U.S. patent application number 15/794535 was filed with the patent office on 2018-05-03 for electrically insulating battery cells in a battery module from an integrated cooling plate.
The applicant listed for this patent is InEVit, LLC. Invention is credited to Jorg DAMASKE, Alexander EICHHORN, Heiner FEES, Ralf MAISCH, Andreas TRACK.
Application Number | 20180123192 15/794535 |
Document ID | / |
Family ID | 62020561 |
Filed Date | 2018-05-03 |
United States Patent
Application |
20180123192 |
Kind Code |
A1 |
FEES; Heiner ; et
al. |
May 3, 2018 |
ELECTRICALLY INSULATING BATTERY CELLS IN A BATTERY MODULE FROM AN
INTEGRATED COOLING PLATE
Abstract
A battery module includes a cooling plate arranged underneath a
set of battery cells. In an embodiment, one or more electrical
insulation layers are arranged between a bottom of each battery
cell in the set of battery cells and the cooling plate, wherein an
overall thickness of the one or more electrical insulation layers
is configured to be greater than or equal to a threshold electrical
creeping distance. In a further embodiment, a particular electrical
insulation layer is configured with a mixture of
thermally-conductive, electrically insulative paste and a set of
solid electrically insulative objects (e.g., glass balls). The set
of solid electrically insulative objects may be configured to
stiffen the first electrical insulation layer so as to resist a
weight of the set of battery cells and maintain the overall
thickness to be at least equal to the threshold electrical creeping
distance.
Inventors: |
FEES; Heiner;
(Bietigheim-Bissingen, DE) ; TRACK; Andreas;
(Sachsenheim, DE) ; EICHHORN; Alexander;
(Eppingen, DE) ; MAISCH; Ralf; (Abstatt, DE)
; DAMASKE; Jorg; (Freiberg, DE) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
InEVit, LLC |
Santa Clara |
CA |
US |
|
|
Family ID: |
62020561 |
Appl. No.: |
15/794535 |
Filed: |
October 26, 2017 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
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62414254 |
Oct 28, 2016 |
|
|
|
62422101 |
Nov 15, 2016 |
|
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62422116 |
Nov 15, 2016 |
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
H01M 10/613 20150401;
H01M 10/6568 20150401; H01M 10/63 20150401; H01M 2/1077 20130101;
H01M 2200/20 20130101; H01M 2/1094 20130101; H01M 10/6554 20150401;
H01M 10/6556 20150401; H01M 10/6567 20150401; H01M 2220/20
20130101; H01M 10/625 20150401; H01M 2220/10 20130101; H01M 10/653
20150401; H01M 10/48 20130101; F28F 11/00 20130101; H01M 10/647
20150401; Y02E 60/10 20130101; H01M 10/6557 20150401 |
International
Class: |
H01M 10/613 20060101
H01M010/613; H01M 10/625 20060101 H01M010/625; H01M 2/10 20060101
H01M002/10 |
Claims
1. A battery module of an energy storage system, comprising: a set
of battery cells; a cooling plate arranged underneath the set of
battery cells; and one or more electrical insulation layers
arranged between a bottom of each battery cell in the set of
battery cells and the cooling plate, wherein an overall thickness
of the one or more electrical insulation layers is configured to be
greater than or equal to a threshold electrical creeping
distance.
2. The battery module of claim 1, wherein the one or more
electrical insulation layers are configured to maintain the overall
thickness to be greater than or equal to the threshold electrical
creeping distance despite a weight of the set of battery cells
based on a set of solid electrically insulative objects being
included among the one or more electrical insulation layers.
3. The battery module of claim 2, wherein the set of solid
electrically insulative objects configured with sufficient
structural strength to resist deformation from the weight of the
set of battery cells.
4. The battery module of claim 2, wherein the set of solid
electrically insulative objects are made of glass.
5. The battery module of claim 4, wherein the set of solid
electrically insulative objects corresponds to a set of glass
spheres.
6. A battery module of an energy storage system, comprising: a set
of battery cells; a cooling plate arranged underneath the set of
battery cells and configured to cool the set of battery cells; and
a first electrical insulation layer arranged between a bottom of
each battery cell in the set of battery cells and the cooling
plate, the first electrical insulation layer including a mixture of
thermally-conductive, electrically insulative paste and a set of
solid electrically insulative objects.
7. The battery module of claim 6, wherein the set of solid
electrically insulative objects are made of glass.
8. The battery module of claim 7, wherein the set of solid
electrically insulative objects corresponds to a set of glass
spheres.
9. The battery module of claim 6, further comprising: a second
electrical insulation layer arranged between the first electrical
insulation layer and the cooling plate.
10. The battery module of claim 9, wherein the second electrical
insulation layer includes insulation foil.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] The present application for patent claims the benefit of
U.S. Provisional Application No. 62/414,254 with attorney docket
no. INEV-000HP1, entitled "PREDETERMINED BREAKING POINT AND OTHER
COOLING SYSTEM ENHANCEMENTS", filed Oct. 28, 2016, and also to U.S.
Provisional Application No. 62/422,101, with attorney docket no.
INEV-000LP1, entitled "INTEGRATED COOLING PLATE ON MODULE AND SEAL
ON ENDPLATE WITH CONNECTION JOINT OUTSIDE OF THE BATTERY", filed
Nov. 15, 2016, and also to U.S. Provisional Application No.
62/422,116, with attorney docket no. INEV-000QP1, entitled
"TURBULATOR TUBE FOR COOLING SYSTEMS", filed Nov. 15, 2016, each of
which is assigned to the assignee hereof and hereby expressly
incorporated by reference herein in its entirety.
BACKGROUND
1. Field of the Disclosure
[0002] Embodiments relate to electrically insulating battery cells
in a battery module from an integrated cooling plate.
2. Description of the Related Art
[0003] Energy storage systems may rely upon batteries for storage
of electrical power. For example, in certain conventional electric
vehicle (EV) designs (e.g., fully electric vehicles, hybrid
electric vehicles, etc.), a battery housing mounted into an
electric vehicle houses a plurality of battery cells (e.g., which
may be individually mounted into the battery housing, or
alternatively may be grouped within respective battery modules that
each contain a set of battery cells, with the respective battery
modules being mounted into the battery housing). The battery
modules in the battery housing are connected in series via busbars
to a battery junction box (BJB), and the BJB distributes electric
power provided from the busbars to an electric motor that drives
the electric vehicle, as well as various other electrical
components of the electric vehicle (e.g., a radio, a control
console, a vehicle Heating, Ventilation and Air Conditioning (HVAC)
system, internal lights, external lights such as head lights and
brake lights, etc.).
SUMMARY
[0004] An embodiment is directed to a battery module of an energy
storage system, including a set of battery cells, a cooling plate
arranged underneath the set of battery cells, and one or more
electrical insulation layers arranged between a bottom of each
battery cell in the set of battery cells and the cooling plate,
wherein an overall thickness of the one or more electrical
insulation layers is configured to be greater than or equal to a
threshold electrical creeping distance.
[0005] Another embodiment is directed to a battery module of an
energy storage system, including a set of battery cells, a cooling
plate arranged underneath the set of battery cells and configured
to cool the set of battery cells, and a first electrical insulation
layer arranged between a bottom of each battery cell in the set of
battery cells and the cooling plate, the first electrical
insulation layer including a mixture of thermally-conductive,
electrically insulative paste and a set of solid electrically
insulative objects.
BRIEF DESCRIPTION OF THE DRAWINGS
[0006] A more complete appreciation of embodiments of the
disclosure will be readily obtained as the same becomes better
understood by reference to the following detailed description when
considered in connection with the accompanying drawings, which are
presented solely for illustration and not limitation of the
disclosure, and in which:
[0007] FIG. 1 illustrates a front-perspective of an exterior
framing of a battery module in accordance with an embodiment of the
disclosure.
[0008] FIGS. 2A-2B illustrates alternative back-perspectives of the
exterior framing of the battery module of FIG. 1 in accordance with
an embodiment of the disclosure.
[0009] FIG. 3A illustrates a top-perspective of a cross-section of
an electric vehicle including a battery housing in accordance with
an embodiment of the disclosure.
[0010] FIG. 3B illustrates an example of an electric vehicle
including a battery module mounting area in accordance with an
embodiment of the disclosure.
[0011] FIG. 3C illustrates an example of an electric vehicle
including a battery module mounting area in accordance with another
embodiment of the disclosure.
[0012] FIG. 3D illustrates cooling manifold sections in accordance
with another embodiment of the disclosure.
[0013] FIG. 4A illustrates a side-perspective of a cooling manifold
arrangement in accordance with an embodiment of the disclosure.
[0014] FIG. 4B illustrates a top-perspective of the cooling
manifold arrangement in accordance with an embodiment of the
disclosure.
[0015] FIG. 5 illustrates a battery module compartment including a
desiccant material in accordance with an embodiment of the
disclosure.
[0016] FIG. 6 illustrates a control arrangement configured to
control cooling of a battery module in accordance with an
embodiment of the disclosure.
[0017] FIG. 7A illustrates an endplate arrangement in accordance
with an embodiment of the disclosure.
[0018] FIG. 7B illustrates an endplate arrangement in accordance
with another embodiment of the disclosure.
[0019] FIGS. 8A-8D a battery module configuration in accordance
with an embodiment of the disclosure.
[0020] FIG. 9 illustrates a side-perspective of an interface
between a battery cell and a cooling plate in accordance with an
embodiment of the disclosure.
[0021] FIG. 10A depicts different liquid flow types that may occur
inside of cooling tubes in accordance with an embodiment of the
disclosure.
[0022] FIG. 10B illustrates turbulent flows for cooling tubes with
different integrated turbulator component types in accordance with
an embodiment of the disclosure.
[0023] FIG. 11A illustrates a cooling tube portion in accordance
with an embodiment of the disclosure.
[0024] FIG. 11B illustrates a cooling tube arrangement in
accordance with an embodiment of the disclosure.
[0025] FIG. 11C illustrates an exposed section from the cooling
tube portion of FIG. 11A including an integrated turbulator
component in accordance with another embodiment of the
disclosure.
[0026] FIG. 11D illustrates the exposed section from the cooling
tube portion of FIG. 11A including an integrated turbulator
component in accordance with another embodiment of the
disclosure.
[0027] FIG. 12 illustrates a process of generating a cooling tube
for a battery module in accordance with an embodiment of the
disclosure.
DETAILED DESCRIPTION
[0028] Embodiments of the disclosure are provided in the following
description and related drawings. Alternate embodiments may be
devised without departing from the scope of the disclosure.
Additionally, well-known elements of the disclosure will not be
described in detail or will be omitted so as not to obscure the
relevant details of the disclosure.
[0029] Energy storage systems may rely upon batteries for storage
of electrical power. For example, in certain conventional electric
vehicle (EV) designs (e.g., fully electric vehicles, hybrid
electric vehicles, etc.), a battery housing mounted into an
electric vehicle houses a plurality of battery cells (e.g., which
may be individually mounted into the battery housing, or
alternatively may be grouped within respective battery modules that
each contain a set of battery cells, with the respective battery
modules being mounted into the battery housing). The battery
modules in the battery housing are connected in series via busbars
to a battery junction box (BJB), and the BJB distributes electric
power provided from the busbars to an electric motor that drives
the electric vehicle, as well as various other electrical
components of the electric vehicle (e.g., a radio, a control
console, a vehicle Heating, Ventilation and Air Conditioning (HVAC)
system, internal lights, external lights such as head lights and
brake lights, etc.).
[0030] FIG. 1 illustrates a front-perspective of an exterior
framing of a battery module 100 in accordance with an embodiment of
the disclosure. FIGS. 2A-2B illustrate alternative
rear-perspectives of the exterior framing of the battery module 100
in accordance with embodiments of the disclosure. In the examples
of FIGS. 1-2B, the battery module 100 is configured for insertion
into a battery module compartment. For example, in FIGS. 1-2B, each
side of the battery module 100 includes guiding elements 105 or
215B to facilitate insertion into (and/or removal out of) the
battery module compartment. In a further example, the guiding
elements 105 or 215B are configured to fit into grooves inside the
battery module compartment to facilitate insertion and/or removal
of the battery module 100. An insertion-side cover 110 (or
endplate) is integrated into the battery module 100. Upon
insertion, the insertion-side cover 110 may be attached or affixed
to the battery module compartment (e.g., via fixation points 115,
such as bolt-holes, etc.) to seal the battery module 100 inside the
battery module compartment using a cover (or endplate) integrated
sealing system (e.g., rubber ring, paper gasket, sealant adhesive,
etc.). While the insertion-side cover 110 is depicted in FIGS. 1-2B
as integrated into the battery module 100, the insertion-side cover
110 may alternatively be independent (or separate) from the battery
module 100, with the battery module 100 first being inserted into
the battery module compartment, after which the insertion-side
cover 110 is attached.
[0031] Referring to FIGS. 1-2B, the insertion-side cover 110
includes fixation points 115 provisioned on a flange, a set of
cooling connections 120, and an overpressure valve 125. In an
example, the fixation points 115 may be bolt-holes through which
bolts may be inserted, and the set of cooling connections 120 may
include input and output cooling tube connectors (e.g., through
which coolant fluid is pumped into the battery module 100 for
cooling one or more cooling plates). The overpressure valve 125 may
be configured to open when pressure inside of the battery module
100 exceeds a threshold (e.g., to avoid an explosion or
overpressure by degassing in case of a thermal run away of a
battery cell in the battery module 100). As will be described in
more detail below, the set of cooling connections 120 may include a
cooling tube inlet and a cooling tube outlet for a cooling tube
that is arranged inside of the battery module 100.
[0032] In an alternative embodiment, the fixation points 115 and
associated flange can be omitted, and a different fixation
mechanism (e.g., a clip or clamping mechanism) can be used to
secure the battery module 100 inside a respective battery module
compartment.
[0033] Referring to FIGS. 2A-2B, the battery module 100 further
includes a set of fixation recesses 200 (e.g., to position and
secure the battery module 100 in the battery module compartment
while inserted), and a set of high current (HC) connectors 205
(e.g., corresponding to positive and negative terminals of the
battery module 100, each of which may be connected, via bolting,
screwing or plugging, to an electrical interface that is coupled to
either the BJB or another battery module). In FIG. 2A, the battery
module includes a wired HC data port 210A (e.g., to connect
internal sensors of the battery module 100 to the BJB (not shown in
FIG. 2A) via a wired LC module-to-tunnel interface (not shown in
FIG. 2A) in the battery module compartment). In FIG. 2B, the
battery module includes an optical LC data port 210B (e.g., to
connect internal sensors of the battery module 100 to the BJB (not
shown in FIG. 2B) via an optical LC module-to-tunnel interface (not
shown in FIG. 2B) in the battery module compartment, such as a
light tube). In an example, the optical LC data port 210B, upon
insertion of the battery module 100 into the battery module
compartment, may be pressed against the optical LC module-to-tunnel
interface (not shown in FIG. 2B) so that optical signals can be
exchanged with the BJB through light tube(s) in the tunnel space
without collecting dust or other debris. Accordingly, the battery
module 100 is configured such that, upon insertion into the battery
module compartment, the HC connectors 205 and the LC data port 210A
or 210B are each secured and connected (e.g., plugged into, or
pressed against and sealed) corresponding connectors in the battery
module compartment. As used herein, reference to "LC" and "HC" is
generally used to distinguish between data connections (i.e., LC)
and power connections (i.e., HC). Generally, power connections are
associated with higher currents and/or voltages (e.g., suitable for
powering a drive motor of an electric vehicle), while data
connections are associated with lower currents and/or voltages
(e.g., suitable for transporting data, although low-power loads may
also be supported, such as a Universal Serial Bus (USB) charging
load).
[0034] Embodiments of the disclosure described herein relate to
various battery module cooling enhancements. Below, an example
battery housing configuration containing a plurality of battery
module compartments for powering an electric vehicle is described,
followed by examples of battery module cooling enhancements.
[0035] FIG. 3A illustrates a top-perspective of a cross-section of
an electric vehicle 300A including a battery housing 305A in
accordance with an embodiment of the disclosure. FIG. 3A depicts
various well-known components (e.g., wheels, axles, etc.) of the
electric vehicle 300A to provide general context, but these
components are not described in detail below for the sake of
brevity. With respect to FIG. 3A and other FIGS described below,
reference to battery "housing" and battery "module mounting area"
is somewhat interchangeable. The battery module mounting area in
FIG. 3A (and other FIGS described below) refers to an arrangement
of battery module compartments configured to receive insertion of
battery modules and to be sealed via insertion-side covers to form
a battery housing. Further, in at least one embodiment, the battery
module mounting area is part of a floor of the electric vehicle
300A.
[0036] Referring to FIG. 3A, the battery housing 305A includes ten
battery module compartments denoted as A . . . J, and a middle bar
310A that is positioned between battery module compartments A . . .
E and battery module compartments F . . . J on different
longitudinal sides of the electric vehicle 300A. Each battery
module compartment includes a frame (or plurality of walls)
defining an interior space configured to fit a respective battery
module, and an insertion-side which may be opened to facilitate
insertion and/or removal of the respective battery module. The
middle bar 310A may be constructed from the dividers (or firewalls)
that separate laterally adjacent (e.g., aligned width-wise as a
left/right pairing in the electric vehicle 300A) battery module
compartments A . . . J (e.g., the firewall between battery module
compartments A and F, the firewall between battery module
compartments B and G, etc.).
[0037] In an example, the middle bar 310A may be one single
longitudinal "bar" that extends across the entirety of the battery
housing 305A. In this case, the interior side-walls of each battery
module compartment may be attached to the middle bar 310A to form
the battery module mounting area. In an alternative example, each
laterally adjacent battery module compartment pair may be
pre-constructed as a battery module compartment chamber with its
own chamber-specific firewall for separating its respective
laterally adjacent battery module compartments. The battery module
compartment chambers may be stacked longitudinally to form the
battery module mounting area. In this case, the middle bar 310A is
an aggregation of the individual firewalls contained in each
respective battery module compartment chamber across the battery
housing 305A.
[0038] While the middle bar 310A is illustrated in FIG. 3A as being
centered in the battery housing 305A, the middle bar 310A can be
positioned in other locations (e.g., closer to one side or the
other, so as to fit differently-sized battery modules on left and
right sides of the battery module mounting area) in other
embodiments. Further, multiple middle bars could be deployed in
other implementations. For example, a particularly wide vehicle may
be equipped with a battery module mounting area that is wider than
the lengths of two battery modules, such that a gap may be present
between the two battery modules when inserted into a laterally
adjacent pair of battery module compartments. In this case, two
separate firewalls may be used for each laterally adjacent battery
module compartment so that respective battery modules can
comfortably fit therein, with a gap in-between the two firewalls.
The two firewalls may form part of two separate "middle" bars (even
though each respective firewall may be offset from a center or
middle of the battery housing 305A), with the two separate middle
bars either corresponding to two long "bars" extending across the
battery housing 305A or two aggregations of chamber-specific
firewalls from longitudinally stacked battery module compartment
chambers. In at least one embodiment, the gap between the two
separate middle bars may be used as a tunnel space (e.g., to
facilitate optical communication, to run LC/HC busbars, etc.),
although the embodiments describe below relate to an implementation
where the tunnel space is defined above the battery module
compartments, and not in a gap between laterally adjacent battery
module compartments.
[0039] It will be appreciated that the battery housing 305A
including ten battery module compartments A . . . J is shown in
FIG. 3A for example purposes only. For example, an electric vehicle
with a longer wheel base may be configured with a battery housing
having more battery module compartments (e.g., 12, 14, etc.), while
an electric vehicle with a shorter wheel base may be configured
with a battery housing having fewer battery module compartments
(e.g., 8, 6, etc.). The battery module compartments A . . . E are
arranged longitudinally (i.e., lengthwise with respect to electric
vehicle 300A) on a right-side of the electric vehicle 300A, while
battery module compartments F . . . J are arranged longitudinally
on a left-side of the electric vehicle 300A.
[0040] As used herein, a "battery module" is a package that
contains a plurality of battery cells, such as lithium ion battery
cells or battery cells made from a different electrode material.
Battery modules may be configured with a prismatic or pouch battery
cell arrangement (sometimes referred to as a soft pack), while
other battery modules are configured with a cylindrical battery
cell arrangement.
[0041] As used herein, a battery module compartment being "sealed"
refers to a seal that is at least water-tight or liquid-tight, and
optionally gas-tight (at least, with respect to certain gases such
as smoke from fire, carbon, electrolyte particles, dust and debris,
etc.). Generally, the sealing of the battery module compartments is
a result of its interior walls being welded or glued together
(where possible), and any connection interfaces (e.g.,
insertion-side cover, coolant interface plugs, electrical interface
connectors, etc.) being sealed with a suitable type of sealant
(e.g., O-ring, rubber gasket, sealing compound, etc.). While the
sealing of the battery module compartments could potentially be
hermetic (e.g., gas-tight with respect to all gases), hermetic
sealing is not necessary (e.g., due to high cost). Accordingly, the
sealing of the battery module compartments may be configured to
block propagation of likely contaminants (e.g., liquids such as
water, flames and/or smoke from fires, carbon, electrolyte
particles, dust and debris, etc.) from entering into battery module
compartments from an external environment and/or from exiting the
battery module compartments towards a protected area (e.g., a
passenger cabin of an electric vehicle). Moreover, while various
embodiments described below relate to lateral or side-insertion of
battery modules into respective battery module compartments, the
insertion-side for the battery module compartments A . . . J may
vary between different battery module mounting area
configurations.
[0042] The battery housing 305A described above with respect to
FIG. 3A may be based on various battery module mounting area
configurations, such as a lateral-inserted battery module mounting
area configuration (e.g., battery modules are inserted into a
battery module mounting area from the left and right sides of an
electric vehicle) which is used to describe various embodiments
below. However, while not expressly illustrated, other battery
module mounting area configurations are possible, such as
vertically-inserted battery module mounting area configurations
(e.g., battery modules are inserted into a battery module mounting
area from the top or bottom sides of an electric vehicle),
hinged-inserted battery module mounting area configurations (e.g.,
battery module compartments are attached to hinges so that the
battery module compartments rotate upwards and downwards via the
hinges for battery module insertion), and so on.
[0043] FIG. 3B illustrates an example of an electric vehicle 300B
including a battery module mounting area 305B in accordance with an
embodiment of the disclosure. Referring to FIG. 3B, the battery
module mounting area 305B is configured similarly to the battery
housing 305A in FIG. 3A. Various battery modules 310B-335B are
depicted at various degrees of insertion into the battery module
mounting area 305B. As noted above, upon insertion, fixation
recesses on the battery modules 310B-335B may be aligned with
corresponding fixation pins on the middle bar 310A, which helps to
secure the battery modules 310B-335B inside their respective
battery module compartments. Each of the battery modules 310B-335B
is further shown as including an insertion-side cover. Once
inserted, the insertion-side cover may be secured to the battery
module mounting area 305B (e.g., by screwing or bolting), which
helps to maintain each battery module's fixation pins inside each
respective battery module's fixation recesses during operation of
the electric vehicle 300A.
[0044] FIG. 3C illustrates an example of an electric vehicle 300C
including a battery module mounting area 305C in accordance with
another embodiment of the disclosure.
[0045] Referring to FIG. 3C, the battery module mounting area 305C
is configured similarly to the battery module mounting area 305B in
FIG. 3B. Various battery modules 310C are shown at various degrees
of insertion into the battery module mounting area 305C. A tunnel
space 315C is defined above the battery module mounting area 305C
by a set of center-mounted bars 320C. Further shown in FIG. 3C is a
BJB 325C that is configured to be connected to the various battery
modules via both LC busbars 330C and module-to-module power
connectors 335C. While not shown expressly in the exploded view
depicted in FIG. 3C, the LC busbars 330C and module-to-module power
connectors 335C may be installed inside of the tunnel space 315C,
and then sealed (e.g., via bolting or screwing onto the top of the
battery module mounting area 305C). Also, while the BJB 325C, the
LC busbars 330C and the module-to-module power connectors 335C are
shown as floating above the battery housing components in FIG. 3C,
it will be appreciated that this is for convenience of illustration
as the BJB 325C is installed adjacent to the tunnel space 315C, and
the LC busbars 330C and the module-to-module power connectors 335C
are installed inside the tunnel space 315C.
[0046] Further shown in FIG. 3C are cooling manifold sections 340C
and 345C (e.g., made from aluminum, copper, etc.), which form part
of a cooling manifold that is configured to carry liquid coolant to
and from cooling tubes arranged inside the plurality of battery
modules. The cooling manifold sections 340C and 345C are described
in more detail with respect to FIG. 3D.
[0047] Referring to FIG. 3D, the cooling manifold section 340C
includes cooling interfaces 300D-325D that are configured to be
coupled to respective cooling tube inlets on the battery modules
310C. The cooling manifold section 345C includes cooling interfaces
330D-355D that are configured to be coupled to respective cooling
tube outlets on the battery modules 310C. So, liquid coolant flows
from the cooling manifold section 340C through the cooling
interfaces 300D-325D into cooling tubes (not shown) inside the
battery modules 310C via respective cooling tube inlets, and the
liquid coolant flows from the cooling tubes (not shown) out to the
cooling manifold section 340C through the cooling interfaces
330D-355D via respective cooling tube outlets. In an example, the
cooling tube inlets and outlets correspond to the cooling
connections 120 shown in FIG. 1, with a lower of the two cooling
connections 120 being the cooling tube inlet, and a higher of the
two cooling connections 120 being the cooling tube outlet. However,
it will be appreciated that the inlet/outlet configuration could be
different in other embodiments (e.g., the cooling tube outlet could
be arranged lower or at a same height as the cooling tube inlet,
etc.). The cooling tube inlets and outlets may each be configured
with a fitting to facilitate coupling to a respective cooling
interface on the cooling manifold. While not shown in FIGS. 3C-3D,
the cooling manifold section 340C may carry cold liquid coolant
from a cooling system, while the cooling manifold section 345C
cycles warmer liquid coolant back to the cooling system. Also,
while not shown expressly in FIGS. 3C-3D, similar cooling manifold
sections may also be arranged on the other side of the electric
vehicle 300B for providing the liquid coolant to other battery
modules. As used herein, the terminology of "cooling manifold" may
reference the overall manifold structure for the cooling system
(e.g., for cycling liquid coolant to/from the battery modules), or
alternatively to particular cooling manifold sections, such as
cooling manifold sections 340C-345C.
[0048] Referring to FIG. 3D, it will be appreciated that each of
the cooling interfaces 300D-355D is configured to connect to a
corresponding fitting for a cooling tube inlet or outlet outside of
the battery housing where the battery modules are stored in
respective battery module compartments. Accordingly, any breach or
rupture at the point where the cooling interfaces 300D-355D are
coupled to the cooling tube inlets and outlets will not cause
flooding inside of the battery module compartments. In particular,
one or more of the connections between the cooling interfaces
300D-355D and the cooling tube inlets and outlets may be damaged
during a crash, thereby causing a leak. However, by arranging these
connections outside of the battery module compartments, any such
leaks will flood outside of the battery module compartments such
that the battery module compartments are not flooded.
[0049] FIG. 4A illustrates a side-perspective of a cooling manifold
arrangement 400A in accordance with an embodiment of the
disclosure. Referring to FIG. 4A, cooling manifold arrangement 400A
includes a first cooling manifold section 405A and a second cooling
manifold section 410A. Similar to the cooling manifold section 340C
in FIGS. 3C-3D, the cooling manifold section 405A includes cooling
interfaces (not shown) that are configured to be coupled to
respective cooling tube inlets (not shown) on the battery modules
415A-430A. Also, similar to the cooling manifold section 345C in
FIGS. 3C-3D, the cooling manifold section 410A includes cooling
interfaces (not shown) that are configured to be coupled to
respective cooling tube outlets (not shown) on the battery modules
415A-430A. So, liquid coolant flows from the cooling manifold
section 405A through the cooling interfaces into cooling tubes (not
shown) of the battery modules 415A-430A via respective cooling tube
inlets, and the liquid coolant flows from the cooling tubes (not
shown) out to the cooling manifold section 410A through the cooling
interfaces via respective cooling tube outlets.
[0050] Further depicted in FIG. 4A is a predetermined leak
component 435A that is arranged at a defined section of the cooling
manifold that is outside of an associated battery housing. The
predetermined leak component 435A configured to cause the liquid
coolant to leak out of the defined section of the cooling manifold
in response to crash forces (e.g., either by the raw impact of the
crash forces or via a control signal that is sent to the
predetermined leak component 435A in response to detection of the
crash forces, such as an airbag signal). As shown in FIG. 4A, in
one example, the defined section is arranged at a lowest point of
the cooling manifold (e.g., so that any liquid coolant leaks do not
flow towards the battery modules 415A-430A), with the predetermined
leak component 435A being integrated into the cooling manifold
section 405A carrying liquid coolant from the cooling system to the
battery modules 415A-430A. In a further example, the defined
section of the cooling manifold where the predetermined leak
component 435A is arranged may be specifically configured to be on
an inlet-side of the battery modules within the cooling manifold
section 405A. So, when the predetermined leak component 435A
ruptures, explodes or opens in response to crash forces, additional
liquid coolant is blocked from entry into the battery module
compartments through their respective cooling tube inlets.
[0051] FIG. 4B illustrates a top-perspective of the cooling
manifold arrangement 400A in accordance with an embodiment of the
disclosure.
[0052] Referring to FIG. 4A, a battery housing 400B is shown, with
the battery modules 415A-430A being positioned inside the battery
housing 400B, with the cooling manifold sections 405A-410A and the
predetermined leak component 435A being arranged outside of the
battery housing 400B. So, any leakage from the predetermined leak
component 435A will not contaminate the battery modules 415A-430A
due to the protection (e.g., liquid-tight seal) of respective
battery module components that secure the battery modules 415A-430A
inside of the battery housing 400B.
[0053] The predetermined leak component 435A may be configured in a
variety of ways, as will be explained in the following
examples.
[0054] In a first example, the predetermined leak component 435A
may correspond to a cooling manifold section that is structurally
weaker than one or more other sections of the cooling manifold and
is configured to break before the one or more other sections in
response to the crash forces (i.e., directly in response to the raw
impact of the crash forces). For example, the predetermined leak
component 435A may be made from plastic or thinner metal relative
to the other sections of the cooling manifold section 405A.
[0055] In a second example, the predetermined leak component 435A
may correspond to an explosive mechanism that is configured to
explode in response to the crash forces. For example, the explosive
mechanism may be configured to explode in response to a control
signal from a controller (e.g., at the BJB or other control entity)
that is sent by the controller to the explosive mechanism in
response to the crash forces. In an example, the control signal to
cause the explosive mechanism to explode may be triggered in
conjunction with an airbag signal that causes driver and passenger
side airbags to deploy.
[0056] In a third example, the predetermined leak component 435A
may correspond to a valve (e.g., an electrical valve or a
magnetically controlled valve) that is configured to open in
response to the crash forces. For example, the valve may be
configured to open in response to a control signal from a
controller (e.g., at the BJB or other control entity) that is sent
by the controller to the valve in response to the crash forces. In
a further example, the valve may be controlled (e.g.,
opened/closed) electrically, magnetically (e.g., controlled via an
electric magnet), or any combination thereof. In an example, the
control signal to cause the valve to open may be triggered in
conjunction with an airbag signal that causes driver and passenger
side airbags to deploy.
[0057] Referring to FIGS. 4A-4B, the leaking of the predetermined
leak component 435A which is triggered by crash forces may reduce
the amount of liquid coolant that leaks inside the individual
battery module compartments. However, it is possible that the
battery modules inside the battery module compartments will
rupture, causing some amount of liquid coolant inside respective
cooling tubes of the battery modules to leak inside the battery
module compartments.
[0058] As shown in FIG. 5, a battery module compartment 500 of a
battery housing includes a battery module 505 may include a
desiccant material 510. In an example, the desiccant material 510
may be arranged at a bottom of the battery module compartment 500
underneath a cooling plate 515 of the battery module 505. The
desiccant material 510 will absorb or soak up a certain amount of
liquid coolant that leaks inside the battery module compartment
500. In an example, the desiccant material may be deployed as a
powder that is packed in a perforated bag. The bag may be
positioned inside the battery module 505 itself, or alternatively
outside of the battery module 505 on a floor (or bottom) of the
battery module compartment 500.
[0059] The desiccant material 510 may be used in conjunction with
any other leakage reduction embodiments described in the present
disclosure, including but not limited to the cooling manifold
arrangement 400A of FIG. 4A. For example, if less than all of the
liquid coolant leaks out of the defined section of the cooling
manifold in response to the crash forces based on operation of the
predetermined leak component 435A, the desiccant material arranged
inside of one or more battery module compartments may then absorb
some or all of any residual liquid coolant that leaks inside of the
battery module compartments. Further, the desiccant material 510
may also help to absorb liquid coolant that leaks in associated
with non-crash scenarios, such as leaks that occur within the
battery modules as described below with respect to FIG. 6.
[0060] FIG. 6 illustrates a control arrangement 600 configured to
control cooling of a battery module in accordance with an
embodiment of the disclosure. Referring to FIG. 6, the control
arrangement includes a cooling manifold section 605 carrying liquid
coolant to a cooling plate 610 via a cooling tube inlet of a
battery module, and a cooling manifold section 615 receiving the
liquid coolant via a cooling tube outlet and carrying the liquid
coolant away from the battery module.
[0061] Referring to FIG. 6, a control mechanism is arranged between
an inlet side and an outlet side of the cooling tube for the
battery module. The control mechanism includes a first pressure
sensor 620 configured to measure a first liquid pressure of the
liquid coolant in the coolant manifold section 605 on an inlet side
of the cooling tube of the battery module, a first pressure sensor
625 configured to measure a second liquid pressure of the liquid
coolant in the coolant manifold section 615 on an outlet side of
the cooling tube of the battery module, a controller 630 configured
to determine whether a differential between the first and second
liquid pressures exceeds a threshold, and a valve configured to
selectively shut off a flow of the liquid coolant through the
cooling tube based at least in part on whether the determined
differential between the first and second liquid pressures exceeds
the threshold.
[0062] It will be appreciated that some drop in pressure between
the inlet side and outlet side of the cooling tube of the battery
module is generally expected during normal operation when no leak
is present inside the battery module. However, this drop in
pressure across the inlet and outlet sides of the cooling tube is
increased when there is a leak in the cooling tube. So, the
threshold evaluated by the controller 630 may be configured to be
high enough so that a leak in the cooling tube is indicated when
the differential between the first and second liquid pressures
exceeds the threshold. In other words, the threshold is greater
than an amount of pressure loss through the cooling tube that
occurs when no leak is present in the cooling tube.
[0063] Referring to FIG. 6, in an example, the valve 635 is an
electrical valve, and the controller 630 directs the automatic
valve to shut off (i.e., close) in response to a determination that
the differential between the first and second liquid pressures
exceeds the threshold. In an alternative example, the valve is a
mechanical valve. In a further example, the mechanical or
electrical valve 635 may be configured to automatically close in
response to a determination that the differential between the first
and second liquid pressures exceeds the threshold. In an
alternative example, instead of automatically closing the valve
635, the controller 630 sends an alert to a user (e.g., to the
user's phone, to a vehicle dashboard which flashes a warning light,
etc.) in response to a determination that the differential between
the first and second liquid pressures exceeds the threshold. The
alert prompts the user to bring the electric vehicle in for service
and/or to shut off (i.e., close) the manual valve. In FIG. 6, the
valve 635 is arranged on the inlet side of the cooling tube of the
battery module. However, in other embodiments, the valve 635 may
alternatively be arranged on the outlet side of the cooling tube of
the battery module.
[0064] While FIGS. 4A-6 generally relate to mechanisms for
controlling liquid coolant leaks, other embodiments are directed to
ensuring that the cooling tube is sealed at both the inlet side and
outlet side of the cooling tube.
[0065] FIG. 7A illustrates an endplate arrangement 700A in
accordance with an embodiment of the disclosure. In an example, the
endplate arrangement 700A may correspond to a side perspective of a
portion of the insertion-side cover 110 of FIG. 1 which depicts the
area surrounding either of cooling connections 120.
[0066] Referring to FIG. 7A, sealing component 710A is arranged
inside of a hole in an endplate 705A. The sealing component 710A
includes its own hole, through which a cooling tube 715A is
threaded. While not shown in FIG. 7A, another end of the cooling
tube 715A may be threaded through another sealing component on the
endplate 705A. So, the cooling tube section depicted in FIG. 7A may
correspond to either a cooling tube inlet or a cooling tube outlet
of the cooling tube 715A. A cooling tube fitting 720A is attached
to the cooling tube 715A for coupling to a corresponding cooling
interface of the cooling manifold (not shown in FIG. 7A).
[0067] In the embodiment of FIG. 7A, two sealing elements are used
to ensure that the sealing component 710A seals the hole in the
endplate 705A. A sealing element 725A is arranged in sealing area
730A between the sealing component 710A and the endplate 705A, and
a sealing element 735A is arranged in sealing area 740A between the
sealing component 710A and the cooling tube 710A. The sealing areas
735A and 740A are arranged as ring-shaped gaps, and the sealing
elements 725A and 735A are configured as rings. In an example, the
sealing elements 725A and 735A may be formed from vulcanized
rubber. Accordingly, both sides of the sealing component 710A are
sealed (e.g., liquid-tight).
[0068] As noted above, the endplate arrangement 700A may be
configured for either a cooling tube inlet or a cooling tube outlet
of the cooling tube 710A. A similar endplate arrangement may be
deployed for the other side of the cooling tube 710A, such that
both cooling tube inlet and the cooling tube outlet are sealed.
[0069] FIG. 7B illustrates an endplate arrangement 700B in
accordance with another embodiment of the disclosure. In an
example, the endplate arrangement 700B may correspond to a side
perspective of a portion of the insertion-side cover 110 of FIG. 1
which depicts the area surrounding either of cooling connections
120.
[0070] Referring to FIG. 7B, cooling tube 705B includes an
integrated sealing component 710B. In an example, the cooling tube
may be configured as an upset pipe with a threaded portion (e.g.,
rings or ridges arranged along an external surface of a section of
the cooling tube 705B). Once the cooling tube 705A is passed
through a hole in endplate 715B, the integrated sealing component
710B is aligned with the hole so as to define a sealing area 720B.
For example, the threaded portion may be aligned with the hole in
endplate 715B, with a gap between threads of the threaded portion
defining the sealing area 720B. The sealing area 720B includes a
sealing element 725B. The sealing area 720B is arranged as a
ring-shaped gap, and the sealing element 725B is configured as a
ring. In an example, the sealing element 725B may be formed from
vulcanized rubber.
[0071] While not shown in FIG. 7B, another end of the cooling tube
705B may be threaded through another sealing component on the
endplate 715B. So, the cooling tube section depicted in FIG. 7B may
correspond to either a cooling tube inlet or a cooling tube outlet
of the cooling tube 705B. While not shown expressly in FIG. 7B, a
cooling tube fitting may be attached to the cooling tube 705B for
coupling to a corresponding cooling interface of the cooling
manifold, as shown with respect to FIG. 7A.
[0072] In the embodiment of FIG. 7B, because a sealing component
separate from the cooling tube 705B is not used as in FIG. 7A, a
single sealing element is sufficient to ensure to seal the hole in
the endplate 715B. As noted above, the endplate arrangement 700B
may be configured for either a cooling tube inlet or a cooling tube
outlet of the cooling tube 705B. A similar endplate arrangement may
be deployed for the other side of the cooling tube 705B, such that
both cooling tube inlet and the cooling tube outlet are sealed.
[0073] FIGS. 8A-8D a battery module configuration in accordance
with an embodiment of the disclosure. In an embodiment, the battery
module configuration depicted in FIGS. 8A-8B may be used with
respect to battery module 100 in FIGS. 1-2B. Further, FIGS. 8A-8D
depict a virtual `construction` of a battery module that by
starting with an empty shell of a battery module and then adding
the various components that comprise the battery module.
[0074] FIG. 8A illustrates a battery module perspective 800A in
accordance with an embodiment of the disclosure. In FIG. 8A, the
battery module perspective 800A depicts part of an exterior frame
of the battery module with an open top (e.g., through which the
various components of the battery module may be installed during
assembly). In particular, the battery module perspective 800A
depicts an insertion-side cover 805A (e.g., similar to
insertion-side cover 110 of FIGS. 1-2B) including cooling tube
sealing components 810A-815A (e.g., similar to sealing component
710A of FIG. 7A). Also depicted are sidewalls 820A-825A, and a
backwall 830A. While not shown expressly in the battery module
perspective 800A of FIG. 8A, the backwall 830A includes fixation
recesses 200, the HC connectors 205, and the LC data port 210A/210B
depicted in FIGS. 2A-2B.
[0075] FIG. 8B illustrates a battery module perspective 800B in
accordance with an embodiment of the disclosure. In FIG. 8B, an
overpressure valve 805B (e.g., correspond to overpressure valve 125
in FIG. 1) is added to the insertion-side cover 805A (e.g.,
corresponding to fixation points 115 in FIG. 1). The optional
flanges and various fixation points of the insertion-side cover
805A are omitted for convenience of illustration. Further added in
FIG. 8B is cooling tube 810B, which is connected to the cooling
connectors 810A-815A and runs along the bottom of the battery
module. In particular, the cooling tube 810B is coupled to a
cooling plate (not shown in the battery module perspective 800B of
FIG. 8B) for cooling the battery module.
[0076] FIG. 8C illustrates a battery module perspective 800C in
accordance with an embodiment of the disclosure. In FIG. 8C, a
cooling plate 805C is added to the battery module perspective 800B
depicted in FIG. 8B, which covers the cooling tube 810B depicted in
FIG. 8B. Insertion-side cover 805A is also depicted with additional
detail in FIG. 8C.
[0077] FIG. 8D illustrates a battery module perspective 800D in
accordance with an embodiment of the disclosure. In FIG. 8D,
cylindrical battery cells 805D are inserted on top of the cooling
plate 805C of FIG. 8C (e.g., along with one or more intervening
insulation layers for electrical insulation between the cooling
plate 805C and the cylindrical battery cells, as will be discussed
below in more detail). Also depicted in FIG. 8D are the flanges and
fixation points 805D on the insertion-side cover 805A, so the
relevant height of the battery cells and insertion-side cover can
be appreciated. Once again, various features (e.g., individual
bolts, screws, etc.), such as the flanges and fixation points of
the insertion-side cover 805A in the preceding FIGS., have been
omitted to increase the overall clarity of this sequence of FIGS.
by focusing on the more relevant features. Also, in other
embodiments, different battery cell types can be used, such as
prismatic cells or pouch cells.
[0078] FIG. 9 illustrates a side-perspective of an interface
between a battery cell (e.g., one of the cylindrical battery cells
805D depicted in FIG. 8D) and a cooling plate 905 (e.g., cooling
plate 805C depicted in FIG. 8C) in accordance with an embodiment of
the disclosure.
[0079] Referring to FIG. 9, the cooling plate 905 is arranged
underneath the battery cell 900, as well as other battery cells
(not shown). The cooling plate 905 is configured to cool the
battery cell 900 (e.g., based on a coupling to a cooling tube, such
as the cooling tube 810B from FIG. 8B). A first electrical
insulation layer is arranged between a bottom of the battery cell
900 and the cooling plate 905. The first electrical insulation
layer includes a mixture of thermally-conductive, electrically
insulative paste 910 and a set of solid electrically insulative
objects 915. For example, the set of solid electrically insulative
objects are made of glass (e.g., glass spheres or balls). A second
electrical insulation layer including insulation foil 920 is
arranged between the first electrical insulation layer and the
cooling plate 905.
[0080] Referring to FIG. 9, the electrical insulation layer(s)
arranged between a bottom of the battery cell 900 and the cooling
plate 905 may be configured with an overall thickness that is
configured to be greater than or equal to a threshold electrical
creeping distance (e.g., to ensure that there is no electrical
connection between the battery cell 900 and the cooling plate 905).
To this end, the set of solid electrically insulative objects 915
may be configured with sufficient structural strength to resist
deformation from the weight of the battery cell 900 (as well as the
other battery cells in the battery module). To put another way, the
set of solid electrically insulative objects 915 are structurally
sufficient to maintain the threshold electrical creeping distance
despite a weight of the battery cell(s) (e.g., the battery cell(s)
cannot simply compress the set of solid electrically insulative
objects 915 based on the cell weight). As noted above, glass may be
sufficient for this purpose. While FIG. 9 is described with respect
to a single battery cell, the electrical insulation layer(s) may be
arranged between the cooling plate 905 and a plurality of cells,
such as all the cylindrical battery cells 805D depicted in FIG.
8D.
[0081] FIG. 10A depicts different liquid flow types that may occur
inside of cooling tubes in accordance with an embodiment of the
disclosure. In FIG. 10A, arrows depict fluid movement inside of a
respective cooling tube.
[0082] At 1000A, a cooling tube with a laminar flow is depicted.
Generally, a laminar flow as shown at 1000A is associated with
lower pressure loss and thereby lower pump energy to move liquid
coolant through the cooling tube. However, a laminar flow as shown
at 1000A is also associated with lower cooling performance.
[0083] At 1005A, a cooling tube with a turbulent flow is depicted.
The turbulent flow at 1005A may be achieved by increasing the
pressure inside the cooling tube, such as by decreasing the
diameter of the cooling tube or roughening an interior surface of
the cooling tube. Generally, a turbulent flow as shown at 1005A is
associated with higher cooling performance compared with a laminar
flow. However, a turbulent flow as shown at 1005A is also
associated with higher pressure loss and thereby higher pump energy
to move liquid coolant through the cooling tube compared with a
laminar flow.
[0084] At 1010A, another cooling tube with a turbulent flow is
depicted. The turbulent flow at 1010A may be achieved via an
integrated turbulator component 1015A inside the cooling tube, such
as a spring (e.g., a coiled spring, a wave spring, etc.) or a
chain.
[0085] FIG. 10B illustrates turbulent flows for cooling tubes with
different integrated turbulator component types in accordance with
an embodiment of the disclosure.
[0086] At 1000B, a cooling tube including a spring having coils or
waves with different diameters is depicted. As shown, the different
diameters of the coils or waves repeat in accordance with an
alternating sequence. At 1005B, a cooling tube including a wave
spring is depicted. At 1010B, a cooling tube including a spring
with includes adjacent coils or waves that are staggered apart from
each other by different gradients. So, the gap or interval between
successive coils or waves in the spring need not be constant.
[0087] FIG. 11A illustrates a cooling tube portion 1100A in
accordance with an embodiment of the disclosure. The cooling tube
portion 1100A corresponds to a section of a cooling tube that is
arranged beneath a set of battery cells, such as the cooling tube
810B in FIG. 8B. Sections of the cooling tube 810B that run up the
insertion-side cover 805A through respective holes is not shown in
FIG. 11A.
[0088] Referring to FIG. 11A, some or all of the cooling tube
portion 1100A is configured to include an integrated turbulator
component, as shown at exposed section 1105A. So, the integrated
turbulator component can be omitted in areas where cooling is not
actually needed (e.g., in the cooling manifold, etc.) such that a
laminar flow is obtained for liquid coolant transported therein.
Then, the integrated turbulator component arranged specifically in
the cooling tube portion 1100A that is underneath the set of
battery cells which require cooling to transition a flow of the
liquid coolant from a laminar flow to a turbulent flow. The
integrated turbulator component can correspond to any of the
integrated turbulator component types described above with respect
to FIGS. 10A-10B.
[0089] As shown in FIG. 11A, the cooling tube portion 1100A is
shaped or bent at multiple points to conform to an arrangement of
the set of battery cells above the cooling tube portion 1100 in the
battery module (e.g., to provide cooling to each battery cell among
the set of battery cells). The integrated turbulator component may
be included in each bent section of the cooling tube portion 1100A
(as well as the straight parallel sections of tube) to obtain a
turbulent flows in these areas where high cooling performance is
desired.
[0090] FIG. 11B illustrates a cooling tube arrangement 1100B in
accordance with an embodiment of the disclosure. The cooling tube
arrangement 1100A includes a heat spreader 1105B arranged
underneath the cooling tube portion 1100A.
[0091] FIG. 11C illustrates the exposed section 1105A from FIG. 11A
including an integrated turbulator component 1100C in accordance
with an embodiment of the disclosure. In FIG. 11C, the integrated
turbulator component 1100C is a chain.
[0092] FIG. 11D illustrates the exposed section 1105A from FIG. 11A
including an integrated turbulator component 1100D in accordance
with another embodiment of the disclosure. In FIG. 11D, the
integrated turbulator component 1100C is a spring.
[0093] FIG. 12 illustrates a process of generating a cooling tube
for a battery module in accordance with an embodiment of the
disclosure. The process of FIG. 12 may be used to generate the
cooling tube section 1100A in an example.
[0094] Referring to FIG. 12, at block 1200, a turbulator component
is integrated (e.g., inserted) into a tube. In an example, the tube
may begin as straight at block 1200, which simplifies the insertion
of the turbulator component into the tube. The integrated
turbulator component is configured to transition a flow of liquid
coolant entering into the tube from a laminar flow to a turbulent
flow as described above. At block 1205, the tube with the
integrated turbulator component is bent into a shape that is
configured to fit into the battery module (e.g., the shape
described above with respect to the cooling tube section 1100A). At
block 1210, the bent tube is installed inside the battery module as
part of a cooling tube for the battery module. In an embodiment,
the bent tube is used as the cooling tube portion 1100A. As
described above, the integrated turbulator component may be
configured as a spring (e.g., a coiled spring, a wave spring, a
spring with different diameters or gradients, etc.) or a chain.
[0095] While the embodiments described above relate primarily to
land-based electric vehicles (e.g., cars, trucks, etc.), it will be
appreciated that other embodiments can deploy the various
battery-related embodiments with respect to any type of electric
vehicle (e.g., boats, submarines, airplanes, helicopters, drones,
spaceships, space shuttles, rockets, etc.).
[0096] While the embodiments described above relate primarily to
battery module compartments and associated battery modules and
insertion-side covers for deployment as part of an energy storage
system for an electric vehicle, it will be appreciated that other
embodiments can deploy the various battery-related embodiments with
respect to any type of energy storage system. For example, besides
electric vehicles, the above-noted embodiments can be applied to
energy storage systems such as home energy storage systems (e.g.,
providing power storage for a home power system), industrial or
commercial energy storage systems (e.g., providing power storage
for a commercial or industrial power system), a grid energy storage
system (e.g., providing power storage for a public power system, or
power grid) and so on.
[0097] As will be appreciated, the placement of the various battery
module compartments in the above-noted embodiments is described as
being integrated into a vehicle floor of an electric vehicle.
However, it will be appreciated that the general closed compartment
profile design may be extended to battery module mounting areas
that can be installed in other locations within the electric
vehicle (e.g., in a trunk of the electric vehicle, behind one or
more car seats, under a front-hood of the electric vehicle,
etc.).
[0098] The forgoing description is provided to enable any person
skilled in the art to make or use embodiments of the invention. It
will be appreciated, however, that the invention is not limited to
the particular formulations, process steps, and materials disclosed
herein, as various modifications to these embodiments will be
readily apparent to those skilled in the art. That is, the generic
principles defined herein may be applied to other embodiments
without departing from the spirit or scope of the embodiments of
the disclosure.
* * * * *