WO2019159146A1 - Procédé d'assemblage d'un bloc-batterie pour un véhicule électrique, bloc-batterie et véhicule électrique comprenant ledit bloc-batterie - Google Patents

Procédé d'assemblage d'un bloc-batterie pour un véhicule électrique, bloc-batterie et véhicule électrique comprenant ledit bloc-batterie Download PDF

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Publication number
WO2019159146A1
WO2019159146A1 PCT/IB2019/051295 IB2019051295W WO2019159146A1 WO 2019159146 A1 WO2019159146 A1 WO 2019159146A1 IB 2019051295 W IB2019051295 W IB 2019051295W WO 2019159146 A1 WO2019159146 A1 WO 2019159146A1
Authority
WO
WIPO (PCT)
Prior art keywords
battery pack
battery
configuration
battery elements
housing
Prior art date
Application number
PCT/IB2019/051295
Other languages
English (en)
Inventor
Luigi Gozzi
Mauro DE LAURI
Original Assignee
Alfazero S.P.A.
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
Priority claimed from IT102018000002789A external-priority patent/IT201800002789A1/it
Priority claimed from IT102018000002786A external-priority patent/IT201800002786A1/it
Application filed by Alfazero S.P.A. filed Critical Alfazero S.P.A.
Priority to CN201980014019.2A priority Critical patent/CN111971811B/zh
Publication of WO2019159146A1 publication Critical patent/WO2019159146A1/fr

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Classifications

    • 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
    • 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
    • H01M10/05—Accumulators with non-aqueous electrolyte
    • H01M10/052—Li-accumulators
    • H01M10/0525—Rocking-chair batteries, i.e. batteries with lithium insertion or intercalation in both electrodes; Lithium-ion 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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
    • 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
    • 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
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B60L58/13—Maintaining the SoC within a determined range
    • 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
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B60L58/14—Preventing excessive discharging
    • 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
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/425—Structural combination with electronic components, e.g. electronic circuits integrated to the outside of the casing
    • H01M10/4257—Smart batteries, e.g. electronic circuits inside the housing of the cells or batteries
    • 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
    • H01M10/62—Heating or cooling; Temperature control specially adapted for specific applications
    • H01M10/625—Vehicles
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—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
    • H01M10/6565—Gases with forced flow, e.g. by blowers with recirculation or U-turn in the flow path, i.e. back and forth
    • 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
    • H01M10/66—Heat-exchange relationships between the cells and other systems, e.g. central heating systems or fuel cells
    • H01M10/663—Heat-exchange relationships between the cells and other systems, e.g. central heating systems or fuel cells the system being an air-conditioner or an engine
    • 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
    • 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
    • H01M50/249—Mountings; Secondary casings or frames; Racks, modules or packs; Suspension devices; Shock absorbers; Transport or carrying devices; Holders specially adapted for aircraft or vehicles, e.g. cars or trains
    • 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
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/425—Structural combination with electronic components, e.g. electronic circuits integrated to the outside of the casing
    • H01M2010/4271—Battery management systems including electronic circuits, e.g. control of current or voltage to keep battery in healthy state, cell balancing
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M2220/00—Batteries for particular applications
    • H01M2220/20—Batteries in motive systems, e.g. vehicle, ship, plane
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/0029—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with safety or protection devices or circuits
    • H02J7/00304—Overcurrent protection
    • 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

Definitions

  • the present invention relates to a method of assembling a battery pack for an electric vehicle and a battery pack for an electric vehicle.
  • the present invention applies primarily to the design and production of electric or hybrid vehicles, preferably of light electric vehicles that may be classified in the L6(e) or L7(e) international categories.
  • the known electric vehicles do not make it possible to give the same guarantees as the corresponding vehicles provided with an endothermic engine.
  • a further object of the present invention is to provide a battery pack and an electric vehicle with an increased safety degree.
  • one of the objects of the present invention that can be recognized is to provide an improved method of managing the battery pack, which is able to ensure the possibility of charging even to the most inexperienced users.
  • the battery pack comprises a pair of electrically conductive ends and a housing inside which a plurality of battery elements (preferably equal to one another) are placed, each having a predetermined voltage and a predetermined charge capacity.
  • Such modules are electrically connected in series and/or in parallel to obtain a predetermined first energy level (or charge capacity) and a predetermined voltage.
  • a control/monitoring station of the battery pack is also provided. More preferably, the control station is located in the housing. Preferably, the housing is provided with a predetermined number of separate seats arranged according to a substantially homogeneous grid. According to an aspect of the invention, the battery pack can be configured according to a first maximum autonomy configuration and a second reduced autonomy configuration.
  • the housing comprises a first number of said battery elements equal to said predetermined number of separate seats, so that each separate seat is occupied by one of said modules.
  • the housing comprises a second number of said battery elements, lower than said first number, distributed inside the housing alternately in order to maintain the position of a centre of gravity of the battery substantially unchanged in said first and said second configuration.
  • the battery pack is modular, but it has a universal housing structure which allows the most suitable combination/assembly of the modules in order to perfectly balance the battery in terms of weight.
  • the battery elements are actual rechargeable power supply cells (e.g ., penlight) connected to each other electrically in parallel and housed in a respective casing, defining the housing, to define a single power supply module.
  • Such power supply module can in turn be connected, in series and/or in parallel, to other modules, and be housed in a containment body delimiting the battery pack in order to determine the charge capacity and the total voltage of the battery pack.
  • each module has a variable configuration depending on the (first or second) number of power supply cells.
  • the modules could all be the same, with the same number of power supply cells.
  • the modules per se are in a variable number and arrangement, within the containment body.
  • the subject-matter of the invention is also an optimized method of assembling the battery pack.
  • Such method involves determining a level of energy and voltage necessary to the battery in operation according to a mileage autonomy that is intended to be guaranteed to the vehicle.
  • the step of determining the level of energy and voltage required by the battery involves selecting between at least a first maximum autonomy configuration ⁇ e.g. 220 km) and a second reduced autonomy configuration ⁇ e.g. 1 10 km).
  • a first maximum autonomy configuration ⁇ e.g. 220 km
  • a second reduced autonomy configuration ⁇ e.g. 1 10 km.
  • this step of determining the number of battery elements involves alternatively determining a first number of battery elements, equal to the number of separate seats obtained in the housing and described above, and a lower second number of battery elements.
  • the first number of battery elements is determined when said first configuration is selected, whereas the second number of battery elements is determined (calculated) when said second configuration is selected.
  • the battery elements are then positioned inside the housing seats being distributed such as to maintain the position of the centre of gravity of the structure substantially unchanged in the longitudinal-transverse plane.
  • the modular structure of the battery with separate seats inside the housing, allows to adapt the distribution of the battery elements to their quantity, without affecting (or affecting only marginally) the stability of the vehicle by modifying position of its centre of gravity.
  • the second number of battery elements is distributed substantially "as in a chessboard", i.e. by alternating “empty” seats and “full” seats, in order to homogeneously distribute the mass and maintain the centre of gravity of the battery pack as near as possible in both configurations.
  • the housing of the battery pack comprises at least a first compartment and a second compartment, each containing a part of the supply modules and being operatively associated so that the modules housed in said first compartment are electrically in series with the corresponding modules housed in said second compartment.
  • each compartment is provided with the separate seats referred to in the invention aspect described above.
  • the battery pack comprises a sacrificial element, or fuse, operatively interposed between said first and said second compartment, and configured for electrically isolating said first and second compartment upon overcoming a predetermined level of current.
  • this sacrificial element is of the passive type and is redundant (additional) with respect to a known perse active protection system.
  • the battery pack comprises a switch selectively switchable between a closed position, wherein it allows the passage of current between said ends and an open position, wherein it interrupts the passage of current between said ends.
  • the control station is associable to a control unit of the vehicle and configured to switch said switch from said closed position to said open position in response to a predetermined command (e.g. a collision).
  • the sacrificial (passive) element is therefore redundant with respect to the (active) switch.
  • the sacrificial element is involved also in the event of damage to the control station of the battery pack.
  • a further aspect of the invention relates to the management of the autonomy of the battery pack.
  • the plurality of power supply modules previously described defines a main unit of the battery pack.
  • the battery pack further comprises at least one reserve unit, arranged in parallel with said main unit, and a switching element operatively associated with said main and reserve units.
  • the switching element is selectively switchable between a first configuration, wherein it connects the main unit to the ends of the battery pack, and a second configuration, wherein it connects said reserve unit to the ends of the battery pack.
  • This switching takes place as a function of a command from the control station.
  • the control station is configured to drive the switching element from the first to the second configuration, preferably in response to a command by the driver and/or a remote device, only when it is detected that a minimum charge level of the main unit has been reached.
  • the battery pack therefore comprises sensor means for detecting the charge level of the main unit (as well as of the reserve unit) and providing a respective signal representative thereof.
  • This management method involves monitoring a charge level of said battery pack, calculating a residual autonomy level of the vehicle according to said charge level, and communicating to the driver of the vehicle said residual autonomy level.
  • the residual autonomy level is calculated by considering (only) the charge level of the main unit of the battery pack, and the access to the energy input from the reserve unit is inhibited until said main unit reaches a minimum charge level.
  • access to the energy input from the reserve unit requires a command by the driver.
  • this application proves to be more advantageous in car sharing applications, wherein the enabling of the recharging unit can indeed take place upon the user's request, but only after a validation by a server or a remote operator.
  • a further object of the present invention is also an electrically powered vehicle, preferably equipped with a battery pack having one or more of the characteristics described hitherto.
  • This vehicle comprises a structure extending in a longitudinal-transverse plane, a longitudinal-vertical plane and a transverse-vertical plane and having its own centre of gravity.
  • the structure comprises a frame defining at least one cabin, a plurality of loads, including at least one electric motor and an environmental conditioning system of said cabin, at least one battery pack for supplying power to said loads and a control unit associated with said battery and with said loads, and configured to drive them.
  • the housing of the battery pack comprises a plurality of air intakes which can be associated to a forced convection means to allow the conditioning, and especially the cooling, of the battery pack.
  • the forced convection means is at least partly defined by said conditioning system.
  • FIG. 1 shows a perspective top view of a battery pack according to the present invention, with some parts having been removed in order to highlight others;
  • FIG. 2 shows respective schematic plan views of a battery pack for an electric vehicle according to the present invention, in three different operating configurations;
  • FIG. 6 shows a perspective bottom view of a detail of the battery pack in Figure 1 ;
  • FIGS 7 and 8 show respective perspective views of some elements of the battery pack in Figure 1 in two different operating configurations.
  • number 1 indicates a battery pack for an electric vehicle 100 according to the present invention. Therefore, such battery pack 1 can be applied inside an electric (or at least hybrid) vehicle 100.
  • the ideal application of the battery pack 1 is inside an electric vehicle classified in the L6(e) international category.
  • the vehicle 100 is a motor-driven quadricycle (or tricycle), with an electric propulsion, having an unloaded weight not exceeding 350 kg and a length lower than 3 m, preferably of about 2.2 m.
  • the vehicle 100 can be preferably classified as a light quadricycle, whose unladen mass is lower than or equal to 350 kg, excluding the mass of the battery pack 1 , whose maximum continuous nominal power is preferably lower than or equal to 4 kW.
  • the present invention is applicable to any type of electric (or even hybrid) vehicle in terms of battery pack 1 , assembly and/or management thereof.
  • the vehicle 100 has a structure extending in a longitudinal-transverse plane XY, a longitudinal-vertical plane XZ and a transverse-vertical plane YZ, which will be used below, if needed, as spatial reference plane and axes, and having its own centre of gravity G.
  • the structure comprises a frame 101 , preferably made of tubular bars, defining the conformation of a cabin 102, and associated with a system of shock absorbers with which the wheels 103, 104 are associated for movement.
  • the wheels are four and the vehicle can be classified as a quadricycle.
  • the vehicle 100 therefore has an electric propulsion system, comprising at least the battery pack 1 and an electric motor 105, preferably driveable both in an operating configuration, wherein it provides torque to the wheels by taking energy from the battery pack 1 , and in a charging configuration (as a generator), wherein the kinetic energy of the rotor is used to charge the battery pack 1 following a reverse path with respect to the previous one.
  • an electric propulsion system comprising at least the battery pack 1 and an electric motor 105, preferably driveable both in an operating configuration, wherein it provides torque to the wheels by taking energy from the battery pack 1 , and in a charging configuration (as a generator), wherein the kinetic energy of the rotor is used to charge the battery pack 1 following a reverse path with respect to the previous one.
  • the air conditioning system 107 is preferably of the heat pump type, suitable for producing both hot fluid and refrigerated fluid.
  • such air conditioning system 107 could be of the combined type, with electrical resistors for heat generation and of the compressor- evaporator-lamination valve type for cold generation.
  • the battery pack 1 i.e. the main subject-matter of the present invention, it comprises a pair of electrically conductive ends 2 and a containment body 3.
  • a plurality of power supply modules 4 each having a predetermined voltage and a predetermined charge capacity (or energy level) is arranged.
  • the containment body preferably comprises a plurality of separate seats 3c wherein the individual modules (or combinations of modules) are housed.
  • the modules 4 are electrically connected in series and/or in parallel to each other to obtain a predetermined first energy level and a predetermined voltage.
  • Such modules define a main unit "M" for supplying power to the battery pack 1.
  • the containment body 3 has a substantially box-shaped conformation such as to define a containment volume, preferably a parallelepiped.
  • it comprises at least two halves, an upper 3a one and a lower 3b one, overlapped one on the other and mutually constrained in a reversible manner.
  • the containment body 3 is defined by a container made of a press-formed and welded aluminium sheet, and internally coated with insulating (rubber) and shock- absorbent (honeycomb) material.
  • the modules are each made up of a combination of individual rechargeable supply cells 14 suitably connected to each other.
  • the cells 14 are connected to each other in parallel to define the individual module
  • the module 4 comprises a casing 13 inside which the individual cells 14 are placed.
  • the casing 13 is preferably provided in turn with a plurality of separate seats 13a, sized to house a predetermined number of cells 14, preferably one, therein.
  • the cell used is of the rechargeable lithium-ion type, preferably with a nominal voltage in the range of 3.5 to 4.5 V (more preferably of about 4.1 V) and a charge capacity in the range of 3 to 4 Ah (more preferably of about 3.3 Ah).
  • the structure of the battery pack being modular, both for the presence of the modules 4 and for the cell structure 14 of the individual module, by varying the number of "parallel” branches it is possible to vary the energy level (i.e. the charge capacity) of the battery pack 1 , a determining parameter in the evaluation of the vehicle autonomy in terms of kilometres.
  • "parallel branches” can refer equally either to the number of modules 4 connected in parallel to each other or, preferably, the number of cells 14 in parallel defining the individual module 4.
  • each module is preferably formed by a plurality of sub-modules 15 arranged in series and each provided with a plurality of cells 14 connected in parallel to each other.
  • an interesting aspect of the present invention relates precisely to the assembly of the battery pack 1.
  • the separate seats 3c, 13a of the containment body 3 and/or of the casing 13 are quantified in a predetermined number and arranged according to a substantially homogeneous grid.
  • Such seat can therefore be delimited laterally by a plurality of partitions, or simply comprise an attachment portion which can be coupled to the module.
  • the battery pack 1 is configurable in a differentiated manner, in terms of capacity, while maintaining the overall size unchanged.
  • the modules 4 and the cells 14 will be generally referred to as battery elements 4, 14; likewise, the containment body 3 and the casing 13 will be generally indicated as housing 3, 13.
  • the battery pack 1 can be therefore configured according to a first maximum autonomy configuration
  • the first configuration corresponds to an autonomy of about 220 km
  • the second configuration corresponds to an autonomy of about 1 10 km.
  • the battery pack 1 comprises a first number of said battery elements 4, 14, which is greater, whereas in the second configuration the battery pack 1 comprises a second number of said battery elements 4, 14, which is lower.
  • variable is the autonomy (hence the capacity, and not the voltage), between the first and the second configuration all that changes is the number of parallel branches (not the battery elements in series one with another).
  • the second number of battery elements is thus a submultiple of the first number of battery elements 4, 14, more preferably the half thereof.
  • the first number of battery elements 4, 14 is preferably equal to said predetermined number of separate seats 3c, 13a, so that each separate seat 3c, 13a is occupied by one of said battery elements 4, 14.
  • the second number of battery elements 4, 14 is distributed inside the housing 3, 13 alternately (substantially as in a chessboard) in order to maintain the position of a centre of gravity G of the battery pack 1 substantially unchanged in said first and said second configuration.
  • the number of cells 14 inside the individual casing 13 is the one that changes between the first number, wherein it occupies all the seats 13a, and the second number, wherein it occupies the seats alternately (as in a chessboard).
  • the number of modules 4 inside the containment body 3 is the one that changes between the first number, wherein it occupies all the seats 3c, and the second number, wherein it occupies the seats in an alternate/distributed way.
  • the housing 3 of the battery pack 1 comprises at least a first compartment 6 and a second compartment 7. If the separate seats 3c above are present, the first 6 and the second compartment 7 each comprise half of said predetermined number of separate seats 3c.
  • first 6 and the second compartment 7 are physically insulated from each other and made of high-strength material.
  • the two compartments 6, 7 are anchored to the housing 3 in such a way that there is enough air distance to interpose further components (e.g . the fuse) and to ensure electrical insulation therebetween.
  • the two compartments are individually encapsulated with a lid made of an electro-insulating polymer, typically injected ABS, as shown in Fig. 6.
  • modules 4 housed in the first compartment 6 are electrically in series with corresponding modules 4 housed in the seats of said second compartment 7.
  • first compartment 6 and the second compartment 7 each comprise a plurality of modules or series of modules 4 which can be arranged in series one with another, in parallel or according to a mixed series/parallel scheme.
  • Each module 4 or set of modules 4 of the first compartment 6 is connected in series to a corresponding module or series of modules of the second compartment 7 in order to define the nominal voltage of the battery pack, determined by the number of modules in series.
  • both the modules 4 of the first compartment 6 and the modules of the second compartment 7 are connected to each other so as to generate a voltage equal to or less than 50 volts.
  • the battery pack comprises a sacrificial element 8, or fuse, operatively interposed between said first 6 and said second compartment 7.
  • Such sacrificial element 8 is configured to electrically isolate the first compartment 6 from the second 7 one when a predetermined current level (e.g . short-circuit) is exceeded.
  • a predetermined current level e.g . short-circuit
  • the sacrificial element 8 is of the passive type, configured to interrupt the electrical connection between said first 6 and said second compartment 7 in case of a short-circuit between said electrically conductive ends 2.
  • the presence of a sacrificial element allows to secure the vehicle 100.
  • the sacrificial element 8 is to be considered redundant compared to an active safety system of the battery pack 1.
  • Such active system actually comprises a switch 9 selectively switchable between a closed position, wherein it allows the passage of current between said ends 2 and an open position, wherein it interrupts the passage of current between said ends 2.
  • the control station 5 which is thus associable to (or potentially integrated into) a control unit of the vehicle 100, is configured to switch said switch 9 from said closed position to said open position in response to a predetermined command.
  • the predetermined command is preferably sent after detecting, by means of appropriate sensor means, a collision having a predefined entity.
  • switch 9 is operatively placed between one of said ends 2 and the modules 4 of the first compartment 6, or between the other end 2 and the modules of the second compartment 7, while the sacrificial element 8 is placed between the modules 4 of said first compartment 6 and the modules 4 of said second compartment 7 (see Figure 1 or 2).
  • the battery pack 1 comprises at least a reserve unit "R”, arranged in parallel with said main unit "M".
  • said at least one reserve unit comprises a respective plurality of auxiliary modules 10 connected to each other to obtain a predetermined energy level and a predetermined voltage.
  • the nominal voltage of the reserve unit "R” preferably coincides with that of the main unit "M”.
  • the energy level i.e. the charge capacity, measurable in Ah
  • the energy level of the main unit "M" is lower than said energy level of the main unit "M".
  • the reserve unit “R” consists of a plurality of auxiliary modules 10 arranged in series, preferably each with a nominal voltage equal to a corresponding module 4 and in a number equal to the modules of each branch of the main unit "M".
  • each auxiliary module 10 is made connected to the others by a mixed series/parallel scheme of a plurality of lithium ion cells similar to those of the modules 4, but with a lower number of parallel connections.
  • the battery pack 1 further comprises at least one switching element 1 1 operatively associated with said main unit “M” and said reserve unit “R” and selectively switchable between a first configuration, wherein it connects the main unit “M” with said ends 2 of the battery pack 1 , and a second configuration, wherein it connects said reserve unit “R” with the ends 2 of the battery pack 1 according to a command from the control station 5.
  • the switching element is therefore preferably interposed between the modules 4, 10 and the ends 2 of the battery pack, allowing a switching between the first and the second configuration that does not involve the wiring of the battery pack itself with the loads of the vehicle.
  • control station 5 is configured to monitor a charge level of said main unit "M” and send to the switching element 11 a signal representative of a switching from the first to the second configuration when said main unit "M" reaches a minimum charge level.
  • the monitoring of the charge level is significant because based on this datum (together with other data such as driving style, terrain, etc.) the control station provides the driver with information on the residual autonomy, without considering the charge level of the reserve unit.
  • the minimum charge level preferably corresponds to a voltage of 2.6 V for each cell 14.
  • control station 5 is configured to receive a command representative of the reserve unit "R" being enabled by the control unit of the vehicle 100, by sending this signal representative of the switching only after such command.
  • control station 5 is configured to send to the switching element 1 1 a signal representative of a switching from the second to the first configuration when said main unit "M" exceeds a minimum charge level.
  • the minimum recharge level is higher than the minimum charge level, ensuring that the new power supply by the main unit is enabled only when a charging threshold capable of giving sufficient autonomy is exceeded.
  • a further aspect of the invention relates to the cooling system of the battery pack 1.
  • the containment body 3 of the battery pack comprises a plurality of air intakes 12 formed in the upper 3a and/or in the lower half 3b.
  • such air intakes are associated with at least one ventilation duct and define at least one air inlet 12a and one air outlet 12b, respectively.
  • such air intakes 12 are associated with a forced convection means which carries a cooling fluid (air, Ed.) through the battery pack 1.
  • the forced convection means is at least partly defined by the air conditioning system 107 of the cabin.
  • the circulation of the thermal conditioning fluid is obtained by means of an electric fan 15 (Fig.1 ) positioned downstream of the inlet 12a of both the compartments 6 and 7.
  • the control unit 106 of the vehicle is thus configured to drive the air conditioning system 107 and direct the heat exchange fluid into the ventilation duct according to the temperature of the battery pack 1.
  • the battery pack 1 comprises sensor means configured to detect a value representative of a temperature of the battery pack itself, by providing a signal representative of this value.
  • Such sensor means are also configured to send, preferably by means of the control station 5, such signal representative of the temperature of the battery pack 1 to the control unit 106 of the vehicle 100.
  • the control unit 106 of the vehicle autonomously activates the air conditioning system 107 of the vehicle 100. More precisely, the control unit 106 of the vehicle 100 is configured to drive the air conditioning system 107 in "cold” or “hot” mode according to the detected temperature, and to divert part of the flow produced by the air conditioner of the vehicle towards the inlets 12a.
  • at least one valve preferably a solenoid valve
  • a connecting pipe extending between said air conditioning system 107 and said inlet 12a are provided.
  • the control unit 106 is therefore configured to drive said valve so as to divert part of the flow produced by the air conditioning system 107 into the connecting pipe and towards the inlets 12a in order to change the temperature of the battery pack 1.
  • the structure of the battery pack 1 described hitherto only in some or in all of its parts, it is therefore possible to implement at least one method of assembling the battery pack, one method of managing the battery pack and one method of driving an electric propulsion vehicle, all being subject-matter of the present invention and described below.
  • the assembly method according to the invention involves determining a level of energy and voltage necessary to the battery pack 1 according to a mileage autonomy that is intended to be guaranteed to the vehicle 100 and determining a (subsequent) number of battery elements (modules 4 or cells 14), as well as their connection diagram, necessary to guarantee said levels of energy and voltage.
  • the step of determining the level of required energy and voltage involves selecting between at least a first maximum autonomy configuration and a second reduced autonomy configuration.
  • the step of determining the number of battery elements therefore involves determining a first number of modules, equal to the number of separate seats 3c, 13a of the housing (containment body 3 or casing 13), when said first configuration is selected, or determining a second lower number of battery elements, when said second configuration is selected.
  • the second number of battery elements is a submultiple of the first one, preferably equal to about the half thereof.
  • the additional modules of the first number with respect to the second one are arranged on branches or series connected in parallel to the corresponding branches or series of the second number.
  • the battery elements (modules 4 and/or cells 14) are positioned inside the separate seats 3c of the housing 3, 13 according to such a scheme as to maintain the position of the centre of gravity G of the battery pack 1 or of the vehicle 100 substantially unchanged in the longitudinal-transverse plane XY.
  • the method involves positioning them according to such a (geometric, not electric) scheme as to keep the centre of mass of the packet 1 as much unchanged as possible.
  • this method involves monitoring a charge level of the main unit "M” and calculating a residual autonomy level of the vehicle 100 according to said charge level.
  • the method provides to allow access to the energy input from the reserve unit “R” only once said main unit "M” has reached a minimum charge level or the vehicle has reset said predetermined residual autonomy.
  • access to the energy input of the reserve unit "R" requires a command by the driver or a remote device.
  • This management method therefore is part of a broader method of driving an electric-powered vehicle, which in addition to involving monitoring of the charge level and calculation of the residual autonomy, in a "standard" travelling mode involves:
  • a reserve mode wherein said at least one reserve unit is intended to supply power to the electric motor 105, is activated.
  • the activation of a reserve mode involves at least a preliminary step of enabling said mode by the driver and/or a remote device.
  • the method involves communicating to the driver the exhaustion of said residual autonomy and, preferably, requesting to be enabled to activate the reserve mode.
  • the reserve mode provides for a control of loads with lower performance with respect to said standard mode.
  • the lower performance is identifiable in terms of maximum speed, acceleration and/or infotainment services.
  • the invention achieves the intended objects and offers significant advantages.
  • the possibility of changing the configuration of the battery pack without changing the centre of gravity in the horizontal plane makes the battery pack particularly attractive for use in light vehicles, since it allows a standardization of the frame regardless of the autonomy that is intended to be guaranteed.
  • the presence of a passive safety element, redundant with respect to the active system currently present in electric vehicles, is very advantageous and important for maximizing the safety for users and emergency services, especially in light vehicles where any impact could bring substantial and hardly predictable damage to the structure.
  • a reserve unit not considered in the calculation of the autonomy of the vehicle and which can be enabled only after an exhaustion of the main charge makes it possible to avoid unpleasant machine downtime events and allows to guarantee to any user (both a private one and one using a sharing mode) to conveniently reach the nearest charging station.
  • an active ventilation system capable of recovering and exploiting at least partly the operation performed for cooling the cabin, allows to combine the safety of the battery pack with a high energy efficiency of the vehicle.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Electrochemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Power Engineering (AREA)
  • Sustainable Development (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Energy (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Manufacturing & Machinery (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Materials Engineering (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Battery Mounting, Suspending (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)

Abstract

Cette invention concerne un procédé d'assemblage d'un bloc-batterie (1) pour un véhicule électrique (100), comprenant les étapes consistant : à fournir une pluralité d'éléments de batterie de génération d'électricité (4, 14) ayant une tension prédéfinie et une capacité de charge prédéfinie, fournir un boîtier (3, 13) pourvu d'un réseau de sièges distincts (3c, 13a) répartis de manière homogène l'un par rapport à l'autre, déterminer un niveau d'énergie et de tension nécessaires au bloc-batterie en fonction d'une autonomie de kilométrage qui est sensée être garantie par le véhicule (100), déterminer un nombre et une connexion d'éléments de batterie (4, 14) nécessaires pour assurer lesdits niveaux d'énergie et de tension, positionner lesdits éléments de batterie (4, 14) à l'intérieur des sièges distincts (3c, 13a) du boîtier (3, 13) selon un schéma de manière à maintenir la position dudit centre de gravité (G) du véhicule (100) ou du bloc-batterie (1) sensiblement inchangée dans le plan longitudinal-transversal (XY).
PCT/IB2019/051295 2018-02-19 2019-02-18 Procédé d'assemblage d'un bloc-batterie pour un véhicule électrique, bloc-batterie et véhicule électrique comprenant ledit bloc-batterie WO2019159146A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN201980014019.2A CN111971811B (zh) 2018-02-19 2019-02-18 电池组和包括该电池组的电动车辆

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IT102018000002789 2018-02-19
IT102018000002789A IT201800002789A1 (it) 2018-02-19 2018-02-19 Pacco batterie ed un veicolo a propulsione elettrica comprendente detto pacco batterie
IT102018000002786A IT201800002786A1 (it) 2018-02-19 2018-02-19 Metodo di assemblaggio di un pacco batterie per un veicolo a propulsione elettrica, pacco batterie e veicolo a propulsione elettrica comprendente detto pacco batterie
IT102018000002786 2018-02-19

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