WO2024061573A1 - Batterie d'entraînement pour véhicule automobile - Google Patents

Batterie d'entraînement pour véhicule automobile Download PDF

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Publication number
WO2024061573A1
WO2024061573A1 PCT/EP2023/073476 EP2023073476W WO2024061573A1 WO 2024061573 A1 WO2024061573 A1 WO 2024061573A1 EP 2023073476 W EP2023073476 W EP 2023073476W WO 2024061573 A1 WO2024061573 A1 WO 2024061573A1
Authority
WO
WIPO (PCT)
Prior art keywords
drive battery
shaft
cell connector
motor vehicle
mounting board
Prior art date
Application number
PCT/EP2023/073476
Other languages
German (de)
English (en)
Inventor
Philip KOTTER
Matthias Frank
Original Assignee
Bayerische Motoren Werke Aktiengesellschaft
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 Bayerische Motoren Werke Aktiengesellschaft filed Critical Bayerische Motoren Werke Aktiengesellschaft
Publication of WO2024061573A1 publication Critical patent/WO2024061573A1/fr

Links

Classifications

    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M50/00—Constructional details or processes of manufacture of the non-active parts of electrochemical cells other than fuel cells, e.g. hybrid cells
    • H01M50/50—Current conducting connections for cells or batteries
    • H01M50/502—Interconnectors for connecting terminals of adjacent batteries; Interconnectors for connecting cells outside a battery casing
    • H01M50/503—Interconnectors for connecting terminals of adjacent batteries; Interconnectors for connecting cells outside a battery casing characterised by the shape of the interconnectors
    • 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
    • H01M50/00—Constructional details or processes of manufacture of the non-active parts of electrochemical cells other than fuel cells, e.g. hybrid cells
    • H01M50/50—Current conducting connections for cells or batteries
    • H01M50/572—Means for preventing undesired use or discharge
    • H01M50/574—Devices or arrangements for the interruption of current
    • H01M50/583—Devices or arrangements for the interruption of current in response to current, e.g. fuses
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M2200/00—Safety devices for primary or secondary batteries
    • H01M2200/10—Temperature sensitive devices
    • H01M2200/103—Fuse
    • 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

Definitions

  • the present disclosure relates to a drive battery for a motor vehicle and a motor vehicle with the drive battery.
  • a drive battery (also known as a high-voltage storage battery, traction battery or cycle battery) is an accumulator that is primarily designed to supply the electric motors that provide propulsion in electric vehicles with electrical energy. This also includes the buffer batteries in fuel cell vehicles and hybrid drives.
  • Such drive batteries have a few to thousands of accumulator cells or cell blocks connected in parallel and in series. So-called cell connectors or busbars are used to interconnect or electrically connect the individual accumulator cells.
  • DE 10 2009 050 316 A1 proposes to create a cell connector for electrically conductively connecting a first cell terminal of a first electrochemical cell and a second cell terminal of a second electrochemical cell of an electrochemical device, which enables a reliable and operationally reliable connection of the cell terminals that the cell connector has a first contact section for connecting to the first cell terminal, a second contact section for connecting to the second cell terminal and an elastically and/or plastically deformable compensation region which connects the first contact section and the second contact section to one another and a movement of these contact sections relative to one another enables, includes.
  • DE 10 2018 219 478 A1 describes a method for the material-locking connection of a terminal of a battery cell to at least one cell connector by means of resistance welding, wherein an electrically conductive first cell connector is placed on the terminal of the battery cell, and a first welding electrode is placed on the first cell connector, and a second welding electrode is brought into electrical contact with the terminal in such a way that a welding current from the first welding electrode through the first cell connector and through the terminal to the second welding electrode, thereby connecting the first cell connector to the terminal of the battery cell by resistance welding.
  • the object of the present disclosure is to provide a device which is suitable for enriching the prior art.
  • a drive battery for a motor vehicle This can be a drive battery of the type described above. It is conceivable that the drive battery can provide voltages in a range of 400 V to 800 V.
  • the drive battery includes a plurality of accumulator cells, a cell connector that electrically connects the accumulator cells to one another, and a mounting board that is mounted on the accumulator cells and receives the cell connector.
  • the battery cells can be understood as meaning electrochemical cells which are designed to be repeatedly charged using electrical energy, to store this energy and to release the stored energy during operation of the drive battery.
  • the cell connector is a component made of electrically conductive material, which connects the individual battery cells in series and/or parallel to one another.
  • the mounting board can be a component made of plastic, for example by injection molding, and is therefore non-conductive.
  • the mounting board is used to position the cell connector relative to the drive battery when assembling the drive battery Accumulator cells. When the drive battery is in operation, the mounting board mechanically supports the cell connector.
  • the cell connector has a shaft that is mounted on a web of the assembly board.
  • the cell connector has an element of reduced rigidity in the shaft, which serves to compensate for tolerances and operating loads (cell swelling, vibration, thermal expansion).
  • the wave therefore reduces the forces acting on the connection point to the cell (e.g. weld seam).
  • the shaft can be understood to mean a section in which the cell connector has a substantially U-shaped cross section.
  • a gap between the shaft and the web of the mounting board is smaller than 1 mm, optionally smaller than 0.5 mm or smaller than 0.3 mm.
  • the gap between the shaft and the mounting board is so small that when the drive battery is foamed, no foam penetrates or flows between the shaft and the mounting board and then hardens between the two components. This makes it possible to achieve mechanical self-protection in this sub-area, which is delicate compared to the rest of the cell connector, since there is no mechanical connection between the cell connector and the assembly board.
  • the cell connector can have a cross-sectional taper in the area of the shaft in order to form a fuse. This means that a so-called “thermal runaway” can be avoided between the cells during operation of the drive battery.
  • the cross-sectional taper can be formed by a through hole in the area of the shaft. This is a space-saving solution for forming the fuse.
  • the mounting board can have a cuboid block that is arranged in the through hole and projects beyond the shaft in a direction that is perpendicular to the battery cells.
  • This block of the mounting board can therefore protrude through the opening in the shaft, which can also be referred to as a fuse, to save space and thus protect this mechanically relatively sensitive component from loads.
  • a gap between the shaft and the cuboid block of the mounting board can be smaller than 1 mm.
  • this gap between the shaft and the mounting board is so small that when the drive battery is foamed, no foam penetrates or flows between the shaft and the block of the mounting board and then hardens between the two components.
  • the cross-sectional taper can have dimensions such that the shaft reaches a temperature greater than 80 °C, optionally greater than 100 °C, when the drive battery is in operation.
  • the drive battery can have a housing and a polymer foam with which the cell connector is foamed with respect to the housing.
  • foaming of the accumulator cells and/or the cell connector with respect to the (high-voltage storage) housing is conceivable.
  • the shaft which reaches high temperatures during operation (e.g. greater than 100 ° C to 150 ° C)
  • a potentially and / or partially adhering foam can be burned or melted free, so to speak, with the drive battery according to the disclosure.
  • the foam loses its mechanical properties (e.g. from the glass transition temperature of polyurethane materials at approx. 80°C). This allows the shaft to protect itself from such unfavorable, additional mechanical load inputs.
  • a gap between the shaft and the housing has the gap dimensions described above, i.e. is smaller than 1 mm, optionally smaller than 0.5 mm or smaller than 0.3 mm.
  • This gap between the shaft and the housing, in particular an upper part of the housing, is therefore so small that when the drive battery is foamed, no foam penetrates or flows between the shaft and the housing and then hardens between the two components.
  • the cell connector can be welded to the individual battery cells. It is conceivable that the mounting board is made of plastic.
  • a motor vehicle which has a drive battery described above.
  • the motor vehicle can be a single-lane or two-lane motor vehicle. It is conceivable that the motor vehicle is one Passenger cars, such as an automobile, and/or a commercial vehicle, such as a truck.
  • the drive battery can be connected to an electric motor of the motor vehicle and designed to supply it with electrical energy when the drive battery is in operation.
  • the electric motor can be designed to drive the motor vehicle using the electrical energy received from the drive battery.
  • Fig. 1 shows schematically, in a top view, a drive battery for a motor vehicle, with a portion of the drive battery being shown enlarged for explanation purposes.
  • FIG. 1 shows a Cartesian coordinate system whose X-axis runs along a motor vehicle longitudinal direction X, whose Y-axis runs along a motor vehicle width direction Y and whose Z-axis runs along a motor vehicle height direction Z.
  • the three axes or directions are each perpendicular to one another.
  • the motor vehicle longitudinal direction X and the motor vehicle width direction Y span a substantially horizontal plane on which the motor vehicle height direction Z, which runs essentially parallel to a vertical, is perpendicular.
  • the longitudinal direction of the motor vehicle X runs from a front to a rear of the motor vehicle (not shown).
  • the drive battery 1 for the motor vehicle comprises several accumulator cells 2, several cell connectors 3, which each electrically connect the accumulator cells 2 to one another, and a mounting board 4 designed as a plastic injection-molded part is attached to the accumulator cells 2 and accommodates the cell connectors 3.
  • the cell connector 3 has a wave or a wave-shaped section 5 for each connection point 9 (in this case a welded connection) to one of the battery cells 2, which is mounted on a web 6 of the assembly board 4.
  • the cell connector 3 has a through hole 7 in the area in which the shaft 5 is formed, so that in this area a cross-sectional taper of the cell connector 3 in the motor vehicle width direction Y results and the area in which the shaft 5 is formed as a fuse serves.
  • a substantially cuboid block 8 is formed in the through hole 7 to save space as part of the mounting board 4, which projects beyond the shaft 5 in the motor vehicle height direction Z and thus prevents or at least reduces load input from above onto the shaft 5.
  • a gap is also formed between the shaft 5 and the cuboid block 8 of the mounting board 4, which is smaller than 1 mm and mechanically decouples the shaft 5 from the block 8 of the mounting board 4.
  • the drive battery 1 described above is provided with a housing (not shown) during assembly and a liquid polymer foam, for example comprising polyurethane, is introduced between the housing, in particular an upper part of the housing, and the drive battery 1, which expands and hardens. Due to the small gap between the shaft 5 and the web 6 as well as the block 8 of the assembly board 4, no polymer foam penetrates into this gap and the mechanical decoupling remains even after foaming. It is also conceivable to choose a gap between the shaft 5 and the housing as described above, ie less than 1 mm, that no polymer foam penetrates between the shaft 5 and the housing and that there is also a mechanical decoupling here.
  • a gap between the shaft 5 and the housing as described above, ie less than 1 mm, that no polymer foam penetrates between the shaft 5 and the housing and that there is also a mechanical decoupling here.
  • the through hole 7 forming the cross-sectional taper has such dimensions that the shaft reaches a temperature greater than 80 ° C during operation of the drive battery 1. This means that the polymer foam essentially loses its adhesive force in the area of the shaft 5 and the shaft 5 is mounted exposed in the polymer foam.

Landscapes

  • Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Electrochemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Battery Mounting, Suspending (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

Il est proposé une batterie d'entraînement (1) pour un véhicule automobile, la batterie d'entraînement (1) comprenant de multiples cellules d'accumulateur (2), un connecteur de cellules (3) qui interconnecte électriquement les cellules d'accumulateur (2), et une carte d'installation (4) qui est montée sur les cellules d'accumulateur (2) et reçoit le connecteur de cellule (3). Le connecteur de cellules (3) a une ondulation (5) qui est montée sur une nervure (6) de la carte d'installation (4), et un espace entre l'ondulation (5) et la nervure (6) de la carte d'installation est inférieur à 1 mm
PCT/EP2023/073476 2022-09-23 2023-08-28 Batterie d'entraînement pour véhicule automobile WO2024061573A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102022124457.1 2022-09-23
DE102022124457.1A DE102022124457A1 (de) 2022-09-23 2022-09-23 Antriebsbatterie für ein kraftfahrzeug

Publications (1)

Publication Number Publication Date
WO2024061573A1 true WO2024061573A1 (fr) 2024-03-28

Family

ID=87886621

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2023/073476 WO2024061573A1 (fr) 2022-09-23 2023-08-28 Batterie d'entraînement pour véhicule automobile

Country Status (2)

Country Link
DE (1) DE102022124457A1 (fr)
WO (1) WO2024061573A1 (fr)

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102010035114A1 (de) * 2009-09-30 2011-04-21 Kabushiki Kaisha Toshiba Batterieeinheit und Akkumulatoranordnung mit der Batterieeinheit
DE102009050316A1 (de) 2009-10-16 2011-04-21 Elringklinger Ag Zellverbinder
DE102018219478A1 (de) 2018-11-15 2020-05-20 Robert Bosch Gmbh Verfahren zum stoffschlüssigen Verbinden eines Terminals einer Batteriezelle mit mindestens einem Zellverbinder und Batteriemodul
EP3694024A1 (fr) * 2017-10-05 2020-08-12 Vehicle Energy Japan Inc. Module de pile
EP3846280A1 (fr) * 2019-12-31 2021-07-07 Samsung SDI Co., Ltd. Bloc-batterie

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102010035114A1 (de) * 2009-09-30 2011-04-21 Kabushiki Kaisha Toshiba Batterieeinheit und Akkumulatoranordnung mit der Batterieeinheit
DE102009050316A1 (de) 2009-10-16 2011-04-21 Elringklinger Ag Zellverbinder
EP3694024A1 (fr) * 2017-10-05 2020-08-12 Vehicle Energy Japan Inc. Module de pile
DE102018219478A1 (de) 2018-11-15 2020-05-20 Robert Bosch Gmbh Verfahren zum stoffschlüssigen Verbinden eines Terminals einer Batteriezelle mit mindestens einem Zellverbinder und Batteriemodul
EP3846280A1 (fr) * 2019-12-31 2021-07-07 Samsung SDI Co., Ltd. Bloc-batterie

Also Published As

Publication number Publication date
DE102022124457A1 (de) 2024-03-28

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