WO2008109764A1 - Système de gestion thermique et procédé pour batterie de véhicule - Google Patents

Système de gestion thermique et procédé pour batterie de véhicule Download PDF

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Publication number
WO2008109764A1
WO2008109764A1 PCT/US2008/056078 US2008056078W WO2008109764A1 WO 2008109764 A1 WO2008109764 A1 WO 2008109764A1 US 2008056078 W US2008056078 W US 2008056078W WO 2008109764 A1 WO2008109764 A1 WO 2008109764A1
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WO
WIPO (PCT)
Prior art keywords
temperature
cells
fluid
thermal management
management device
Prior art date
Application number
PCT/US2008/056078
Other languages
English (en)
Inventor
Gray P. Houchin-Miller
Original Assignee
Johnson Controls - Saft Advanced Power Solutions Llc
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Johnson Controls - Saft Advanced Power Solutions Llc filed Critical Johnson Controls - Saft Advanced Power Solutions Llc
Publication of WO2008109764A1 publication Critical patent/WO2008109764A1/fr
Priority to US12/545,022 priority Critical patent/US20100047682A1/en

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Classifications

    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M50/00—Constructional details or processes of manufacture of the non-active parts of electrochemical cells other than fuel cells, e.g. hybrid cells
    • H01M50/20—Mountings; Secondary casings or frames; Racks, modules or packs; Suspension devices; Shock absorbers; Transport or carrying devices; Holders
    • H01M50/204—Racks, modules or packs for multiple batteries or multiple cells
    • H01M50/207—Racks, modules or packs for multiple batteries or multiple cells characterised by their shape
    • H01M50/213—Racks, modules or packs for multiple batteries or multiple cells characterised by their shape adapted for cells having curved cross-section, e.g. round or elliptic
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/64—Constructional details of batteries specially adapted for electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/66—Arrangements of batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • B60L58/22—Balancing the charge of battery modules
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/26—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by cooling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/27—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by heating
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H01M10/613—Cooling or keeping cold
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H01M10/615—Heating or keeping warm
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/63—Control systems
    • H01M10/633—Control systems characterised by algorithms, flow charts, software details or the like
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/64—Heating or cooling; Temperature control characterised by the shape of the cells
    • H01M10/643—Cylindrical cells
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/656—Means for temperature control structurally associated with the cells characterised by the type of heat-exchange fluid
    • H01M10/6561—Gases
    • H01M10/6563—Gases with forced flow, e.g. by blowers
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/657—Means for temperature control structurally associated with the cells by electric or electromagnetic means
    • H01M10/6571—Resistive heaters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/12—Bikes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/32—Waterborne vessels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/545—Temperature
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors

Definitions

  • the present application relates generally to the field of batteries and battery systems. More specifically, the present application relates to a system for packaging and cooling and/or heating batteries (e.g., in a cell assembly or module).
  • batteries for use in vehicles such as automobiles.
  • lead-acid batteries have been used in starting, lighting, and ignition applications.
  • hybrid vehicles have been produced which utilize a battery (e.g., a nickel metal hydride (NiMH) battery, a lithium-ion battery) in combination with other systems (e.g., an internal combustion engine) to provide power for the vehicle.
  • a battery e.g., a nickel metal hydride (NiMH) battery, a lithium-ion battery
  • other systems e.g., an internal combustion engine
  • vehicles have been produced which utilize only a battery (e.g., a NiMH battery, a lithium-ion battery) to provide power for the vehicle.
  • the design and management of a battery system and/or module that can be advantageously utilized in a hybrid or electric vehicle may involve considerations such as battery arrangement, electrical performance monitoring, thermal management, and containment of effluent (e.g., gases that may be vented from a battery cell).
  • effluent e.g., gases that may be vented from a battery cell.
  • a method of managing the temperature of a plurality of cells within a battery module includes directing a fluid past a device configured to modify the temperature of the gas.
  • the fluid is directed into an inlet of the battery module such that the fluid flows proximate the plurality of cells to modify the temperature of the cells.
  • the device is configured such that the fluid enters the inlet at a first temperature during a first period and at a second temperature during a second period, the first temperature being different from the second temperature.
  • the temperature difference between a first group of cells closest to the inlet and a second group of cells furthest from the inlet is less than it would be if the fluid were provided into the battery module at a constant temperature.
  • a method of controlling the temperature of a plurality of cells in a battery module includes thermally conditioning a fluid using a thermal management device.
  • the thermally conditioned fluid is forced over the plurality of cells using a fan.
  • the fan is configured to operate at a plurality of different speeds. The speed of the fan is changed at predetermined intervals and by predetermined amounts to change the temperature of the fluid.
  • a method of controlling the temperature of a plurality of cells within a battery module includes flowing a fluid past a thermal management device configured to modify the temperature of the fluid.
  • the fluid is forced into the module and past the cells using a fan.
  • the thermal management device and the fan speed are changed to control the temperature of the fluid entering the module so as to control the amount of temperature variation between individual cells in the module.
  • FIG. 1 is a perspective view of a vehicle having a battery module provided therein.
  • FIG. 2 is a perspective view of a vehicle according to another exemplary embodiment.
  • FIG. 3 is a perspective view of a battery module or system according to an exemplary embodiment.
  • FIG. 4 is a perspective view of a housing or cover for use with a battery module such as that shown in FIG. 3.
  • FIG. 5 is an exploded perspective view of a battery module or system according to an exemplary embodiment.
  • FIG. 6 is a perspective view of a battery pack for use with a battery module or system such as that shown in FIG. 5.
  • FIG. 7 is an exploded perspective view of the battery pack of FIG. 6.
  • FIG. 8 is a partially exploded perspective view of a battery pack for use in a battery module according to an exemplary embodiment.
  • FIG. 9 is a perspective view of the assembled battery pack of FIG. 8.
  • FIG. 10 is a front elevation view of the assembled battery pack of FIG. 8.
  • FIG. 11 is an exploded perspective view of the battery pack of FIG. 8 with three rows of cells omitted.
  • FIG. 12 is a perspective view of a tray of the battery pack of FIG. 7.
  • FIG. 13 is a detailed perspective view of the tray of FIG. 12.
  • FIG. 14 is a plan view of the buss bar assemblies and cell supervisory controllers of the battery module shown in FIG. 6.
  • FIG. 15 is a detailed perspective view of the buss bar assembly of FIG. 14.
  • FIG. 16 is a perspective view of a high voltage link cover for the buss bar assembly according to an exemplary embodiment.
  • FIG. 17 is an exploded perspective view of the high voltage link cover of FIG. 16.
  • FIG. 18 is a rear perspective view of the high voltage link cover of FIG. 16.
  • FIG. 19 is an exploded perspective view of the high voltage link cover of FIG. 18.
  • FIG. 20 is a partially exploded view of the battery module of FIG. 4.
  • FIG. 21 is another perspective view of the battery module of FIG. 4.
  • FIG. 22 is a cross sectional view of the battery pack of FIG. 9.
  • FIG. 23 is a detailed cross sectional view of the battery pack of FIG. 22.
  • FIG. 24 is a partial cut away cooling flow diagram of the battery pack of FIG. 9.
  • FIG. 25 is a perspective view of a battery module or system according to another exemplary embodiment.
  • FIG. 26 is a top view of the battery module of FIG. 25.
  • FIG. 27 is a perspective view of the battery module of FIG. 1 including a fan and a thermal management device according to an exemplary embodiment.
  • FIG. 28 is a graph illustrating the heating temperature response for several groups or rows of battery cells according to an exemplary embodiment.
  • FIG. 29 is a graph illustrating the heating temperature response for several groups or rows of battery cells according to another exemplary embodiment.
  • FIG. 30 is a graph illustrating the heating temperature response for several groups or rows of battery cells according to another exemplary embodiment.
  • FIG. 1 is a perspective view of a vehicle 8 (e.g., a hybrid-electric vehicle (HEV), plug-in HEV (PHEV), or electric vehicle (EV)) having a battery module provided therein according to an exemplary embodiment.
  • a vehicle 8 e.g., a hybrid-electric vehicle (HEV), plug-in HEV (PHEV), or electric vehicle (EV)
  • the vehicle is a hybrid electric or electric vehicle.
  • the size, shape, and location of the battery module or system and the type of vehicle may vary according to a variety of other exemplary embodiments. For example, while the vehicle in FIG.
  • the vehicle may comprise a wide variety of differing types of vehicles including, among others, motorcycles, buses, recreational vehicles, boats, and the like. Additionally, it should be understood that the module 10 may be oriented in any suitable direction as may be appropriate in a given vehicle application.
  • FIG. 2 One example of the manner in which the battery system or module is integrated within a vehicle is illustrated according to an exemplary embodiment illustrated in FIG. 2.
  • a vehicle 200 e.g., an HEV
  • Vehicle 200 includes a battery system 210 (e.g., lithium-ion battery system), an internal combustion engine 220, an electric motor 230, a power split device 240, a generator 250, and a fuel tank 260.
  • Vehicle 200 may be powered or driven by just the battery system 210, by just the engine 220, or by both the battery system 210 and engine 220. It should be noted that other types of vehicles and configurations for the vehicle electrical system may be used according to other exemplary embodiments.
  • FIGS. 1 Referring to FIGS.
  • a battery system or module 10 is shown to include a housing 40, a battery pack 42, a battery disconnect unit 44, a base member shown as base plate 46, a support member shown as support frame 48, and a cover member shown as under mount cover 54.
  • the housing 40 is configured to encase or enclose the battery pack 42 and the battery disconnect unit 44.
  • the housing 40 may be constructed of a single sheet of material (e.g., sheet metal) or may be constructed of various combinations of different types of materials (e.g., metal, plastic, etc.).
  • the housing 40 is closed on five sides and open on a bottom side. In other embodiments, housing 40 may be closed on the bottom side and have an opening on a side elsewhere on housing 40.
  • Connectors 11, 13 are provided coupled to module 10.
  • battery pack 42 Provided in battery pack 42 are a plurality of batteries or cells 12 (as shown, for example, in FIG. 3).
  • Cells 12 are shown in FIG. 3 as being provided in a generally horizontal manner. Alternatively, cells 12 may be provided in a generally vertical manner (as shown in FIG. 25).
  • battery pack 42 is shown to include a plurality of cells 12, a plurality of trays 14, 16, 18, 20 and 22, a first cell supervisory controller (CSC) 24, a second cell supervisory controller 26, a member shown as top tray plate 28, a plurality of buss bar assemblies 56, a plurality of buss bar covers 58, and a plurality of high voltage link cover assemblies 60.
  • CSC cell supervisory controller
  • second cell supervisory controller 26 a member shown as top tray plate 28
  • buss bar assemblies 56 a plurality of buss bar covers 58
  • high voltage link cover assemblies 60 a plurality of high voltage link cover assemblies
  • a battery pack 42 (only one-half of battery pack 42 is shown for clarity) includes a plurality of batteries or cells 12 and a plurality of members or elements shown as trays 14, 16, 18, 20, and 22. Between each of the trays 14, 16, 18, 20, and 22 is provided a row of cells 12 (as shown, for example, in FIG. 11, where one row of cells 12 is provided in tray 14; the other rows of cells have not been shown between the trays for clarity) such that the trays sandwich the cells therebetween. [0045] Each of the trays 14, 16, 18, 20, and 22 are configured to receive a row of battery cells 12.
  • Each of the batteries 12 in the row fit into or are received by a depression, valley, trough, cradle, or channel 15 and an upper portion, protrusion, ridge or peak 17 defined by the trays 14, 16, 18, 20, and 22 (see, for example, tray 20 in FIG. 11 - similar configurations are provided for each of the trays).
  • the tray 16 which has a different configuration than tray 14 as shown in FIG. 11, is provided on top of the first row of cells 12 and is configured for coupling or mating with the tray 14 to retain the row of cells 12 in place.
  • a second row of cells 12 is then provided on tray 16 in the depressions or channels defined by the tray 16.
  • the tray 18 is configured for mating or coupling both with tray 16 and to sandwich the second row of cells between the trays 16 and 18.
  • a third row of cells 12 is provided on tray 18.
  • Tray 20 is configured for coupling or mating with the tray 18 and for sandwiching the third row of cells between the trays 18 and 20.
  • a fourth row of cells 12 is provided on tray 20.
  • Tray 22 which has a similar or identical configuration to tray 14, is configured for coupling or mating with tray 20 and for sandwiching the fourth row of cells 12 between trays 20 and 22.
  • the trays 14 and 22 have a similar or identical configuration.
  • the trays 16, 18, and 20 have a similar or identical configuration. As shown in FIG. 11, the trays 16, 18, and 20 are arranged in alternating orientations (i.e., the trays are arranged as mirror images of each other in the battery pack 42).
  • the battery module may include any suitable number of rows of batteries or cells and any suitable number of trays of any desired configuration.
  • the terminals 30, 32 of cells 12 are exposed for relatively easy access for connecting to a load or to each other.
  • the opposite end of each battery or cell 12 is exposed on the opposite side of the trays as a pathway for the expulsion of gases in the event that a cell 12 should expel gasses or effluent.
  • Each tray 14, 16, 18, 20, and 22 also defines a number of cutouts, openings or grooves 27 (shown in FIGS. 11-13) for the terminals 30, 32 (shown in FIG. 10) of each cell 12 to be exposed when module 10 is assembled.
  • Cutouts, openings, or grooves 27 are typically of a specific shape to facilitate proper polarity of the terminals 30, 32 when laying down a row of cells 12 (for example, since the terminals have different sizes and/or shapes, the cells must be oriented in a particular manner in order for the terminals to be properly received in the grooves in a Poka-Yoke manner).
  • grooves 27 may be of shapes that are capable of receiving a plurality of different shapes of terminals regardless of polarity.
  • Each tray 14, 16, 18, 20, and 22 includes one or more cutouts or openings 26 that are configured to facilitate a flow of a fluid 36 (for example, air, liquid, etc.) between the cells 12 of battery pack 42. Openings 26 of trays 14, 16, 18, 20, and 22, when stacked or assembled, define paths or channels 34 (as shown in FIG. 22). Channels 34 are located both before and after the cells 12 to aid in either cooling or heating the cells 12.
  • a fluid 36 for example, air, liquid, etc.
  • a tray 18 is shown according to another exemplary embodiment to include a sealing member 19. Any of the above described trays may further include sealing member 19 as shown in FIGS. 12-13.
  • sealing member 19 is an overmolded silicone seal that is configured to resist high temperatures. Sealing member 19 facilitates isolating fluid 36 in discrete channels and keeps the fluid 36 isolated from the terminals 30, 32 of the cells 12 and any gasses that might be vented from the cells 12. Sealing member 19 may also aid in dampening any vibrations the battery module 10 is exposed to, thus protecting individual cells 12.
  • FIG. 7 illustrates a battery pack 42 capable of retaining eighty-eight cells 12.
  • a different number of cells may be utilized in the module, depending on the number of trays 14, 16, 18, 20, and 22 used and other factors.
  • a base tray such as tray 14
  • a top tray such as tray 22
  • omitting other trays for example trays 16, 18, and 20
  • a base tray such as tray 14
  • a single tray for example, tray 16
  • a top tray such as tray 22
  • modules of greater size than shown in FIGS. 7-13 may be assembled by adding alternating layers of trays such as those shown in FIGS.
  • trays 14, 16, 18, 20, and 22 may be of different sizes and have capacity for more or fewer than eleven cells in each row. Additionally, each individual tray 14, 16, 18, 20, and 22 may be able to receive more then one or two rows of cells. For instance, each individual tray 14, 16, 18, 20, and 22 may be able to receive three or more rows of cells. It should be noted that FIG. 7 shows trays 14, 16, 18, 20, and 22 that are not shown interspersed between cells 12 for clarity. Trays 14, 16, 18, 20, and 22 may be interspersed between cells 12 as discussed above.
  • Trays 14, 16, 18, 20, and 22 may be made of any generally electrically insulating material (e.g., an injected molded polymeric material such as polyethylene or polypropylene) capable of supporting the cells 12 in a configuration similar to that shown in FIGS. 7-13.
  • an injected molded polymeric material such as polyethylene or polypropylene
  • FIGS. 7-11 are shown as having a generally cylindrical shape, according to other exemplary embodiments, cells may have other forms (for example, oval, prismatic, polygonal, etc.).
  • cells may be lithium-ion, nickel cadmium, nickel metal hydride (NiMH), or any other suitable types of electrochemical cells.
  • buss bar assembly 56 is shown to include a plurality of holes to be inserted over the terminals 30, 32 of the cells 12.
  • Buss bar assembly 56 includes a plurality of connectors or buss bars that are riveted or otherwise coupled to a generally nonconductive substrate by fastening members (not shown). The buss bars are configured to couple the terminals of adjacent cells together or to an outside connector.
  • Buss bar assembly 56 may further include sensors (e.g., voltage sensors, temperature sensors, etc.) that are coupled to the substrate of the buss bar assembly and are in communication with the cells 12 via sensor wires that are integrated onto the substrate of the buss bar assembly 56. The sensors may be electrically coupled to the buss bars and may monitor battery pack 42.
  • Buss bar assembly 56 may also include one or more connectors (e.g., the connector shown as multi-pin connector 62 in FIG. 15).
  • buss bar assembly 56 reduces the overall parts count of the battery pack 42 (and the battery module 10) and simplifies assembly of the battery pack 42. For example, instead of having to assemble multiple components (e.g., individual buss bars, sensors, wires, etc.) to the battery pack 42, a single buss bar assembly 56 (having all the individual components attached to the buss bar assembly) is instead coupled to a battery pack 42 in a single action.
  • FIG. 14 Also shown in FIG. 14 is a first cell supervisory controller 24 and a second cell supervisory controller 26.
  • the cell supervisory controllers 24, 26 are shown to include a member shown as trace board 64, 66.
  • the function of the cell supervisory controller is to monitor the individual cell temperature and voltage, perform cell balancing and provide (redundant) overvoltage protection.
  • the cell supervisory controller is in electrical communication with the plurality of cells 12 via connector 62 shown in FIG. 15.
  • a high voltage link cover 60 is shown according to an exemplary embodiment.
  • the high voltage link cover 60 is shown to include fastener 68, 74, washers 70, and buss bars 38.
  • the function of high voltage cover 60 is to cover the high voltage terminals of the battery pack 42.
  • the cover 60 with integrated High Voltage (HV) links is attached across the separate buss bar sections to create an HV system. This step allows most pack assembly to be done in a safer, lower-voltage environment and minimizes the assembly work done with bulky protective equipment.
  • housing 40 is shown to include a first opening 76, a second opening 78, and a member shown as terminal cover 80.
  • the terminal cover 80 covers the main terminal of battery module 10 (shown as first terminal 84 and second terminal 86), a service disconnect 82 and a high voltage charger connector 90. Also provided on housing 40 is a raised member shown as protrusion 88. Protrusion 88 may be shaped in the general shape of a numeral 3. The function of protrusion 88 is to keep main terminals 84, 86 separated from one another while connecting main terminals of battery module 10 to a vehicle. Protrusion 88 is helpful in guiding connecting cables (not shown) when connecting battery module 10 to a vehicle.
  • an assembled battery pack 42 defines a number of discrete channels, pathways, or passages 34 (through openings in the trays as described above) for the flow of a fluid 36 (for example, air, gas, water, liquid, etc.) near and around cells 12.
  • a fluid 36 for example, air, gas, water, liquid, etc.
  • fluid 36 may be provided to battery pack 42 to aid in cooling or heating the cells 12.
  • Fluid 36 may enter battery pack 42 as represented by arrow 50 in FIG. 24.
  • fluid 36 may enter battery pack 42 in the reverse direction to that shown in FIG. 24 (i.e. fluid 36 may enter battery pack 42 at arrow 52 and exit at arrow 50).
  • Fluid 36 may be at a high velocity or any other suitable velocity.
  • the fluid 36 flows from a plenum airspace 33 through features shown as openings, inlets or bottlenecks 35 to a multitude of discrete channels, pathways, or passages 34 formed between cells 12 and trays 14, 16, 18, 20, and 22.
  • the bottlenecks 35 form a restricted opening that creates a pressure drop as the fluid 36 leaves the plenum airspace 33. Having bottlenecks 35 ensures that fluid reaches all the discrete channels 34 at substantially the same temperature.
  • heat transfer i.e., the fluid 36 absorbs heat from cells 12 or the fluid 36 provides heat to the cells 12
  • the fluid 36 exits battery pack 42 Confining the fluid 36 to discrete channels reduces the chance of the fluid taking unpredictable or undesirable paths through the module 10. Additionally, confining the fluid 36 to discrete channels further allows greater control of the heat transfer characteristics of the system.
  • exiting fluid 36 may be at a higher temperature than entering fluid 36 due to the heat transfer that takes place between the cells 12 and the fluid 36.
  • exiting fluid 36 may be at a lower temperature than entering fluid 36 due to the heat transfer that takes place between the cells 12 and the fluid 36.
  • fluid 36 may be pushed into (blown into) or pulled through (sucked out) of module 10 (for example, by a fan, by a pressure difference, by a vacuum pump, etc.).
  • pathways 34 may be defined based on alternative tray structures and shapes.
  • cells 12 lie in or make contact with trays 14, 16, 18, 20, and 22.
  • contact with the material may transport heat from the cells to a state of equilibrium, thus moderating the temperature of individual cells 12 with the temperature of other cells.
  • Battery module 110 is shown according to an exemplary embodiment.
  • Battery module 110 is shown to include a plurality of batteries or cells 112 arranged in a generally vertical configuration.
  • a central plenum 118 is provided between a first grouping of cells 112 and a second grouping of cells 112.
  • a first exterior plenum 120 is provided exterior the first grouping of cells 112 and a second exterior plenum 122 is provided exterior a second grouping of cells 112.
  • a duct 114 is shown connected to a central plenum 118.
  • a duct 116 is shown connected to the external plenums 120, 122 via ports or openings 126, 128.
  • Duct 114 has an opening 130 and duct 116 has an opening 132.
  • a thermal management device e.g., a heater, a cooling device
  • a thermal management device 124 may be provided in a different location other than that shown in FIG. 26, or not at all.
  • a thermal management device may be placed in duct 114 or in duct 1 16. Fluid flow through battery module 110 may be from duct 114, into the central plenum 118, and then through the cells 112 (in both directions). Fluid will then exit through external plenums 120, 122 and out duct 116. Alternatively, fluid flow may begin at duct 116 and enter battery module 110 through the external plenums 120, 122. Fluid will then flow through the cells 112 and then exit through the central plenum 118 and out duct 114.
  • a fluid may be used to either heat or cool battery module 110.
  • Thermal management systems e.g., a fan and a heating device, a fan and a cooling device
  • thermally conditioned fluid across a number of individual battery cells that are a part of the battery module
  • thermally conditioned air passes across the cells that are arranged in groups or rows (e.g., thermally conditioning a first group or row of cells, then a second group or row of cells, and so on, where the thermally conditioned air is modified by the cells as it passes over subsequent groups or rows of cells).
  • temperature differentials between battery cells may result from incomplete thermally conditioning processes, for example, if the thermally conditioning process is interrupted (e.g., as a result of a user stopping the thermally conditioning process to start and operate a vehicle). Additionally, the thermal mass of the cells and the battery system may often sustain any temperature variation between the cells for a substantial period of time.
  • the battery module 10 includes a plurality of electrochemical cells or batteries 12 (e.g., lithium-ion batteries, nickel-metal-hydride batteries, lithium polymer batteries, etc.).
  • the cells 12 are surrounded by an outer casing or housing 40 that includes a first opening 76 (e.g., an inlet) and a second opening 78 (e.g., an outlet).
  • Housing 40 may act as one or both of an inlet plenum and an outlet plenum for the battery module 10.
  • battery pack 42 (as shown in FIG. 5) may act as one or both of an inlet plenum and an outlet plenum for the battery module 10.
  • the openings 76, 78 permit fluid (e.g., air, gas, water, liquid) to flow through the inside of the housing 40 and over the cells 12 to cool or warm the cells 12.
  • fluid e.g., air, gas, water, liquid
  • FIGS. 24 and 27 show an exemplary arrangement for a battery pack 42 with cross-flow (e.g., such that the fluid flows perpendicular to the longitudinal axes of the battery cells) heating/cooling of cells 12 such that the fluid flows over the first group or row of cells, then the second group or row of cells, and so on.
  • FIG. 27 there are four rows of cells 12 provided (e.g., stacked, arranged, etc.) above each other (i.e. a first group or row 211, a second group or row 212, a third group or row 213, and a fourth group or row 214).
  • a thermal management device 220 e.g. a heater, a cooler, etc.
  • a fan 230 blows fluid over the thermal management device 220, forcing heated or cooled fluid into the housing 40 through the opening 76.
  • the thermal management device 220 is provided near (e.g., at, proximate, adjacent, etc.) the opening 76.
  • the thermal management device 220 may be connected to or provided as a part of the surface of the inlet plenum (e.g., the lower portion of the housing 40 shown in FIG. 27).
  • FIG. 28 illustrates the heating curves of a group of cells 12 when heated according to a method in which the fluid is air, the thermal management device 220 is a heater and is always on and the fan 230 is run at a constant speed. The heated air passes the first group or row of cells 21 1, then the second group or row of cells 212, and so on.
  • FIG. 28 shows the temperature of the four groups or rows of cells 12, with the first group or row 21 1 being closest to the inlet and the fourth group or row 214 being farthest from the inlet (see FIG. 27).
  • FIG. 28 further shows the air inlet temperature (Inlet) and the temperature difference ( ⁇ T) between the first group or row of cells 211 and the fourth group or row of cells 214.
  • the cells 12 are heated from a temperature of -40 degrees Celsius to a temperature of 4 degrees Celsius.
  • the temperature difference between the first group or row of cells 211 (corresponding to the lowest group or row of cells as shown in FIG. 27) and the fourth group or row of cells 214 (corresponding to the uppermost group or row of cells as shown in FIG. 27) increases relatively rapidly to approximately 18 degrees Celsius (at approximately 40 minutes) as the first group or row 21 1 is warmed by the incoming air much faster than the fourth group or row 214.
  • the temperature difference slowly decreases as heat transfer between the cells 12 begins to equalize the temperatures of the cells 12 and all the cells 12 in the battery module 10 approach a temperature of 4 degrees Celsius.
  • the relatively large temperature difference early in the heating cycle is undesirable. A user may halt the heating cycle prematurely to use the vehicle 8 while the temperatures of the cells 12 are widely varying, which may result in damage or reduced life of some of the cells 12. Differences in cell temperatures within a battery system or battery module 10 may also cause problems with battery system life by causing cells 12 to age differently.
  • One exemplary embodiment of a method of heating a plurality of battery cells 12 such as that shown in FIG. 27 is reflected in the temperature curves illustrated in FIG. 29.
  • the thermal management device 220 in this case, a heater
  • the input fluid in this case, air
  • the input fluid in this case, air
  • one temperature e.g., the desired final temperature
  • another, lower temperature e.g., the ambient temperature of the unheated outside air
  • the fan 230 forces heated air over the cells 12, which causes the first group or row of cells 211 to warm faster than the group or row series 214.
  • the fan 230 forces cooler air over the cells 12, causing the first group or row of cells 21 1 to cool noticeably while the fourth group or row of cells 214 cools far less (e.g., as a result of the cooler air being warmed as it passes over the first/second/third group or row of cells 211, 212, 213).
  • the thermal management device 220 may be left on for the remainder of the heating process (e.g. after 40 minutes, 50 minutes, etc.). It is expected that this heating method will result in a lower maximum temperature difference between the cells than the method of FIG. 28 (e.g., as shown in FIG. 29, the maximum temperature difference is 12 degrees Celsius, while in FIG. 28, the maximum temperature difference is 18 degrees Celsius).
  • the alternating streams of heated air and cooler (e.g., ambient) air serve to equalize the temperatures of the cells 12, and the resulting maximum temperature difference is reduced. Periodically forcing cold air over the cells 12 also reduces the temperature gradient between the outside surface of an individual cell 12 and the center of the cell 12 that may develop during the heating cycle, which may increase battery life.
  • FIG. 29 reflects one exemplary embodiment of a heating process
  • the length of time the thermal management device 220 is turned on and off may be changed to heat the cells 12 more quickly or to reduce the temperature difference between the cells, depending on the particular application.
  • the thermal management device 220 may remain on and be cycled between a first (higher) temperature and a second (lower) temperature.
  • the thermal management device 220 may be cycled to a third temperature, wherein the third temperature is different than the first and second temperatures.
  • the fan speed is varied to control the inlet temperature of the heated fluid (in this case, air).
  • the inlet air temperature is generally inversely proportional to the fan speed if the heater temperature is held constant because the temperature of the heated air decreases as it travels at increased speeds.
  • the temperature of the heated air is incrementally adjusted from a first, lower temperature, to a second, higher temperature, as shown in FIG. 30. Controlling the temperature difference between the air and the cells 12 limits the temperature difference between the air and the cells 12.
  • the fan speed is adjusted so that the different groups or rows of cells 211, 212, 213, 214 maintain a similar relationship in FIG. 30 (e.g., as reflected in the successive peaks of ⁇ T shown in FIG. 30) such that there is less divergence between the temperatures of the various groups or rows of cells 211, 212, 213, 214 and the temperature differences between the different groups or rows of cells remain relatively constant as the cells are heated.
  • the temperature difference ( ⁇ T) between the first group or row of cells 211 and the fourth group or row of cells 214 is maintained below 5 degrees Celsius.
  • FIG. 30 shows one exemplary embodiment of stepping down the fan speed (and therefore stepping up the inlet temperature) at specific time intervals (e.g., 5 minutes, 10 minutes, 15 minutes, 20 minutes, 25 minutes, 30 minutes, 35 minutes, 40 minutes, 45 minutes, etc.) to control the temperature differences between the groups or rows of cells 211, 212, 213, 214.
  • the fan speed may be reduced by smaller steps or after smaller time intervals to vary the incremental increases in temperature of the incoming air.
  • the fan speed may not be stepped but may be continuously reduced in a smooth (i.e., non-stepped) fashion.
  • the thermal management device 220 in this case, a cooling device
  • the thermal management device 220 would be turned on and off intermittently (e.g., at intervals of 5 minutes, 10 minutes, 15 minutes, 20 minutes, 25 minutes, 30 minutes, 35 minutes, etc.) in the beginning of the cooling cycle, changing the input fluid (e.g., air, gas, water, liquid) temperature from one temperature (e.g., the desired final temperature) to another, higher temperature (e.g., the ambient temperature of the uncooled outside air).
  • the input fluid e.g., air, gas, water, liquid
  • the fan 230 When the thermal management device 220 is on, the fan 230 would force cooled fluid over the cells 12, which would cause the first group or row of cells 211 to cool faster than the group or row series 214. When the thermal management device 220 is turned off, the fan 230 would force warmer fluid over the cells 12, causing the first group or row of cells 211 to warm while the fourth group or row of cells 214 would warm far less (e.g., as a result of the warmer fluid being cooled as it passed over the first/second/third group or row of cells 211, 212, 213).
  • the thermal management device 220 may be left on for the remainder of the cooling process (e.g. after 40 minutes, 50 minutes, etc.). It is expected that this cooling method will result in a lower maximum temperature difference between the cells than the method of running the cooling device at a preset temperature and the fan 230 at a preset speed.
  • the alternating streams of cooled fluid and warmer (e.g., ambient) fluid would serve to equalize the temperatures of the cells 12, and the resulting maximum temperature difference would be reduced.
  • Periodically forcing warm air over the cells 12 also reduces the temperature gradient between the outside surface of an individual cell 12 and the center of the cell 12 that may develop during the heating cycle, which may increase battery life.
  • the length of time the thermal management device 220 is turned on and off in a cooling method may be changed to cool the cells 12 more quickly or to reduce the temperature difference between the cells, depending on the particular application.
  • the thermal management device 220 may remain on and be cycled between a lower temperature and a higher temperature.
  • FIG. 30 Another exemplary embodiment of a method of cooling a plurality of cells 12 is described. Similar to the heating method shown in FIG. 30, in a cooling method the fan speed is varied to control the inlet temperature of the cooled fluid.
  • the inlet fluid temperature is generally inversely proportional to the fan speed if the cooling device temperature is held constant because the temperature of the cooled fluid increases (warms) as it travels at increased speeds.
  • the fan speed is varied to control the inlet temperature of the cooled fluid.
  • the inlet fluid temperature is generally inversely proportional to the fan speed if the cooling device temperature is held constant because the temperature of the cooled fluid increases (warms) as it travels at increased speeds.
  • the temperature of the cooled fluid is incrementally adjusted from a first, higher (warmer) temperature, to a second, lower (cooler) temperature. Controlling the temperature difference between the air and the cells 12 limits the temperature difference between the air and the cells 12.
  • a method of heating or cooling a plurality of battery cells within a battery module includes forcing fluid across a device (e.g., a thermal management device) and directing the fluid into an inlet of the battery module such that the fluid flows proximate the plurality of cells to modify the temperature of the cells.
  • the thermal management device is intermittently powered on and off so as to provide thermally conditioned (e.g., heated or cooled) fluid across the plurality of cells when the thermal management device is turned on and to provide air at a second temperature (lower temperature if heating, higher temperature if cooling) when the thermal management device is turned off.
  • the second temperature may be, e.g., at a substantially ambient temperature when the thermal management device is turned off.
  • the thermal management device may be configured to provide the fluid to the inlet of the battery module at a third temperature different than the first and second temperatures (e.g., running the device at various power outputs to vary the temperature of the fluid).
  • the thermal management device may be powered or turned on or off at scheduled or regular intervals (e.g., 10 minutes, 15 minutes, 20 minutes, etc.).
  • the thermal management device is cycled between a first temperature and a second temperature. For heating, the first temperature may be higher than the second temperature. For cooling, the first temperature may be lower than the second temperature.
  • a method of heating or cooling a plurality of battery cells within a battery module includes thermally conditioning (e.g., heating or cooling) air using a thermal management device, forcing the thermally conditioned air over the plurality of battery cells using a fan, and decreasing the speed of the fan at predetermined intervals and by predetermined amounts such that the temperature of the air forced over the battery cells varies inversely with the speed of the fan.
  • the fan speed is decreased such that the temperature of the thermally conditioned air is changed (e.g., increased for heating, decreased for cooling) approximately 5 degrees Celsius every 40 minutes.
  • other temperature adjustment values and/or time intervals may be used.
  • an exemplary method may include a combination of the methods illustrated with respect to FIGS. 29 and 30.
  • the power to the thermal management device and the fan speed may be controlled simultaneously to provide even more control over the heating or cooling of the cells and to further minimize the temperature differences between individual cells during heating or cooling.
  • the specific parameters used e.g., thermal management device temperature, cycling times of the thermal management device, cycling times of the fan, speed of the fan
  • a method of managing the temperature of a plurality of cells within a battery module includes directing a fluid past a device configured to modify the temperature of the gas.
  • the fluid is directed into an inlet of the battery module such that the fluid flows proximate the plurality of cells to modify the temperature of the cells.
  • the device is configured such that the fluid enters the inlet at a first temperature during a first period and at a second temperature during a second period, the first temperature being different from the second temperature.
  • the temperature difference between a first group of cells closest to the inlet and a second group of cells furthest from the inlet is less than it would be if the fluid were provided into the battery module at a constant temperature.
  • the device may be configured such that the fluid enters the inlet at a third temperature during a third period, the third temperature being different from the first temperature and the second temperature.
  • references to "front,” “rear,” “top,” and “base” in this description are merely used to identify various elements as are oriented in the FIGS., with “front” and “rear” being relative to the environment in which the device is provided.
  • the term “coupled” means the joining of two members directly or indirectly to one another. Such joining may be stationary or moveable in nature. Such joining may be achieved with the two members or the two members and any additional intermediate members being integrally formed as a single unitary body with one another or with the two members or the two members and any additional intermediate members being attached to one another. Such joining may be permanent in nature or may be removable or releasable in nature. [0096] It is important to note that the construction and arrangement of the battery system as shown in the various exemplary embodiments is illustrative only.

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Abstract

L'invention concerne un procédé de gestion de la température d'une pluralité de cellules dans un module de batterie comprenant le fait de diriger un fluide au-delà d'un dispositif configuré pour modifier la température du gaz. Le fluide est dirigé dans un orifice d'entrée du module de batterie de sorte que le fluide s'écoule à proximité de la pluralité de cellules pour modifier la température des cellules. Le dispositif est configuré de sorte que le fluide entre dans l'orifice d'entrée à une première température pendant une première période et à une seconde température pendant une seconde période, la première température étant différente de la seconde température. La différence de température entre un premier groupe de cellules les plus proches de l'orifice d'entrée et un second groupe de cellules les plus éloignées de l'orifice d'entrée est inférieure à ce qu'elle serait si le fluide était fourni dans le module de batterie à une température constante.
PCT/US2008/056078 2007-03-01 2008-03-06 Système de gestion thermique et procédé pour batterie de véhicule WO2008109764A1 (fr)

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US60/905,309 2007-03-07
US92439507P 2007-05-11 2007-05-11
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CN112448062A (zh) * 2019-09-04 2021-03-05 百度（美国）有限责任公司 用于电池模块冷却的气流管理
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CN113972420A (zh) * 2021-10-14 2022-01-25 厦门海辰新能源科技有限公司 一种电池热管理控制方法、系统及存储介质
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