GB2612809A

GB2612809A - Connector for battery coolant system

Info

Publication number: GB2612809A
Application number: GB2116298.7A
Authority: GB
Inventors: Jones Steve; Richard Mcmanus Charles
Original assignee: Jaguar Land Rover Ltd
Current assignee: Jaguar Land Rover Ltd
Priority date: 2021-11-12
Filing date: 2021-11-12
Publication date: 2023-05-17
Also published as: GB202116298D0

Abstract

A connector 400 comprises a toroidal chamber 410 having a central void 420. The connector includes at least one first aperture (430, Fig 5) disposed at a first portion 412 of the toroidal chamber, the first aperture(s) being configured to connect the toroidal chamber to a coolant conduit 310. The connector also includes at least one second aperture (440, Fig 5) configured to connect the toroidal chamber to an interior of a cooling plate 260, the second aperture(s) being disposed at a different portion 414 of the toroidal chamber to the first aperture(s). The toroidal chamber, when connected to the coolant conduit and the interior of the cooling plate, provides a coolant flow path for coolant fluid between the coolant conduit and the interior of the cooling plate via the first and second apertures. A battery coolant system, battery module, vehicle and method of manufacturing the battery coolant system are also disclosed. The toroidal chamber may be formed from separate housing parts (610, 620, Fig 6) fastened together by a fastening member (640, Fig 6) located in the central void of the chamber, and may include a sealing gasket (630, Fig 6) therebetween.

Description

CONNECTOR FOR BATTERY COOLANT SYSTEM

TECHNICAL FIELD

The present disclosure relates to a connector for a battery coolant system. Aspects of the invention relate to a connector, to a coolant system, to a vehicle battery module, to a vehicle battery, to a vehicle and to a method of manufacturing the coolant system.

BACKGROUND

There has recently been increased interest in providing battery-powered vehicles, which has led to developments in vehicle battery, in particular vehicle traction battery, technology. It is generally desirable for vehicle batteries to provide high energy capacity and peak current output, whilst minimising the size and weight of the battery module and thus the vehicle. However, these requirements must be balanced against a need for the battery to be capable of being adequately cooled, since the cells that are typically used in vehicle traction batteries can degrade relatively quickly, or become damaged, if their temperature is permitted to exceed a certain limit repeatedly.

A cooling system may be implemented for a battery module in the form of a cooling plate, which may be disposed over the cells of the module. The cooling plate may be connected to a coolant system which provides coolant flow through the cooling plate, to disperse heat emitted by the cells. It is desirable to effectively and uniformly provide coolant to cells across the cooling plate, in order to provide uniform cooling of the module. Furthermore, the desire to improve the cooling performance has often been in conflict with the requirements to minimise coolant volume and package space to improve the energy density of the battery module.

It is an object of embodiments of the invention to at least mitigate one or more of the

problems of the prior art.

SUMMARY OF THE INVENTION

Aspects and embodiments of the invention provide a connector, a coolant system, a vehicle battery module, a vehicle battery, a vehicle and a method as claimed in the appended claims 30 According to an aspect of the present invention there is provided a connector for a battery coolant system. The connector comprises a flow chamber; a first aperture disposed at a first portion of the flow chamber, the first aperture configured to connect the flow chamber to a coolant conduit; and a second aperture configured to connect the flow chamber to an interior of a cooling plate, the second aperture disposed at a different portion of the flow chamber to the first aperture, wherein the flow chamber, when connected to the coolant conduit and the interior of the cooling plate, provides a coolant flow path for coolant fluid between the coolant conduit and the interior of the cooling plate via the first aperture and the second aperture, wherein the flow chamber is formed from opposite housings configured to be fastened together to form the flow chamber, the connector further comprising a sealing mechanism disposed between the opposite housings to seal the coolant flow path when the opposite housings are fastened together. The sealing mechanism may be particularly configured to be pressed in place along an axis normal to a plane of the cooling plate to seal the coolant flow path. Advantageously, assembling the connector from opposite housings by pressing the housings in place normal to the cooling plate facilitates ease of assembly and reduces packaging space, as the connector can be assembled inside high walled housing when x-y movement along the plane of the cooling plate is restricted.

According to another aspect of the present invention there is provided a connector for a battery coolant system. The connector comprises a toroidal chamber having a central void; a first aperture disposed at a first portion of the toroidal chamber, the first aperture configured to connect the toroidal chamber to a coolant conduit; and a second aperture configured to connect the toroidal chamber to an interior of a cooling plate, the second aperture disposed at a different portion of the toroidal chamber to the first aperture, wherein the toroidal chamber, when connected to the coolant conduit and the interior of the cooling plate, provides a coolant flow path for coolant fluid between the coolant conduit and the interior of the cooling plate via the first aperture and the second aperture. Advantageously, a toroidal chamber disposed between the coolant conduit and the cooling plate ensures an even flow distribution into the cooling plate.

Optionally, the toroidal chamber is arranged to provide the coolant flow path to split into side branches on either side of the central void of the toroidal chamber. That is, the central void may define a fork in the coolant flow path. Advantageously, ensuring the coolant flow path forks at the central void of the toroidal chamber provides an even flow distribution on each side of the cooling plate.

Optionally, the toroidal chamber is formed from opposite housings configured to be fastened together to form the toroidal chamber, the connector further comprising a sealing mechanism disposed between the opposite housings to seal the coolant flow path when the opposite housings are fastened together. The sealing mechanism may be a press-in-place sealing mechanism. In some embodiments, a first housing of the opposite housings is comprised as an integral part of the cooling plate. For example, the first housing may comprise an insert in the surface of the cooling plate. Optionally, the sealing mechanism is configured to be pressed in place along an axis normal to a plane of the cooling plate to seal the coolant flow path. The axis may be normal to a plane of the toroidal chamber through its widest circumference. Advantageously, assembling the connector from opposite housings by pressing the housings in place normal to the cooling plate facilitates ease of assembly and reduces packaging space, as the connector can be assembled inside high walled housing when x-y movement along the plane of the cooling plate is restricted.

The connector may comprise a fastening member located through the central void of the toroidal chamber and configured to fasten together the opposite housings. For example, the fastening member may be a bolt mechanism disposed through the central void. The fastening member may be configured to provide a compressive force between the opposite housings in a direction normal to a plane of the cooling plate, thereby causing the sealing mechanism to seal the coolant flow path.

The sealing mechanism may comprise a gasket configured to be disposed between the opposite housings and seal the joint when the opposite housings are fastened together, such as by the fastening member. The gasket may be sandwiched between the opposite housings, i.e. the gasket may run along all adjoining edges of the opposite housings. The opposite housings may thus be fastened in a sealed state by the gasket in cooperation with the fastening member. The gasket may comprise at least: a first portion disposed between corresponding edges of the opposite housings at an outer surface of the toroidal chamber, and a second portion disposed between corresponding edges of the opposite housings at an inner surface of the toroidal chamber adjacent to the central void. The first portion and the second portion may each be circular. Advantageously, the first portion and the second portion may sit between all adjoining edges of the opposite housings at the wall of the toroidal chamber, thereby effectively sealing the toroidal chamber, apart from the first aperture and second aperture. The gasket may comprise one or more radial rib portions connecting the first portion to the second portion, thereby further improving the sealing integrity. Alternatively, the first portion and second portion may be disjointed.

The connector may comprise a central compression limiter adjacent to the central void of the toroidal chamber, the central compression limiter configured to reinforce the toroidal chamber when a compressive force is applied, e.g. by the fastening member. The central compression limiter may act by allowing a compressive force between the opposite housings up to a compression threshold and preventing further compression above the compression threshold. Advantageously, this reduces deformation of the toroidal chamber from the load of the fastening member, thereby improving the seal. Optionally, the central compression limiter is made of metal.

Optionally, the connector comprises a plurality of ribs extending axially along an upper surface of the toroidal chamber. Advantageously, the ribs transfer loading from the fastening member to strengthen the seal at an outer edge of the toroidal chamber.

Optionally, the toroidal chamber is circular in cross section through the circumference of the toroid. Each portion of the gasket may also be circular in shape. Advantageously, a circular arrangement improves flow distribution of the coolant fluid and improves the sealing integrity of the gasket.

Optionally, the second aperture extends substantially around an outer surface of the toroidal chamber opposing the first aperture. Substantially may be considered between 45 and 270 degrees around the outer surface, or between 80 and 220 degrees around the outer surface, for example. E.g. the second aperture may extend around 170 degrees, 190 degrees, or 200 degrees around the outer surface. Beneficially, extending the second aperture substantially around the outer surface minimises flow restrictions into the cooling plate. The second aperture may be discontinuous, to improve the structural integrity of the connector. For example, the second aperture may comprise a plurality of aperture portions located in a line around the outer circumference of the toroidal chamber, e.g. between 2 and 6 aperture portions such as 4 aperture portions or 5 aperture portions. In other embodiments, the second aperture may comprise a plurality of aperture portions in a plurality of lines around an outer wall such as like a series of equals signs.

Optionally, the connector comprises a manifold extending from the first aperture, the manifold configured to connect to the coolant conduit. In some embodiments the manifold may be left handed, right handed or two sided.

Optionally, the first aperture is displaced above the second aperture in a direction normal to a plane of the cooling plate. The first aperture may be disposed at an upper surface of the toroidal chamber, such that the coolant flow path into the toroidal chamber is tangential to the toroid. Beneficially, this arrangement causes the coolant to tumble into the toroidal chamber before arriving at the second aperture, thereby effectively providing an even flow distribution out the second aperture into the cooling plate.

Optionally, the second aperture is located in the toroidal chamber such that, when connected to an outlet of the cooling plate, at least a portion of the toroidal chamber is displaced in a direction normal to a plane of the cooling plate to facilitate air removal from the cooling plate when the cooling plate is supplied with coolant. Beneficially, this reduces air bubbles collecting in the cooling plate during filling, thereby improving flow in the cooling plate.

Optionally, a vertical height of the connector normal to the cooling plate in use is less than 15mm, such as between 8 and 12mm, e.g. 10mm. The vertical height of the connector along an axis normal to the cooling plate in use may be less than double a depth of the cooling plate along the same axis.

According to another aspect there is provided a coolant system for a vehicle battery, comprising: a cooling plate for receiving coolant fluid configured to extend over a battery module of a vehicle; a coolant conduit arrangement for circulating the coolant fluid to and from the cooling plate; and at least one connector as described above connecting the coolant conduit arrangement to an inlet or an outlet of the cooling plate. Optionally, the coolant system comprises a first connector as described above at an inlet of the cooling plate and a second connector as described above at an outlet of the cooling plate.

According to another aspect there is provided a vehicle battery module comprising a plurality of electrical cells and a coolant system as described above.

According to another aspect there is provided a vehicle battery comprising a plurality of the vehicle battery modules.

According to another aspect there is provided a vehicle comprising a connector, a coolant system, a vehicle battery module or a vehicle battery according to the above aspects.

According to another aspect there is provided a method of manufacturing a coolant system for a vehicle, comprising: providing a cooling plate configured to extend over a battery module of a vehicle, the cooling plate comprising an inlet for receiving coolant fluid; providing a connector according to claim 3 or any claim dependent thereon; attaching the opposite housings of the connector together at the inlet of the cooling plate to provide a coolant flow path for coolant fluid from the toroidal chamber to an interior of the cooling plate through the second aperture and the inlet; applying a fastening member to the connector normal to a plane of the cooling plate to fasten the opposite housings of the connector and to seal the coolant flow path; and connecting the first aperture of the connector to a coolant conduit arrangement.

Within the scope of this application it is expressly intended that the various aspects, embodiments, examples and alternatives set out in the preceding paragraphs, in the claims and/or in the following description and drawings, and in particular the individual features thereof, may be taken independently or in any combination. That is, all embodiments and/or features of any embodiment can be combined in any way and/or combination, unless such features are incompatible. The applicant reserves the right to change any originally filed claim or file any new claim accordingly, including the right to amend any originally filed claim to depend from and/or incorporate any feature of any other claim although not originally claimed in that manner.

BRIEF DESCRIPTION OF THE DRAWINGS

One or more embodiments of the invention will now be described, by way of example only, with reference to the accompanying drawings, in which: Figure 1 shows a cylindrical electrical cell for use in a vehicle battery; Figure 2 shows a battery module for a vehicle; Figure 3 shows a coolant system for a vehicle battery; Figure 4 shows a connector for the coolant system in use; Figure 5 shows example flow simulation data for coolant fluid through the connector; Figures 6A and 6B show a connector for the coolant system in a cross-sectional view; Figures 7A and 7B show a lower housing portion of a connector on a cooling plate; Figures 8A and 8B illustrate a portion of a connector from two view angles; Figure 9 shows a vehicle; and Figure 10 shows a flow chart indicating a method of manufacturing a coolant system.

DETAILED DESCRIPTION

The present invention relates to a traction battery module for use in a vehicle. A traction battery module, as will be appreciated, comprises a plurality of electrical cells connected to provide power to an electric motor of an electric vehicle (EV), for example a battery electric vehicle (BEV) or hybrid electric vehicle (HEV).

Figure 1 illustrates a conventional cylindrical cell 100 for use in a traction battery for a vehicle. The cell 100 comprises a positive terminal 100P and a negative terminal 100N. In this example, the positive terminal is provided by a steel end cap 106 in a central region of a first end 104 of the cell, and the negative terminal is provided by a steel cylindrical case 108.

The steel cylindrical case 108 covers a second end 102, the entire cylindrical surface between the first and second ends, and a peripheral region of the first end surface 104. In commercially-available cells, it is sometimes the case that the end cap that defines the positive terminal 100P on the first end surface 104 protrudes beyond the shoulder region of the first end surface, although this is not shown in the cell shown in Figure 1. This allows a substantially planar connector to be connected to the positive terminal and not the negative terminal. It is important to avoid direct electrical connections between the positive and negative terminals 100P, 100N, as such connections create a short circuit which may damage the cell.

Cells 100 may be grouped together within a housing and electrically connected together by a busbar assembly to create a battery module. Furthermore, as will become apparent from the following description, in some embodiments a plurality of cells 100 may be mechanically joined together to form a cluster of cells, and a battery module may comprise one or more of such clusters of cells.

Figure 2 shows an exploded view of a battery module 200 according to an embodiment of the present invention. The battery module 200 comprises a plurality of electrical cells 202.

The electrical cells 202 may be the cylindrical cells 100 as shown in Figure 1, however it will be appreciated that other types of electrical cell may also be implemented. In the embodiment shown in Figure 2, the cells 202 are cylindrical cells arranged with their positive terminals (i.e. first ends) directed downwards, and second ends directed upwards. The cells 202 are arranged into two rows of eleven cell clusters 203, so that 22 cell clusters are provided in total. However, it will be appreciated that in other embodiments alternative numbers and arrangements of cell clusters 203 may be provided.

The cells in each cell cluster 203 are joined together using an adhesive prior to assembly of the battery module. The adhesive preferably has a thickness of 0.5mm or less, in order to reduce a packaging size of the battery module 200. In the illustrated embodiment, the thickness of the adhesive is approximately 0.3mm. Each cell cluster 203 is then wrapped with an electrically-insulating material 218, to help to ensure that unwanted electrical connections between the negative terminals of cells in adjacent groups do not occur.

A cell carrier component 205 is provided to locate each cell cluster 203 within a housing (not shown), and to provide the required spacing between adjacent cell clusters 203. The cell carrier component 205 may also locate at least part of a single-sided busbar 216 adjacent to the first end surfaces of the cells 202. Although various configurations of single-sided busbar are possible, the busbar 216 shown comprises a positive collection plate having a plurality of tabs connected to the positive terminals of each of the cells 202, and a negative collection plate contacting the negative terminals of each of the cells 202. As shown, the cells 202 of a cell cluster 203 are all connected in parallel by the busbar 216. Each cell cluster 203 may then be connected in series with its neighbouring cell clusters 203 by connecting a negative collection plate connected to one cell cluster 203 to a positive collection plate connected to an adjacent cell cluster 203 (not shown).

A support component 222 is provided to support the battery module 200 within the housing.

The support component 222 comprises a plurality of apertures 223, each aperture being positioned so as to be aligned with and adjacent to the first end of a respective cell 202 in the assembled battery module 200, so as to allow gases to pass through the support component 222 should a cell undergo a venting event. Although the housing is not visible in Figure 2, it will be understood that the support component 222 is configured to maintain a predetermined spacing between the cells 202 and the lower inside surface of the housing, such that a vent volume is provided underneath the cells. An exhaust port is also provided in the housing to allow gases to escape from the vent volume. The vent volume provides a volume in which vent gases can expand and cool, thereby reducing the risk that a venting event in an individual cell will damage other cells and potentially cause them to also undergo venting events. Although not visible in Figure 2, it will be understood that in some embodiments the assembled battery module 200 may also include one or more protective layers located in each of the apertures 223 in the support component 222. The protective layers may be arranged to rupture when the cell they are attached to undergoes a venting event but remain intact when a neighbouring cell undergoes a venting event. In this way the protective layers may prevent vent gases from entering the space between the cells 202. The protective layers may comprise one or more layers of an electrically insulating material such as mica or a mica-based material sheet or film. Other electrically insulating materials may also be used.

Cooling of the cells 202 is provided by cooling plate 260, which is arranged in the battery module 200 to be in contact with the second ends of the cells 202 (i.e. the end of the cells opposite the positive terminal) via a layer of thermal interface material 214. The cooling plate 260 comprises a plurality of channels through which a liquid coolant may flow, thereby cooling the cells 202, as will be explained. In some embodiments, the cooling plate 260 provides an upper surface of the housing. Structural members 215 may be provided to ensure that the cooling plate 260 has the required stiffness to form part of the housing.

With reference to Figure 3, there is illustrated a schematic of a coolant system 300 according to an embodiment of the present invention. The coolant system 300 comprises a cooling plate 260 corresponding to each vehicle battery module 200 to be cooled. In the illustrated embodiment the coolant system comprises five cooling plates 260 corresponding to five vehicle battery modules 200 for a vehicle battery, however it will be appreciated that more or fewer cooling plates 260 may be provided. Each cooling plate 260 is configured to extend over a battery module 200 as explained. In use, coolant fluid flows through the cooling plate 260 to dissipate heat from the battery module 200. In some embodiments each cooling plate 260 may extend over more than one battery module 200, for example over two battery modules 200.

The coolant system 300 comprises a coolant conduit arrangement 310 for circulating the coolant fluid around the coolant system 300. The coolant conduit arrangement 310 is arranged to circulate the coolant fluid such that chilled coolant fluid is provided to an inlet located at a first end 262 of each cooling plate 260. In use, the chilled coolant fluid flows through the cooling plate 260 from the first end 262 to a second end 264 and is warmed by the heat emitted from the battery module 200. The warmed coolant fluid is emitted from an outlet located at the second end 264 of each cooling plate 260 and directed away by the coolant conduit arrangement 310 in order to dissipate the heat from the battery module 200.

The coolant conduit arrangement 310 is connected to each cooling plate 260 by at least one connector 400. In the illustrated embodiment, each cooling plate 260 is connected to the coolant conduit arrangement 310 by a first connector 400 at the inlet of the first end 262 and by a second connector 400 at the outlet of the second end 264.

As shown in more detail in relation to subsequent Figures, the connector 400 is arranged to provide a toroidal flow path for the coolant fluid between the coolant conduit 310 and an interior of the cooling plate 260, in order to ensure an even distribution of coolant flow into the cooling plate 260 compared to a traditional coolant hose connector such as a quick-fit connector of a "push-to-fit" type, as will be explained.

With reference to Figure 4, a connector 400 according to an embodiment is shown in use connecting a coolant conduit 310 to a cooling plate 260. The connector 400 comprises a toroidal chamber 410 for the flow of coolant fluid, of which only an external wall is visible in the view shown in Figure 4. The toroidal chamber 410 surrounds a central void 420 through which a fixing mechanism may be disposed to secure the connector 400 in place, as will be explained.

The toroidal chamber 410 comprises a first portion 412 adjacent to the coolant conduit 310 and a second portion 414 adjacent to an interior of the cooling plate 260. A first aperture (not shown) is disposed at the first portion 412 of the toroidal chamber to fluidly connect the interior of the toroidal chamber 410 to the coolant conduit 310. A second aperture (not shown) is disposed at the second portion 414 of the toroidal chamber 410 to fluidly connect the interior of the toroidal chamber 410 to the interior of the cooling plate 260. In this way, when the connector 400 is connected to the coolant conduit 310 and the cooling plate 260 as shown, the toroidal chamber 410 provides a toroidal coolant flow path for coolant fluid between the coolant conduit 310 and the interior of the cooling plate 260.

In some embodiments the connector 400 comprises a manifold 450 disposed between the first aperture and the coolant conduit 310 to provide a connection to the coolant conduit 310. Depending on the location of the connector 400 in the coolant system 300, the manifold 450 may be left handed, right handed or two sided. In the connector 400 illustrated in Figure 4, a two sided manifold 450 is provided to situate the connector 400 at a midpoint of a coolant conduit 310.

Figure 5 shows example flow simulation data for coolant fluid through the connector 400 located at an inlet of the cooling plate 260. Coolant fluid flows from a coolant conduit (not shown) to the toroidal chamber 410 via the first apertures 430. The central void 420 is situated such that coolant fluid flowing into the toroidal chamber 410 is split into two side branches either side of the toroidal chamber, i.e. the central void 420 defines a fork in the coolant flow path. The coolant fluid then flows from the toroidal chamber 410 into the interior of the cooling plate 260 via the second apertures 440. The toroidal arrangement of the coolant flow path beneficially distributes the flow evenly throughout the cooling plate 260, as flow momentum from the coolant conduit is effectively distributed around the second aperture(s) in all directions by the toroidal split arrangement, as illustrated by the flow distribution in Figure 5.

In the illustrated embodiment, the connector 400 comprises three first apertures 430 and four second apertures 440; however, in other examples, other numbers of apertures may be 30 used.

In particular, the three first apertures 430 may be considered to be a single discontinuous first aperture 430 and the four second apertures 440 may be considered to be a single discontinuous second aperture 440. Each discontinuous aperture may be formed from any number of discrete portions. In other embodiments, a single continuous first aperture 430 or second aperture 440 can be envisaged. Providing a discontinuous first aperture 430 and/or second aperture 440 as shown may beneficially improve structural integrity of the connector 400. Each discontinuous aperture 430, 440 may be formed from a plurality of aperture portions located in a line around the outer circumference of the toroidal chamber. In other embodiments, the plurality of aperture portions may be arranged in a different way, such as in a plurality of lines around the outer circumference.

In some embodiments including that shown in Figure 5, the second aperture 440 extends substantially around an outer surface of the toroidal chamber 410 opposing the first aperture 430. In the example shown the discontinuous second aperture 440 extends in total through more than 180° around the portion of the toroidal chamber 410 opposing the first aperture 430. The second aperture 440 may for example extend between 45° and 270° around the toroidal chamber 410, such as 1700 or 190°. Extending the second aperture 440 substantially around the toroidal chamber 410 ensures minimal flow restriction into the cooling plate 260.

A cross-sectional view of a connector 400 according to an embodiment of the invention is illustrated in Figure 6A.

The cross-section is taken in a (x,z) plane wherein the z-axis is normal to an upper surface of the cooling plate 260. The coolant flow path can be seen from the manifold 450 disposed on the right of Figure 6A providing a connection to the coolant conduit 310, through the first aperture 430 into the toroidal chamber 410 and out the second aperture 440 into the interior of the cooling plate 260.

As shown, the first aperture 430 and the second aperture 440 are displaced along the z-axis, i.e. they are not aligned. In particular, the first aperture 430 is displaced above the plane of the second aperture 440 along the z-axis at an upper surface of the toroidal chamber 410. Consequently, the flow of the coolant fluid enters the toroidal chamber 410 from the first aperture 430 tangentially to the circular cross-section of the toroid. Therefore, the coolant fluid must tumble or be diverted around the toroidal chamber before reaching the second aperture 440. In this way, when the coolant fluid enters the interior of the cooling plate 260 an even distribution can be achieved In the illustrated embodiment, the toroidal chamber 410 of the connector 400 is formed from opposite housings 610, 620 which are fastened together to form the toroidal chamber 410.

The opposite housings comprise a first, or lower housing 610 and a second, or upper housing 620. Each of the lower housing 610 and the upper housing 620 define a corresponding portion of the toroidal chamber 410, such that when the lower housing 610 and the upper housing 620 are fastened together they co-operate to form the toroidal chamber 410. To achieve the displacement between the first aperture 430 and the second aperture 440, in the illustrated embodiment the first aperture 430 is provided in the upper housing 620 and the second aperture is provided in the lower housing 610.

Figure 6B illustrates the same view of the connector 400 showing the upper housing 620 without the lower housing 610.

A sealing mechanism 630 is disposed between the housings 610, 620 in order to seal the coolant flow path when the housings 610, 620 are fastened. The sealing mechanism 630 is a press-in-place sealing mechanism 630. That is the sealing mechanism 630 acts to provide a seal between the housings 610, 620 when the housings 610, 620 are compressed together. The structure of the sealing mechanism 630 will be described in detail later with reference to Figures 8A and 8B. The housings 610, 620 are configured to join along a widest circumference of the toroidal chamber 410 in a plane substantially parallel to an upper surface of the cooling plate 260. In that way, the sealing mechanism 630 is configured to be pressed in place along a z-axis (illustrated) normal to the upper (x, y) surface of the cooling plate 260 to seal the coolant flow path. In this way, the connector 400 may be constructed and sealed along the z-axis from above the cooling plate 260. This is advantageous as the battery module may be assembled inside a high walled housing, which causes x-y movement along the plane of the upper surface of the cooling plate 260 to be restricted at the edges where the connector 400 will be located. As the connector 400 can be assembled and sealed by applying a compressive force from the z direction, ease of assembly is improved.

A fastening member 640 is provided to fasten the seal provided by the sealing mechanism 630. The fastening member 640 is located through the central void 420 and is configured to fasten together the opposite housings 610, 620. In the illustrated embodiment the fastening member 640 comprises a bolt mechanism 640 disposed through the central void. In use, the bolt mechanism 640 may be tightened to provide a compressive force between the opposite housings 610, 620 in along the z-axis normal to the upper surface of the cooling plate 260.

In the illustrated embodiment, the connector 400 comprises a central compression limiter 650 adjacent to the central void 420 of the toroidal chamber. The central compression limiter 650 is configured to reinforce the toroidal chamber 410 when a compressive force is applied, such as by the fastening member 640. The central compression limiter 650 is configured to allow a compressive force between the opposite housings 610, 620 up to a compression threshold, and prevent further compression above the compression threshold. Thus, the provision of the central compression limiter 650 reduces deformation of the toroidal chamber 410 from the load of the fastening member 640, thereby improving the seal provided by the sealing mechanism 630. The central compression limiter 650 is a rigid cylinder of material having a low compressibility. According to some examples the central compression limiter 650 may be made of metal, however any material having suitably low compressibility may be used.

The lower housing 610 is in some embodiments integrated with an upper surface of the cooling plate 260. For example, the lower housing 610 may be provided as an insert for the upper surface of the cooling plate 260 and may be brazed or otherwise attached to the upper surface to form an integral component.

Figures 7A and 7B illustrate two cross-sectional views of the cooling plate 260 according to an embodiment of the invention, the cooling plate 260 having the lower housing 610 of the connector 400 integrated. In Figure 7A, the cross section is taken above the upper surface of the cooling plate 260 through the sealing mechanism 630. Internal apertures 710 are shown within the lower housing 610 to facilitate flow within the toroidal chamber 410 between the upper housing 620 and the lower housing 610. The internal apertures 710 are discontinuous, i.e. do not cover the extent of the toroid, in order to provide a surface for a portion of the sealing mechanism 630, as will be explained. It will be appreciated that the internal apertures 710 may be continuous, or may differ in number or pattern, depending on the arrangement of the sealing mechanism 630.

In Figure 7B, the cross section is taken below the upper surface of the cooling plate 260 through the lower housing 610 to illustrate the arrangement of second apertures 440. The second apertures 440 are arranged analogously to those shown in Figure 4. The second apertures are provided in the lower housing 610 to provide a coolant flow path from the toroidal chamber 410 to the interior of the cooling plate 260.

Returning to Figures 6A and 6B, it can be seen that the second aperture(s) 440 are disposed in the lower lousing 610 and the first aperture(s) 430 are disposed in the upper housing 620. A portion of the upper housing 620 is in use vertically displaced above the upper surface of the cooling plate 260. In addition to the beneficial effect of flow distribution already described, providing a portion of the toroidal chamber 410 and the first aperture(s) to the coolant conduit 310 above the cooling plate 260 beneficially facilitates air removal from the cooling plate 260 when the cooling plate 260 is supplied with coolant. This is because any air bubbles will be encouraged through the connector 400 to the first aperture(s) 430 by the action of gravity acting on the coolant fluid such that air raises above the coolant fluid. Thus, the provision of the connector 400 reduces air bubbles collecting in the cooling plate during filling. It is beneficial to reduce the amount of air collecting in the cooling plate as air is a poor thermal conductor and disrupts the coolant flow path. Thus, the use of the connector 400 improves the efficiency of thermal transfer through the cooling plate 260 by improving the coolant flow.

Figures 8A and 8B illustrate a connector 400 according to an embodiment of the invention, of which the upper housing 620 is shown from two different angles. Figure 8A illustrates an external face of the upper housing 620. Figure 83 illustrates an internal face of the upper housing 620, i.e. the face of the upper housing 620 configured to adjoin the lower housing 610.

The structure of the sealing mechanism 630 of the connector 400 is visible in Figure 6B. In the illustrated embodiment the sealing mechanism 630 comprises a gasket 630 configured to be disposed between adjoining faces of the opposite housings 610, 620. When the housings 610, 620 are compressed together, the gasket 630 seals the joint between the housings 610, 620. The housings 610, 620 may then be secured in the sealed state by the fastening member 640.

The illustrated gasket 630 comprises a first portion 631 disposed between corresponding edges of the opposite housings 610, 620 at an outer surface of the toroidal chamber. That is, the first portion 631 of the gasket extends along the widest circumference of the toroidal chamber 410. The gasket further comprises a second portion 632 disposed between corresponding edges of the opposite housings 610, 620 at an inner surface of the toroidal chamber 410 adjacent to the central void 420. That is, the second portion 632 of the gasket extends along the inner circumference of the toroidal chamber 410. In that way, the gasket 630 extends along each join between the housings 610, 620 on the walls of the toroidal chamber 410. As can be seen, the toroidal chamber 410 is circular in cross section through the circumference of the toroid, and thus each of the first portion 631 and the second portion 632 are circular. The circular arrangement confers several advantages to the connector, namely the provision of an even flow distribution for the coolant fluid, and also improved sealing integrity for the gasket 630 due to even force distribution when compression is applied by the fastening member 640.

The illustrated gasket comprises radial rib portions 633 connecting the first portion 631 to the second portion 632 to provide extra sealing integrity. In the illustrated embodiment two radial rib portions 633 are provided. The presence of the two radial rib portions 633 is reflected in the arrangement of the internal apertures 710 of the lower housing 610, as discussed with reference to Figure 7A. A break in the internal aperture 710 corresponds to each radial rib portion 633. It will be appreciated that more or fewer radial rib portions 633 may be provided. Consequently, it will be appreciated that fewer or more breaks may be provided in the internal apertures 710 to provide a corresponding surface for each rib portion 633 to provide a seal. In some embodiments, no radial rib portions 633 may be provided, and the first portion 631 and the second portion 632 may be disjointed. Consequently, the internal aperture 710 may comprise one continual aperture around the circumference of the toroid with no breaks.

With reference again to Figure 8A, the connector 400 in some embodiments comprises a plurality of structural ribs 810 extending radially along an upper surface of the upper housing 620. Beneficially, providing structural ribs extending radially from the fastening member 640 aids in transferring loading from the fastening member 640 to strengthen the seal provided by the first portion 631 of the gasket 630 at the outer edge of the toroid.

It will be appreciated that the connector 400 according to the above-mentioned embodiments confers numerous advantages over the prior art. As discussed, uniform coolant flow into wide cooling plates 260 is provided. Furthermore, assembly may be performed from a direction normal to the upper surface of the cooling plate 260, facilitating ease of assembly in high-walled housing with little available space adjacent to an edge of the cooling plate 260.

Thus, battery modules 200 may be manufactured having less packaging space.

Furthermore, the toroidal design of the connector 400 and the structure of the sealing mechanism 630 are conducive to enabling a space efficient connector 400. The connector 400 according to the present invention beneficially may be manufactured to take up relatively little vertical space normal to the surface of the cooling plate 260, i.e. along the z-axis illustrated. The vertical height h (shown in Figure 6A) of the connector normal to the cooling plate in use may be less than 15mm, e.g. between Sand 12mm, such as lOmm.

A vehicle 900 in accordance with an embodiment of the present invention is illustrated in Figure 9. The battery module 200 and/or the coolant system 300 having at least one connector 400 may be provided in the vehicle 900. In some embodiments, the battery module 200 may be installed within the vehicle 900 in substantially the orientation shown in Figure 2, with at least a portion of the vehicle body being located above the battery module 200. For example, an occupant compartment and/or a luggage compartment of the vehicle may be located above the battery module. Additionally, or alternatively, depending on the type of vehicle application for which the battery module is intended, the battery module 200 may be installed below a load-carrying area of the vehicle, such as a bed in the case the vehicle is a pick-up truck, or a cargo area in the case the vehicle is a commercial vehicle such as a van.

With reference to Figure 10, there is provided a method 1000 of manufacturing the coolant system 300. The method 1000 comprises a block 1010 of providing a cooling plate 260 configured to extend over a battery module of a vehicle 900, the cooling plate 260 comprising an inlet for receiving coolant fluid. The method 1000 comprises a block 1020 of providing a connector 400 as described with reference to embodiments of the present invention. The method 1000 comprises a block 1030 of attaching opposite housings 610, 620 of the connector together at the inlet of the cooling plate 260 to provide a coolant flow path for coolant fluid from the toroidal chamber 410 of the connector 400 to an interior of the cooling plate 260 through the second aperture 440 and the inlet. The method 1000 comprises a block 1040 of applying a fastening member 640 to the connector 400 normal to a plane of the cooling plate 260 to fasten the opposite housings 610, 620 of the connector and to seal the coolant flow path. The method 1000 comprises a block 1050 of connecting the first aperture of the connector to a coolant conduit arrangement.

Beneficially, assembly according to the method 1000 may be performed from a direction normal to the upper surface of the cooling plate 260, facilitating ease of assembly in high-walled housing with little available space adjacent to an edge of the cooling plate 260. Thus, the coolant system 300 may be manufactured having less packaging space It will be appreciated that various changes and modifications can be made to the present invention without departing from the scope of the present application.

Claims

CLAIMS1. A connector for a battery coolant system, the connector comprising: a toroidal chamber having a central void; a first aperture disposed at a first portion of the toroidal chamber, the first aperture configured to connect the toroidal chamber to a coolant conduit; and a second aperture configured to connect the toroidal chamber to an interior of a cooling plate, the second aperture disposed at a different portion of the toroidal chamber to the first aperture, wherein the toroidal chamber, when connected to the coolant conduit and the interior of the cooling plate, provides a coolant flow path for coolant fluid between the coolant conduit and the interior of the cooling plate via the first aperture and the second aperture.
2. A connector according to claim 1, wherein the toroidal chamber is arranged to provide the coolant flow path to split into two side branches on either side of the central void of the toroidal chamber.
3. A connector according to claim 1 or 2, wherein the toroidal chamber is formed from opposite housings configured to be fastened together to form the toroidal chamber, the connector further comprising a sealing mechanism disposed between the opposite housings to seal the coolant flow path when the opposite housings are fastened together.
4. A connector according to claim 3, wherein a first housing of the opposite housings is comprised as an integral part of the cooling plate.
5. A connector according to claim 3 or claim 4, wherein the sealing mechanism is configured to be pressed in place along an axis normal to a plane of the cooling plate to seal the coolant flow path.
6. A connector according to any of claims 3 to 5, comprising a fastening member located through the central void of the toroidal chamber and configured to fasten together the opposite housings by providing a compressive force between the opposite housings in a direction normal to a plane of the cooling plate.
7. A connector according to any of claims 3 to 6, wherein the sealing mechanism comprises a gasket configured to be disposed between the opposite housings and seal the joint when the opposite housings are fastened together.
8. A connector according to claim 7, wherein the gasket comprises at least: a first portion disposed between corresponding edges of the opposite housings at an outer surface of the toroidal chamber, and a second portion disposed between corresponding edges of the opposite housings at an inner surface of the toroidal chamber adjacent to the central void.
9. A connector according to claim 8, wherein the gasket comprises one or more radial rib portions connecting the first portion to the second portion.
10. A connector according to any of claims 3 to 9, wherein the connector comprises a central compression limiter adjacent to the central void of the toroidal chamber, the central compression limiter configured to reinforce the toroidal chamber when a compressive force is applied.
11. A connector according to any of claims 3 to 10, wherein the connector comprises a plurality of ribs extending axially along an upper surface of the toroidal chamber.
12. A connector according to any preceding claim, wherein the toroidal chamber is circular in cross section through the circumference of the toroid.
13. A connector according to any preceding claim, wherein the second aperture extends substantially around an outer surface of the toroidal chamber opposing the first aperture.
14. A connector according to any preceding claim, wherein the second aperture is 30 discontinuous.
15. A connector according to any preceding claim, comprising a manifold extending from the first aperture, the manifold configured to connect to the coolant conduit.
16. A connector according to any preceding claim, wherein the first aperture is displaced above the second aperture (440) in a direction normal to a plane of the cooling plate.
17. A connector according to any preceding claim, wherein the second aperture is located in the toroidal chamber such that, when connected to an outlet of the cooling plate, at least a portion of the toroidal chamber is displaced in a direction normal to a plane of the cooling plate to facilitate air removal from the cooling plate when the cooling plate is supplied with coolant.
18. A connector according to any preceding claim, wherein a vertical height of the connector normal to the cooling plate in use is less than 15mm.
19. A connector according to any preceding claim, wherein a vertical height of the connector along an axis normal to the cooling plate in use is less than double a depth of the cooling plate along the same axis.
20. A coolant system for a vehicle battery, comprising: a cooling plate for receiving coolant fluid configured to extend over a battery module of a vehicle; a coolant conduit arrangement for circulating the coolant fluid to and from the cooling plate; and at least one connector according to any of clams 1 to 19 connecting the coolant conduit arrangement to an inlet or an outlet of the cooling plate.
21. A coolant system according to claim 20, comprising a first connector according to claims 1 to 19 at an inlet of the cooling plate and a second connector according to claims 1 to 19 at an outlet of the cooling plate.
22. A vehicle battery module comprising a plurality of electrical cells; and a coolant system according to claim 20 or 21.
23. A vehicle battery comprising a plurality of vehicle battery modules according to claim 22.
24. A vehicle comprising a connector according to claims 1 to 19, a coolant system according to claim 20 or 21, a vehicle battery module according to claim 22 or a vehicle battery according to claim 23.
25. A method of manufacturing a coolant system for a vehicle, comprising: providing a cooling plate configured to extend over a battery module of a vehicle, the cooling plate comprising an inlet for receiving coolant fluid; providing a connector according to claim 3 or any claim dependent thereon; attaching the opposite housings of the connector together at the inlet of the cooling plate to provide a coolant flow path for coolant fluid from the toroidal chamber to an interior of the cooling plate through the second aperture and the inlet; applying a fastening member to the connector normal to a plane of the cooling plate to fasten the opposite housings of the connector and to seal the coolant flow path; and connecting the first aperture of the connector to a coolant conduit arrangement.