulation to expand in place to protect the battery system from cold ambient conditions, but when the temperature of the battery or the environment rises, the bimetallic device compresses the insulation to remove its insulating effect from the battery system. Although variable thermal insulation can be used to completely surround the entire battery, module or battery pack system, it is not always necessary to do so. Thermal insulation can be so effective when it only surrounds the problematic points of the system. For example, in the battery modules, and package systems of the present invention, which employ end plates with ribs, it may only be necessary to thermally insulate the ends of the modules that are most directly under the influence of ambient conditions with low temperature. These environmental conditions can cause large temperature imbalances between the batteries of the module (s) and, as a result, degrade the effectiveness of the module or package system. By providing variable insulation to the end or affected ends of the module (s), the temperature differential between the batteries can be reduced or eliminated and thus the overall temperature of the module (s) can be controlled. Finally it should be noted that the thermal insulation does not necessarily need to touch the batteries or modules, but that it may be spaced apart from the modules and leave a zone of dead air near the battery or module, which acts as an additional thermal insulation. The stated presentation has been presented in the form of a detailed discussion of the described embodiments for the purpose of making a complete and complete presentation of the present invention, and such details are not to be construed as limiting the true scope of the invention.

Claims (165)

1. 'CLAIMS 1, - A fluid-cooled battery pack system, the system including: a battery pack housing, which includes at least one coolant agent inlet medium and at least one coolant agent outlet means; At least one battery module disposed within the housing, the battery module includes a plurality of individual batteries bundled together, a battery module is positioned within the housing so that the battery module is disposed spaced apart from the housing and any another battery module disposed within the housing to form cooling agent flow channels along at least one surface of the attached batteries, the width of the cooling flow channels is of an optimum size to allow maximum heat transfer , by means of conductive, convective and radiant heat transfer mechanisms, from the batteries to the cooling agent, and at least one means of transport of cooling agent, the means of transport of the cooling agent causes the coolant to enter the medium of inlet of the cooling agent. accommodation, to flow through the flow channels and exit through the outlet of the accommodation or. 2. - The fluid-cooled battery pack system, according to claim 1, wherein the system includes a plurality of battery modules arranged in a matrix configuration within the housing, that matrix configuration allows the flow of coolant through at least one surface of the connected batteries of each of the battery modules. 3. The fluid-cooled battery pack system according to claim 1, wherein the fluid-cooled battery pack system is designed to use an electrically insulating gaseous cooler. 4. The fluid-cooled battery pack system according to claim 1, wherein the fluid-cooled battery pack system is designed to use an electrically insulating liquid cooler. 5. - The fluid-cooled battery pack system according to claim 3, wherein the gaseous coolant is air. 6. The fluid-cooled battery pack system according to claim 5, wherein the conveying means of the cooler includes a fan. 7. The fluid-cooled battery pack system according to claim 6, wherein the fan is positioned in the coolant inlet medium to force fresh cooling air into the battery pack housing, through the channels of flow coming out of the coolant outlet. 8. - The fluid-cooled battery pack system according to claim 6, wherein the fan is positioned in the outlet means of the cooler for pulling heated cooling air out of the battery pack housing, causing air Fresh chiller is pulled to the battery pack housing by the inlet and flows through the chiller flow channels. 9. The fluid-cooled battery pack system according to claim 1, wherein the coolant flows perpendicularly to the longest dimension of the coolant flow channels. 10. The fluid-cooled battery pack system according to claim 1, wherein the coolant flows parallel to the largest dimension of the coolant flow channels. 11. - The fluid-cooled battery pack system according to claim 4, wherein the means of conveying the cooler includes a pump. 12. - The fluid-cooled battery pack system according to claim 11, wherein the conveying means the cooling also includes a return line of the coolant attached to the outlet means of the cooler which recycles the heated cooler to a Coolant vessel which is transferred to a heat exchanger cooler to extract heat from it and finally re-supply it to the cooler pump for new use in the cooling of the battery pack. 13. - The system of battery pack cooled by fluid, according to claim 5, wherein the flow channels of the cooler are designed to prevent the flow of the coolant flowing therethrough in no more than about 5 to 30% flow volume. 14. The fluid-cooled battery pack system according to claim 13, wherein the width of the flow channels is between 0.3 and 12 mm. 15. The fluid-cooled battery pack system according to claim 1, wherein the battery pack housing is formed of an electrically insulating material. 16. The fluid-cooled battery pack system according to claim 1, wherein the battery pack housing includes more than one cooling input means. 17. The fluid-cooled battery pack system according to claim 1, wherein the battery pack housing includes more than one means of outputting the cooler. 18. The fluid-cooled battery pack system according to claim 1, wherein the system includes more than one coolant conveying means. "19. The fluid-cooled battery pack system according to claim 1, wherein the system maintains the temperature of the battery modules below 65 ° C. 20. -The battery pack system cooled down by fluid, according to claim 19, wherein the system maintains the temperature of the battery modules below 55 ° C. 21. The fluid-cooled battery pack system, according to claim 19, wherein the system maintains the temperature of the battery modules below 45 ° C. 22. The fluid-cooled battery pack system according to claim 19, wherein the system maintains the temperature difference between the battery modules. below 8 ° C. 23. - The fluid-cooled battery pack system according to claim 2, wherein the system includes between 4 and 100 battery modules per pack 24. -The battery pack system cooled by fl uid, according to claim 1, wherein the battery module includes: a plurality of individual batteries; a plurality of electrical interconnections, the electrical interconnections interconnect the individual batteries of the module with each other and provide means for electrically interconnecting battery modules separated from one another; and a means of joining or bundling / compressing the battery module, the batteries are bundled together within the sealing and compression means so that the plurality of batteries are fixed so that they do not move or dislodge when undergoing mechanical vibrations. or transported or used; the batteries are bundled or bound within the bonding / compression medium under external mechanical compression, where the external mechanical compression is optimized to balance outward pressure due to compression of the battery components and provide additional compression inwardly upon The electrodes of the battery inside each battery to reduce the distance between the positive and negative electrodes, thus increasing the total power of the battery. 25. - The fluid-cooled battery pack system according to claim 24, wherein the battery modules are joined together under a high mechanical compression using metal bars that are placed along the four sides of the module. battery and are welded in the four corners of the module where the bars are located forming a band around the periphery of the battery module. 26. The fluid-cooled battery pack system according to claim 24, wherein the welded metal rods are centrally positioned between the top and bottom of the battery module. 27. The fluid-cooled battery pack system according to claim 26, wherein the welded metal bars include three sets of bars placed centrally between the upper part and the bottom or base of the battery module, a first set of bars is arranged halfway between the top and bottom of the battery module, a second set of bars is placed between the first set of bars and the upper part of the battery pack, and the third set of bars is between the first set of bars and the bottom of the battery pack. ? 28. The fluid-cooled battery pack system according to claim 25, wherein the battery modules are joined together under mechanical compression of approximately 3.5 to 12.6 kg / cm2. 29. - The fluid-cooled battery pack system according to claim 27, wherein the battery modules are joined together under mechanical compression using metal bars that are placed along two sides of the battery module and They are welded in the corners of the module to form a metallic pipe that retains the end plate on the ends of the modules. 30. The fluid-cooled battery pack system according to claim 29, wherein the end plate includes ribs protruding perpendicularly to the plane of 1 extreme placate, thus offering greater resistance to the plates, and with recesses for the metal pipe. 31.- The fluid-cooled battery pack system, according to claim 29, wherein the end plate is thermally isolated from the batteries attached within the module. 32. The fluid-cooled battery pack system according to claim 30, wherein the ribs provide additional thermal dissipation to the batteries fc. inside the module. 33. The fluid-cooled battery pack system according to claim 24, wherein each of the battery modules includes module separators which stop the modules at a distance from any other module and the package housing. Of battery. 34. The fluid-cooled battery pack system according to claim 33, wherein the module separators are formed of an electrically non-conductive material. 35.- The fluid-cooled battery pack system, according to claim 24, wherein the coolant flow channel separators are additionally designed to cover the electrical terminals of the batteries within the module. 36.- The fluid-cooled battery pack system, according to claim 24, wherein the electrical interconnections are twisted cable interconnections which provide high thermal dissipation and flexibility of configuration and design to the module. 37. The fluid-cooled battery pack system according to claim 36, wherein the electrical interconnects of braided cable are made of copper covered with nickel. 38. The fluid-cooled battery pack system according to claim 24, wherein the battery modules are bundles of primary batteries. 39. The fluid-cooled battery pack system according to claim 38, wherein the battery modules are bundles of primary batteries, which are all oriented in the same manner, each battery having its electrical terminals located at the top of it. 40. - The fluid-cooled battery pack system, according to claim 38, wherein the battery modules are bundles of 2-15 prismatic batteries per module. 41. The fluid-cooled battery pack system according to claim 38, wherein the battery modules are formed of metal hydride batteries attached or bundled together. 42. The fluid-cooled battery pack system according to claim 41, wherein the battery modules are prismatic metal hydride batteries attached. 43. - The fluid-cooled battery pack system according to claim 41, wherein the batteries include: a battery housing, including a positive battery electrode terminal and a negative battery electrode terminal; at least one positive battery electrode disposed within the battery housing and electrically connected to the positive battery electrode terminal; at least one negative battery electrode disposed within the battery housing and electrically connected to the negative battery electrode terminal; at least one battery electrode spacer disposed between the negative and positive electrodes within the battery housing, the spacer isolates i. electrically the positive electrode of the negative electrode, but allows a chemical interaction of the negative electrode and the positive electrode; and battery electrolyte disposed within the battery housing, the battery electrolyte surrounds and moistens the positive electrode, the negative electrode and the separator; The battery housing is prismatic and has an optimal ratio of thickness to width and height, in its appearance. 44. The fluid-cooled battery pack system according to claim 43, wherein the battery housing is formed of a material that is thermally conductive, mechanically and rigidly resistant, and corrosion resistant. 45. The fluid-cooled battery pack system according to claim 43, wherein the battery housing is formed of metal. 46.- The fluid-cooled battery pack system, according to claim 43, wherein the metallic battery housing is made of stainless steel. 47. - The fluid-cooled battery pack system according to claim 43, wherein the housing is formed of a housing top portion that includes the positive battery electrode terminal and the negative battery electrode terminal and a battery housing cover in which the electrodes are deposited. 48. The fluid-cooled battery pack system according to claim 43, wherein the upper housing part includes an annular ring that defines the periphery of at least one opening through which the upper part and the upper part of the housing are arranged. terminals have a sealing lip around their circumferences, the terminals are tightly sealed on the annular ring on the sealing lip. 49.- The fluid-cooled battery pack system according to claim 48, wherein the upper part of the housing, the housing cover and the annular ring are formed of 304L stainless steel. 50.- The fluid-cooled battery pack system according to claim 48, wherein an elastomeric dielectric seal is positioned between the sealing lip and the reinforcing ring. 51. The fluid-cooled battery pack system according to claim 50, wherein the elastomeric dielectric seal is formed of a polysulphonic material impervious to hydrogen. 52. - The fluid-cooled battery pack system according to claim 43, further comprising a pressure vent for releasing the pressure of the battery to the atmosphere. 53. - The fluid-cooled battery pack system, according to claim 52, wherein the pressure vent is fixed in an axial opening inside the terminal. 54. - The fluid-cooled battery pack system according to claim 52, wherein the pressure vent includes: a vent box having a hollow interior area in gas communication with the atmosphere and the interior of the housing via The opening. a pressure release piston positioned within the hollow interior area, the pressure release piston is sized to seal the axial opening and has a seal groove on its surface opposite the axial opening; an elastomeric dielectric seal mounted within the seal groove, the seal groove is configured to encapsulate the entire seal except one surface, thereby leaving the non-encapsulated surface of the seal exposed; and a compression spring positioned to force the pressure release piston to compress the seal in the seal groove and block the axial opening in the terminal. , 55.- The battery pack system cooled by i-fluid, according to claim 54, wherein the elastomeric dielectric seal is formed of a polysulphonic material impermeable to hydrogen. 56. The fluid-cooled battery pack system according to claim 43, further including a comb forming an electrical connection between the internal electrode tabs and the terminals. 57. The fluid-cooled battery pack system according to claim 56, wherein at least one comb is an electrically conductive rod having multiple parallel recesses in which the internal tabs of the electrode are frictionally adjusted. 58. The fluid-cooled battery pack system according to claim 57 wherein at least one comb is formed of copper, copper alloy, nickel-covered copper or nickel-coated copper alloy. 59. The fluid-cooled battery pack system according to claim 43, wherein the terminals are formed of copper, copper alloy, nickel-covered copper or nickel-coated copper alloy. 60. The fluid-cooled battery pack system according to claim 43, wherein at least one battery electrode separator that is disposed between the positive and negative electrodes includes spacers surrounding each electrode. í 61. - The fluid-cooled battery pack system according to claim 43, wherein the spacers are formed of polypropylene having a grain or groove structure oriented. 62. - The fluid-cooled battery pack system according to claim 61, wherein the spacers are positioned so that the grain or groove oriented structure is aligned along the height direction of at least a positive electrode and at least one negative electrode. 63. - The fluid-cooled battery pack system according to claim 43, wherein the metallic prismatic battery housing is electrically isolated from the environment by a non-conductive polymer coating. 64. The fluid-cooled battery pack system according to claim 63, wherein the non-conductive polymer coating is a layer of electrically insulating polymer tape. 65. - The fluid-cooled battery pack system according to claim 43, wherein the positive and negative battery electrodes are arranged in the housing in such a way that their electrical collector tabs are opposite one another. in the upper part of the room. 66.- The fluid-cooled battery pack system, according to claim 65, wherein the negative and positive battery electrodes have scraped corners where the electrical collector tabs of opposite polarity are located, thereby avoiding shorts circuits between the electrodes and deadweight, unused electrode material is removed. 67. The fluid-cooled battery pack system according to claim 43, wherein the battery includes 19 positive electrodes and 20 negative electrodes arranged alternately in the same housing. 68. The fluid-cooled battery pack system according to claim 45, wherein the interior of the metallic prismatic battery housing is electrically isolated from the electrodes and electrolyte. 69. - The fluid-cooled battery pack system according to claim 68, wherein the interior of the metallic prismatic battery housing is insulated from the electrodes and the electrolyte by a coating of the interior of the battery housing with polymeric material electrically insulating. 70. - The fluid cooled battery pack system, according to claim 68, wherein the! • The interior of the metallic prismatic battery housing is isolated from the electrodes and the electrolyte by placing the electrodes and the electrolyte in a polymer bag which is sealed and inserted into the battery housing. 71. The fluid-cooled battery pack system according to claim 43, wherein the negative electrodes are formed from thermally conductive sintered metal hydride electrode material. 72. The fluid-cooled battery pack system according to claim 43, wherein the negative electrodes are in thermal contact with the battery housing. 73.- An improved high-power battery module, wherein the battery module includes: a plurality of individual batteries; a plurality of electrical interconnections, which interconnect the individual batteries of the module with each other provide means for electrically interconnecting battery modules separated from each other, and battery module compression / joining means the batteries are joined or bundled together within the attachment means / compression so that the plurality of batteries are fixed and do not move or dislocate when subjected to mechanical vibrations by transport or use the batteries are joined within the compression / joint means under external mechanical compression, where the External mechanical compression is optimized to balance the outward pressure due to the expansion of the battery components and provides additional compression towards the inside over the battery electrodes inside each battery to reduce the distance between the positive and negative electrodes, thus increasing the total power of the battery. 74. - The battery module according to claim 73, wherein the battery modules are joined together under high mechanical compression using metal bars that are arranged along the four sides of the battery module and are welded in the four corners of the module where the bars meet, thus forming a band around the periphery of the battery module. * 75. - The battery module according to claim 74 in which the welded metal bars are centrally positioned between the upper and lower part of the battery module. 76.- The battery module according to claim 75 in which the molten metal bars include three groups of bars placed centrally between the upper and lower part of the battery module, a first group of bars placed in the middle between the upper and lower part of the battery module, a second group of bars placed between the first group of bars and the upper part of the bundle of bars, and the third set of bars placed between the first group of bars and the base of the battery pack. 77. The battery module according to claim 74, wherein the battery modules are joined together under mechanical compression of approximately 50-180 psi. 78.- The battery module according to claim 76 in which the battery modules are joined together under high mechanical compression using metal bars that are placed along two sides of the battery module and welded in the corners of the module to the metal tube that have the end plates on the ends of the modules. 79. - The battery module according to claim 76, wherein the end plate includes ribs projecting perpendicular to the plane of the end plates, providing greater strength to the end plates and grooves for the metal tubes. 80.- The battery module according to claim 78, wherein the end plates are thermally insulated from the batteries attached within the module. 81.- The battery module according to claim 79 wherein the ribs provide a greater thermal dissipation for the batteries within the module. * 82. - The battery module according to claim 73 wherein each of the battery modules includes module spacers that retain the modules at a distance from any other module and the housing of the battery pack. 83. - The battery module according to claim 82, wherein the module separators are formed of electrically non-conductive material. 84. - The battery module according to claim 73, wherein the spacers are further designed to cover the electrical terminals of the batteries within the module. 85. - The battery module according to claim 73, wherein the electrical interconnections are braided cable interconnections that provide high thermal dissipation and flexibility of the design / configuration of the module. 86.- The battery module according to claim 85, in which the electrical interconnections of braided cable are formed of copper, copper alloy, copper coated with nickel or copper alloy coated with nickel. 87. The battery module according to claim 73, wherein the battery modules are bundles of prismatic batteries. 88. - The battery module according to claim 87 wherein the battery modules are bundles of prismatic batteries that are all oriented in the same way with each battery having its electrical terminals located on top of them. 89.- The battery module according to claim 87, wherein the battery modules consist of bundles of 2-15 prismatic batteries per module. 90.- The battery module according to claim 73, in which the battery modules consist of metal hydride batteries attached. 91.- The battery module according to claim 90 in which the battery modules are prismatic metal hydride batteries attached. 92. - The battery module according to the fc. claim 73, in which the batteries include: a battery housing, the battery housing includes a positive battery electrode terminal and a negative battery electrode terminal; at least one positive electrode disposed within the battery housing and electrically connected to the positive electrode terminal; at least one negative electrode disposed within the battery housing 'and electrically connected to the negative electrode terminal; when * less a separator disposed between the positive and negative electrodes within the battery housing, the separator electrically insulates the positive electrode from the negative electrode, allowing chemical interaction between the positive and negative electrodes; and battery electrolyte placed within the battery housing, the battery electrolyte surrounds and moistens at least one positive electrode, the at least one negative electrode and at least one spacer; The battery housing is prismatic in shape and has an optimized ratio of thickness to width to height. 93. - The battery module according to claim 90, wherein the battery housing is formed of a material that is thermally conductive, fc mechanically strong and rigid and resistant to corrosion. 94. - The battery module according to claim 92, wherein the battery housing is formed of metal. 95. - The battery module according to claim 94, wherein the metallic battery housing is formed of stainless steel. 96. The battery module according to claim 92, wherein the housing includes a housing cover that includes the positive battery electrode terminal and the negative battery electrode terminal and a battery housing in which the electrode are placed. 97. The battery module according to claim 96, wherein the cover of the housing includes an annular cover defining the periphery of at least one opening through the cover and the terminals having a sealing lip around it. circumference, the folding of the terminals is sealed in the annular cover on the sealing lip. 98. The battery module according to claim 97, wherein the cover of the housing, the can of the housing and the annular cover are formed of stainless steel 304L. 99. - The battery module according to claim 97, wherein an elastomeric dielectric seal is placed between the sealing lip and the annular cover. 100.- The battery module according to claim 99, wherein the elastomeric dielectric seal is formed of a polysulfone material impermeable to hydrogen. 101. - The battery module according to claim 92, wherein at least one of the terminals includes a pressure vent to release the internal pressure of the battery to the atmosphere surrounding it. I- 102. - The battery module according to claim 101, wherein the pressure vent is fixed to an opening through the cover of the housing. 103. - The battery module according to claim 102, wherein the pressure vent includes: a vent housing having a hollow interior area in communication by gases with a surrounding atmosphere and the interior of the battery housing by means of the opening, a pressure release piston positioned within the hollow interior area, the pressure release piston is dimensioned to seal the axial opening and having a sealing groove on its surface opposite its axial opening; an elastomeric dielectric seal mounted within the sealing groove, the sealing groove configured to encapsulate all but one surface of the seal, leaving exposed the non-encapsulated surface of the seal; and a compression spring positioned to urge the pressure release piston to compress the seal in the notch of the seal and block the axial opening in the terminal. 104. - The battery module according to claim 102, wherein the elastomeric dielectric seal is formed of hydrogen-impermeable polysulfone material. 105. - The battery module according to claim 92, which also includes at least one comb that forms an electrical connection between the electrode bars and the terminals. 106. - The battery module according to claim 105, wherein at least one comb is an electric conductive bar having multiple parallel slots in which the internal electrode bars are frictionally adjusted. 107. The battery module according to claim 106, wherein at least one comb is formed of copper, copper alloy, copper coated with nickel or copper alloy coated with nickel. 108. The battery module according to claim 92, wherein the terminals are formed of copper, copper alloy, copper coated with nickel or copper alloy coated with nickel. 109. The fluid-cooled battery pack system according to claim 92, wherein at least one battery electrode spacer disposed between the positive and negative electrodes includes spacers surrounding each electrode. 110.- The fluid-cooled battery pack system according to claim 92, wherein the spacers are formed of polypropylene having a textured or grooved texture structure. lll. - The fluid-cooled battery pack system according to claim 110, wherein the spacers are positioned in such a way that the oriented or grooved texture structure is aligned along the height direction of the at least one positive electrode and at least one negative electrode. 112. - The battery module according to claim 92, wherein the prismatic battery housing is electrically isolated from the environment by means of a non-conductive polymer coating. 113. - The battery module according to claim 112, wherein the non-conductive polymer layer is a layer of electrically insulating polymeric tape. 114. - The battery module according to claim 92, wherein the positive and negative battery electrodes are disposed in the housing such that their respective electric collection bars are arranged opposite each other in the upper part or housing cover. 115. - The battery module according to claim 114, in which the positive and negative battery electrodes have notched corners where the batteries are placed. Reverse polarity electric electrode collection bars, avoiding short circuits between the electrodes and eliminating unused deadweight electrode material 116. The battery module according to claim 92, wherein the battery it includes 19 positive electrodes and 20 negative electrodes alternately positioned within the housing 117. The battery module according to claim 94, wherein the interior of the metallic prismatic battery housing is electrically isolated from the electrodes and the electrolyte. - The battery module according to claim 117, wherein the interior of the prismatic metal battery housing is isolated from the electrodes and the electrolyte by means of a coating of electrically insulating polymeric material inside the housing of the battery 119. The battery module according to claim 117, wherein the interio r of the prismatic metal battery housing that is electrically isolated from the electrodes and the electrolyte by placing the electrodes and the electrolyte in a polymer bag that is sealed and inserted into the battery housing. 120.- The battery module of claim 92, wherein the negative electrodes are formed from thermally conductive sintered metal hydride electrode material. 121. The battery module according to claim 120, wherein the thermally conductive sintered metal hydride electrodes are in thermal contact with the battery housing. 122.- A mechanically improved rechargeable battery, the battery includes: a battery housing, the battery housing includes a positive battery electrode terminal and a negative battery electrode terminal; at least one positive electrode disposed within the battery housing and electrically connected to the positive electrode terminal; at least one negative electrode disposed within the battery housing and electrically connected fc. to the negative electrode terminal; at least one spacer disposed between the positive and negative electrodes within the battery housing, the spacer electrically isolates the positive electrode from the negative electrode, allowing chemical interaction between the positive and negative electrodes; and battery electrolyte placed within the battery housing, the battery electrolyte surrounds and moistens at least one positive electrode, the at least one negative electrode and at least one spacer; The battery housing is prismatic in shape and has an optimized ratio of thickness to width to height. 123. - The battery module according to claim 122, wherein the battery housing is formed of a material that is thermally conductive, mechanically strong and rigid and resistant to corrosion. 124. The battery module according to claim 123, wherein the battery housing is formed of metal. 125. - The mechanically improved rechargeable battery according to claim 124, wherein the metal battery housing is formed of stainless steel. 126.- The mechanically improved rechargeable battery according to claim 122, wherein the housing includes a housing cover that includes the positive battery electrode terminal and the negative battery electrode terminal and a battery housing in which the electrodes are placed. 127.- The mechanically improved rechargeable battery according to claim 126, wherein the cover of the housing includes an annular cover defining the periphery of at least one opening through the cover and the terminals having a sealing lip around its circumference, the folding of the terminals is sealed in the annular cover on the sealing lip. 128.- The mechanically improved rechargeable battery according to claim 127, wherein the housing cover, the housing can and the annular cover are formed of 304L stainless steel. 129. - The mechanically improved rechargeable battery according to claim 127, wherein an elastomeric dielectric seal is placed between the sealing lip and the annular cover. 130.- The mechanically improved rechargeable battery according to claim 129, wherein the elastomeric dielectric seal is formed of a polysulfone material impermeable to hydrogen. 131. The mechanically improved rechargeable battery according to claim 122, wherein at least fc. One of the terminals includes a pressure vent to release the internal pressure of the battery to the surrounding atmosphere. 132.- The mechanically improved rechargeable battery according to claim 131, in which the pressure vent is fixed to an opening through at least one of the terminals. 133. The mechanically improved rechargeable battery according to claim 131, wherein the pressure vent includes: a vent housing having a hollow interior area in gas communication with a surrounding atmosphere and the interior of the battery housing by means of the opening, a pressure release piston positioned within the hollow interior area, the pressure release piston is dimensioned to seal the axial opening and having a sealing groove on its surface opposite its axial opening; an elastomeric dielectric seal mounted within the sealing groove, the sealing groove configured to encapsulate all but one surface of the seal, leaving exposed the non-encapsulated surface of the seal; and a compression spring positioned to push the pressure release piston to compress the seal in the notch of the seal and block the axial opening in the terminal fc. 134.- The mechanically improved rechargeable battery according to claim 133, in which the elastomeric dielectric seal is formed of hydrogen-impermeable polysulfone material. 135.- The mechanically improved rechargeable battery according to claim 122, further including at least one comb that forms an electrical connection between the electrode bars and the terminals. 136.- The mechanically improved rechargeable battery according to claim 135, wherein at least one comb is an electric conductive bar having multiple parallel slots in which the internal electrode bars are frictionally adjusted. 137.- The mechanically improved rechargeable battery according to claim 136, wherein at least one comb is formed of copper, copper alloy, copper coated with nickel or copper alloy coated with nickel. 138.- The mechanically improved rechargeable battery according to claim 122, wherein the terminals are formed of copper, copper alloy, copper coated with nickel or copper alloy coated with nickel. 139. The fluid-cooled battery pack system according to claim 122, wherein at least one battery electrode separator disposed between the positive and negative electrodes includes spacers surrounding each electrode. 140.- The fluid-cooled battery pack system according to claim 122, wherein the spacers are formed of polypropylene having a textured or slotted texture structure. 141. The fluid-cooled battery pack system according to claim 140, wherein the spacers are positioned in such a way that the oriented or slotted texture structure is aligned along the height direction of the at least one positive electrode and the at least one negative electrode. 142.- The mechanically improved rechargeable battery according to claim 124, wherein the prismatic battery housing is electrically isolated from the environment by means of a non-conductive polymer coating. 143. The mechanically improved rechargeable battery according to claim 142, wherein the non-conductive polymer layer is a layer of electrically insulating polymeric tape. 144. - The battery module according to claim 122, wherein the positive and negative battery electrodes are arranged in the housing such that their respective electric collection bars are arranged opposite each other in the upper part or cover of the accommodation. 145. - The battery module according to claim 144, wherein the positive and negative battery electrodes have notched corners where the electric polarity electrode collection bars are placed, avoiding short circuits between the electrodes and eliminating unused electrode material. 146.- The mechanically improved rechargeable battery according to claim 122, in which the battery includes 19 positive electrodes and 20 negative electrodes placed alternately within the housing. 147.- The mechanically improved rechargeable battery according to claim 124, wherein the interior of the metallic prismatic battery housing is electrically isolated from the electrodes and the electrolyte. 148.- The mechanically improved rechargeable battery according to claim 147, wherein the interior of the prismatic metal battery housing is isolated from the electrodes and the electrolyte by means of a coating of electrically insulating polymeric material inside the housing of the battery. 149. The mechanically improved rechargeable battery according to claim 147, wherein the interior of the prismatic metal battery housing is electrically isolated from the electrodes and the electrolyte by placing the electrodes and the electrolyte in a polymer bag that is sealed and inserted in the battery housing. 150.- The mechanically improved rechargeable battery of claim 122, in which negative electrodes are formed from thermally conductive sintered metal hydride electrode material. 151. The mechanically improved rechargeabattery according to claim 150, wherein the thermally conductive sintered metal hydride electrodes are in thermal contact with the battery housing. 152.- In a rechargeabattery system consisting of at least one interconnected rechargeabattery, the rechargeabattery system exposed to the environmental thermal conditions to develop a thermally degrading operating temperature in the rechargeabattery system, the improvement consists of: means to provide variathermal insulation in at least a portion of the rechargeabattery system that is directly exposed to the environmental thermal condition, to maintain the temperature of the rechargeabattery system within its desired operating range under varying ambient conditions. 153. The rechargeabattery system according to claim 152, wherein the rechargeabattery system includes a single rechargeabattery 154. The rechargeabattery system according to claim 152, wherein the rechargeabattery system Rechargeabattery includes multiple electrically interconnected rechargeabatteries attached in a battery module. 155. - The rechargeable battery system according to claim 152, wherein the rechargeable battery system includes multiple electrically connected rechargeable batteries joined in multiple battery modules that are disposed in a housing to form a battery pack system. 156.- The rechargeable battery system according to claim 152, wherein the means for providing variable insulation includes temperature sensing means, compressible thermal insulation means and means for compressing the thermally insulating means compressible in response to temperature detected by the thermal sensor. 157.- The rechargeable battery system according to claim 156, wherein the thermal sensors include electronic sensors, the compressible thermal insulation means include a foam or compressible fiber insulation and the means for compressing the compressible thermal insulation means '' include piston devices that variably increase or decrease compression on foam or compressible fiber insulation in response to signals from electronic sensors. 158. The rechargeable battery system according to claim 156, wherein the thermal sensors and means for compressing the compressible thermal insulation means are combined as a single unit. 159. -'- The rechargeable battery system according to claim 158,. wherein the combined thermal sensor / compressor unit includes a bi-metal strip that allows the compressible thermal insulation media to expand in place to protect the battery system from cold environmental conditions and compress the insulation to remove its insulating effect of the battery system under hot ambient conditions. 160. - The rechargeable battery system according to claim 153 wherein at least that portion of the rechargeable battery system that is most directly exposed to the environmental thermal condition includes the entire rechargeable battery. 161. The rechargeable battery system according to claim 154 wherein at least that portion of the rechargeable battery system that is most directly exposed to the environmental thermal condition includes the entire battery module. 162. - The rechargeable battery system according to claim 154 wherein at least the portion of the rechargeable battery system that is exposed most directly to the ambient thermal conditions includes only the ends of the battery module. 163. - The rechargeable battery system according to claim 155, wherein at least that portion of the rechargeable battery system that is more ... directly exposed to the environmental thermal condition includes all the multiple battery modules that are disposed in the housing to form the battery pack system. 164. - The rechargeable battery system according to claim 155 wherein the at least one portion of the rechargeable battery system that is most directly exposed to ambient thermal conditions includes only the ends of at least one of the multiple battery modules which are arranged in the housing to form the battery pack system. 165. - The rechargeable battery system according to claim 153, wherein at least a portion of the rechargeable battery system that is most directly exposed to the environmental thermal condition includes only the ends of all the multiple battery modules that are arranged in the housing to form the battery pack system. SUMMARY OF THE INVENTION Batteries, Modules and battery systems cooled by fluid, mechanically and thermally improved. The battery has a prismatic shape with an optimized ratio of thickness to width at height that provides the battery with optimal balanced properties when compared to prismatic batteries that do not have these optimized proportions. ThicknessOptimized width and height allow maximum capacity and power output while eliminating the damaging effects. The battery case allows unidirectional expansion that is easily compensated by applying mechanical compression contrary to that direction. In the module (32), the batteries are attached within tying / compression means under external mechanical compression which is optimized to balance outward pressure due to expansion and provide additional inward compression to reduce the distance between the positive electrodes and negative, increasing the overall power of the battery. The fluid-cooled battery pack (39) includes a battery pack housing (40) having refrigerant inlets (41) and outlets (42); the battery modules within the housing such that they are separated from the walls of the housing and each other to form coolant flow channels (43) along at least one surface of attached batteries, and at least one means of transport of refrigerant (44). The width of the coolant flow channels allow maximum heat transfer. Finally, batteries, modules and packages may also include means to provide variable thermal insulation to at least that portion of the rechargeable battery system that is most directly exposed to the environmental thermal conditions, to maintain the temperature of the system within its range. desired operation under varying environmental conditions.