WO2021228931A1 - Module de batterie doté d'un système de conduite de milieu de thermorégulation - Google Patents

Module de batterie doté d'un système de conduite de milieu de thermorégulation Download PDF

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Publication number
WO2021228931A1
WO2021228931A1 PCT/EP2021/062608 EP2021062608W WO2021228931A1 WO 2021228931 A1 WO2021228931 A1 WO 2021228931A1 EP 2021062608 W EP2021062608 W EP 2021062608W WO 2021228931 A1 WO2021228931 A1 WO 2021228931A1
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WO
WIPO (PCT)
Prior art keywords
temperature control
control medium
battery
medium line
battery module
Prior art date
Application number
PCT/EP2021/062608
Other languages
German (de)
English (en)
Inventor
Andreas Pfanzelt
Michael Schaurer
Marvin Rimmele
Original Assignee
Andreas Pfanzelt
Michael Schaurer
Marvin Rimmele
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 Andreas Pfanzelt, Michael Schaurer, Marvin Rimmele filed Critical Andreas Pfanzelt
Publication of WO2021228931A1 publication Critical patent/WO2021228931A1/fr

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Classifications

    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—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
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H01M10/617—Types of temperature control for achieving uniformity or desired distribution of temperature
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/62—Heating or cooling; Temperature control specially adapted for specific applications
    • 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
    • H01M10/655—Solid structures for heat exchange or heat conduction
    • H01M10/6556—Solid parts with flow channel passages or pipes for heat exchange
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • 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
    • H01M10/6567—Liquids
    • H01M10/6568—Liquids characterised by flow circuits, e.g. loops, located externally to the cells or cell casings
    • 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
    • H01M10/05—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
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M2220/00—Batteries for particular applications
    • H01M2220/20—Batteries in motive systems, e.g. vehicle, ship, plane
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries
    • 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 battery module for an electric vehicle, which comprises a plurality of battery cells, which are arranged in a battery module housing.
  • the battery module is tempered by one or two temperature control medium line systems.
  • An electric vehicle requires a battery unit as an energy source.
  • individual lithium-ion battery cells are interconnected to form battery modules, depending on the required performance data and the available installation space.
  • Several modules and other peripheral electronic components are assembled into a battery unit, which then z. B. can be installed in a vehicle.
  • a single cell has an energy density of 250-270 Wh / kg. So if you want to design a battery unit for an electrically powered motorcycle with a total capacity of approx. 20 kWh (approx. 200 km range), the current energy density of the cells results in a size of the battery unit of approx. 50% of the volume and weight of the entire motorcycle.
  • the arrangement and position of the battery cells and battery modules is largely dependent on the vehicle and can only be freely selected to a limited extent.
  • the installation space for the battery unit in the motorcycle is particularly limited. While maintaining common driving characteristics and a desired ergonomics for the driver, it is necessary to adhere to the usual dimensions when designing such a motorcycle.
  • this can be the wheelbase, arm length, steering angle, free space for the front wheel, which form a geometric limitation for the battery due to their dimensional chain.
  • Installation space for the engine and gearbox is still required in front of the pivot point.
  • the installation space is limited by the driver's knee and the anatomically limited spread of the thigh. Sufficient distance from the ground should be kept free in the Z-direction to allow the motorcycle to spring in and out sufficiently.
  • the driver should see the road and be able to grip the handlebars.
  • the battery cells that form a battery module should be arranged as closely as possible. If cylindrical battery cells are chosen, the cells can be arranged in a plane lengthways and diagonally to one another in order to achieve maximum packing density. The downside of this is a possibly more pronounced heat development in the entire module. In addition, the small gaps between the cells can create one or more temperature hotspots in the center of the battery module, which can make uniform temperature control of the cells much more difficult.
  • the high rate of heat generation within the module can result in a spatially uneven temperature distribution inside the battery cells.
  • the temperature heterogeneity can inter alia. by anisotropic
  • Heat propagation resistance within the cells an uneven cooling environment, such as the cooling design of some today's electric vehicles, contact resistance at the poles and manufacturing defects, all of which can worsen as charging currents increase. It is even more important that electrochemical reactions can be positively influenced by the temperature according to Arrhenius's law, whereby a higher current consumption is possible and aging processes can be reduced.
  • degeneration which is an aging of the battery capacity. The temperature has been shown to have a high influence on both calendar and cyclical aging. Uniform cooling or heating of all cells may be necessary in order to distribute the degeneration evenly over all cells. Uniformly means a temperature difference of preferably 5 ° C. difference, more preferably 3 ° C.
  • the SEI layer Solid Electrolyte Interphase
  • the SEI layer is counted as a component of the battery because it takes on a function and is generated during production. It is very thin and lithium ions can diffuse through the layer. What is crucial, however, is that the SEI layer separates graphite and electrolyte from one another and B.
  • an aluminum oxide layer prevents the continued corrosion of the aluminum and prevents further decomposition of the electrolyte.
  • the SEI layer growth is too great, one speaks of an aging fault. The fault leads to a loss of capacity and an increase in resistance. Furthermore, the SEI layer growth increases with increasing temperature. For this reason, it can be advantageous to reduce the high-temperature phases to a minimum in order to preserve the service life of the battery and still enable high charging currents. After rapid charging, the battery should therefore be actively cooled to 25 ° C. The dynamics of the temperature system in alternation between temperature phases is therefore a decisive factor. A very efficient and dynamic temperature control can help to at least 4 times longer service life compared to no or poor temperature control.
  • active temperature management is advantageous.
  • the active management concepts from the automotive sector for motorcycles are disadvantageous because they typically require such a large volume that if these systems were used in a motorcycle there would be space for about 30% fewer battery cells, which also results in a 30% reduction in range Consequence would have.
  • the object of the present invention is to develop a temperature management concept for a battery module which comprises a large number of densely arranged battery cells, which takes up little space, enables a rapid temperature change in the battery and minimizes the temperature difference between the individual cells keeps it low.
  • the heat dissipation of the battery to the environment can be realized via a flow-through lamella cooler, which can be provided for the motor and inverter cooling at the same time.
  • An air conditioning condenser / air conditioning compressor should be dispensed with in favor of a higher battery capacity.
  • this object is achieved by a battery module according to claim 1, a battery according to claim 15 and an electric vehicle according to claim 18. Further refinements of the invention emerge from the respective subclaims.
  • the battery module can have a battery module housing that is configured to accommodate a multiplicity of battery cells.
  • Each battery cell of the plurality of battery cells defines both a top surface and a bottom surface.
  • the multiplicity of battery cells can be arranged in rows in an x, y plane within the battery module housing, so that each row is offset in the x direction from its row which is adjacent in the y direction.
  • the battery cells are aligned in such a way that all top surfaces form one plane and all bottom surfaces form a second plane, the first and second planes being parallel to the x, y plane. As already described, this enables the greatest possible packing density of cylindrical battery cells and thus the greatest possible energy density of the battery unit.
  • a cooling solution in accordance with the embodiments of the first temperature control medium line system proposed here enables efficient temperature control and ensures a temperature window that is optimal for the functionality of the battery cells.
  • the invention is not restricted to cylindrical battery cells and can include any other battery cell shapes.
  • the offset between the rows of battery cells is desirable for all cell formats in which this arrangement would increase the packing density of the battery cells.
  • a first temperature control medium line system which can be configured to control the temperature of the plurality of battery cells, can therefore be arranged within the first level of the aforementioned battery module, wherein the first temperature control medium line system can have the following:
  • a first temperature control medium connection which lies in a centroid of the first level
  • a second temperature control medium connection which is located on an edge area of the first level
  • a first temperature control medium line which runs within the first level, the first temperature control medium line being the top surfaces of the plurality contacted by battery cells directly, and connects the first temperature control connection to the second temperature control connection.
  • a direct contact means here that the temperature control medium line can be designed as a modular component, which means that it is neither fixed to a plate or a cover nor otherwise attached, but is attached directly to the cells. Since the cooling performance is largely dependent on the temperature difference between the cell temperature and the temperature of the temperature control medium, it is necessary to cool the cells most affected (temperature hotspot) within the battery module first.
  • the battery cells which are located in the middle of the battery module, experience the greatest warming, because they are additionally caused by the neighboring battery cells be heated. At the same time, the edge cells can better release their heat to the environment through convection.
  • a temperature control medium inlet in the centroid which guides the temperature control medium from the inside to the outside to a temperature control medium outlet, enables an effective flow direction of the temperature control medium.
  • the cells that are heated the most after fast charging receive the highest cooling performance due to a high temperature difference between the temperature control medium inlet and the cell temperature. This means that cooling is efficient and quick.
  • this temperature control medium line system has the advantage that only little temperature control medium is required, since the cooling is carried out in an extremely targeted manner.
  • the temperature control medium line can be implemented, for example, by a plastic hose with high thermal conductivity.
  • a temperature control medium line with a small diameter, preferably less than or equal to 6 mm, more preferably less than or equal to 3 mm, can be sufficient to conduct a small amount of the temperature control medium. This leads to a considerable saving in space in the Z direction of the battery module and thus to an increase in the battery capacity.
  • the temperature control medium line can be routed below or next to the bonding wires either directly or at least partially over the battery poles.
  • the additional installation space is limited to preferably 6 mm, more preferably 3 mm and particularly preferably to 0 mm additional installation space per battery side.
  • the temperature control medium line allows for small bending radii, which are preferably in a 1: 1 ratio to the cell radius, which is why it can be laid easily and efficiently. Any electrical contacting wires, for example bonding wires, which are applied to the cells, can thereby be flexibly enclosed. It is also advantageous that the temperature of the small amount of temperature control agent can be varied quickly. Temperature fluctuations in the battery cells due to dynamic load profiles can be compensated for accordingly dynamically.
  • the present temperature control system is preferably based on the principle of head cooling of battery cells. This offers a clear advantage over jacket cooling and prevents too great a temperature gradient between the layers within a cell.
  • the temperature control medium line of the temperature control medium line system rests directly on the top surfaces of the battery cells, there is a small distance between the cooling medium and the heat-generating cells ensured so that the temperature control effect can be further optimized.
  • the advantages of the temperature control medium piping system mentioned in the previous section are thereby intensified, as the heat can be discharged even more effectively from the cells.
  • a fastening system for the temperature control line is dispensed with in order to save additional space and additional weight.
  • the temperature control medium line runs within the first level, the temperature control medium line making direct contact with the top surfaces of the large number of battery cells as a modular component, so it is neither fixed to a plate nor a cover, but is attached directly to the cells.
  • an electrically insulating but thermally conductive material can be used between the temperature control medium line and the top surfaces of the battery cells. This ensures that no short circuits are caused in the battery module due to possible failures of the temperature control system at the connection points and the escape of temperature control medium.
  • the first temperature control medium line of the first temperature control medium line system can have a spiral-shaped or a spiral-shaped and meandering course.
  • the cells in the temperature hotspot benefit from the greatest temperature difference between the temperature control medium and the battery cell. Since the required cooling capacity decreases from the inside to the outside, this results in a homogeneous temperature distribution within the battery module. In principle, the warmest cells are cooled first.
  • the routing density of the temperature control medium line is preferably increased in the direction of the spiral and meandering course
  • Tempering medium line often led to the top surfaces of the battery cells, which are located near the center of gravity of the first level. Battery cells that experience a higher temperature due to their position in the battery module thus a larger contact surface with the temperature control medium line and are accordingly cooled more.
  • the advantages largely correspond to those of the purely spiral course.
  • Temperature control medium line however, the cooling effects are improved. A larger part of the temperature control medium line is laid, which means that the temperature control medium can absorb more heat over a longer period of time.
  • the first temperature control medium line system can have a plurality of temperature control medium lines running parallel to the first temperature control medium line.
  • One advantage of using several parallel temperature control medium lines is the higher dynamics of the temperature control of the battery cells that can be achieved.
  • Several temperature control medium lines increase the flow rate of temperature control medium per time and per cell, which means that temperature fluctuations in the battery cells can be compensated for more quickly.
  • no additional installation space is required in the Z direction of the battery module when laying several parallel temperature control medium lines.
  • the battery module with the first temperature control medium line system being arranged within the first level, can comprise a second temperature control medium line system which is arranged within the second level.
  • the second temperature control medium line system is configured to additionally temperature control the large number of battery cells and has the following:
  • a third temperature control medium connection which lies in a centroid of the second level
  • a fourth temperature control medium connection which is located on an edge area of the second level
  • a second temperature control medium line which runs within the second level, the second temperature control medium line being the bottom surfaces of the plurality contacted directly by battery cells and connects the third temperature control connection to the fourth temperature control connection.
  • the head cooling of the first temperature control medium line system is supported in this embodiment by a corresponding bottom cooling of the second temperature control medium line system.
  • the temperature difference between the individual cells can be further reduced by temperature control on both sides. Through this the entire temperature control system achieves an even higher level of dynamics, as temperature changes in the battery cells, for example in the event of load changes or the necessary rapid changes between the temperature phases during and shortly before charging, can be regulated more quickly.
  • the second temperature control medium line of the second temperature control medium line system can have a spiral-shaped or a spiral-shaped and meandering course.
  • the advantages of these temperature control medium line courses of the second temperature control medium line system are analogous to the previously mentioned advantages of the spiral or spiral and meander shaped course of the first temperature control medium line system.
  • the two temperature control medium line systems can have different or the same temperature control medium line courses.
  • the second temperature control medium line system of the battery module can have a plurality of temperature control medium lines running parallel to the second temperature control medium line.
  • the second temperature control medium line system can be configured to additionally temperature control the plurality of battery cells and can preferably have the following:
  • a third temperature control medium connection which is located on an edge area of the second level, a fourth temperature control medium connection, which is adjacent to the third temperature control medium connection on an edge area of the second level, and a second temperature control medium line, which the bottom surfaces of the plurality of battery cells directly contacted, and in an at least partially designed as a double spiral section, the third temperature control connection with the fourth Tempering medium connection connects, the second tempering medium line running in a first spiral from the edge area to the centroid of the second plane and from there in a second spiral back to the edge area, a transition from the first spiral to the second spiral including a turning point, and the turning point in The centroid of the second level is arranged.
  • the second spiral can be nested with the first spiral and run essentially parallel next to it, but is flowed through in the opposite direction, which results in a particularly uniform cooling effect over the entire area of the double spiral. If no connection for the temperature control medium at the center of the area is possible on the second level, this embodiment represents an alternative solution.
  • the second temperature control medium line system is thus arranged as flat as possible. Since there are preferably no bonding wires applied to the bottom surfaces of the battery cells, the temperature control medium line can be laid efficiently and across the entire area.
  • the battery module can have a first plate, which can be suitable for receiving the first temperature control medium line system and can furthermore have the following:
  • the first temperature control medium line running in a groove formed in the inner surface or on the inner surface, and an adjusting device which is configured to regulate the contact pressure.
  • the first temperature control medium line system is arranged in a groove formed in the first plate, with the first temperature control medium line making direct contact with the top surfaces of the battery cells, the same advantages of the aforementioned first temperature control medium line system without plate result in terms of temperature control performance and temperature control dynamics. This makes it easier to lay the temperature control medium line.
  • an appropriate adjusting means for example screws or eccentrics
  • the contact pressure of the plate on the temperature control medium line can be regulated uniformly in order to achieve an improved heat connection.
  • the plate has a plurality of through holes which are used to pass through the bonding wires.
  • the battery module can also comprise a second plate, which can be provided to accommodate the second temperature control medium line system.
  • the first temperature control medium line, the second temperature control medium line and / or the several temperature control medium lines parallel to the first temperature control medium line and / or the several temperature control medium lines parallel to the second temperature control medium line can have a circular cross section in sections and an elliptical cross section in sections.
  • the cross-section of the temperature control medium line is generally elliptical over the course in order to enable higher heat dissipation via the larger contact surface, but has a circular cross-section at the points where a small bending radius is necessary. As a result, more temperature control medium line can be laid over the entire level than if the temperature control medium line had an elliptical cross-section over the entire course.
  • the first and / or the second temperature control medium line system of the battery module can be configured:
  • the performance of lithium ion battery cells is limited by the influence of temperature.
  • the acceptable temperature range for this cell type is usually -20 ° C ⁇ 60 ° C. Both low and high temperatures that are outside of this range could result in poor performance and irreversible damage, such as B. lead lithium plating and thermal runaway.
  • the first and second temperature control medium line systems are designed in such a way that they can both dissipate and supply heat. Accordingly the temperature of the cells can be adapted to the respective temperature conditions without any additional installation space required for the temperature control system. This increases the life expectancy of the cells and maintains their performance.
  • a first temperature control medium guided in the first temperature control medium line system and / or a second temperature control medium guided in the second temperature control medium line system can:
  • a battery for an electric vehicle can preferably include: At least one battery module, the first and / or the second temperature control medium line system being connected to a temperature control medium pump and a cooling device and / or a heating device.
  • a preheat pump and / or the waste heat from other drive train components can quickly heat the small amount of temperature control medium, which transfers the temperature to the battery cells, and then can the charging power can be increased, which leads to shorter charging times at lower temperatures.
  • the at least one battery module can preferably comprise a battery management system which is configured to determine, based on the measured first temperature, whether the at least one battery module accommodated plurality of battery cells is to be cooled or heated.
  • CSE monitoring electronics
  • the BMS Battery Management System
  • the BMS is the central control unit of a battery. In the BMS, the information from the individual cell monitors converges. The BMS uses the cell voltages to determine the current state of charge, issues the balancing command and takes over communication with the vehicle. It also ensures that the cells are never too deeply discharged or overcharged. Depending on the temperature of the battery cells and the temperature control medium measured by one or more sensor (s), the BMS determines whether the one or more battery modules is / are to be cooled or heated. This automation allows the temperature of each of the battery modules integrated in the battery to be controlled individually.
  • the battery management system can also be configured to communicate with a management system of the electric vehicle, which in turn is configured to determine whether a Charging the battery will soon be necessary, and if the charging process is soon necessary, automatically select a nearby charging option as a starting destination, and depending on the measured first temperature of the plurality of battery cells accommodated in the at least one battery module, the battery management system instruct, before the start of the charging process, to begin preheating the plurality of battery cells accommodated in the at least one battery module to a third temperature suitable for the charging process.
  • a management system of the electric vehicle which in turn is configured to determine whether a Charging the battery will soon be necessary, and if the charging process is soon necessary, automatically select a nearby charging option as a starting destination, and depending on the measured first temperature of the plurality of battery cells accommodated in the at least one battery module, the battery management system instruct, before the start of the charging process, to begin preheating the plurality of battery cells accommodated in the at least one battery module to a third temperature suitable for the charging process.
  • the driver should not be distracted by a request from the management system to actively select a charging station on the navigation display. Instead, the system is designed to independently select a nearby charging facility and guide the driver to this location without any necessary interaction on the part of the driver.
  • the management system of the vehicle will instruct the battery management system to preheat the one or more battery modules of the battery to an optimal charging temperature for the upcoming charging process. In this way, shorter loading times can be achieved.
  • the present invention makes it possible, despite the close arrangement of the battery cells, with a small, additional space required for the temperature control system, to control the temperature of each cell within a battery module so evenly, efficiently and dynamically that any degenerative effects on the cells are effectively counteracted and, at the same time, charging times of the battery from 10 to 20 minutes can be achieved. Due to the favorable geometry and arrangement of the temperature control medium line system of the temperature control system, only a very small amount of temperature control medium is required, which in turn means that there is no need for an air conditioning condenser / air conditioning compressor.
  • FIG. 1 A simplified illustration of an exemplary embodiment of an electric vehicle according to the invention.
  • FIG. 2 shows a perspective view of a battery module with a battery module housing and the first temperature control medium line system.
  • FIG. 3 shows a plan view of the first temperature medium line system, which is arranged on the first level of the battery module and has a spiral course in FIG
  • FIG. 4 shows a top view of the first temperature control medium line system arranged on the first level of the battery module with a spiral and meander-shaped course of the temperature control medium line.
  • 5 shows a plan view of the first temperature control medium line system, arranged on the first level of the battery module, with several parallel temperature control medium lines.
  • FIG. 6 shows a perspective view of a battery module with a battery module housing and the second temperature control medium line system.
  • 7 shows a plan view of the second temperature control medium line system arranged on the second level of the battery module with a temperature control medium line designed as a double spiral.
  • Fig. 8 A side view of the battery module and battery module housing.
  • FIG. 1 illustrates, in a simplified and schematic representation, an exemplary embodiment of an inventive electric vehicle 100 in the form of a motorcycle with an electric motor 101 as a drive, which is supplied with energy from a battery 103 according to the invention via power electronics 102.
  • a coolant or temperature control medium is pumped in a circle through a cooler 105 provided with a fan 104 and through the temperature control medium lines of the battery 103 of the electric vehicle 100 designed according to the invention in order to extend the battery life and optimize the charging and discharging times.
  • FIG. 2 shows a perspective view of a battery module 200 according to a first exemplary embodiment of the invention, which has the shape of a flat cuboid. It is designed in such a way that a plurality of battery modules of the same type can be combined and interconnected to form a battery 103 in a simple manner.
  • the battery module 200 comprises a battery module housing 201 which is adapted to accommodate a plurality of battery cells 202.
  • each battery cell of the plurality of battery cells 202 is a cylindrical battery cell.
  • Each battery cell defines a top surface 203, the totality of the top surfaces forming the first level.
  • a first temperature control medium line system 204 can be seen in FIG. 2, which is composed of a first temperature control medium line 205, a first temperature control medium connection 206 and a second temperature control medium connection 207.
  • the temperature control medium line 205 rests directly on the top surfaces 203 of the battery cells and connects the two temperature control medium connections 206 and 207 in a spiral shape.
  • a cover or a holder for fixing the temperature control medium line is preferably dispensed with.
  • the temperature control medium for example cooling water
  • the temperature control medium can be pumped through the battery via a closed cooling circuit, so that thermal energy can be transported away from the battery by convection.
  • a thermostat can regulate the temperature of the temperature control medium by directing it either to the battery module or to the cooler / radiator for further cooling.
  • a pump ensures the flow of the temperature control medium and the correct pressure at the same time. If the battery cells need to be cooled, for example due to a high battery load, the temperature control medium is fed into the temperature control medium line system via the first temperature control medium connection 206. At this point in time, the temperature control medium is still at its lowest temperature. Since the cells located in the center of the battery module heat up the most, they represent a thermally critical point in the battery module.
  • the temperature control medium line 205 conducts the temperature control medium preferably in a spiral from the center to the edge area of the module and thereby contacts each of the cells at least once.
  • the temperature control medium continues to absorb more and more heat in the flow direction until it is finally discharged at the outlet, the second temperature control medium connection 207.
  • the cooling capacity of this Temperiermitteis- line system decreases from the inside to the outside. At the same time, however, the cells that are located at the edge are also exposed to the slightest heat. The result is therefore a homogeneous temperature distribution between the battery cells of the battery module.
  • the battery module can be heated up in an analogous manner if, for example, the outside temperature is low.
  • the flow direction of the temperature control medium should preferably be reversed so that it flows from the second temperature control medium connection 207 to the first temperature control medium connection 206. Since the cells arranged on the edge of the battery module have the greatest contact with the cool outside air, they should be heated first. In this way, a temperature distribution that is as homogeneous as possible can also be achieved in this case.
  • FIG. 3 shows a top view 300 of the battery module 200.
  • the longitudinal side 301 defines the X direction and the transverse side 302 defines the Y direction.
  • the arrangement of the plurality of battery cells 202 can be clearly seen.
  • the battery cells are arranged in rows and each row, for example row 303, is offset in the Y direction to the row adjacent in the X direction, for example 304.
  • the offset preferably corresponds to a cell radius.
  • the temperature control medium line 305 runs in a spiral form from the first temperature control medium connection 306, which is located in the center of the area of the battery module, to the second temperature control medium connection 307 located at the edge area.
  • the top surface 203 of each battery cell is contacted at least once by the temperature control medium line 305.
  • the top surface of a cylindrical cell essentially consists of the positive pole of the battery cell.
  • the negative pole is also attached to the edge of the top surface and then extends over the entire surface area to the base of the cell.
  • the battery cell should be cooled / heated (tempered) where the highest thermal conductivity prevails.
  • the thermal conductivity is not distributed homogeneously. The highest thermal conductivity is at the positive pole, followed by the negative pole and the outer surface of the battery cell.
  • the bonding wires can be attached to the battery cell via a machine head using the ultrasonic welding process and then pulled to the next battery cell using the machine head and contacted again there.
  • a bonding wire For the contacting of the cells by means of a bonding wire, however, clearances must be maintained for the bonding head of the bonding machine. Due to the high packing density of the cells, the installation space between the top surfaces of the cells is severely restricted.
  • temperature control should preferably be implemented with a very small temperature control medium line, which on the one hand can contact the individual cell for direct heat transfer and on the other hand can be routed through the cell connection from the inside to the outside in such a way that each individual cell experiences the same temperature control performance as possible. Even if the description of the invention is based on round cells, it is equally possible to use other battery cell types and shapes. It should be noted that the type of battery cell used should have the highest possible heat transfer coefficient on the surfaces to which the temperature control medium line system is attached.
  • a top view of the battery module 400 can be seen, the temperature control medium line 401 of the temperature control medium line system connecting the first temperature control medium connection 402 to the second temperature control medium connection 403 in a spiral and meandering course.
  • the temperature control medium line 401 generally runs in a spiral shape, but has a meander shape at the points, for example at 404, where particularly effective temperature control is necessary. Through the loop or the meander, the flow direction of the temperature control medium can be relatively reversed and again lead over a certain area of battery cells, so that the
  • a temperature control medium line 501 runs analogously to exemplary embodiment 300, in a spiral form from the first temperature control medium connection 502 to the second temperature control medium connection 503.
  • another temperature control medium line 504 also runs in a spiral form from a connection 505 located next to the first temperature control medium connection 502 to a connection 506 located next to the second temperature control medium connection 503. It is also conceivable that more than two temperature control medium lines are used.
  • the temperature control medium Since the temperature control medium, the longer it is guided over the top surfaces of the battery cells, the more thermal energy it can absorb or release, the temperature control performance of the fluid can continue to decrease towards the edge area. For a higher temperature control it would be possible to use a temperature control medium line with a larger diameter and at the same time to increase the flow rate of the fluid Increase battery module. If the temperature control medium flows through two or more separate temperature control medium lines over the battery module without changing the diameter of the temperature control medium line, the heat given off by the battery cell is divided between the two or more temperature control medium lines so that the cells located at the edge area are adequately cooled or heated can be.
  • spiral and meandering course 400 shown in FIG. 4 can also have several parallel temperature control medium lines.
  • FIG. 6 is a perspective view of the battery module 600.
  • the bottom surfaces 601 of the battery cells and the second temperature control medium line system 602 running on the bottom surfaces can be seen.
  • the first temperature control medium line system 603 can be seen to some extent on the opposite side.
  • the bottom surfaces of the battery cells are also touched directly by the second temperature control medium line system 602 on this side of the battery module. Since there are usually no contacting wires on the floor surfaces, the temperature control medium line can be laid much closer together.
  • FIG. 7 shows a plan view of the embodiment 700, also shown in FIG. 6, of the second temperature control medium line system.
  • both the third temperature control medium connection 701 and the fourth temperature control medium connection 702 are located next to one another in the edge area of the battery module.
  • the temperature control medium line 703 runs from the third temperature control medium connection 701 in a first spiral 704 to a turning point 705, which is in the center of gravity of the battery module, and there it goes into a second spiral via 706, which in turn leads to the fourth temperature control medium connection 702 at the edge area .
  • the temperature control medium flows in a spiral from the outer area to the turning point and from there in a second spiral back to the edge area of the battery module.
  • the cells that are located in the thermal hotspot are not cooled first.
  • the second temperature control medium line system can have the previously described spiral shape or spiral and meander shape of the first temperature control medium line system.
  • FIG. 8 shows a side view 800 of the battery module 200, 600 and the battery module housing 201, 801.
  • a row of cylindrical battery cells 802 can be seen, the cylinder axes of which run parallel to the side surface 803 of the battery module housing 801.
  • the first 804 and the second temperature control medium line system 805 are shown.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Electrochemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Manufacturing & Machinery (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Secondary Cells (AREA)
  • Battery Mounting, Suspending (AREA)

Abstract

L'invention concerne un module de batterie d'un véhicule électrique, comprenant un boîtier de module de batterie qui est agencé de manière à recevoir une pluralité de cellules de batterie. Chaque cellule de batterie présente une surface de tête et une surface de base. Les cellules de batterie sont disposées dans le boîtier de module de batterie, et sont conçues de telle sorte que les surfaces de tête et les surfaces de base forment des plans respectifs. Le boîtier de module de batterie comprend en outre un système de conduite de milieu de thermorégulation qui est disposé dans le premier plan et agencé pour réguler la température de la pluralité de cellules de batterie. Le système de conduite de milieu de thermorégulation présente un premier raccord de milieu de thermorégulation qui se trouve sur le centre de gravité de la surface du premier plan, un second raccord de milieu de thermorégulation qui se trouve sur une région de bord du premier plan, et une conduite de milieu de thermorégulation qui s'étend dans le premier plan. La conduite de milieu de thermorégulation est en contact direct avec les surfaces de tête des éléments de batterie et raccorde le premier raccord de milieu de thermorégulation au second raccord de milieu de thermorégulation.
PCT/EP2021/062608 2020-05-14 2021-05-12 Module de batterie doté d'un système de conduite de milieu de thermorégulation WO2021228931A1 (fr)

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DE102020002953.1A DE102020002953A1 (de) 2020-05-14 2020-05-14 Batteriemodul-Gehäuse mit spiralförmigem Temperierkanal
DE102020002953.1 2020-05-14

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Citations (4)

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EP1990860A1 (fr) * 2007-05-07 2008-11-12 Valeo Klimasysteme GmbH Bloc de batterie d'entraînement d'un véhicule électrique, à cellules combustibles ou hybride
DE202007017390U1 (de) * 2007-12-11 2009-04-16 Autokühler GmbH & Co. KG Wärmeaustauscher-Vorrichtung für einen elektrochemischen Energiespeicher
DE102014200978A1 (de) * 2014-01-21 2015-07-23 Robert Bosch Gmbh Temperiervorrichtung für Batteriezellen und Verfahren zur Temperierung von Batteriezellen sowie Batteriemodul, Batteriepack, Batterie und Batteriesystem
DE102014200989A1 (de) * 2014-01-21 2015-07-23 Robert Bosch Gmbh Temperiervorrichtung für Batteriezellen und Verfahren zur Temperierung von Batteriezellen sowie Batteriemodul, Batteriepack, Batterie und Batteriesystem

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US20120208063A1 (en) 2011-02-16 2012-08-16 Sinoelectric Powertrain Corporation Liquid cooled device for batteries
US20140234668A1 (en) 2013-02-19 2014-08-21 Faster Faster, Inc. Battery Housing with Single-Side Electrical Interconnects
US10355331B2 (en) 2015-06-04 2019-07-16 Dana Canada Corporation Heat exchanger with regional flow distribution for uniform cooling of battery cells
DE102016102139A1 (de) 2016-02-08 2017-08-10 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Verfahren zur Herstellung einer Fahrzeugkomponente und Fahrzeugkomponente
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FR3068773B1 (fr) 2017-07-06 2019-09-27 Valeo Systemes Thermiques Dispositif de regulation thermique de modules de batterie
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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1990860A1 (fr) * 2007-05-07 2008-11-12 Valeo Klimasysteme GmbH Bloc de batterie d'entraînement d'un véhicule électrique, à cellules combustibles ou hybride
DE202007017390U1 (de) * 2007-12-11 2009-04-16 Autokühler GmbH & Co. KG Wärmeaustauscher-Vorrichtung für einen elektrochemischen Energiespeicher
DE102014200978A1 (de) * 2014-01-21 2015-07-23 Robert Bosch Gmbh Temperiervorrichtung für Batteriezellen und Verfahren zur Temperierung von Batteriezellen sowie Batteriemodul, Batteriepack, Batterie und Batteriesystem
DE102014200989A1 (de) * 2014-01-21 2015-07-23 Robert Bosch Gmbh Temperiervorrichtung für Batteriezellen und Verfahren zur Temperierung von Batteriezellen sowie Batteriemodul, Batteriepack, Batterie und Batteriesystem

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DE102020002953A1 (de) 2021-11-18

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