WO2017004078A1 - Systèmes de stockage d'énergie de véhicule - Google Patents

Systèmes de stockage d'énergie de véhicule Download PDF

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Publication number
WO2017004078A1
WO2017004078A1 PCT/US2016/039884 US2016039884W WO2017004078A1 WO 2017004078 A1 WO2017004078 A1 WO 2017004078A1 US 2016039884 W US2016039884 W US 2016039884W WO 2017004078 A1 WO2017004078 A1 WO 2017004078A1
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WO
WIPO (PCT)
Prior art keywords
battery
cells
coolant
module
current carrier
Prior art date
Application number
PCT/US2016/039884
Other languages
English (en)
Inventor
Nicholas John Sampson
W. Porter HARRIS
Blake ROSENGREN
Anil Paryani
Omourtag Alexandrov VELEV
Douglas D. CHIDESTER
Steven Harold OFFUTT
Hrayr TOROSYAN
Original Assignee
Faraday&Future Inc.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from US14/841,617 external-priority patent/US20170005303A1/en
Priority claimed from US14/938,746 external-priority patent/US10826042B2/en
Priority claimed from US14/946,699 external-priority patent/US11108100B2/en
Priority claimed from US15/045,517 external-priority patent/US20170005316A1/en
Priority claimed from US15/192,947 external-priority patent/US11258104B2/en
Application filed by Faraday&Future Inc. filed Critical Faraday&Future Inc.
Priority to CN201680050022.6A priority Critical patent/CN108140746B/zh
Priority to CN202210142470.6A priority patent/CN114639908A/zh
Publication of WO2017004078A1 publication Critical patent/WO2017004078A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/64—Constructional details of batteries specially adapted for electric vehicles
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/05—Accumulators with non-aqueous electrolyte
    • H01M10/052—Li-accumulators
    • H01M10/0525—Rocking-chair batteries, i.e. batteries with lithium insertion or intercalation in both electrodes; Lithium-ion batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/66—Arrangements of batteries
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H01M10/613—Cooling or keeping cold
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H01M10/617—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
    • H01M10/64—Heating or cooling; Temperature control characterised by the shape of the cells
    • H01M10/643—Cylindrical cells
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/656—Means for temperature control structurally associated with the cells characterised by the type of heat-exchange fluid
    • H01M10/6567—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
    • H01M50/233—Mountings; Secondary casings or frames; Racks, modules or packs; Suspension devices; Shock absorbers; Transport or carrying devices; Holders characterised by physical properties of casings or racks, e.g. dimensions
    • H01M50/24—Mountings; Secondary casings or frames; Racks, modules or packs; Suspension devices; Shock absorbers; Transport or carrying devices; Holders characterised by physical properties of casings or racks, e.g. dimensions adapted for protecting batteries from their environment, e.g. from corrosion
    • 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
    • H01M50/20—Mountings; Secondary casings or frames; Racks, modules or packs; Suspension devices; Shock absorbers; Transport or carrying devices; Holders
    • H01M50/296—Mountings; Secondary casings or frames; Racks, modules or packs; Suspension devices; Shock absorbers; Transport or carrying devices; Holders characterised by terminals of battery packs
    • 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
    • H01M50/505—Interconnectors for connecting terminals of adjacent batteries; Interconnectors for connecting cells outside a battery casing comprising a single busbar
    • 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
    • H01M50/509—Interconnectors for connecting terminals of adjacent batteries; Interconnectors for connecting cells outside a battery casing characterised by the type of connection, e.g. mixed connections
    • 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
    • H01M50/514—Methods for interconnecting adjacent batteries or cells
    • H01M50/516—Methods for interconnecting adjacent batteries or cells by welding, soldering or brazing
    • 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 application relates generally to energy- storage systems, and more specifically to energy-storage systems for vehicles.
  • Electric-drive vehicles may reduce the impact of fossil-fuel engines on the environment and increase the sustainability of automotive modes of transportation.
  • Energy- storage systems are essential for electric-drive vehicles, such as hybrid electric vehicles, plug-in hybrid electric vehicles, and all-electric vehicles. Size, efficiency, and safety are important considerations for these energy-storage systems. Spatially efficient storage, improved thermal management, and balance among battery cells, promote these goals.
  • the systems and methods of this disclosure each have several innovative aspects, no single one of which is solely responsible for its desirable attributes. Without limiting the scope as expressed by the claims that follow, its more prominent features will now be discussed briefly.
  • the electrical and mechanical arrangement of the components described herein have several advantages over the prior art.
  • the individual battery cells may be subject to less cycling, thus increasing battery lifetime.
  • the individual batteries cells may include terminals on only one end of a cylindrical body - simplifying manufacturing.
  • the configurations of battery cells within liquid cooled modules may provide increased energy storage density.
  • An electric vehicle battery pack may include a plurality of independently removable battery strings.
  • Each battery string may include a plurality of battery modules.
  • Each battery module may include a plurality of electrochemical cells.
  • the cells may be organized into rows and columns.
  • cells are electrically coupled in parallel and/or in series.
  • the electrochemical cells may be disposed within various cell holder structures, and may be electrically connected by flexible circuitry. Coupling of various components within the battery pack, strings, and/or modules may be accomplished by pressure fitting, snap fitting, welding such as laser welding, application of adhesive chemicals, or other coupling methods.
  • battery packs, strings, and/or modules may be liquid cooled.
  • FIG. 1 is a block diagram of an exemplary electric vehicle drive system according to one embodiment.
  • FIG. 2 is block diagram of exemplary voltage source and battery management system according to one embodiment.
  • FIG. 3 is another block diagram of exemplary voltage source and battery management system according to one embodiment.
  • FIG. 4 is a diagrammatic illustration of an exemplary electric vehicle having an exemplary battery pack.
  • FIG. 5A is a diagrammatic illustration of the exemplary battery pack of FIG. 4 when removed from the electric vehicle.
  • FIG. 5B is a diagrammatic illustration of the exemplary battery pack of FIG. 5A disposed in an exemplary enclosure.
  • FIGS. 6A and 6B are diagrammatic illustrations of exemplary coolant flow paths in the exemplary battery back of FIG. 5A.
  • FIG. 6B is an enlarged module of the battery pack depicted in FIG. 6A.
  • FIG. 7A and 7B are diagrammatic illustrations of an exemplary coupling arrangement between two exemplary battery modules shown apart in FIG. 7A and coupled together in FIG. 7B. A plurality of modules may be joined together as shown, for example, in FIG. 5A
  • FIG. 8 is a diagrammatic illustration of the internal components of the module of FIG. 7A.
  • FIG. 9 is a diagrammatic illustration of an exemplary battery module of FIG. 8 with the current carrier and battery cells removed from one of the half modules of the battery module.
  • FIG. 10 is a diagrammatic illustration of an exemplary battery module of FIG. 8 with the current carrier removed from one of the half modules of the battery module.
  • FIG. 11 is a diagrammatic illustration of an exemplary half module.
  • FIG. 12 is a diagrammatic illustration of an exemplary battery cell.
  • FIG. 13 is a diagrammatic illustration of an exemplary current carrier.
  • FIG. 14 is a diagrammatic illustration of an exemplary current carrier.
  • FIG. 15 is a front view of the exemplary current carrier of FIG. 14.
  • FIG. 16 is a side view of an exemplary current carrier of FIG. 14.
  • FIG. 17 is a detailed diagrammatic illustration of an exemplary current carrier.
  • FIG. 18A is an exploded view of an exemplary current carrier.
  • FIG. 18B is another exploded view of an exemplary current carrier.
  • FIG. 18C is a detailed diagrammatic illustration of the circuit design of an exemplary current carrier.
  • FIG. 19 depicts an exploded view of a battery module, in accordance with various embodiments.
  • FIGS. 20A-C depict various perspective views of a blast plate, according to some embodiments, that may be included in a battery module, as shown for example in FIG. 19
  • FIG. 21 illustrates a perspective view of a half shell of a battery module, according to various embodiments.
  • FIG. 22 depicts a cross-sectional view of a battery module, in accordance with some embodiments.
  • FIG. 23 shows a simplified flow diagram for a process for assembling a battery module, according to some embodiments.
  • FIGS. 24A-B depict perspective view of a battery pack enclosure and a plurality of modular battery strings in accordance with an exemplary embodiment.
  • FIGS. 25A depicts a top perspective exterior views of a modular battery string in accordance with an exemplary embodiment.
  • FIG. 25B is a bottom perspective view of the modular battery string of FIG. 25A. Such strings may be mounted in a rack as shown in FIGS. 24A-24B.
  • FIG. 25C schematically illustrates various components of a modular battery string in accordance with an exemplary embodiment.
  • FIG. 26 is a partial process flow diagram for assembly of battery modules according to an exemplary implementation.
  • FIG. 27 is a partial process flow diagram for assembly of battery modules according to an exemplary implementation.
  • FIG. 28 is a partial process flow diagram for assembly of battery modules according to an exemplary implementation. Inputs A and B may continue from FIGS. 26- 27. Input C may continue from FIG. 29. Output D may continue to FIG. 30.
  • FIG. 29 is a partial process flow diagram for assembly of battery modules according to an exemplary implementation.
  • FIG. 30 is a partial process flow diagram for assembly of battery modules according to an exemplary implementation. Output E may continue to FIG. 31.
  • FIG. 31 is a partial process flow diagram for assembly of battery modules according to an exemplary implementation.
  • Input F may continue from FIG. 32.
  • Output G may continue to FIG. 33.
  • FIG. 32 is a partial process flow diagram for assembly of battery modules according to an exemplary implementation.
  • FIG. 33 is a partial process flow diagram for assembly of battery modules according to an exemplary implementation. Output H may continue to FIG. 34.
  • FIG. 34 is a partial process flow diagram for assembly of battery modules according to an exemplary implementation. Output I may continue to FIG. 35.
  • FIG. 35 is a partial process flow diagram for assembly of battery modules according to an exemplary implementation.
  • FIG. 36 is an exploded perspective view of an exemplary battery module.
  • FIG. 37A is a perspective view of an exemplary cylindrical battery cell.
  • FIG. 37B is an end view of an exemplary battery cell
  • FIG. 38 is a perspective view of the exemplary module shell of FIG. 36 with a circuit board and copper bar.
  • FIG. 39 is a perspective view of the exemplary module shell of FIG. 38 with an accelerator applied.
  • FIG. 40 is a top view of the exemplary module shell of FIG. 39 with an accelerator and a maskant applied.
  • FIG. 41 is a perspective view of the exemplary module shell of FIG. 40 illustrating the insertion of battery cells into the module shell.
  • FIG. 42 is a side cross-sectional view of an exemplary battery cell mounted in a bottom battery cell retainer plate of a module.
  • FIG. 43A is a perspective view of an exemplary top battery cell retainer plate and a flexible circuit showing how they are assembled.
  • FIG. 43B is a perspective view of an exemplary assembled top battery cell retainer plate and flexible circuit.
  • FIG. 44A is a perspective view of the exemplary module shell of FIG. 41 filled with battery cells and an assembled top battery cell retainer plate and flexible circuit showing how they are assembled.
  • FIG. 44B is a top view of the exemplary assembled module shell of FIG. 44A having thetop battery cell retainer plate and flexible circuit attached therto.
  • FIG. 45 is a perspective view of the exemplary assembled module shell of FIG. 44B having a cover attached therto.
  • FIG. 46A is a perspective view of the exemplary assembled battery module of FIG. 44B having O-rings inserted over ports in the module.
  • FIG. 46B is a partial enlarged perspective view of FIG. 46A with O-rings in place.
  • FIG. 47 is a flow diagram of an exemplary method for assembly of a battery module.
  • FIG. 48 is a flow diagram of an exemplary method for assembly of a battery module.
  • FIG. 49 is a flow diagram of an exemplary method for assembly of a battery module.
  • FIGS. 1-49 illustrate exemplary components, methods, and systems for use in electric vehicles.
  • Exemplary systems may include a battery pack organized as strings having current carriers and battery modules.
  • Such systems may be implemented in any type of vehicle.
  • the vehicle may be a car, truck, semi-truck, motorcycle, plane, train, moped, scooter, or other type of transportation.
  • the vehicle may use many types of powertrain.
  • the vehicle may be an electric vehicle, a fuel cell vehicle, a plug-in electric vehicle, a plug-in hybrid electric vehicle, or a hybrid electric vehicle.
  • the exemplary current carriers and battery modules are not limited to use in vehicles.
  • the current carriers and battery modules may be used to power domestic or commercial appliances.
  • a battery management system design implemented with multiple battery strings for an electric vehicle is disclosed.
  • a single battery pack controller is used to simplify the interaction of other controllers in the vehicle with the multiple strings.
  • Each battery string is also coupled to a current sensor and a set of contactors.
  • FIG. 1 depicts a block diagram of an example electric vehicle drive system 10 including a battery management system 16 as described herein.
  • the electric vehicle drive system 10 includes the battery or voltage source 11 , an inverter 12 coupled to the battery 1 1, a current controller 13, a motor 14, and load 15, and the battery management system 16.
  • the battery 11 can be a single phase direct current (DC) source.
  • the battery 11 can be a rechargeable electric vehicle battery or traction battery used to power the propulsion of an electric vehicle including the drive system 10.
  • the battery 11 is illustrated as a single element in FIG. 1, the battery 1 1 depicted in FIG. 1 is only representational, and further details of the battery 11 are discussed below in connection with FIG. 2.
  • the inverter 12 includes power inputs which are connected to conductors of the battery 11 to receive, for example, DC power, single-phase electrical current, or multiphase electrical current. Additionally, the inverter 12 includes an input which is coupled to an output of the current controller 13, described further below. The inverter 12 also includes three outputs representing three phases with currents that can be separated by 12 electrical degrees, with each phase provided on a conductor coupled to the motor 14. It should be noted that in other embodiments inverter 12 may produce greater or fewer than three phases.
  • the motor 14 is fed from voltage source inverter 12 controlled by the current controller 13.
  • the inputs of the motor 14 are coupled to respective windings distributed about a stator.
  • the motor 14 can be coupled to a mechanical output, for example a mechanical coupling between the motor 14 and mechanical load 15.
  • Mechanical load 15 may represent one or more wheels of the electric vehicle.
  • Controller 13 can be used to generate gate signals for the inverter 12. Accordingly, control of vehicle speed is performed by regulating the voltage or the flow of current from the inverter 12 through the stator of the motor 14.
  • control schemes including current control, voltage control, and direct torque control. Selection of the characteristics of inverter 12 and selection of the control technique of the controller 13 can determine efficacy of the drive system 10.
  • the battery management system 16 can receive data from the battery 11 and generate control signals to manage the battery 11. Further details of the battery management system 16 are discussed in connection with FIGS. 2-3 below.
  • the electric vehicle drive system 10 can include one or more position sensors for determining position of the rotor of the motor 14 and providing this information to the controller 13.
  • the motor 14 can include a signal output that can transmit a position of a rotor assembly of the motor 14 with respect to the stator assembly motor 14.
  • the position sensor can be, for example, a Hall-effect sensor, potentiometer, linear variable differential transformer, optical encoder, or position resolver.
  • the saliency exhibited by the motor 14 can also allow for sensorless control applications.
  • the electric vehicle drive system 10 can include one or more current sensors for determining phase currents of the stator windings and providing this information to the controller 13.
  • the current sensor can be, for example, a Hall-effect current sensor, a sense resistor connected to an amplifier, or a current clamp.
  • the motor 14 is depicted as an electrical machine that can receive electrical power to produce mechanical power, it can also be used such that it receives mechanical power and thereby converts that to electrical power.
  • the inverter 12 can be utilized to excite the winding using a proper control and thereafter extract electrical power from the motor 14 while the motor 14 is receiving mechanical power.
  • FIG. 2 is a block diagram of an example voltage source according to one embodiment.
  • the voltage source 11 can include a plurality of battery strings 26a, 26b, . . . 26n, . . . , individually or collectively referred to herein as the battery string(s) 26, and a plurality of current sensors 28a, 28b, . . . , 28n, . . . , individually or collectively referred to herein as the current sensor(s) 28.
  • the battery strings 26 can be individually connected to or disconnected from a positive or high power bus 20 and a negative or low power bus 25 through a plurality of switches 21a, 21b, . . . , 2 In, . . .
  • the switches 21 and 22 can be controlled by control signals from a battery management system 16.
  • the battery management system 16 can receive, among others, voltages, V_a, V_b, . . . , V_n, . . . , which are output voltages across the respective battery strings 26a, 26b, . . . , 26n, . . . , determined using, for example a plurality of sensors (not shown).
  • the battery management system 16 can also receive currents, l a, l b, . . . , I n, . . .
  • the battery management system 16 also can receive temperature measurements, temp a, temp b, . . . , temp n, . . . , which are one or more of temperature measurements from the respective battery strings 26a, 26b, . . . 26n, . . . . , measured by one or more temperature sensors (not shown) accompanying the battery strings. Based at least in part on the voltages, V_a, V_b, . . .
  • the battery management system 16 can generate control signals 24a, 24b, . . . , 24n, . . . , individually or collectively referred to herein as the control signal(s) 24, for controlling the respective switches 21 and 22. Further details of the battery management system 16 are discussed below in connection with FIGS. 3.
  • the battery strings 26 can include a plurality of modules, each of which in turn can include a plurality of cells. Within each battery string 26, the constituent modules and cells can be connected in series as symbolically depicted in FIG. 2.
  • the voltage source 11 can include six battery strings 26 that can be connected to or disconnected from the power buses 20, 25.
  • the battery strings 26 can be implemented with various different types of rechargeable batteries made of various materials, such as lead acid, nickel cadmium, lithium ion, or other suitable materials.
  • each of the battery strings can output about 375V-400V if charged about 80% or more.
  • the current sensors 28 can be connected in series with the respective battery strings 26 between the high and low power buses 20, 25. As shown in FIG. 2 the current sensor 28 can be connected to the positive side of the respective battery strings 26 to measure the current discharged from the battery strings 26. In other embodiments, the current sensors 28 can be connected to the battery strings 26 otherwise to measure the current flow due to discharging of the battery strings 26.
  • the switches 21 and 22 can be contactors configured to connect the battery strings 26 to the power buses 20, 25 or disconnect the battery strings 26 from the power buses 20, 25 in response to the respective control signals 24.
  • the switches 21 can be implemented with any suitable contactors capable of handling the level of current and voltage as needed in connection with, for example, the battery strings 26, the power buses 20, 25, and the load 15 (FIG. 1) within the electric vehicle drive system 10 (FIG. 1).
  • the switches 21 and 22 can be implemented with mechanical contactors with solenoid inside.
  • the switches 21 can be powered by one or more drivers in the battery management system 16.
  • the battery management system 16 can include a plurality of passive and/or active circuit elements, signal processing components, such as analog-to-digital converters (ADCs), amplifiers, buffers, drivers, regulators, or other suitable components. In some embodiments, the battery management system 16 can also include one or more processors to process incoming data to generate outputs, such as the control signals 24.
  • ADCs analog-to-digital converters
  • the battery management system 16 can also include one or more processors to process incoming data to generate outputs, such as the control signals 24.
  • the battery management system 16 can also include one or more components for communicating and sending and receiving data within the battery management system 16 and/or with other components or circuitries in the electric vehicle.
  • the various components and circuits within the system 10, including components in the battery management system 16 can be in communication with one another using protocols or interfaces such as a CAN bus, SPI, or other suitable interfaces.
  • the processing of incoming data can be at least in part performed by other components not in the battery management system 16 within the electric vehicle as the battery management system 16 communicates with other components.
  • FIG. 3 is another block diagram of example voltage source and battery management system according to one embodiment.
  • one exemplary battery string 26n of the plurality of battery strings 26 of FIG. 2 is illustrated, and accordingly, the corresponding current sensor 28n, switches 2 In, 22n, and connect control signal 24n are illustrated.
  • a fuse 3 In corresponding to the battery string 26n, and although not illustrated, the battery strings 26a, 26b, . . . , 26n, . . . in FIG. 2 may each also have corresponding fuse 31a, 31b, . . . , 3 In, . . . .
  • the battery string 26n includes a plurality of battery modules 38n_l, 38n_2, . . .
  • the battery management system 16 includes a string control unit 34n for the battery string 26n in communication with the battery modules 38n_l, 38n_2, . . . , 38n_k for the battery string 26n.
  • the battery management system 16 can include an analog -to-digital converter (ADC) 32n for processing analog data from the battery string 26n.
  • ADC analog -to-digital converter
  • the ADC 32n can be internal to the string control unit 34n, and in other embodiments, the ADC 32n can be separate from the string control unit 34n.
  • the battery management system 16 also may include respective string control units 34a, 34b, . . . , 34n, . . . and respective ADCs 32a, 32b, . . . , 32n, . . . for the plurality of battery strings 26a, 26b, . . . , 26n, . . . illustrated in FIG. 2.
  • the battery management system 16 also includes a battery pack controller 31, which controls a switch driver 35 and is in communication with the plurality of string control units 34.
  • the nth battery string 26n has k number of battery modules 38n and k number of module monitoring boards 36n.
  • one battery string 26 may include, for example 6 battery modules 38 in series.
  • one battery module 38 may include, for example, 16 battery bricks in series, and a battery brick may include 13 battery cells in parallel.
  • the voltage source 11 (FIG. 1) of the electric vehicle drive system 10 (FIG. 1) can include 1 battery pack, which includes, for example 6 battery strings 26.
  • a battery cell can be, for example, a Li-ion cell, and the battery pack for the electric vehicle drive system 10 can provide power greater than, for example 500 kW.
  • Each of the battery modules 38 may be assembled with an interface, such as a board or plane (not shown), that is configured to gather various battery module telemetry data such as voltage, current, charge, temperature, etc. to be communicated to the module monitoring boards 36.
  • the module monitoring boards 36n_l, 36n_2, . . . , 36n_k communicate with the string control unit 34n using a communication protocol, such as isoSPI.
  • the module monitoring boards 36n can gather, for example, temperature and voltage data of the respective modules 38n and communicate them to the string control unit 34n.
  • analog measurement data from the battery modules 38n and the battery string 26n can be processed with the ADC 32n for further digital processes at the string control unit 34n and the battery pack controller 31, for example.
  • the module monitoring boards 36n can be individually and directly in communication with the string control unit 34n, and in other embodiments, the module monitoring boards 36n can be collectively and/or indirectly in communication with the string control unit 34n through a communication bus or in a daisy chained configuration.
  • the string control unit 34n can be a processor configured to monitor status of the battery modules 38n and the battery string 26n, test and monitor isolation of the battery string 26n, manage temperature of the battery modules 38n and the battery string 26n, execute battery management algorithms, and generate the control signal 24n for controlling one or both of the switches 21n and 22n of the battery string 26n.
  • the respective string control units 34a, 34b, . . . , 34n, . . . for the battery strings 26a, 26b, . . . , 26n, . . . illustrated in FIG. 2 can perform the same functions for the respective battery strings 26 so that the battery management system 16 as a whole outputs the control signals 24a, 24b, . . .
  • the string control unit 34n can also be in communication with the current sensor 28n and receive, for example, the current reading I n of the battery string 26n. Also, the string control unit 34n can be coupled to the fuse 3 In to receive, for example, an indication of a tripped circuit or a blown fuse.
  • the battery pack controller 31 in the illustrated embodiment can be in communication with the plurality of string control units 34a, 34b, . . . , 34n, . . . .
  • various data from the one or more of the battery strings can be communicated using CAN buses and the battery management system 16 may include a plurality of CAN bus transceivers (not shown).
  • the battery pack controller 31 is also coupled to the switch driver 35, which can provide power to the switches 21 and 22 (e.g.
  • the battery pack controller 31 can be in further communication with other devices, components, or modules of the electric vehicle.
  • the battery pack controller 31 can communicate to the switch driver 35 to cut power and disconnect all the switches 21 and 22.
  • the string control unit 34n may receive high temperature data from one of the modules 38n and send a warning signal to the battery pack controller 31. In such instances, the built-in redundancy of the multi-string battery structure and the battery management system allows disconnecting the potentially troubling battery string without affirmatively determining whether disconnecting the battery string is required.
  • n is the number of parallel strings.
  • redundancy is typically needed anyway, to improve false positive or negative trips.
  • the battery pack split into multiple battery strings allows use of lower current contactors, reducing cost while increasing modularity.
  • traditional systems with lithium batteries if a voltage sensor fails, most battery management systems are forced to open switches or contactors of the whole pack because of a risk of overcharge which can lead to a fire or explosion. Because of this, traditional systems include a redundant voltage measurement. The voltage measurement could be another board such as an additional module monitoring board, or a Hardware Overvoltage device on the cell level.
  • control unit can be programmed to be safer than traditional systems, with the ability to independently open and close contactors compared to traditional battery management systems, because other strings provide redundant backup.
  • the multi-string battery structure and battery management system disclosed herein can also be advantageous in providing continuous power to the electric vehicle as the distributed currents in the multi-string structure and the battery management system allow increased continuous power capability of the battery pack. In some instances continuous current draw of over 1 kA can be implemented using the disclosed system. Furthermore, because the multiple battery strings distribute the total output current over multiple branches, the disclosed battery structure and battery management system allows the system to be implemented with components such as fuses, current sensors, and contactors that are cost- and size-effective as the current in one battery string is lower than is present in a non-multi-string system, and thus the individual components in a string need not carry or measure as high a current.
  • each handling 300 A maximum output can produce a total maximum output of 1.8 kA.
  • this multi-string system may use six sets of contactors, fuses, and current measurement devices, the total cost of six sets of these devices each suitable for 300 A operation can be lower total cost as well as higher accuracy operation than a single set suitable for 1.8 kA operation.
  • the built in redundancy, among other features, of the system disclosed herein allows high reliability as faulty strings can be disconnected and removed from operation while the remaining strings can continue to provide power to the electric vehicle.
  • the multi-string battery structure and the battery management system also allow modularity, adaptability, and scalability depending on the size and type of the vehicle and the level of power needed for the vehicle's intended use.
  • the battery management system disclose herein provides the benefits of having multiple battery strings while effectively and efficiently managing a great number of contactors and fuses.
  • FIG. 4 is a diagrammatic illustration of an exemplary electric vehicle 100.
  • Electric vehicle 100 may propelled by one or more electric motors 110.
  • Electric motor 110 may be coupled to one or more wheels 120 through a drivetrain (not shown in FIG. 4).
  • Electric vehicle 100 may include a frame 130 (also known as an underbody or chassis).
  • Frame 130 may be a supporting structure of electric vehicle 100 to which other components may be attached or mounted, such as, for example, a battery pack 140.
  • Electric vehicle 100 may further include structural rails 150, rear crumple zone 160, front crumple zone 170, and lateral crumple zone 180.
  • Battery pack 140 may have a compact "footprint" and be disposed such that it may be at least partially enclosed by frame 130. Battery pack 140 may be positioned at a predefined distance from structural rails 150. In some embodiments, battery pack 140 may be positioned such that frame 130, structural rails 150, rear crumple zone 160, front crumple zone 170, and lateral crumple zone 180 protect battery pack 140 from forces or impacts exerted from outside of electric vehicle 100, for example, in a collision. In some embodiments, battery pack 140 may be disposed in frame 130 to help improve directional stability (e.g., yaw acceleration). For example, battery pack 140 may be disposed in frame 130 such that a center of gravity of electric vehicle 100 may be in front of the center of the wheelbase (e.g., it may be bounded by a plurality of wheels 120).
  • directional stability e.g., yaw
  • FIG. 5 A is a diagrammatic illustration of exemplary battery pack 140. Imaginary x-, y-, and z-axes are depicted on battery pack 140. Battery pack 140 may be of any size and dimensions. For example, battery pack 140 may be approximately 1000 mm wide (along x-axis), 1798 mm long (along y-axis), and 152 mm high (along z-axis).
  • battery pack 140 may be modular and/or subdivided into smaller functional units.
  • battery pack 140 may include a plurality of battery modules 210.
  • battery pack 140 may include thirty-six battery modules 210. At least some of battery modules 210 may be electrically connected in a series forming a string 212, and two or more strings 212 may be electrically connected in parallel.
  • modular battery configurations may be advantageous, for example, by allowing the battery pack 140 to continue operating despite the failure or malfunction of one or more strings 212, such as by disconnecting the malfunctioning strings 212. In this exemplary configuration, if one of strings 212 fails, others of strings 212 may not be affected.
  • FIG. 5B depicts exemplary battery pack 140 in an exemplary enclosure 200.
  • Enclosure 200 may include a tray 260.
  • Enclosure 200 may further include a cover (not illustrated).
  • Tray 260 may include a positive bus bar 220 and a negative bus bar 230.
  • Negative bus bar 230 and positive bus bar 220 may be disposed along opposite edges of tray 260, or may be disposed to have a predefined separation between negative bus bar 230 and positive bus bar 220.
  • Positive bus bar 220 may be electrically coupled to a positive portion of a power connector of each battery module 210.
  • Negative bus bar 230 may be electrically coupled to a negative portion of a power connector of each battery module 210.
  • Positive bus bar 220 may be electrically coupled to positive terminals 225 of enclosure 200.
  • Negative bus bar 230 may be electrically coupled to negative terminals 235 of enclosure 200.
  • bus bars 220 and 230 may be disposed within structural rails 150.
  • battery pack 140 may supply electricity to power one or more electric motors 1 10, for example, through an inverter.
  • the inverter may change direct current (DC) from battery pack 140 to alternating current (AC), as may be required for electric motors 110, according to some embodiments.
  • battery pack 140 may be liquid cooled. Liquid cooling may be desirable for various battery pack configurations by providing efficient heat transfer in relatively compact battery configurations, so as to provide reliable temperature regulation and maintain battery cells within a desired range of operating temperatures.
  • coolant may enter the battery pack 140 at a coolant inlet 240 and may leave at a coolant outlet 250.
  • FIGS. 6A and 6B illustrate exemplary coolant flows and the exemplary operation of an exemplary coolant system and an exemplary coolant sub-system that may be used in conjunction with battery pack 140.
  • FIG. 6B is an enlarged module 210 of the pack 140 depicted in FIG. 6 A.
  • an exemplary coolant system may include an ingress 310 and an egress 320.
  • coolant may be pumped into battery pack 140 at ingress 310 and pumped out of battery pack 140 at egress 320.
  • coolant may be routed in parallel to each of battery modules 210 in battery pack 140.
  • the resulting pressure gradient within battery pack 140 may provide sufficient circulation of coolant to minimize a temperature gradient within battery pack 140 (e.g., a temperature gradient within one of battery modules 210, a temperature gradient between battery modules 210, and/or a temperature gradient between two or more of strings 212 shown in FIG. 5A).
  • a temperature gradient within battery pack 140 e.g., a temperature gradient within one of battery modules 210, a temperature gradient between battery modules 210, and/or a temperature gradient between two or more of strings 212 shown in FIG. 5A.
  • the coolant system may circulate the coolant, for example, to battery modules 210 (e.g., reference numeral 330 indicates the circulation).
  • Coolant may include at least one of the following: synthetic oil, for example, poly-alpha- olefin (or poly-a-olefin, also abbreviated as PAO) oil, ethylene glycol and water, liquid dielectric cooling based on phase change, and the like.
  • One or more additional pumps may be used to maintain a roughly constant pressure between multiple battery modules 210 connected in series (e.g., in string 212 in FIG. 5A) and between such strings.
  • the coolant sub-system may circulate coolant within battery modules 210 (e.g., the circulation indicated by reference numeral 340).
  • the coolant may enter each battery module 210 through an interface 350.
  • the coolant may flow through battery module 210.
  • Interface 350 may be oriented to channel coolant into battery module 210 along the y-axis.
  • Coolant may then be driven by pressure within the coolant system to flow out of battery module 210 through one or more channels 350b oriented along the x-axis. Coolant may then be collected at the two (opposite) side surfaces 360 A and 360B of the module. Side surfaces 360A and 360B may be normal to the x-axis.
  • the coolant and sub-coolant systems may be used to maintain a substantially uniform and/or constant temperature within battery pack 140.
  • exemplary battery pack 140 may include multiple battery modules 210.
  • FIGS. 7A and 7B illustrate exemplary arrangements and couplings between two battery modules 210: 210i and 210 2 .
  • FIG. 7A depicts exemplary battery modules 210i and 210 2 separated but aligned for coupling.
  • battery modules 210 1 and 210 2 may be positioned as shown in FIG. 7A and then moved together until coupled as shown in the example in FIG. 7B.
  • female connectors 41 Op on one of battery modules 21 Oi and 210 2 may receive and engage male connectors 410M on the other of battery modules 210 2 and 21 Oi, respectively.
  • One or more female-male connector pairings may be included on each of battery modules 21 Oi and 210 2 .
  • a left side of battery modules 210i and 210 2 may have male connectors 410M, and a right side of battery modules 210i and 210 2 may have female connectors 41 Op.
  • a mix of male connectors 410M and female connectors 41 Op may be used.
  • Each female connector 41 Op may include an (elastomer) o-ring or other seal.
  • Male connectors 410M and female connectors 41 Op may act only as connection points or may also be power connectors, coolant ports, etc.
  • FIG. 7B depicts a cross-sectional view of exemplary battery modules 21 Oi and 210 2 coupled together.
  • male connectors 410M and female connectors 41 Op combine to form coupled connectors 410c.
  • male connectors 410M and female connectors 41 Op may be power connectors or coolant ports of battery modules 210.
  • one of male connectors 410 M may be a coolant output port of battery module 210 2
  • one of female connectors 41 Op may be a female coolant output port of battery module 21 Oi.
  • the male and female ports may be coupled, and the internal cooling channels of the battery modules may be connected, for example, forming the cooling system schematically illustrated in FIGS. 6A and 6B.
  • multiple battery modules 210 may be electrically connected via a male connector 410M and a female connector 41 Op when coupled together.
  • FIG. 8 is a diagrammatic illustration of an exemplary battery module 210.
  • Battery module 210 may include two half modules 510i and 510 2 , coolant input port 520, coolant output port 530, communications and low power connector 540, and/or main power connector 550.
  • Each of half modules 510i and 510 2 may also include an enclosure 560 for housing battery cells therein.
  • Enclosure 560 may further include a plate 570 (discussed in greater detail with respect to FIG. 9).
  • half modules 510i and 510 2 of battery module 210 may further include a current carrier 580 (discussed in more detail with reference to FIGS. 11 and 12-18), and may include one or more staking features 590, for example, a plastic stake, to hold current carrier 580 in battery module 210.
  • Half modules 510i and 510 2 may be the same or may be different (e.g., half modules 510i and 510 2 may be mirror images of each other in some embodiments).
  • Coolant may be provided to battery module 210 at main coolant input port 520, circulated within battery module 210, and received at main coolant output port 530.
  • Communications and low power connector 540 may provide low power, for example, to electronics for data acquisition and/or control, and sensors.
  • communications and low power connector 540 may be at least partially electrically coupled to current carrier 580, for example, through electronics for data acquisition and/or control.
  • Each of coolant input port 520, coolant output port 530, communications and low power connector 540, and main power connector 550 may serve as male connectors 410M and female connectors 41 Op.
  • FIG. 9 is a diagrammatic illustration of battery module 210, with the battery cells and current carrier 580 removed from one of the half modules for illustrative purposes.
  • battery module 210 may include two half modules 510i and 510 2 , main power connector 550, main coolant output port 530, main coolant input port 520, and communications and low power connector 540. Further, each of the half modules 510i and 510 2 may include enclosure 560.
  • Enclosure 560 may be made using one or more plastics having sufficiently low thermal conductivities. Respective enclosures 560 of each of the half modules may be coupled with one another other to form the housing for battery module 210. Enclosure 560 may additionally include a cover (not illustrated). Each enclosure 560 may further include plate 570 (e.g., a bracket). Plate 570 may include structures for securing the battery cells within enclosure 560 and maintaining the distance between battery cells.
  • FIG. 10 is a diagrammatic illustration of an exemplary battery module 210, with current carrier 580 removed from one of the half modules for illustrative purposes.
  • Each half module may include at least one battery cell 710.
  • Main power connector 550 may provide power from battery cells 710 to outside of battery module 210.
  • FIG. 11 is a diagrammatic illustration of half module 510 without enclosure 560.
  • Half module 510 may include a coolant intake 840 and a coolant egress 850, which may allow for use of the coolant sub-system discussed with reference to FIGS. 6A and 6B.
  • Half module 510 may further include an electrical interface 830, which may be electrically connected to current carrier 580. Electrical interface 830 may be coupled to communications and low power connector 540.
  • Half module 510 may also include a plurality of battery cells 710.
  • Battery cells 710 may have a cylindrical body, and may be disposed between current carrier 580 and blast plate 810 in space 820, such that an exterior side of each of battery cells 710 may not be in contact with the exterior sides of other (e.g., adjacent) battery cells 710.
  • FIG. 12 depicts an exemplary battery cell 710.
  • battery cell 710 may be a lithium ion (li-ion) battery or any other type of battery.
  • battery cell 710 may be an 18650 type li-ion battery that may have a cylindrical shape with an approximate diameter of 18.6 mm and approximate length of 65.2 mm. Other rechargeable battery form factors and chemistries may additionally or alternatively be used.
  • battery cell 710 may include a first end 910, a can 920 (e.g., the cylindrical body), and a second end 940. Both an anode terminal 970 and a cathode terminal 980 may be disposed on first end 910.
  • Anode terminal 970 may be a negative terminal of battery cell 710, and cathode terminal 980 may be a positive terminal of battery cell 710. Anode terminal 970 and cathode terminal 980 may be electrically isolated from each other by an insulator or dielectric.
  • Battery cell 710 may also include scoring on second end 940 to promote rupturing so as to effect venting in the event of over pressure. In various embodiments, all battery cells 710 may be oriented to allow venting into the blast plate 810 for both half modules.
  • battery cells 710 may be disposed such that the cylindrical body of the battery cell may be parallel to the imaginary x-axis ("x-axis cell orientation").
  • x-axis cell orientation may offer additional safety and efficiency benefits.
  • the battery cells may be vented along the x-axis.
  • x-axis cell orientation may also be advantageous for efficient electrical and fluidic routing to each of battery module 210 in battery pack 140.
  • x-axis cell orientation may also be advantageous, according to some embodiments, for routing coolant (cooling fluid) in parallel to each of battery modules 210 in battery pack 140.
  • coolant may enter half module 510 through coolant intake 840 and may exit through coolant egress 850.
  • Coolant intake 840 and coolant egress 850 may each be male or female fluid fittings.
  • channels 350B may be formed within the spaces between the cylindrical bodies of adjacent battery cells 710.
  • Channels 350B may be metal tubes, but may also be spaces between the cylindrical bodies of battery cells 710, which may allow for higher battery cell density within battery module 210, in some embodiments by up to 15% or more.
  • Channels 350B may or may not occupy the entire space between adjacent battery cells 710.
  • Air pockets, which may reduce the weight of half module 510, may also be formed in the space between adjacent battery cells 710.
  • Such an exemplary parallel cooling system may be used to maintain the temperature of battery cells 710 within battery module 210 (and across battery back 140) at an approximately uniform level.
  • the direct current internal resistance (DCIR) of each battery cell may vary with temperature; therefore, keeping each battery cell in battery pack 140 at a substantially uniform and predefined temperature range may allow each battery cell to have substantially the same DCIR. Voltage across each battery cell may be reduced as a function of its respective DCIR, and therefore each battery cell 710 in battery pack 140 may experience substantially the same loss in voltage.
  • each battery cell 710 in battery pack 140 may be maintained at approximately the same capacity, and imbalances between battery cells 710 in battery pack 140 may be reduced and/or minimized.
  • each of half modules 510i and 510 2 may include the same number of battery cells 710.
  • each half module may include a number of battery cells 710 in the range of 20, 50, 100, 200, or more.
  • each half module may include one hundred-four battery cells 710.
  • Battery cells 710 may be electrically connected via current carrier 580.
  • thirteen of battery cells 710 may form a group and may be electrically connected in parallel, with a total of eight of such groups of thirteen battery cells 710 electrically connected in series. This exemplary configuration may be referred to as "8S13P" (8 series, 13 parallel).
  • 8S13P (8 series, 13 parallel
  • Other combinations and permutations of battery cells 710 electrically coupled in series and/or parallel may be used. Exemplary grouping of the battery cells is discussed in greater detail in connection with a current carrier that provides electrical connection among the battery cells.
  • battery half modules 510i and 510 2 may include a current carrier 580 configured to connect the terminals of a plurality of electrochemical battery cells.
  • the current carrier 580 may include a plurality of wires, a flex circuit, or the like.
  • Various embodiments may include flex circuits as current carriers 580.
  • a flex circuit may provide various advantages, such as flexibility, durability, and ease of manufacture (e.g., a flex circuit designed for a particular configuration of battery cells may be placed on top of the configured battery cells and secured in place, avoiding the need for additional wiring or other complex electrical connections. Without limiting the scope of current carriers that may be included with the battery systems described herein, an example embodiment of a current carrier will now be described.
  • FIG. 13 is a diagrammatic illustration of an exemplary current carrier 580.
  • current carrier 580 may be generally planar, and may be of any size and dimensions depending on the size and dimensions of half module 510.
  • Current carrier 580 may be in electrical connection with battery cells 710 and may conduct current between the battery cells through, e.g., a positive contact 1010, a negative contact 1020, and a fuse 1030.
  • positive contact 1010 may be in electrical contact with cathode terminal 980 and negative contact 1020 may be in electrical contact with anode terminal 970.
  • Current carrier 580 may be electrically coupled to electrical interface 830, which may transport signals from current carrier 580, for example from a signal plane of current carrier 580.
  • Electrical interface 830 may include an electrical connector (not shown).
  • Current carrier 580 may also provide electrical connectivity to outside of battery module 210, for example, through main power connector 550.
  • FIG. 14 is a second diagrammatic illustration of an exemplary current carrier 580.
  • main power connector 550 and low power connector 540 may be coupled to current carrier 580.
  • current carrier 580 may also include a telemetry board connector 1 110, medium holes 1120, and small holes 1130.
  • Telemetry board connector 1 110 may communicatively couple a telemetry board (not shown) with current carrier 580 and communications and low power connector 540.
  • the telemetry board may include electronics for data acquisition and/or control, and sensors, such as for battery module telemetry.
  • Medium holes 1120 and small holes 1130 may be used to affix current carrier 580 to plate 570.
  • current carrier 580 may be hot staked to a plate 570 through small holes 1130 or medium holes 1120, or small holes 1130 or medium holes 1120 may be coupled to staking features 590.
  • coolant may be circulated through medium holes 1120 and/or small holes 1 130.
  • Current carrier 580 may include a printed circuit board and a flexible printed circuit.
  • the printed circuit board may variously include at least one of copper, FR-2 (phenolic cotton paper), FR-3 (cotton paper and epoxy), FR-4 (woven glass and epoxy), FR-5 (woven glass and epoxy), FR-6 (matte glass and polyester), G-10 (woven glass and epoxy), CEM-1 (cotton paper and epoxy), CEM-2 (cotton paper and epoxy), CEM-3 (non-woven glass and epoxy), CEM-4 (woven glass and epoxy), and CEM-5 (woven glass and polyester).
  • the flexible printed circuit may include at least one of copper foil and a flexible polymer film, such as polyester (PET), polyimide (PI), polyethylene naphthalate (PEN), polyetherimide (PEI), along with various fluoropolymers (FEP), and copolymers.
  • a flexible polymer film such as polyester (PET), polyimide (PI), polyethylene naphthalate (PEN), polyetherimide (PEI), along with various fluoropolymers (FEP), and copolymers.
  • FEP fluoropolymers
  • FIGS. 15 is a top view and FIG. 16 is a side view of the exemplary current carrier 580 of FIG. 14.
  • Current carrier 580 may include multiple layers, which may be sandwiched between dielectric isolation layers (e.g., made of polyimide). According to some embodiments, current carrier 580 may provide electrical connectivity between and among battery cells 710. As noted, current carrier 580 may be electrically connected to a plurality of battery cells 710, and may connect battery cells 710 in series or in parallel.
  • FIG. 17 is an enlarged diagrammatic illustration of a portion of an exemplary current carrier 580.
  • FIG. 17 depicts exemplary positive contact 1010, negative contact 1020, and fuse 1030.
  • Current carrier 580 may include a plurality of each of positive contacts 1010, negative contacts 1020, and fuses 1030.
  • Positive contact 1010 and negative contact 1020 may be separate. The position and shape of positive contact 1010 and negative contact 1020 may vary based on the shape of battery cell 710.
  • positive contact 1010 may be welded (e.g., laser welded) to a cathode terminal 980 of battery cell 710
  • negative contact 1020 may be welded (e.g., laser welded) to an anode terminal 970 of battery cell 710.
  • the welded connection may have on the order of 5 milli-Ohms of resistance or less.
  • electrically coupling the elements using ultrasonic bonding of aluminum bond wires may have on the order of 10 milli-Ohms resistance. Welding may also have lower resistance for greater power efficiency and may take less time to perform than ultrasonic wire bonding.
  • Current carrier 580 may be configured such that a positive contact 1010 and a negative contact 1020 may be connected to the respective cathode and anode terminals of respective battery cells 710, for example, when the first end 910 of each battery cells 710 is oriented in the same direction. Therefore, two battery cells 710 may be connected in series with each other when negative contact 1020 connected to the anode of the first battery cell is electrically connected with the positive contact 1020 connected to the cathode of the second battery. Likewise, two battery cells 710 may be connected in parallel with each other when negative contacts 1020 connected with the cells are electrically connected with each other.
  • battery cells 710 may be connected in series or in parallel.
  • a group of battery cells 710 may be connected in parallel via a plurality of electrically connected positive contacts 1010 of current carrier 580, and the respective plurality of electrically connected negative contacts 1020 of current carrier 580.
  • a first group and a second group of batteries 710 may be connected in series if negative contacts 1020 of the first group are electrically connected with positive contacts 1010 of the second group.
  • the number of battery cells in the first group and the number of battery cells in the second group may be the same or different.
  • Current carrier 580 may also include fuse 1030, which may be formed from part of a metal layer (e.g., copper, aluminum, etc.) of current carrier 580.
  • fuse 1030 may be formed (e.g., laser etched) in a metal layer to dimensions corresponding to a type of low-resistance resistor, and may act as a sacrificial device to provide overcurrent protection. For example, in the event of thermal runaway of one of battery cell 710 (e.g., due to an internal short circuit), the fuse may "blow,” and may break the electrical connection to the battery cell 710 and electrically isolate the battery cell 710 from current carrier 580.
  • FIG. 18A illustrates an exploded view of an exemplary current carrier 580.
  • Current carrier 580 may include main power connector 550, low power connector 540, and/or telemetry board connector 1110.
  • Current carrier 580 may include a first layer 1410, a base layer 1420, which may provide dielectric isolation, and a second layer 1430.
  • one or more isolation layers 1440 may also be included in current carrier 580.
  • Current carrier 580 may further include a signal plane, which in some embodiments may include signal traces and may be used to provide battery module telemetry (e.g., battery cell voltage, current, state of charge, and/or temperature from optional sensors on current carrier 580) to outside of battery module 210.
  • battery module telemetry e.g., battery cell voltage, current, state of charge, and/or temperature from optional sensors on current carrier 580
  • first layer 1410 and second layer 1430 may be disposed on a respective first side and second side of base layer 1420.
  • first layer 1410 may include multiple sections.
  • second layer 1430 may include multiple sections. Each section may include a group of contacts electrically connected with the anodes/cathodes of the respective battery cells 710 in a cell group. Each section may have the same number of contacts or may have a different number of contacts. The contacts within each section may be positive contacts 1010 or negative contacts 1020.
  • First layer 1410 and second layer 1430 may include sections of any shape or dimensions, depending on the desired positioning of battery cells 710, the desired shape and size of battery module 210, and the desired electrical connection between and among battery cells 710.
  • First layer 1410 and second layer 1430 may be composed of metal or other conductive materials known in the art. Both first layer 1410 and second layer 1430 may also have more or fewer sections than depicted in FIGS. 18A and 18C. Second layer 1430 may have the same number of sections as first layer 1410 or may have a different number of sections.
  • current carrier 580 may electrically connect the plurality of battery cells 710 in half module 510.
  • the plurality of battery cells 710 in half module 510 may be divided into groups and may be oriented such that the first end 910 of each battery cell 710 is oriented in the same direction.
  • the plurality of battery cells 710 may be divided into eight cell groups CGo to CG 7 .
  • the number of battery cells 710 in each cell group may be the same. It is also contemplated that the number of battery cells 710 in a cell group may be different than the number of battery cells 710 in another cell group.
  • the anode terminal 970 of each of battery cell 710 within a first cell group may be electrically connected to a negative contact 1020 on first layer 1410 of current carrier 580.
  • the cathode terminal 980 of each battery cell 710 within the first cell group may be electrically connected to a positive contact 1010 on second layer 1430.
  • the contacts that are electrically connected together form an equipotential surface (referred to as a "node"). Battery cells 710 within each cell group are thus connected between two nodes.
  • a first cell group CGo may be electrically coupled between node No on second layer 1430 and node Ni on first layer 1410.
  • battery cells 710 in the cell group CGo are electrically connected in parallel.
  • a second cell group CGi may be electrically coupled between node Ni on first layer 1410 and node N 2 on second layer 1430.
  • battery cells 710 in the second cell group CGi are also electrically connected in parallel.
  • Battery cells 710 of the first cell group CGo and battery cells 710 of the second cell group CGi are electrically connected in series.
  • a third cell group CG 2 may be electrically coupled between node N 2 on second layer 1430 and node N3 on first layer 1410.
  • battery cells 710 within the third cell group CG 2 may be electrically connected in parallel.
  • Battery cells 710 of the third cell group CG 2 and the second cell group CGi are electrically connected in series.
  • the remaining cell groups CG 3 to CG 7 may be similarly connected.
  • battery cells 710 within each of the eight cell groups may be electrically connected in parallel and the respective cell groups may be electrically connected in series.
  • This exemplary circuitry is depicted in FIG. 18C.
  • the exemplary circuit configuration described above may increase the number of battery cells within a compact package. For example, all battery cells 710 within half module 510 may be oriented in the same direction, and still connected via this exemplary three-dimensional circuit design. With the disclosed current carrier 580, the series and parallel connections may be realized by alternating positive and negative contact groups between the multiple nodes within layers 1410 and 1430 of current carrier 580, rather than physically reorienting battery cells 710. This exemplary configuration may also result in simplified manufacturing.
  • FIG. 19 shows an exploded view of battery module 210c according to some embodiments.
  • battery module 210c can include two half modules 415c and 420c.
  • Half modules 415c and 420c can be coupled together as described in relation to FIG. 7A.
  • Half module 415c can be a three-dimensional mirror image of half module 420c, and vice-versa.
  • Half modules 415c and 420c can each include half shell 430P and 43 ON, battery cells 45 OP and 45 ON, cell retainer 915P and 915N, flexible circuit 515P and 515N, and module cover 1115P and 1115N, respectively.
  • Half shells 430P and 430N are described further in relation to enclosures 560 in FIGS. 8-10.
  • Battery cells 450P and 450N are described further in relation to battery cells 710 in FIGS. 10-12.
  • Cell retainers 915P and 915N are described further in relation to plate 910 in FIG. 12.
  • Flexible circuits 51 OP and 510N are described further in relation to FIGS. 11 and 12-18.
  • Center divider 525C is described further in relation to blast plate 810 in FIG. 11.
  • battery cells 450P and 450N include eight rows of thirteen cells.
  • the thirteen cells may be electrically connected in parallel and may be referred to as a brick.
  • the bricks may be electrically coupled in series such that each module includes sixteen bricks that are electrically connected in series.
  • a plurality of modules may be electrically connected to form a string.
  • a sting includes six modules that are electrically connected in series.
  • a pack may include one or more strings.
  • a pack includes three to six strings that are electrically connected in parallel.
  • battery module 210c can include telemetry module 1131.
  • Telemetry module 1131 and similar components are described elsewhere herein in relation to electronics for data acquisition and/or control, and sensors (e.g., in FIGS. 8 and 24A-25C).
  • Telemetry module 1131 can be communicatively coupled to flexible circuit 515P and/or 515N. Additionally or alternatively, telemetry module 1131 can be communicatively coupled to male communications and low power connector 835M and/or female communications and low power connector 835F.
  • FIGS. 20A-C depict assorted views of center divider 525c.
  • Center divider 525c can include opening 8150 for coolant flow associated with main coolant output port 530 (FIG. 8) and/or opening 8250 for coolant flow associated with main coolant input port 520.
  • Center divider 525c can include opening 1210 which may be occupied by a section of telemetry module 1131.
  • Center divider 525c can comprise at least one of polycarbonate, polypropylene, acrylic, nylon, and acrylonitrile butadiene styrene (ABS).
  • ABS acrylonitrile butadiene styrene
  • center divider 525c can comprise one or more materials having low electrical conductivity or high electrical resistance, such as a dielectric constant or relative permittivity (e.g., ⁇ or ⁇ ) less than 15 and/or a volume resistance greater than 1010 ohm cm, and/or low thermal conductivity (e.g., less than 1 W/m °K).
  • FIG. 21 shows half shell 430P as depicted in FIG. 19, according to some embodiments.
  • Half shell 430P (and 430N shown in FIG. 19) can comprise at least one of polycarbonate, polypropylene, acrylic, nylon, and ABS.
  • half shell 43 OP (and 43 ON) can comprise one or more materials having low electrical conductivity or high electrical resistance, such as a dielectric constant or relative permittivity (e.g., ⁇ or ⁇ ) less than 15 and/or a volume resistance greater than 1010 ohm cm, and/or low thermal conductivity (e.g., less than 1 W/m °K).
  • a dielectric constant or relative permittivity e.g., ⁇ or ⁇
  • volume resistance greater than 1010 ohm cm
  • low thermal conductivity e.g., less than 1 W/m °K
  • Half shell 43 OP can include base 1310P.
  • base 131 OP and the rest of half shell 43 OP can be formed from a single mold.
  • Base 1310P can include channel 1340P formed in half shell 430P for coolant flow associated with main coolant output port 810 (FIG. 1 1) and/or channel 1320P formed in half shell 430P coolant flow associated with main coolant input port 820.
  • Base 1310P can include (small) holes 1330P.
  • the size and/or placement of holes 1330P in base 1310P can be optimized using computational fluid dynamics (CFD), such that each of holes 1330P experiences the same inlet pressure (e.g., in a range of 0.05 pounds per square inch (psi) - 5 psi), flow distribution of coolant through holes 1330P is even, and the same volume flow (e.g., ⁇ 0.5 L/min in a range of 0.05 L/min - 5 L/min) is maintained through each of holes 133 OP.
  • holes 133 OP may each have substantially the same diameter (e.g., ⁇ 1 mm in a range of 0.5 mm to 5 mm).
  • Such optimized size and/or placement of holes 1330P in base 131 OP can contribute to even cooling of batteries 450P, since each of batteries 450P experiences substantially the same volume flow of coolant.
  • base 1310P may contribute to retention of batteries 450P in half module 410c.
  • Base 1310P can include battery holes 1350 P about which batteries 450P are disposed (e.g., end 740 (FIG. 12) of one of battery cell 450 is positioned centered about one of battery holes 1350P).
  • at least some of batteries 450P can be fixedly attached to base 131 OP using, for example, ultraviolet (UV) light curing adhesives, also known as light curing materials (LCM).
  • UV light curing adhesives also known as light curing materials (LCM).
  • Light curing adhesives can advantageously cure in as little as a second and many formulations can advantageously bond dissimilar materials and withstand harsh temperatures.
  • half shell 430P can also include tabs 1370P and gusset 1360P.
  • Half shell 43 ON (FIG. 19) can be a three-dimensional mirror image of half shell 43 OP.
  • half shell 43 ON can include a base having a channel for coolant flow associated with main coolant output port 810 (FIG.
  • a channel for coolant flow associated with main coolant input port 820, (small) holes, battery holes, tabs, and gusset that are three-dimensional mirror images of their respective half shell 43 OP counterparts e.g., base 1310P, channel 1340P for coolant flow associated with main coolant output port 810 (FIG. 8), channel 1320P for coolant flow associated with main coolant input port 820, (small) holes 1330P, battery holes 1350P, tabs 1370P, and gusset 1360P, respectively).
  • Gussets 1360P and the corresponding gussets on half shell 430N can include holes M.
  • a portion of a tie rod (not shown in FIG. 21) can be in (occupy) gusset 1360P and the corresponding gusset on half shell 43 ON, and pass through each hole M of half modules 410c and 420c.
  • half modules 410c and 420c can each have two gussets on opposite sides of half shell 43 OP and 43 ON (respectively) and two tie rods, such that the two tie rods each go through two locations on a battery module 210c, providing four points of (secondary) retention.
  • the rods can also hold two or more of battery modules 210a together when combined into string 212 (FIG. 5A), for retention and handling/moving.
  • Tabs 1370P and the corresponding tabs on half shell 430N can include cut out section N.
  • Tabs 1370P and the corresponding tabs on half shell 430N can be used to laterally support two or more of battery modules 210c coupled together, for example, as in string 212 (FIG. 5A) installed in enclosure 200 (FIG. 5B).
  • a retention plate (not shown in FIG. 21) may be placed over tabs 1370P and the corresponding tabs on half shell 43 ON.
  • a fastener (not depicted in FIG. 21) may affix the retention plate to a lateral extrusion 225 in enclosure 200 as shown in FIG. 5B. The fastener can pass through cut out section N.
  • cell retainers 915P and 915N can contribute to structural support of batteries 450P and 450N, respectively.
  • cell retainers 915P and 915N can keep or hold batteries 45 OP and 45 ON (respectively) in place.
  • at least some of batteries 450P and 450N can be fixedly attached to cell retainers 915P and 915N (respectively) using, for example, ultraviolet (UV) light curing adhesives or other adhesives, as described above in relation to FIG. 21.
  • Cell retainers 915P and 915N can comprise at least one of polycarbonate, polypropylene, acrylic, and nylon, and ABS.
  • cell retainers 915P and 915N can comprise one or more materials having low electrical conductivity or high electrical resistance, such as a dielectric constant or relative permittivity (e.g., ⁇ or ⁇ ) less than 15 and/or a volume resistance greater than 1010 ohm-cm, and/or low thermal conductivity (e.g., less than 1 W/m °K).
  • Cell retainers 915P and 915N can also contribute to structural support of flexible circuit 515P and 515N, respectively.
  • cell retainers 915P and 915N can hold flexible circuit 515P and 515N, respectively.
  • Flexible circuit 515P can include power bud JP and flexible circuit 515N can include power socket JN.
  • Power bud JP and power socket JN were described in relation to main power connector 550 (FIG. 10).
  • Power bud JP can be brazed onto flexible circuit 515P and power socket JN can be brazed onto flexible circuit 515N.
  • Power bud JP and power socket JN can comprise any conductor, such as aluminum (alloy) and/or copper (alloy).
  • Power bud JP and power socket JN can include conductive ring KP and KN, respectively. Conductive ring KP and KN can be placed into (attached to) hole LP and LN (respectively) of cell retainer 915P and 915N, respectively.
  • Conductive ring KP and KN can provide a larger surface area for attaching flexible circuit 515P and 515N (respectively) to cell retainer 915P and 915N, respectively.
  • Conductive ring KP and KN can comprise any conductor, such as aluminum (alloy) and copper (alloy).
  • conductive ring KP and KN can comprise the same material as power bud JP and power socket JN, respectively.
  • Module cover 1115P can include male main power connector 460M, male main coolant output port 815M, male main coolant input port 825M (not shown in FIG. 19), and male communications and low power connector 835M.
  • Module cover 1115N can include female main power connector 460F, female main coolant output port 815F, female main coolant input port 825F, and female communications and low power connector 835F.
  • Male main power connector 460M, female main power connector 460F, male main coolant output port 815M, female main coolant output port 815F, male main coolant input port 825M, female main coolant input port 825F, male communications and low power connector 835M, female communications and low power connector 835F are described in relation to various components in FIG. 7 A.
  • half module 415c is a "positive" end of battery module 210c and half module 420c is a "negative" end of battery module 210c.
  • Module covers 1115P and 1115N can comprise at least one of polycarbonate, polypropylene, acrylic, nylon, and ABS.
  • module covers 1115P and 1115N can comprise one or more materials having low electrical conductivity or high electrical resistance, such as a dielectric constant or relative permittivity (e.g., ⁇ or ⁇ ) less than 15 and/or a volume resistance greater than 1010 ohm cm, and/or low thermal conductivity (e.g., less than 1 W/m °K).
  • FIG. 22 illustrates a cross-sectional view of battery module 210c.
  • FIG. 22 depicts half modules 415c and 420c coupled to form battery module 210c.
  • Center divider 525c can be disposed between half modules 415c and 420c.
  • Half modules 415c and 420c can include base 1310P and 1310N, battery cells 450P and 450N, and module cover 1115P and 1115N, respectively.
  • coolant can enter or flow into battery module 210c at male main coolant input port 8410M (not depicted in FIG. 19, see FIG. 7A).
  • a pump (not shown in FIG. 19) can pump coolant through battery module 210c, such that the coolant pressure is on the order of less than 5 pounds per square inch (psi), for example, about 0.7 psi.
  • Coolant can travel through channel 1320P (FIG. 21) to center divider 525c, where the coolant (flow) can be divided between half modules 415c and 420c (e.g., such that there is a first coolant flow for half module 415c (represented as dashed lines 1415P in FIG. 22) and a second coolant flow for half module 420c (represented as dashed lines 1415N in FIG. 22)).
  • the divided coolant flows through holes 133 OP and 1330N (not depicted in FIG. 21) (respectively) and toward module covers 1115P and 1115N, respectively.
  • coolant can enter channel 1340P, flow through channel 1340N (not depicted in FIG. 21) in half module 420c, and exit battery module 210c at female main coolant output port 815F.
  • half module 420c toward module cover 1115N, the coolant exits battery module 210c at female main coolant output port 815F.
  • channels 1320P, 1340P, 1320N are structured such that coolant flow is not "short circuited" (e.g., coolant flows from 1320P to 1340P and/or from 1320N to 1340N without passing through base 1310P and/or 13 I ON (respectively) to battery cells 450P and 450N (respectively)).
  • center divider 525c can be structured such that coolant (flow) is evenly divided between half modules 415c and 420c.
  • base 1310P and/or base 1310N can be structured (e.g., size and position of holes 1330P and 1330N) such that coolant flows evenly through holes 133 OP and 133 ON.
  • the first coolant flow flows over the battery cells in a first direction within half module 415c (represented as dashed lines 1415P in FIG. 22), and the second coolant flow flows over the battery cells in a second direction within half module 420c (represented as dashed lines 1415N in FIG. 22).
  • the first direction and the second direction can be (substantially) the opposite of each other.
  • the coolant can comprise any non- conductive fluid that will inhibit ionic transfer and have a high heat or thermal capacity (e.g., at least 60 J/(mol K) at 90 °C).
  • the coolant can be at least one of: synthetic oil, water and ethylene glycol (WEG), poly-alpha-olefin (or poly-a-olefin, also abbreviated as PAO) oil, liquid dielectric cooling based on phase change, and the like.
  • the coolant may be at least one of: perfluorohexane (Flutec PP1), perfluoromethylcyclohexane (Flutec PP2), Perfluoro-l ,3-dimethylcyclohexane (Flutec PP3), perfluorodecalin (Flutec PP6), perfluoromethyldecalin (Flutec PP9), trichlorofluoromethane (Freon 11), trichlorotrifluoroethane (Freon 1 13), methanol (methyl alcohol 283-403K), ethanol (ethyl alcohol 273-403K), and the like.
  • perfluorohexane Flutec PP1
  • perfluoromethylcyclohexane Flutec PP2
  • Perfluoro-l ,3-dimethylcyclohexane Flutec PP3
  • perfluorodecalin Flutec PP6
  • half shell 430P and 430N can comprise an opaque (e.g., absorptive of laser light) material such as at least one of polycarbonate, polypropylene, acrylic, nylon, and ABS.
  • center divider 525c, cell retainers 915P and 915N, and module covers 11 15P and 1115N can each comprise a (different) transparent (e.g., transmissive of laser light) material such as polycarbonate, polypropylene, acrylic, nylon, and ABS.
  • half shell 430P and 430N, center divider 525c, cell retainers 915P and 915N, and module covers 1115P and 1115N all comprise the same material, advantageously simplifying a laser welding schedule.
  • Half shell 430P and 430N can be joined to center divider 525c, cell retainers 915P and 915N, and module covers 1115P and 1115N using laser welding, where two of the parts are put under pressure while a laser beam moves along a joining line. The laser beam can pass through the transparent part and be absorbed by the opaque part to generate enough heat to soften the interface between the parts creating a permanent weld.
  • Semiconductor diode lasers having wavelengths on the order of 808 nm to 980 nm and power levels from less than 1W to 100W can be used, depending on the materials, thickness, and desired process speed.
  • Laser welding offers the advantages of being cleaner than adhesive bonding, having no micro-nozzles to get clogged, having no liquid or fumes to affect surface finish, having no consumables, having higher throughput than other bonding methods, providing access to pieces having challenging geometries, and having a high level of process control.
  • Other welding methods such as ultrasonic welding, can be used.
  • FIG. 23 depicts a simplified flow diagram for a process 1500 for assembling battery module 210c.
  • process 1500 can produce hermetic seals at each of the fluid boundary areas of battery module 210c: half shell 430P and 430N, center divider 525c, and module covers 1115P and 1115N.
  • cell retainers 915P and 915N can be coupled to half shells 430P and 430N, respectively.
  • cell retainers 915P and 915N can be at least one of laser welded, ultrasonic welded, and glued (e.g., using one or more synthetic thermosetting adhesives) to half shells 430P and 430N, respectively.
  • flexible circuits 515P and 515N can be installed in half shells 430P and 430N, respectively.
  • flexible circuits 515P and 515N can be hot staked to cell retainers 915P and 915N and/or half shells 43 OP and 43 ON, respectively.
  • module covers 1115P and 1115N can be bonded to half shells 43 OP and 43 ON, respectively.
  • module covers 1115P and 1115N can be at least one of laser welded, ultrasonic welded, and glued (e.g., using one or more synthetic thermosetting adhesives) to half shells 43 OP and 43 ON, respectively.
  • center divider 525c can be attached to half shells 430P and 430N.
  • center divider 525c can be at least one of laser welded, ultrasonic welded, and glued (e.g., using one or more synthetic thermosetting adhesives) to half shells 43 OP and 43 ON.
  • a battery pack 140 may include one or more battery strings 212.
  • battery strings 212 may be configured to be removed, inserted, and/or replaced individually.
  • Modular battery strings 212 as described herein may provide several advantages for electric vehicle operation. For example, a battery string 212 that is malfunctioning or otherwise in need of repair or service may be removed by a technician or owner. The removed string 212 may be replaced with a functional string 212, or the vehicle may be operated with one fewer string until the removed string 212 is repaired or replaced. Modular battery strings 212 may also be utilized for convenient battery swapping (e.g., replacing a discharged or partially discharged battery string 212 for a mostly charged or fully charged replacement string 212) to reduce time spent recharging.
  • the battery pack 140 depicted in FIGS. 24A-B includes six strings 140, which may be mounted in a rack or enclosure 200.
  • the enclosure 200 may include one or more lower support elements such as a tray 260 positioned to support the strings 212 from below.
  • the enclosure 200 may further include one or more upper support elements 265 positioned so as to prevent the strings 212 from moving upward during operation of the vehicle.
  • Upper support elements 265 and/or tray 260 may include positioning members (not shown), such as protrusions or depressions, configured to maintain strings 212 in place and/or inhibit movement of the strings by connecting with complementary structures of strings 212.
  • the positioning members may include bolts or similar structures, with complementary structures including fasteners that may accommodate and/or secure the bolts.
  • the enclosure 200 may include one or more thermal barriers 215 including any suitable thermally insulating material, each thermal barrier 215 disposed between two of the strings 212 so as to prevent an overheating string 212 from causing neighboring strings 212 to overheat.
  • the strings 212 may be connected in parallel, in series, or in a combination of parallel and series connections. Each string 212 may have a positive high voltage connector (not shown) and a negative high voltage connector (not shown) for charging and for delivery of electricity to systems of the vehicle.
  • a current carrier such as a bus bar or flexible conduit, may be located within or adjacent to one or more lower support elements such as tray 260 or upper support elements 265.
  • current carriers disposed within tray 260 may allow connections with the high voltage connectors to be made through or near a positioning member (not shown) and assisted by gravity.
  • auxiliary connector 270 may permit connection between internal components (not shown) of the battery strings 270 and data or low-voltage power systems of the vehicle.
  • the auxiliary connector 270 may include a CAN connector for connection between monitoring and/or control circuitry (not shown) within the battery string 212 and a CAN bus or other wiring connector 275 of the vehicle.
  • the auxiliary connector 270 may also include a low-voltage power supply, such as from a low voltage battery, DC-to-DC converter, or other vehicle power supply, to provide electrical power to components within the batter string 212, such as monitoring and control circuitry (e.g., string control units, battery module monitoring boards, etc.) and/or circuit disconnection elements (e.g., magnetic contactors, fusible elements, etc.).
  • the auxiliary connector 270 may include a single connector configured to transmit both power and data to and/or from internal components of the battery string 212.
  • the battery pack 140 may further include a cooling system, such as a liquid cooling system, to control the operating temperature of components within the battery strings 212.
  • the cooling system may include one or more conduits (e.g., coolant supply conduit 280 and coolant return conduit 282) configured to carry liquid coolant to and from the battery strings.
  • Conduits 280 and 282 may connect to the battery strings 212 at inlets 284 and outlets 286, which may include sealable valves, dry breaks, or other breakable liquid connections.
  • the conduits 280 and 282 may be manually connectable, such that a user can connect a supply conduit 280 to the coolant inlet 284 and connect a return conduit 282 to the coolant outlet 286 after placing a battery string 212 into an available space within the battery pack 140.
  • the cooling system may further include elements such as a heat exchanger, pump, reservoir, or other components (not shown) in fluid communication with the conduits, to store, circulate, and cool the liquid coolant.
  • Individual strings 212 of the battery pack 140 may be removable, insertable, and/or replaceable.
  • a battery pack 140 including six strings 212 as depicted in FIG. 24 A it may be desired to remove one or more strings 212, such as for repair, replacement, service, inspection, external charging, battery swapping, or for any other purpose.
  • the string 212 to be removed may first be disconnected by disengaging connections such as a vehicle wiring connector 275, coolant conduits 280 and 282, and high- voltage connectors (not shown).
  • the string 212 may then be removed, such as by vertical movement, lateral movement, or a combination of vertical and lateral movement (e.g., lifting one or both ends of the string 212 and sliding the string 212 out of the enclosure 200).
  • FIG. 24B depicts a battery pack 140 during the removal process described herein.
  • one string 212' is partially removed from the battery pack 140 and enclosure 200, having been disconnected from a vehicle wiring connector 275 and coolant conduits 280 and 282, and slid laterally for removal from the enclosure 200.
  • a replacement string 212 or the same string 212' may be inserted into the open space within the enclosure 200, such as by reversing the steps listed above.
  • the battery string 212 may be slid into the opening in the enclosure 200 to the position depicted in FIG. 24A.
  • the vehicle wiring connector 275, coolant conduits 280 and 282, and high-voltage connections may be connected to provide desired functionality of the battery string 212.
  • FIGS. 25A-B depict exterior views of a modular battery string 212 in accordance with an exemplary embodiment.
  • FIG. 25A depicts an upper perspective view of a battery string 212
  • FIG. 25B depicts a lower perspective view.
  • a battery string 212 may be enclosed within a protective housing 214.
  • Housing 214 may include materials such as metals, plastics, or other materials configured to support and/or protect battery modules (not shown) within the battery string 212.
  • the battery string 212 may further include several external connections.
  • the battery string 212 may include an auxiliary connector 270 configured to accommodate a connection to a vehicle wiring connector 275, such as a CAN bus or other data network, a low-voltage connection to power monitoring and control circuitry (not shown) within the string 212, or the like.
  • the battery string 212 may also include a coolant inlet 284 and a coolant outlet 286, which may include sealing components such as dry breaks so as to prevent coolant within the string 212 from leaking when the string 212 is disconnected from a cooling system.
  • Positive high-voltage connector 288 and negative high-voltage connector 290 may be located on an exterior surface of the string 212, such as on the bottom.
  • the positive and negative high- voltage connectors 288, 290 may be spaced so as to avoid accidental creation of a short circuit between the connectors 288, 290.
  • All external battery string connections described herein e.g., auxiliary connector 270, coolant inlet 284 and outlet 286, high-voltage connectors 288, 290, etc.
  • any of the auxiliary connector 270, coolant inlet 284, coolant outlet 286, and high-voltage connectors 288, 290 may be located on a top surface, a bottom surface, or a side surface of the housing 214.
  • FIG. 25C schematically illustrates various components of a modular battery string 212 in accordance with an exemplary embodiment.
  • a battery string 212 may include one or more battery modules 210 configured to provide high voltage power to a vehicle powertrain.
  • the battery string 212 may further include a coolant circulation system, such as one or more coolant intake conduits 281 and coolant outlet conduits 283, and monitoring and/or control circuitry, such as a string control unit (SCU) 300.
  • SCU string control unit
  • the battery string 212 may include external connections as described above, such as a positive high- voltage connector 288 and negative high-voltage connector 290 for the battery modules 210, auxiliary connector 270 for the SCU 300, a coolant inlet 284 for the coolant intake conduit 281, and a coolant outlet 286 for the coolant outlet conduit 283.
  • Battery modules 210 may be connected in parallel, in series, or in a combination of parallel and series connections within the battery string 212.
  • the six modules 210 depicted in FIG. 25C are connected in series so as to produce a total string voltage of up to six times the voltage of each module 210.
  • the modules 210 may be electrically connected to the positive high-voltage connector 288 and the negative high- voltage connector 290 to deliver electrical power to vehicle systems.
  • the modules 210 may be separable from the vehicle power circuit by one or more circuit interruption elements, such as contactors 310 and/or one or more fusible elements 312.
  • a fusible element 312 may be included as a redundant circuit disconnection device, for example, configured to open the circuit if a contactor 310 fails.
  • a fusible element 312 may be a passive fuse, thermal cutoff, or the like.
  • the fusible element 312 may also be a selectively blowable fuse configured to blow based on an electrical or thermal input produced in response to a detected contactor failure or other malfunction.
  • one or more contactors 310 may be used to control current flow through the battery modules 210. Although one contactor 310 may typically be sufficient to open the circuit through the battery modules 210 and prevent current flow, two contactors 310 may be used for additional control and/or redundancy (e.g., in case of a contactor welding event or other malfunction). Contactors 310 may be located within the battery string 212 and/or outside the battery string 212, such as within the circuitry connecting the battery string 212 to the main high-voltage electrical circuit of the vehicle. Locating the contactors 310 within the battery string 212 may provide enhanced safety.
  • the contactors 310 may be normally open contactors operable only when the string is installed within the vehicle (e.g., powered by the SCU 300, which may be powered when connected to low-voltage vehicle power at the auxiliary connector 270), such that an inadvertent connection between the high-voltage connectors 288 and 290 will not cause current to flow from the battery modules 210 when the battery string 212 is not installed within a vehicle.
  • the battery modules 210 and other structures within the string 212 may be monitored and/or controlled by one or more module monitoring boards (MMBs) 305 and a string control unit (SCU) 300.
  • MMBs module monitoring boards
  • SCU string control unit
  • each battery module 210 may have an associated MMB 305.
  • An MMB 305 connected to a battery module 210 may monitor any characteristic or status of the module 210.
  • the MMB 305 may monitor any one or a combination of battery module 210 temperature, coolant temperature, one or more individual battery cell temperatures, current flow into or out of the battery module 210, current flow at a location within the battery module 210, an open circuit voltage of the battery module 210, a voltage between two points within the battery module 210, a charge state of the battery module 210, a detected status such as a fault or alarm generated by a sensor within the battery module 210, or the like.
  • the MMBs 305 may be connected to the SCU 300 by a wired or wireless connection.
  • each MMB 305 may be connected directly to the SCU 300, or the MMBs 305 may be connected in a chain, with one or a subset of MMBs 305 connected directly to the SCU 300.
  • the connections between the MMBs 305 and the SCU 300 may allow any of the data collected at the MMBs 305 to be transmitted from the MMB 305 to the SCU 300, such as for analysis, monitoring, or the like.
  • the SCU 300 may include one or more processors, memory units, input/output devices, or other components for storing, analyzing, and/or transmitting data.
  • a wired connection between the SCU 300 and one or more MMBs 305 may allow the MMBs 305 to draw electrical power for operation from the SCU 300.
  • global monitoring and/or control functions may be performed for the battery string 212.
  • the SCU 300 may monitor any characteristic or status of the battery string 212, or of any one or combination of the battery modules 210 within the string 212, such as a temperature, current, voltage, charge state, detected status such as a fault or alarm, or the like.
  • the SCU 300 may control the operation of the battery string 212, such as by causing one or more circuit interruption elements (e.g., contactors 310) to close or open so as to allow current to flow or stop current flow between the battery modules 210 and the high voltage connectors 288 and 290.
  • one or more circuit interruption elements e.g., contactors 310
  • the SCU 300 may be connected to an auxiliary connector 270 of the battery string 212 to receive power, receive data, and/or transmit data to other vehicle systems.
  • the auxiliary connector 270 may include a CAN bus connector, other data connector, a power connector, or the like.
  • the SCU 300 may communicate any characteristic or status, or other information determined based on a characteristic or status of at least a portion of the string 212, to other systems of the vehicle through a vehicle wiring connector (not shown) connected to the battery string 212 at the auxiliary connector 270.
  • the auxiliary connector 270 may be further configured to draw current from a vehicle wiring connector (not shown) and deliver electrical power to the SCU 300, such as for operation of electrical components of the SCU 300 and/or MMBs 305.
  • the battery string 212 may include one or more internal conduits 281, 283 for liquid coolant. As described above, coolant may enter the battery string 212 from an external conduit (not shown) at an inlet 284 and leave the battery string 212 at an outlet 286. Upon entering the battery string at the inlet 284, coolant may travel through an internal coolant intake conduit 281 to enter one of the battery modules 210.
  • the coolant may absorb heat from one or more components of the battery module 210 (e.g., electrochemical battery cells, internal electronic components, or the like), the coolant may travel through an internal coolant outlet conduit 283 to the coolant outlet 286, where it may return to the external cooling system.
  • coolant leaving at the outlet 286 may be propelled by one or more pumps (not shown) to a heat exchanger, reservoir, and/or other components of the cooling system.
  • FIGS. 26-49 exemplary methods of assembly and manufacturing process flow for battery modules and strings of battery modules will now be described. Various embodiments of the process flow are described with respect to the steps illustrated in FIGS. 26-35, and assembly of parts along the process flow is illustrated in FIGS. 36-21B according to various embodiments.
  • the battery module 1100 can comprise a module shell 1105.
  • the module shell 1105 can comprise a first opening 1145 for receiving a first plurality of battery cells 710 therein.
  • the module shell 1105 can comprise a second opening 1150 opposite the first opening 1145 for receiving a second plurality of battery cells 710 therein.
  • An inner surface of the module shell 1105 can comprise a bottom battery cell retainer plate 1175 comprising a plurality of openings to at least partially receive the battery cells 710 therein.
  • the module shell 1105 can further comprise in proximity to an outer edge of the module shell 1105 a circuit board receiving slot 1155 and a copper bar receiving slot 1160.
  • a circuit board 1110 and a copper bar 1112 can be inserted into their respective receiving slots 1155, 1160.
  • the module shell 1105 can comprise one or more passageways 1165 extending entirely through the module shell 1105 from the first opening 1145 to the second opening 1150 to allow for wiring to pass through the battery module 1100, for example when a plurality of battery modules 1100 are coupled together into a battery module string.
  • a flex circuit 1136 can be coupled to a top battery cell retainer plate 1125, and the resulting assembly can be coupled to the module shell 1105 across the first opening 1145 to fix the first plurality of battery cells 710 in place.
  • a cover 1135 can then be coupled to the module shell 1105 to seal the first opening 1145.
  • the cover 1135 can comprise one or more ports 1170 aligned with the passageways 1165.
  • One or more O-rings 1140 (or other sealing mechanism as known in the art) can be placed onto each of the ports 1170.
  • a cell retainer plate 1125, a flexible circuit 1136, and a cover 1135 can be coupled to the module shell 1105 across the second opening 1150.
  • a process flow for assembling a first half of the battery module 1100 can be initiated at step 3105, and then one or more pallets (or other handling devices) carrying containers of battery cells 710 can be moved from a storage area to a manufacturing line at step 3110.
  • Data can be captured and logged at step 3120 on battery cell 710 identification information such as manufacturer, lot number, model number, serial number, and date of manufacture. Additional data can be captured and logged at step 3120 relevant to the manufacturing process such as date, time, operator name and identification number, environmental conditions (such as temperature and humidity), product for which the battery module 1100 is being built, and the like.
  • the containers of battery cells 710 can be depalletized at step 3115, and the battery cells 710 can be removed either individually or in groups of multiple battery cells 710 from the container at step 3125.
  • the battery cells 710 can be removed from their containers at step 3125 using robotic equipment.
  • the robotic equipment grasps one or more battery cells 710
  • electrical contact can be made with each battery cell 710 so that the robotic equipment can perform quality control evaluation of the battery cells 710.
  • the voltage and impedance of each battery cell 710 can be checked. If the results of the quality control evaluation indicate the battery cell 710 is within acceptable parameters, the robotic equipment can transport the battery cell 710 to step 3140 to continue the process. If the battery cell 710 fails the quality control evaluation, then the battery cell 710 can be rejected at step 3130. Data obtained for each quality control evaluation, for both pass and fail situations, can be logged at step 3135.
  • the battery cells 710 can be arranged in rows that correspond to the rows of openings in the bottom battery cell retainer plate 1175.
  • the robotic equipment can grasp one or more of these rows of battery cells 710 to facilitate placement of the battery cells 710 into the battery module shell 1105 as described in more detail below.
  • each battery cell 710 can have a mounting end 1205 and an electrical connection end 1206 opposite the mounting end 1205 as illustrated in FIG. 37A.
  • the robotic equipment can apply an adhesive 1215 to the mounting end 1205 of the battery cell 710 as illustrated in FIG. 37B.
  • the adhesive 1215 can be paste, liquid, film pallets and tape so long as the adhesive is compatible with the submerged fluid or compatible with the base material that will be bonding to.
  • the adhesive is a one part adhesive with an accelerator (LORD 202 adhesive with LORD 4 accelerator bonding nickel plated steel to plastic (PC, PCABS... etc).
  • the LORD 202 is an acrylic based adhesive with viscosity ranging from 8,000-32,000 cP. This adhesive bonds to unprepared metals that require little to no substrate preparation and resists dilute acids, alkalis, solvents, greases, oils and moisture, provided excellent exposure to UV exposure, salt spray and weathering.
  • This adhesive is a no-mix adhesive that requires an accelerant (LORD Accelerator 4) to kick start the curing process.
  • LORD Accelerator 4 an accelerant
  • the adhesive can be used in a mix-in using LORD Accelerator 17, 18 & 19. The adhesive is placed on the cell or inside the one piece half shell and the accelerator placed on the cell or the one piece half shell based on the process chosen. These two methods are valid.
  • the critical aspects of the adhesive is its bond line from .020" - .010" that gives the highest bond strength.
  • the volume of the adhesive in this application case is 36 mg dispensed in a 4-12 dots with a 2.3 mm dot size. To optimize the dispensing time dots will be used to ensure that a uniform coverage of the adhesive is achieved during the bonding of cells and one piece half shells.
  • the amount of accelerant is not critical as long as .002" film of accelerant is on the mating surface to activate the adhesive. Should other forms of adhesive be used, the bond line will change accordingly.
  • Other adhesives can be used such as UV cure, humidity sensitive, and two part adhesives.
  • the adhesive 1215 can be applied in a ring shape as illustrated in FIG. 37B, the ring of adhesive 1215 having an outer radius of R2 and an inner radius of Rl .
  • the volume of adhesive 1215 applied to the mounting end 1205 of the battery cell 710 can be 2.0mm 3 - 5mm 3 per 269.48mm 2 surface area to satisfy design requirements and optimum coverage of the cell and to provide the strongest bond strength.
  • a quality control evaluation can be performed to verify the proper placement and amount of adhesive 1215 at step 3145. If a problem is discovered with the applied adhesive 1215, the battery cell 710 can be moved to a rework station at step 3150. Battery cells 710 with properly applied adhesive 1215 can proceed to step 3305 (see FIG. 28).
  • one or more pallets (or other handling devices) carrying battery module shells 1 105 can be moved from a storage area to the manufacturing line at step 3205.
  • the module shells 1105 can be depalletized at step 3210.
  • Data can be captured and logged at step 3215 on module shell 1105 identification information such as manufacturer, lot number, model number, serial number, and date of manufacture.
  • a unique identification number (e.g., a serial number) can be placed onto each of the module shells 1105 at step 3220.
  • the number can be printed, stamped, melted, laser etched, inscribed, or otherwise permanently affixed as is known in the art to the module shell 1105.
  • the identification number can be logged at step 3225.
  • the circuit boards 1110 and the copper bars 1112 can be moved from a storage area to the manufacturing line. Either manual or robotic equipment can be used to insert the circuit boards 11 10 into the circuit board receiving slot 1 155 and insert the copper bar 1112 into the copper bar receiving slot 1160 of the module shell 1105 at step 3235 as illustrated in FIG. 38.
  • Identification information for the circuit board 11 10 can be captured at step 3240, such as manufacturer, date of manufacture, and serial number. This information can also be related to the identification information for the module shell 1105 with which the circuit board 1 110 is assembled.
  • the circuit board 1 110 can provide a variety of functions such as monitoring of battery module 1100 performance, current draw on the battery module 1100, condition of the battery cells 710, and communication between and among multiple battery modules 1 100 and one or more outside intelligent agents.
  • the copper bar 1 112 connects one side of the battery module to the next side and combines the two side voltages into one voltage.
  • the module shell 1105 with assembled circuit board 1110 and copper bar 1 112 can then move to the next step of the exemplary process in which an accelerator 1405 can be applied at step 3245 within each of the openings in the bottom battery cell retainer plate 1175.
  • the accelerator 1405 can be applied at minimum of .002" thick film to unlimited volume so long as there is enough coverage of the bonding surface in a ring-shaped pattern within each of the openings in the bottom battery cell retainer plate 1 175 as illustrated in FIGS. 39 and 40 so that the accelerator 1405 does not cover a center portion of each opening.
  • the accelerator 1405 can interact with the adhesive 1215 previously applied to the mounting end 1205 of each battery cell 710 as described more fully below.
  • the accelerator 1405 is a solvent mixture of Methylene chloride, trichloroethylene, methyl isobutyl ketone, benzoyl peroxide and methyl methacrylate. It crystalizes when sprayed on a substrate and needs to be applied to the LORD 202 in a dried state. Its viscosity is ⁇ 10 cP with density of 1.22-1.28 g/cm 3 .
  • a quality control evaluation of the applied accelerator 1405 can be performed to check that the proper amount of accelerator 1405 was applied and that the accelerator 1405 was applied in the proper pattern.
  • Module shells 1105 that fail the quality control evaluation can be reworked at step 3255, while module shells 1105 that pass the quality control evaluation can proceed to step 3305 (see FIG. 28).
  • FIG. 40 illustrates a top view of the module shell 1105 after application of the accelerator 1405 according to various embodiments.
  • a plurality of coolant holes 1505 in the bottom battery cell retainer plate 1175 can allow a coolant to flow through the module shell 1105 and around the battery cells 710 to remove excess heat that can be generated during charging or discharging of the battery cells 710.
  • a maskant can be applied over the coolant holes 1505 to prevent stray or excess accelerator from clogging the cooling holes 1505. The maskant can be removed prior to further processing of the module shell 1105.
  • the battery cells 710 can be inserted as illustrated in FIG. 41 through the first opening 1145 such that the mounting end 1205 of the battery cells 710 engage the openings of the bottom battery cell retainer plate 1 175 within the module shell 1105.
  • a force can be applied to the battery cells 710 such that the adhesive 1215 contacts the accelerator 1405, thereby starting a chemical reaction between the adhesive 1215 and the accelerator 1405 that will hasten curing of the adhesive 1215.
  • the adhesive 1215 can begin to flow due to the applied force.
  • the flowing adhesive 1215 can fill the gap between a side wall of the battery cell 710 and the opening in the bottom battery cell retainer plate 1 175 creating a bonding layer of adhesive 1215 along the mounting end 1205 of the battery cell 710 and along the side wall of the battery cell 710 and the opening in the bottom battery cell retainer plate 1175.
  • This continuous bonding layer can provide a strong and durable bond between the battery cell 710 and the module shell 1105 to withstand physical shock and vibration.
  • the adhesive 1215 may not flow completely across the mounting end 1205 of the battery cell 710 as illustrated in the cross-sectional view of FIG. 42. Having a gap in the adhesive 1215 coverage can provide better and more controlled thermal management within the battery module 1 100.
  • the force can be applied for about 1 -2 minutes to allow for proper flow and curing of the adhesive 1215, although greater or lesser times are within the scope of the present disclosure depending on factors such as the type and composition of the adhesive 1215, type and composition of the accelerator 1405, amount of adhesive 1215 and accelerator 1405 applied, and environmental conditions such as temperature and humidity.
  • the ends of the cells, without the positive and negative terminal disposed thereon, are secured to a center panel in the module and the movement of the cells with respect to the module is inhibited [0190] Referring now to FIG. 29 along with FIGS.
  • one or more pallets (or other handling devices) carrying the top battery cell retainer plates 1125 can be moved from a storage area to the manufacturing line at step 3405, and one or more pallets (or other handling devices) carrying the flexible circuits 1136 can be moved from a storage area to the manufacturing line at step 3410.
  • the top battery cell retainer plates 1125 and the flexible circuits 1136 can be depalletized at step 3415. Data can be captured and logged at step 3420 on the top battery cell retainer plate 1125 and the flexible circuit 1136 identification information such as manufacturer, lot number, model number, serial number, and date of manufacture.
  • each of the flexible circuits 1136 can be assembled with one of the top battery cell retainer plates 1125.
  • the flexible circuit 1136 can be heat staked to the top battery cell retainer plate 1125 by ultrasonic welding, heat welding, or any other technique known in the art.
  • the top battery cell retainer plate 1125 and flexible circuit 1136 can be assembled by any mechanical method known in the art.
  • the top battery cell retainer plate 1125 can have a plurality of studs 1805 dispersed across a surface.
  • the flexible circuit 1136 can comprise a corresponding plurality of clearance holes 1810 that align with the studs 1805.
  • the studs 1805 can protrude through the clearance holes 1810.
  • the heat staking (or other) process can melt or otherwise deform the studs 1805, thereby coupling the flexible circuit 1136 to the top battery cell retainer plate 1125.
  • a height of the studs 1805 (e.g., stake height) can be measured to ascertain that the studs have been deformed sufficiently that they will not interfere with later attachment of the cover 1135.
  • Assemblies that fail the test can be sent for rework at step 3435, and data collected during the test can be logged at step 3440.
  • Assemblies that pass the test can be processed further at step 3445 where the flexible circuit 1136 can be coupled to each of the battery cells.
  • the battery cell electrical connection end 1206 (opposite the end of the battery cell 710 that received the adhesive 1215) can comprise a center electrode 1605 and an outer rim electrode 1610.
  • Each of the electrodes 1605, 1610 can be coupled to the flexible circuit 1136 to complete an electric circuit.
  • the center electrode 1605 can align with openings 1815 in the flexible circuit 1136
  • the outer rim electrode 1610 can align with tabs 1810 located adjacent to each opening 1815.
  • the tabs 1810 can be bent inwards (towards the battery cell 710) slightly to reduce or eliminate any gap between the outer rim electrode 1610 and the tab 1810.
  • the assembly of the top battery cell retainer plate 1125 and the flexible circuit 1136 can be joined in the process flow with the module shell 1105 with assembled battery cells 710 at step 3315.
  • the top battery cell retainer plate 1125 and the flexible circuit 1136 assembly can be placed on the module cell 1105 across the first opening 1145 as illustrated according to various embodiments in FIGS. 44A and 44B.
  • An entire seam (as indicated by the arrows in FIG. 44B) between an outer edge of the top battery cell retainer plate 1125 and an upper edge of the module shell 1105 defining the first opening 1145 can be laser welded (or other joining method known in the art) at step 3320.
  • the flexible circuit 1136 (now rigidly coupled to the module cell 1105 immediately above the electrical connection end 1206 of the battery cells 710) can be welded or otherwise coupled to the electrical connection end 1206 of the battery cells 710.
  • an optical scan can be conducted to ascertain positions of each of the battery cells 710 relative to one or more fiducials (not shown) on the module shell 1105 to establish 2-dimensional X-Y coordinates of each battery cell 710.
  • the Z height of each battery cell 710 can be determined during the scan.
  • the optical scan data can be compared to stored 3-dimensional CAD data to fix the position of the battery cells 710 with the rest of the battery module 1100 structure, including the flexible circuit 1136.
  • a laser welding tab 1810 holding fixture can then be placed on top of the flexible circuit 1136.
  • the holding fixture can comprise spring-loaded fingers that can press the tabs 1810 into contact with the outer rim electrodes 1610 and the flexible circuit openings 1815 into contact with the center electrodes 1605.
  • a second optical scan can then be completed to determine the final Z height.
  • the laser welder can then weld the tabs 1810 to the outer rim electrodes 1610 and the flexible circuit openings 1815 to the center electrodes 1605.
  • the laser welder can weld the copper rod 1112 to the flexible circuit 1136. While the above description is presented in terms of laser welding, any other connection methodology known in the art can be substituted for laser welding and remain within the scope of the present disclosure. Data collected by the optical scans can be logged at step 3330.
  • the module shell 1105 can be flipped at step 3505 to expose the second opening 1150.
  • the process flow for assembling a second half of the battery module 1100 can be initiated at step 3510.
  • the process steps for assembling the second half of the battery module 1100 are essentially the same as described above for the first half of the battery module 1100, with the exception of the depalletizing the module shells 1105, laser etching of the module shells 1105, and placement of the circuit board 1110 and copper bar 1112 that occurs at steps 3205 through 3240.
  • steps 3510 through 3550 of FIG. 30 correspond to steps 3110 through 3150 of FIG. 26; steps 3605 through 3615 of FIG. 31 correspond to steps 3245 through 3255 of FIG.
  • the circuit board 1110 can be coupled to each of the flexible circuits 1136.
  • the battery module 1100 can be electrically tested at step 3825.
  • the electrical test can ascertain that every battery cell 710 is in communication with the corresponding flexible circuit 1136, that each of the flexible circuits 1136 is in communication with the copper bar 1112 and the circuit board 1110.
  • the test can also ascertain the functionality of the circuit board 1110 such as monitoring the charge on each battery cell 710, voltage across the battery module 1100, resistance across any portion of the electrical circuit of the battery module 1100, and any desired functionality.
  • Any battery modules 1100 that fail the electrical testing of step 3825 can be reworked at step 3830. Data obtained during the electrical test and rework process can be logged at step 3835.
  • one or more pallets (or other handling devices) carrying the covers 1135 can be moved from a storage area to the manufacturing line at step 3905.
  • the covers 1135 can be depalletized at step 3910.
  • Data can be captured and logged at step 3915 on the cover 1135 identification information such as manufacturer, lot number, model number, serial number, and date of manufacture.
  • the cover 1135 can be placed across the first opening 1145 to enclose the first half of the battery module 1100 as illustrated in FIG. 45.
  • An entire seam between an outer edge of the cover 1135 and an upper edge of the module shell 1105 defining the first opening 1145 can be laser welded (or other joining method known in the art) at step 3925.
  • Step 3930 Data obtained during the laser welding process can be logged at step 3930.
  • the module shell 1105 can be flipped to expose the second opening 1150.
  • Steps 3940 through 3965 can duplicate previously described steps 3905 through 3925 to attach the cover 1135 across the second opening 1150.
  • one or more O- rings 1140 can be moved from a storage area to the manufacturing line at step 3005.
  • Data can be captured and logged at step 3010 on the O-ring 1140 identification information such as manufacturer, lot number, model number, serial number, and date of manufacture.
  • an O-ring 1140 can be placed on each port 1170 of the covers 1135 as illustrated in FIG. 46A according to various embodiments.
  • FIG. 46B illustrates the O-rings 1140 in place on the ports 1170.
  • the completed battery module 1100 can then be leak tested at step 3020. Battery modules 1100 that fail the leak test can be reworked at step 3025, and data collected during the leak test and rework process can be logged at step 3030. Battery modules 1100 that pass the leak test can be moved to the next process at step 3035.
  • the actual movement can take place by a variety of mechanisms, and selection of a particular mechanism can take into account factors such as number of items being moved, weight of items being moved, distance of movement, queuing space at a work station, availability of automation, and the like.
  • the movement can comprise placing items in a container and physically moving the container to the next work stations, placing the container on a manual or automated conveyor, placing the containers on a manual or automated transport vehicle, placing the items or container in position for robotic movement, and the like. Any such movement mechanism can be employed at any of the process flow steps of FIGS. 26-35 as deemed appropriate.
  • FIG. 47 is a flowchart of an exemplary method 2200 for assembly of a battery module 1100.
  • a battery module shell 1105 can be obtained.
  • a plurality of battery cells 710 can be placed in the battery module shell 1105 at step 2210.
  • the battery cells 710 can be electrically coupled, and a control circuit 1110 can be electrically coupled to the battery cells 710 at step 2220.
  • FIG. 48 is a flowchart of an exemplary method 2300 for assembly of a battery module 1100.
  • a battery module shell 1105 for containing battery cells 710 can be obtained.
  • the module shell 1105 can have a retainer plate 1175 with rows of openings adapted to at least partially receive battery cells 710 therein.
  • battery cells 710 can be arranged into rows corresponding to the rows of openings in the retainer plate 1175.
  • At least one row of the battery cells 710 can be robotically grasped at step 2315.
  • the battery cells 710 can be placed into at least one row of openings in the retainer plater 1175 while simultaneously electrically testing each battery cell 710.
  • the battery cells 710 can be electrically coupled, and a control circuit 1110 can be electrically coupled to the battery cells 710 at step 2325.
  • FIG. 49 is a flowchart of an exemplary method 2400 for assembly of a battery module.
  • a battery module shell 1105 for containing battery cells 710 can be obtained.
  • the module shell 1105 can have a retainer plate 1175 with rows of openings adapted to at least partially receive battery cells 710 therein.
  • battery cells 710 can be arranged into rows corresponding to the rows of openings in the retainer plate 1175.
  • the battery cells 710 can have an electrode end 1206 and a non-electrode end 1205.
  • At least one row of the battery cells 710 can be robotically grasped at step 2415 and the following steps can be performed while continuing to grasp the battery cells 710: electrically testing each battery cell 710 (step 2420); placing an adhesive 1215 on the non- electrode end 1205 of each battery cell 710 (step 2425); and placing the non-electrode end 1205 of the battery cells 710 into the openings in the retainer plate 1175 such that the adhesive 1215 contacts the retainer plate 1175 (step 2430).
  • the battery cells 710 can be electrically coupled, and a control circuit 1110 can be electrically coupled to the battery cells 710 at step 2440.
  • the various circuitry, controllers, microcontroller, or switches, and the like, that are disclosed herein may be implemented within or performed by an integrated circuit (IC), an access terminal, or an access point.
  • the IC may comprise a general purpose processor, a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA) or other programmable logic device, discrete gate or transistor logic, discrete hardware components, electrical components, optical components, mechanical components, or any combination thereof designed to perform the functions described herein, and may execute codes or instructions that reside within the IC, outside of the IC, or both.
  • Computer-readable media includes both computer storage media and communication media including any medium that facilitates transfer of a computer program from one place to another.
  • a storage media may be any available media that can be accessed by a computer.
  • such computer- readable media can include RAM, ROM, EEPROM, CD-ROM or other optical disk storage, magnetic disk storage or other magnetic storage devices, or any other medium that can be used to carry or store desired program code in the form of instructions or data structures and that can be accessed by a computer.
  • a computer-readable medium may be in the form of a non-transitory or transitory computer-readable medium.
  • determining encompasses a wide variety of actions and, therefore, “determining” can include calculating, computing, processing, deriving, investigating, looking up (e.g., looking up in a table, a database, or another data structure), ascertaining, and the like. Also, “determining” can include receiving (e.g., receiving information), accessing (e.g., accessing data in a memory), and the like. Determining can also include resolving, selecting, choosing, establishing, and the like.

Abstract

La présente invention a pour objet des systèmes de stockage d'énergie pour des véhicules. Selon certains aspects, le système de stockage d'énergie peut être utilisé pour alimenter une automobile électrique. Le système de stockage d'énergie peut comprendre une pluralité d'éléments de batterie individuels. Les éléments peuvent être cylindriques et comporter une borne positive et une borne négative sur le même côté. Les éléments peuvent être physiquement et/ou électriquement organisés en briques. Les briques peuvent être physiquement et/ou électriquement organisées en modules. Les modules peuvent être physiquement et/ou électriquement organisés en rangs. Les rangs peuvent être physiquement et/ou électriquement organisés en un bloc. Selon certains modes de réalisation, des blocs, des rangs, des modules et/ou des briques peuvent comprendre un circuit souple et/ou peuvent être refroidis par un liquide.
PCT/US2016/039884 2015-06-30 2016-06-28 Systèmes de stockage d'énergie de véhicule WO2017004078A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
CN201680050022.6A CN108140746B (zh) 2015-06-30 2016-06-28 车辆储能***
CN202210142470.6A CN114639908A (zh) 2015-06-30 2016-06-28 车辆储能***

Applications Claiming Priority (20)

Application Number Priority Date Filing Date Title
US201562186977P 2015-06-30 2015-06-30
US62/186,977 2015-06-30
US14/841,617 US20170005303A1 (en) 2015-06-30 2015-08-31 Vehicle Energy-Storage System
US14/841,617 2015-08-31
US14/868,234 2015-09-28
US14/868,234 US10826140B2 (en) 2015-06-30 2015-09-28 Vehicle energy-storage systems having parallel cooling
US201562249136P 2015-10-30 2015-10-30
US62/249,136 2015-10-30
US14/938,746 US10826042B2 (en) 2015-06-30 2015-11-11 Current carrier for vehicle energy-storage systems
US14/938,746 2015-11-11
US14/946,699 2015-11-19
US14/946,699 US11108100B2 (en) 2015-06-30 2015-11-19 Battery module for vehicle energy-storage systems
US201562261229P 2015-11-30 2015-11-30
US62/261,229 2015-11-30
US15/045,517 US20170005316A1 (en) 2015-06-30 2016-02-17 Current carrier for vehicle energy-storage systems
US15/045,517 2016-02-17
US201662353352P 2016-06-22 2016-06-22
US62/353,352 2016-06-22
US15/192,947 US11258104B2 (en) 2015-06-30 2016-06-24 Vehicle energy-storage systems
US15/192,947 2016-06-24

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EP3385999A1 (fr) * 2017-04-07 2018-10-10 Optimum Battery Co., Ltd. Plaque collectrice de courant et ensemble de batterie d'alimentation l'utilisant
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CN109478621A (zh) * 2017-03-21 2019-03-15 株式会社Lg化学 电池模块、包括电池模块的电池组和包括电池组的车辆
WO2019110028A1 (fr) * 2017-12-10 2019-06-13 Guenther Ralf Connecteur de cellules de blocs d'accumulateurs avec des cellules lithium-ions et procédé de fabrication d'une connexion de cellules au moyen des connecteurs de cellules dans des blocs d'accumulateurs
EP3525259A1 (fr) * 2018-02-12 2019-08-14 Airbus Defence and Space GmbH Agencement de batterie pour l'intégration structurale de batteries dans un véhicule
IT201800002786A1 (it) * 2018-02-19 2019-08-19 Alfazero S P A Metodo di assemblaggio di un pacco batterie per un veicolo a propulsione elettrica, pacco batterie e veicolo a propulsione elettrica comprendente detto pacco batterie
WO2019159146A1 (fr) * 2018-02-19 2019-08-22 Alfazero S.P.A. Procédé d'assemblage d'un bloc-batterie pour un véhicule électrique, bloc-batterie et véhicule électrique comprenant ledit bloc-batterie
KR102027124B1 (ko) * 2018-07-20 2019-10-01 주식회사 성우하이텍 전기자동차용 배터리 팩의 마운팅 구조체
DE102018117601A1 (de) * 2018-07-20 2020-01-23 Lisa Dräxlmaier GmbH Batterie mit temperiereinrichtung
US10581126B2 (en) 2016-05-09 2020-03-03 Nikola Corporation Electric battery assembly
EP3618171A1 (fr) * 2018-08-30 2020-03-04 ABB Schweiz AG Groupes de cellules de batterie thermiquement découplées
WO2020100152A1 (fr) * 2018-11-15 2020-05-22 Palaniswamy Guhan Système de refroidissement par immersion à phase unique dans un bloc-batterie à oxyde métallique de lithium perfectionné & composants électroniques sur des véhicules électriques
US10661680B2 (en) 2016-05-09 2020-05-26 Nikola Corporation Electric utility terrain vehicle
CN111490193A (zh) * 2019-01-28 2020-08-04 三星Sdi株式会社 电池组
US20210013722A1 (en) * 2019-01-16 2021-01-14 Lg Chem, Ltd. Secondary battery charging method that shortens charging time
CN113206286A (zh) * 2021-04-26 2021-08-03 佰凡电池(江苏)有限公司 一种锂离子电池配组***
CN113619442A (zh) * 2021-08-23 2021-11-09 成都精锐环科技有限公司 一种基于分布式电池的电动汽车能源管理方法及***
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EP3967543A1 (fr) * 2020-09-10 2022-03-16 Altra S.p.A. Batterie pour un véhicule électrique, système d'alimentation électrique d'un véhicule électrique comprenant un réseau de telles batteries et véhicule électrique
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WO2022200899A1 (fr) * 2021-03-22 2022-09-29 Sachin Anant Jadhav Ensemble bloc-batterie
WO2022201205A1 (fr) * 2021-03-25 2022-09-29 Praveen Bhaskar Reddi Système d'ensemble bloc-batterie modulaire sans soudure par points
EP4148843A1 (fr) * 2021-09-10 2023-03-15 Samsung SDI Co., Ltd. Système de batterie et véhicule comprenant le système de batterie
EP3984092B1 (fr) 2019-06-12 2023-03-29 The Lubrizol Corporation Système, méthode et fluide de transfert de chaleur organique
IT202100028364A1 (it) * 2021-11-08 2023-05-08 Mat Mates Italia S R L Cestello per un impianto di produzione di celle di batteria
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WO2024052288A1 (fr) * 2022-09-08 2024-03-14 Mahle International Gmbh Batterie
EP4344813A1 (fr) * 2022-09-15 2024-04-03 ATS Automation Tooling Systems Inc. Système et procédés de fabrication d'un module de batterie

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US10661680B2 (en) 2016-05-09 2020-05-26 Nikola Corporation Electric utility terrain vehicle
US10581126B2 (en) 2016-05-09 2020-03-03 Nikola Corporation Electric battery assembly
EP3455899A4 (fr) * 2016-05-09 2020-02-26 Nikola Corporation Ensemble batterie électrique
US10700513B2 (en) 2017-02-03 2020-06-30 Schneider Electric It Corporation Systems and methods of commissioning energy storage systems (ESS)
EP3358646A1 (fr) * 2017-02-03 2018-08-08 Schneider Electric IT Corporation Systèmes et procédés de mise en service de systèmes de stockage d'énergie (ess)
CN109478621A (zh) * 2017-03-21 2019-03-15 株式会社Lg化学 电池模块、包括电池模块的电池组和包括电池组的车辆
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CN109478621B (zh) * 2017-03-21 2022-04-05 株式会社Lg新能源 电池模块、包括电池模块的电池组和包括电池组的车辆
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EP3385999A1 (fr) * 2017-04-07 2018-10-10 Optimum Battery Co., Ltd. Plaque collectrice de courant et ensemble de batterie d'alimentation l'utilisant
CN110998898A (zh) * 2017-07-13 2020-04-10 电控装置有限责任公司 用于叉车的模块化锂离子电池***
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US11056727B2 (en) 2017-07-13 2021-07-06 Econtrols, Llc Modular lithium-ion battery system for fork lifts
CN110998898B (zh) * 2017-07-13 2023-03-10 电控装置有限责任公司 用于叉车的模块化锂离子电池***
WO2019110028A1 (fr) * 2017-12-10 2019-06-13 Guenther Ralf Connecteur de cellules de blocs d'accumulateurs avec des cellules lithium-ions et procédé de fabrication d'une connexion de cellules au moyen des connecteurs de cellules dans des blocs d'accumulateurs
US11302979B2 (en) 2018-02-12 2022-04-12 Airbus Defence and Space GmbH Battery arrangement for the structural integration of batteries in a vehicle
US11217839B2 (en) 2018-02-12 2022-01-04 Airbus Defence and Space GmbH Battery arrangement for structurally integrating batteries in a vehicle
EP3525259A1 (fr) * 2018-02-12 2019-08-14 Airbus Defence and Space GmbH Agencement de batterie pour l'intégration structurale de batteries dans un véhicule
IT201800002786A1 (it) * 2018-02-19 2019-08-19 Alfazero S P A Metodo di assemblaggio di un pacco batterie per un veicolo a propulsione elettrica, pacco batterie e veicolo a propulsione elettrica comprendente detto pacco batterie
CN111971811A (zh) * 2018-02-19 2020-11-20 阿尔法泽诺股份公司 组装电动车辆的电池组的方法、电池组和包括该电池组的电动车辆
WO2019159146A1 (fr) * 2018-02-19 2019-08-22 Alfazero S.P.A. Procédé d'assemblage d'un bloc-batterie pour un véhicule électrique, bloc-batterie et véhicule électrique comprenant ledit bloc-batterie
US11316224B2 (en) 2018-03-22 2022-04-26 Airbus Defence and Space GmbH Battery arrangement for the load-bearing structural integration of batteries into a vehicle
US11038225B2 (en) 2018-07-20 2021-06-15 Lisa Draexlmaier Gmbh Battery including temperature control system
DE102018117601A1 (de) * 2018-07-20 2020-01-23 Lisa Dräxlmaier GmbH Batterie mit temperiereinrichtung
KR102027124B1 (ko) * 2018-07-20 2019-10-01 주식회사 성우하이텍 전기자동차용 배터리 팩의 마운팅 구조체
DE102018117601B4 (de) 2018-07-20 2022-09-01 Lisa Dräxlmaier GmbH Batterie mit temperiereinrichtung
EP3618171A1 (fr) * 2018-08-30 2020-03-04 ABB Schweiz AG Groupes de cellules de batterie thermiquement découplées
EP3618171B1 (fr) 2018-08-30 2021-02-24 ABB Schweiz AG Groupes de cellules de batterie thermiquement découplées
WO2020100152A1 (fr) * 2018-11-15 2020-05-22 Palaniswamy Guhan Système de refroidissement par immersion à phase unique dans un bloc-batterie à oxyde métallique de lithium perfectionné & composants électroniques sur des véhicules électriques
US20210013722A1 (en) * 2019-01-16 2021-01-14 Lg Chem, Ltd. Secondary battery charging method that shortens charging time
US11929630B2 (en) * 2019-01-16 2024-03-12 Lg Energy Solution, Ltd. Secondary battery charging method that shortens charging time
US11302981B2 (en) * 2019-01-28 2022-04-12 Samsung Sdi Co., Ltd. Battery pack
CN111490193A (zh) * 2019-01-28 2020-08-04 三星Sdi株式会社 电池组
EP3984092B1 (fr) 2019-06-12 2023-03-29 The Lubrizol Corporation Système, méthode et fluide de transfert de chaleur organique
US11929474B2 (en) 2020-06-17 2024-03-12 Technologies Ve Inc. Battery module and battery pack thermal control system
EP3967543A1 (fr) * 2020-09-10 2022-03-16 Altra S.p.A. Batterie pour un véhicule électrique, système d'alimentation électrique d'un véhicule électrique comprenant un réseau de telles batteries et véhicule électrique
WO2022200899A1 (fr) * 2021-03-22 2022-09-29 Sachin Anant Jadhav Ensemble bloc-batterie
WO2022201205A1 (fr) * 2021-03-25 2022-09-29 Praveen Bhaskar Reddi Système d'ensemble bloc-batterie modulaire sans soudure par points
CN113206286B (zh) * 2021-04-26 2023-11-14 佰凡电池(江苏)有限公司 一种锂离子电池配组***
CN113206286A (zh) * 2021-04-26 2021-08-03 佰凡电池(江苏)有限公司 一种锂离子电池配组***
CN113619442A (zh) * 2021-08-23 2021-11-09 成都精锐环科技有限公司 一种基于分布式电池的电动汽车能源管理方法及***
EP4148843A1 (fr) * 2021-09-10 2023-03-15 Samsung SDI Co., Ltd. Système de batterie et véhicule comprenant le système de batterie
IT202100028364A1 (it) * 2021-11-08 2023-05-08 Mat Mates Italia S R L Cestello per un impianto di produzione di celle di batteria
WO2024052288A1 (fr) * 2022-09-08 2024-03-14 Mahle International Gmbh Batterie
EP4344813A1 (fr) * 2022-09-15 2024-04-03 ATS Automation Tooling Systems Inc. Système et procédés de fabrication d'un module de batterie

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