Battery system with diverter assembly for thermal propagation protection

Abstract

A battery system for a motor vehicle or another electrical system includes a battery cover, one or more battery cells, and a diverter assembly. The cells define battery cavities in fluid communication with corresponding vent openings. An air gap may be defined in an exhaust volume within the battery system. The diverter assembly includes a diverter body disposed relative to the vent opening. The diverter body is movable or fixed. In response to a thermal propagation event occurring in at least one of the module or the battery cell, each diverter body diverts a high temperature exhaust stream from the cavity into the exhaust volume in a predetermined flow direction as the exhaust stream passes through the vent opening. The diverter assembly may include a support member connected to the diverter body and connectable to the battery cell.

Description

Background Art

[0001] Electrochemical cells and battery packs are used in a variety of battery electrical systems. For example, on an electric vehicle, a high voltage propulsion battery pack is connected to a direct current (DC) voltage bus. The battery pack includes a number of cylindrical, prismatic, or pouch-type electrochemical battery cells, depending on the application. The DC voltage bus, when energized by discharge of the battery pack, powers one or more electric traction motors and associated power electronics. During a battery charging mode, the same DC voltage bus can conduct charging current to the constituent cells of the battery pack.

[0002] Propulsion battery packs suitable for electric vehicles and other high-voltage battery electrical systems typically employ lithium-based or nickel-based battery chemistries. In lithium-ion battery cells in particular, the movement of electrons and lithium ions generates electricity, which is used to power the above-mentioned electric traction motors. The charging and discharging of battery cells is accompanied by the emission of waste heat. During normal operation of the battery pack, the waste heat generated is dissipated from the battery cells through an on-board thermal management system (e.g., using a circulating battery coolant, a cooling plate, or a fan). In rare cases, factors such as battery cell damage, aging, and environmental degradation may cause a given battery cell or battery module to generate heat at a rate that exceeds the cooling capabilities of the on-board thermal management system. The uncontrolled release of thermal energy from a battery cell or module may be exacerbated by heat propagation to adjacent battery cells / modules. Summary of the invention

[0003] A battery system having one or more battery modules is disclosed herein. Each battery module contains a number of electrochemical cells depending on the application, wherein the present solution is particularly easy to apply to the above-mentioned prismatic and cylindrical cells. Each battery module and / or its corresponding battery cell defines a corresponding ventilation opening for discharging hot gases, particles and molten materials during a heat propagation event, collectively referred to herein as exhaust (ejecta). A corresponding ventilation cover is disposed within each ventilation opening, wherein the ventilation cover is configured to open in response to a pressure increase in temperature in the battery module or cell, the pressure increase indicating an active heat propagation event occurring therein. When the ventilation cover bursts or otherwise opens during a heat propagation event, the exhaust from the specific battery cell or module experiencing the heat propagation event is quickly released through the now open ventilation opening and enters an available exhaust volume within the battery system, such as a space, channel or other defined area suitable for receiving the exhaust.

[0004] According to aspects of the present disclosure, the battery module and / or each battery cell is equipped with a diverter assembly operable to direct, deflect or otherwise redirect exhaust into the exhaust volume in a controlled direction. The diverter assembly may be disposed within the exhaust volume directly opposite a corresponding one of the ventilation openings. Benefits of this construction include a corresponding reduction in incident heat when exhaust impacts components disposed directly opposite the ventilation opening, such as other battery cells, battery pack covers, or other adjacent structures (e.g., metal sheets, pipes, wires, etc.). Embodiments of the diverter assembly contemplated herein also facilitate utilizing the diverted exhaust flow to entrain relatively cool air in the battery pack, wherein various movable and fixed schemes for implementing the diverter assembly are described in detail below.

[0005] In a specific non-limiting configuration, a battery system includes: a battery housing having a battery cover; one or more battery modules; and one or more diverter assemblies. Each battery module contains one or more battery cells. Each corresponding one of the battery housing and / or battery cells defines a corresponding ventilation opening and a corresponding battery cavity in fluid communication therewith. In one or more embodiments, the exhaust volume defined within or near one or more battery modules may further define an air gap, for example, between the battery cover and the battery module.

[0006] In addition, the battery system includes a diverter assembly arranged relative to the ventilation opening. The diverter assembly includes one or more diverter bodies, each of which is configured to divert exhaust from the battery cavity to the exhaust volume in response to a heat propagation event occurring in the battery module or battery cell. When the exhaust passes through the ventilation opening, the exhaust is diverted in a specific flow direction, for example, in a single direction or separated directions in different embodiments. Solution 1. A battery system comprising: A battery housing having a battery cover; one or more battery cells, each respective one of the battery cells defining a corresponding vent opening and a corresponding battery cavity in fluid communication therewith, wherein a vent volume is at least partially defined by the battery system proximate the one or more battery cells; and A diverter assembly is arranged relative to the ventilation opening, and the diverter assembly has a diverter body, and the diverter body is configured to divert the exhaust flow from the battery cavity along a predetermined flow direction into the exhaust volume when the exhaust flow passes through the corresponding ventilation opening in response to a heat propagation event occurring in the battery module and / or at least one of the one or more battery cells. Option 2. The battery system according to Option 1, wherein the battery module includes a module ventilation opening as a corresponding ventilation opening, and wherein the diverter body is arranged in the module ventilation opening. Option 3. A battery system according to Option 1, wherein an air gap is defined between the battery cover and the diverter body, and wherein the diverter body is arranged at a predetermined angle and / or curvature relative to the plane of the corresponding ventilation opening, so that the diverter body is configured to entrain ambient air with the exhaust flow within the air gap. Option 4. A battery system according to Option 3, wherein the diverter assembly includes a plate connected to one or more protrusions, and wherein the distal ends of the one or more protrusions are bent and / or formed to a predetermined angle and / or curvature to form a diverter body. Option 5. A battery system according to Option 3, wherein the diverter body has a normally open position relative to the corresponding ventilation opening before the heat transfer event, the normally open position corresponds to the predetermined angle and / or curvature, and the diverter body is configured to close the corresponding ventilation opening in response to the exhaust flow during the heat transfer event. Solution 6. A battery system according to Solution 5, wherein: The predetermined angle and / or curvature comprises a predetermined angle; The diverter body is maintained at a predetermined angle using an adhesive material prior to a heat propagation event; and The adhesive material is configured to melt due to the temperature of the exhaust stream, causing the diverter body to close the corresponding vent opening. Option 7. A battery system according to Option 1, wherein the diverter body is configured to move relative to the battery housing in response to exhaust flow through the ventilation opening. Solution 8. The battery system according to Solution 7 further includes: A support member connected to the steering gear assembly, the support member including a plurality of pin-slot mechanisms, each pin-slot mechanism having: an arm connected to a corresponding one of the battery cells, the arm defining a slot; a pin connected to the diverter body and configured to translate within the slot when the diverter body moves in response to the exhaust flow; and A hinge is connected to a corresponding one of the battery cells and the steering gear body, the hinge and the slot together being configured to limit a range of motion of the steering gear body. Option 9. The battery system according to Option 1, wherein the steering gear body is arranged in the ventilation opening so that the steering gear body forms a ventilation cover that seals the ventilation opening. Solution 10. The battery system according to Solution 1, further comprising: A thermal insulation layer forms a planar thermal barrier opposite the one or more battery cells, wherein the diverter body is arranged parallel to or coplanar with the thermal insulation layer. Option 11. A battery system according to Option 1, wherein the diverter body includes a foldable side so that the diverter body includes: (i) a normally closed position, configured to cover and seal the ventilation opening before the heat propagation event; and (ii) an open position, configured to selectively expose the ventilation opening during the heat propagation event. Option 12. A battery system according to Option 1, wherein the diverter assembly is configured to translate along a central axis of the vent opening in response to exhaust flow. Solution 13. The battery system according to Solution 1, further comprising: A cell cover is attached to each respective one of the battery cells, wherein an outer surface of the cell cover is notched along a perimeter of the diverter body, and wherein the diverter body is configured to flex relative to the outer surface of the cell cover to form a vent cover in response to exhaust flow. Option 14. A battery system according to Option 1, wherein the diverter assembly is constructed by a plate that defines the diverter body into a plurality of diverter bodies, and the plurality of diverter bodies are fixed relative to the one or more battery cells. Option 15. A battery system according to Option 1, wherein the battery system includes a propulsion battery pack configured for use on a motor vehicle, the propulsion battery pack including the one or more battery cells. Solution 16. A diverter assembly for a battery cell of a battery system, the diverter assembly comprising: a steering gear body; and A support member connected to the diverter body and connectable to the battery cell, wherein the diverter body is configured to be arranged relative to a corresponding ventilation opening of the battery cell and to open to a predetermined angle of about 25° to about 45° relative to a plane of the corresponding ventilation opening in response to a heat propagation event in the battery cell, thereby diverting exhaust flow from the battery cell in a predetermined direction into an exhaust volume of the battery system when the exhaust flow passes through the corresponding ventilation opening. Solution 17. The steering gear assembly according to Solution 16, wherein the support member comprises: a pin-and-slot mechanism having an arm connected to the battery cell, the arm defining a slot, wherein a pin of the pin-and-slot mechanism is connected to the diverter body and configured to translate within the slot when the diverter body moves relative to the battery cell in response to the exhaust flow; and A hinge is connectable to the battery unit and to the steering gear body, the hinge and slot being configured to limit a range of motion of the steering gear body. Option 18. According to the diverter assembly of Option 16, the diverter body has a normally open position and a closed position, wherein in the normally open position, the diverter body is arranged at the predetermined angle before the heat transfer event, and the closed position closes the corresponding ventilation opening in response to the exhaust flow during the heat transfer event. Solution 19. A motor vehicle, comprising: Car body; a set of wheels connected to the body of the vehicle; and Electrified powertrain, including: an electric traction motor connected to one or more of the wheels; Propulsion batteries; and An inverter circuit having an AC side connected to the electric traction motor and a DC side connected to a propulsion battery pack, wherein the propulsion battery pack comprises: Battery housing; a plurality of battery cells, each respective one of the plurality of battery cells defining a corresponding vent opening and a corresponding cell cavity, wherein a vent volume is defined between the battery housing and the plurality of battery cells; and A diverter assembly is arranged relative to the corresponding ventilation opening and includes a diverter body, wherein the diverter body is configured to divert exhaust flow from at least one of the plurality of battery cells in a predetermined direction into the exhaust volume when the exhaust flow passes through the ventilation opening in response to a heat propagation event occurring in at least one of the plurality of battery cells. Option 20. A motor vehicle according to Option 19, wherein the battery system includes an insulation layer that forms a planar thermal barrier opposite to the plurality of battery cells, and wherein the steering gear body is arranged to be parallel or coplanar with the insulation layer.

[0007] The above-mentioned features and advantages of the present disclosure and other features and attendant advantages will be readily apparent from the following detailed description of illustrative examples and modes for implementing the present disclosure when combined with the accompanying drawings and the appended claims. In addition, the present disclosure expressly includes combinations and sub-combinations of the elements and features set forth above and below. BRIEF DESCRIPTION OF THE DRAWINGS

[0008] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments of the present disclosure and, together with the description, serve to explain the principles of the present disclosure.

[0009] Figure 1 An exemplary motor vehicle equipped with a battery system according to the present disclosure having one or more module or cell vents and corresponding steering gear assemblies for mitigating thermal effects of a heat propagation event is provided.

[0010] Figure 2 yes Figure 1 A plan view of a representative embodiment of a propulsion battery pack for a battery system is shown in FIG.

[0011] Figure 3A and 3B Embodiments of prismatic battery cells equipped with a movable diverter assembly are shown together according to possible configurations.

[0012] Figure 4 is a perspective view of a collapsible diverter assembly according to an alternative construction.

[0013] Figure 5A and 5B It is available with Figure 1 Side view of the optional normally open cascade configuration of the diverter assembly for use with a battery system.

[0014] Figure 6 is a side view of another normally open configuration of the diverter assembly disclosed herein.

[0015] Fig. 7A , 7B 7C together illustrate a notched surface configuration for forming a diverter assembly from a battery cell cover in a manner that allows the diverter assembly to simultaneously function as a vent cover.

[0016] Fig. 8A , 8B 8C and 8D collectively illustrate a process for constructing a diverter assembly and connecting a vent cover thereto according to one aspect of the present disclosure.

[0017] Fig. 9 is a flow chart illustrating an extrusion-based process for constructing an integrated diverter assembly and vent cover using an alternative approach.

[0018] Fig.10 Extension of the present teachings to battery module vent openings is shown.

[0019] Fig.11A and 11B A battery unit having a translatable diverter body according to another aspect of the present disclosure is shown.

[0020] The drawings are not necessarily drawn to scale and may present somewhat simplified representations of various features of the present disclosure, including, for example, specific dimensions, orientations, locations, and shapes. Details related to such features will be determined in part by the particular intended application and use environment. DETAILED DESCRIPTION

[0021] The present disclosure allows for embodiments in many different forms. Representative examples of the present disclosure are shown in the accompanying drawings and described in detail herein as non-limiting examples of the disclosed principles. To this end, elements and limitations such as those described in the "Abstract", "Background", "Summary", and "Detailed Description" sections but not explicitly set forth in the claims should not be incorporated into the claims individually or collectively by implication, inference, or otherwise.

[0022] As will be appreciated by those skilled in the art, battery packs for battery electric vehicles, electrified powertrains, and other battery electrical systems are typically equipped with thermal vent openings through which high temperature gases, particulates, and molten materials (collectively referred to as "exhaust") are exhausted during a heat propagation event. In order to seal the vent opening prior to a heat propagation event, a pressure sensitive membrane or sacrificial vent cover may span the vent opening. When the pressure differential across the vent cover exceeds a predetermined burst threshold (e.g., approximately 20-25 kilopascals (kPa)), the vent cover opens. Thus, exhaust is rapidly exhausted through the exposed vent opening. Module-level ventilation may be performed in conjunction with cell-level ventilation for a collection of connected battery cells using peripheral vents. Thus, the present teachings may be applied without limitation at the battery cell level and / or battery module level.

[0023] Referring to the drawings, wherein like reference numerals refer to like features throughout the several views. Figure 1 Depicted is a battery system (B HV ) 12 of the electrified power system 10. The battery system 12 includes a battery housing 12H, such as a solid housing. The battery system 12 includes a plurality of ventilation openings 14, such as circular or rectangular through openings, each of which is equipped with a corresponding ventilation cover 140 (see Figure 3A and 3B ).like Figure 2 As shown in FIG. 1 , the battery system 12 may be composed of a number of battery modules 12M suitable for the application, each battery module 12M including one or more electrochemical battery cells 12C. The battery module 12M and / or each battery cell 12C may also include a battery module 12M according to the following reference Figure 3A-10 Corresponding vent openings 14 and associated vent covers 140 are illustrated for one or more of the disclosed embodiments.

[0024] According to this disclosure, Figure 1 The battery system 12 is also equipped with one or more diverter assemblies 15. The diverter assembly 15 arranged relative to the ventilation opening 14 is configured to respond to the battery system 12 (for example, one or more or more of the battery modules 12M) Figure 2Specifically, when the exhaust flow (arrow GG) is discharged through the ventilation opening 14, the diverter assembly 15 diverts the outflow of high-temperature gas, particles and molten materials (hereinafter collectively referred to as "exhaust") generated in a predetermined flow direction. Figure 3A-10 Various hardware options for constructing and integrating the steering gear assembly 15 into the battery system 12 are shown.

[0025] In a representative use case, Figure 1 The electrified power system 10 may be used as part of a motor vehicle 11 or another mobile electrical system. As shown, the motor vehicle 11 may be implemented as a battery electric vehicle, wherein the present teachings may also be extended to plug-in hybrid electric vehicles. Alternatively, the electrified power system 10 may be used as part of another mobile system, such as, but not limited to, rail vehicles, aircraft, ships, robots, agricultural equipment, etc. Likewise, the electrified power system 10 may be stationary, such as in the case of a power plant, crane, drive belt, or conveyor system. Thus, Figure 1 The electrified powertrain system 10 in the representative vehicle embodiment is intended to be illustrative of the present teachings and not limiting thereof.

[0026] Figure 1 The motor vehicle 11 shown in FIG. 1 includes a body 16 and wheels 18F and 18R, where "F" and "R" represent respective front and rear positions. The wheels 18F and 18R rotate about respective axes 19 and 190, where the wheels 18F, 18R, or both are driven by electric traction motors (M) from the electrified powertrain 10. E ) 20 output torque (arrow T O ) provides power, as indicated by arrow

[18] . Although one electric traction motor 20 is shown for simplicity, more than one electric traction motor 20 may be used in other embodiments. In this particular embodiment, wheels 18F and 18R represent mechanical loads, where there may be other possible mechanical loads in different host systems.

[0027] The electrified powertrain 10 may also include a power inverter module (PIM) 22, which is arranged on a high voltage direct current (DC) voltage bus 24 like the battery system 12. As is understood in the art, the PIM 221 is a semiconductor-based power inverter circuit and therefore includes a DC side 220 and an alternating current (AC) side 221, wherein the AC side 221 is connected to the respective phase windings (not shown) of the electric traction motor 20 (when configured as a single-phase or multi-phase motor).

[0028] because Figure 1The battery system 12 of the motor vehicle 11 is connected to the DC side 220 of the PIM 22, and the battery voltage supplied from the battery system 12 to the DC voltage bus 24 is transmitted to the PIM 22 during the propulsion mode of the motor vehicle 11. The PIM 22, or more precisely a set of semiconductor power switches (not shown) resident therein, is controlled via pulse width modulation, pulse density modulation or other suitable switching control techniques to convert the DC input voltage on the DC voltage bus 24 into an AC output voltage suitable for energizing the high-voltage AC voltage bus 25. The high-speed switching of the resident semiconductor switches of the PIM 22 ultimately energizes the electric traction motor 20, so that the electric traction motor 20 generates an output torque and transmits the output torque (arrow T 0 ) is transmitted to one or more of the wheels 18F and / or 18R (at Figure 1 ) or another coupled mechanical load (in other embodiments).

[0029] The electrical components of the electrified powertrain 10 may also include an accessory power module (APM) 26 and an auxiliary battery (B AUX ) 28. The APM 26 is configured as a DC-DC converter connected to the DC voltage bus 24. In operation, the APM 26 is capable of reducing the voltage level on the DC voltage bus 24 to a lower level suitable for charging the auxiliary battery 28 and / or supplying low voltage power to one or more accessories (not shown) (e.g., lights, displays, etc.) via internal switching and voltage conversion. Therefore, the term "high voltage" as used herein may encompass voltage levels in excess of the typical 12-15V low / auxiliary voltage levels, with 400V or more being an exemplary high voltage level in some embodiments of the battery system 12.

[0030] Still refer to Figure 1 The electrified power system 10 may further include an electronic control unit (ECU) 50. The ECU 50 (shown as a single ECU 50 for simplicity of illustration, but may also be implemented as a plurality of networked ECUs 50) is operable to control the control of the power system 10 via electronic control signals (arrow CC O ) to regulate the ongoing operation of the electrified powertrain 10. The ECU 50 responds to the electronic input signal (arrow CC I ) to do so. In various embodiments, this input signal (arrow CC I ) may be actively transmitted or passively detected such that the ECU 50 is operable to determine a particular operating mode. The ECU 50 controls the operation of the electrified powertrain system 10, which may include control actions associated with mitigating the effects of a thermal propagation event of the battery system 12, such as alerting an operator of the motor vehicle 11 to take appropriate steps based on vehicle occupancy, location, operating status, transmitting an alarm signal to a remote source (e.g., a maintenance station or first responder), etc.

[0031] To this end, each ECU 50 is equipped with one or more processors (P) 52, such as logic circuits, combinational logic circuits, application specific integrated circuits (ASICs), electronic circuits, central processing units, semiconductor IC devices, etc., as well as input / output (I / O) circuits 54, appropriate signal conditioning and buffering circuits, and other components such as high-speed clocks to provide the described functions. The ECU 50 also includes an associated computer-readable storage medium, namely a memory (M) 56, which includes a read-only memory, a programmable read-only memory, a random access memory, a hard disk drive, etc., whether resident, remote, or a combination of both. Control routines are executed by the processor 52 to monitor relevant inputs from sensing devices and other networked control modules (not shown), and to execute control and diagnostic routines to manage the operation of the electrified power system 10.

[0032] Again briefly refer to Figure 2 , the battery system 12 may include a configuration configured to, in a non-limiting embodiment, Figure 1 The propulsion battery pack used on the motor vehicle 11 is also called a traction battery pack. The battery system 12 may include a battery pack that can be connected to Figure 1 The battery tray 30 of the housing 12H is shown in FIG. Figure 2 When the housing 12H is securely fastened to the battery tray 30 , a plurality of the above-described battery modules 12M may be disposed on the battery tray 30 and enclosed within the housing 12H.

[0033] Although certain internal details of the battery module 12M are omitted for simplicity of description, it will be understood by those skilled in the art that the battery module 12M contains therein a number of battery cells 12C depending on the application, wherein the typical embodiments described herein are prismatic or cylindrical lithium-ion battery cells. The lithium-ion embodiments of the battery cells 12C are generally composed of a solid or liquid electrolyte material, one or more pairs of working electrodes, and a permeable separator, which are collectively packaged in an electrically insulating can or prismatic housing. The grouped battery cells 12C can be connected by using an electrical interconnect plate 32 (see Figure 5A and 5B ) and associated voltage buses, sensing hardware, and power electronics to connect in series or parallel. Figure 2 Twelve battery modules 12M are depicted in the non-limiting configuration of FIG. 1 , but more or fewer battery modules 12M may be used in other configurations.

[0034] As described above, the housing 12H can be connected to the battery tray 30 in a possible configuration to enclose the battery module 12M therebetween. The battery module 12M and the housing 12H (eg Figure 3A and 3BThe gap between the battery cover 35 or other structure of the housing 12H or other structure located within the housing 12H) thus forms a defined exhaust volume 34 (see Figure 3A ) part, wherein the ventilation channel 83 of the exhaust volume 34 is in Fig.10 In a representative linear configuration, the housing 12H may include side walls 135. Each side wall 135 may define one or more ventilation openings 14 described above, such as for module-level ventilation. For example, Figure 1 The ventilation openings 14 schematically shown in the figure may include representative perimeter module ventilation openings 14A, 14B, 14C, 14D and 14E, as well as cell-level application of ventilation openings 14 disposed on each of the individual battery cells 12C contained therein. This allows for pack-level, module-level and cell-level ventilation of exhaust flow (arrows GG) during heat propagation events.

[0035] During a typical heat propagation event, the temperature within the affected one of the battery modules 12M or its battery cells 12C will increase rapidly. Figure 2 In the drawings, for clarity, such battery modules 12M are labeled "TR". As the internal temperature increases, the internal structure of the battery module 12M and the battery cell 12C that experience the heat propagation event may melt, burn, or otherwise degrade. The process produces various gases and possible molten materials and particulate matter as byproducts, which are collectively referred to as exhaust as described above, and the movement of the exhaust stream (arrow GG) through the battery system 12 is referred to herein as the exhaust stream. For example, the electrolyte solution of a lithium-ion cell includes a lithium salt dissolved in an organic solvent, which decomposes due to heat during a heat propagation event to produce carbon dioxide, carbon monoxide, and other gaseous combustion byproducts.

[0036] As will be appreciated by those skilled in the art, the temperature of the exhaust flow (arrow GG) may temporarily approach or exceed 1000 degrees Celsius. The elevated temperature within a battery module 12M or battery cell 12C experiencing heat propagation increases the internal pressure. Therefore, the vent openings 14 sealed by corresponding vent covers 140, such as the membrane, solid metal cover, or sacrificial cover described above, are configured to open the corresponding vent openings 14 in response to a threshold pressure within the battery cavity 38, as described above. As a result, the exhaust flow (arrow GG) is discharged to the surrounding environment through the vent openings 140. The diverter assembly 15 is configured to temporarily withstand such elevated temperatures until the heat propagation event is controlled and the temperature within the battery system 12 subsides. As with the particular number of battery modules 12M used in a given construction of the battery system 12, the number and relative positions of the individual vent openings 14 may vary with the intended application, and therefore Figure 2 The five perimeter module ventilation openings 14A, 14B, 14C, 14D, and 14E are non-limiting and illustrative of the present teachings.

[0037] Reference now Figure 3A and 3B , shown in a simplified side view according to a possible configuration Figure 1 and 2 1 is a portion of a representative battery cell 12C of a battery system 12. As described above, in this particular embodiment, the battery system 12 includes the above-mentioned battery cover 35, whose lower surface 350 is coated or attached to an insulating layer 350 such as mica. The battery system 12 may include one or more battery modules 12M (see Figure 2 ). As shown, the battery cell 12C defines a corresponding battery cavity 38 therein, which can be filled with an electrolyte material (not shown) when the battery cavity 38 is part of the battery cell 12C. Electrode tabs (+, -) can extend from the battery cell 12C to facilitate the battery cell 12C to be electrically connected to other battery cells 12C located within the battery system 12.

[0038] Each respective one of the battery cells 12C contemplated herein may define a respective vent opening 14 having a corresponding vent cover 140. Figure 3A and 3B In a non-limiting configuration, the ventilation opening 14 of a given battery cell 12C is located between the electrode tabs (+, -). The battery cavity 38 is in fluid communication with the corresponding ventilation opening 14. Figure 3B As shown in the figure, the vent volume 34 defined by / between the battery cell 12C and the lower surface 350 of the battery cover 35 can in turn define an air gap 39 between the battery cover 35 and the battery module 12M / battery cell 12C. In this embodiment, the air gap 39 exists between the lower surface 350 of the battery cover 35 and the corresponding distal end E1 of the angled and / or curved / contoured diverter body 150 of the diverter assembly 15.

[0039] According to the present disclosure, each diverter assembly 15 is arranged relative to a corresponding ventilation opening 14. In this particular embodiment, the diverter assembly 15 including one or more of the diverter bodies 15 is configured relative to the battery cell 12C, the battery cover 35, and / or the battery housing 12H ( Figure 1 ) movement. Movement of the diverter assembly 15, or more precisely one or more diverter bodies 150 thereof, occurs in response to the exhaust flow (arrows GG) forced to escape through the vent openings 14. In some configurations, the insulation layer 37 forms a planar thermal barrier opposite the battery cells 12C. In this configuration, the diverter body 150 can be arranged parallel or coplanar with the insulation layer 37.

[0040] In response to a heat propagation event occurring in one or more of the battery cells 12C, the diverter assembly 15 and its one or more diverter bodies 150 are operable to divert the resulting exhaust flow (arrow GG) into the exhaust volume 34. Figure 3B This occurs along a predetermined flow direction when passing through the ventilation opening 14 as shown in FIG. In one or more embodiments, the predetermined flow direction may be a single direction as shown, for example, from Figure 3B Although the separation of the exhaust flow (arrow GG) into two different flows may have benefits at other locations in the battery system 12, for example, as described below with reference to Fig.10 As described, but Figure 3B The one-way diversion or deflection shown in the figure can be used to reduce thermal stress on the structure directly opposite the ventilation opening 14, in this case the battery cover 35. To further reduce thermal stress, ambient air (arrow AA), such as trapped air within the battery housing 21 or air flow directed through the battery system 12, can be entrained with the exhaust flow (arrow GG) within the air gap 39 through the diverter assembly 15. Therefore, the diverter body 150 can be configured to entrain ambient air with the exhaust flow (arrow GG).

[0041] To this end, one or more diverter bodies 150 can be arranged at a predetermined angle (θ) and / or curvature relative to the plane of the ventilation opening 14, such that each diverter body 150 is configured to entrain ambient air with the exhaust flow (arrow GG) within the air gap 39. The diverter body 150 can be flat for simplicity, or curved in different embodiments. The anchor 60 can be connected to the battery cell 12C, for example, where the diverter body 150 is connected to the anchor 60 via a rotary joint 61, so that the diverter body 150 rotates around the axis of the rotary joint 61 in response to the force applied by the exhaust flow (arrow GG). In a non-limiting embodiment, the predetermined angle (θ) can be about 25° to about 35°, where the angle of about 45° shown is the maximum possible. A curved surface can be used instead of a straight / flat angle embodiment of the diverter body 150. A larger angle will tend to direct the exhaust flow (arrow GG) into the battery cover 35, while a narrower angle may obstruct the exhaust flow (arrow GG), thereby creating more turbulence and suboptimal ventilation response and stress distribution. Similarly, the diverter body 150 can be curved to provide a similar trajectory to the exhaust flow (arrow GG).

[0042] In addition to the predetermined angle (θ) and / or curvature, the shape and material construction of the diverter body 150 can be selected to provide a desired level of performance during a heat propagation event. For example, the front surface 40 of the diverter body 150, i.e., the particular surface facing the ventilation opening 14, can be coated with a suitable thermal insulation material to protect the diverter body 150 during a heat propagation event. Like the thermal insulation layer 350 provided on the battery cover 35, the front surface 40 and possibly the entire diverter body 150 can be composed of or coated with mica or other high temperature materials suitable for the application.

[0043] Still refer to Figure 3A and 3B , in this embodiment, the diverter assembly 15 may include a support member 58 connected to a corresponding one of the battery cells 12C and a corresponding one of the diverter bodies 150. For example, the support member 58 may include a pin-slot mechanism 44 for each vent opening 14. Each pin-slot mechanism 44 has a corresponding arm 48 connected to a corresponding one of the battery cells 12C, wherein the arm 48 defines an elongated slot 49 passing therethrough. As shown, the pin 55 of the pin-slot mechanism 44 is connected to a corresponding one of the diverter bodies 150 and is configured to translate within the slot 49 when the corresponding one of the diverter bodies 150 moves in response to the exhaust flow (arrow GG).

[0044] The support member 58 is configured to limit the range of motion and tilt of a corresponding one of the diverter bodies 150, for example, by setting the arm 48 at a desired angle and locking it in place. The support member 58, which is connected to the diverter body 150 and can be connected to the battery cell 12C (as shown), is arranged relative to the ventilation opening 14 of the battery cell 12C. In response to a heat propagation event occurring in the battery cell 12C, the support member 58 can be opened to a predetermined angle (θ) relative to the plane of the ventilation opening 14 to divert the exhaust flow (arrow GG) in a predetermined direction when passing through the ventilation opening 14.

[0045] Figure 1 Figure 4 ​Another integral approach is achieved by using an alternatively constructed "foldable" diverter body 250 shown in . In this representative embodiment, the diverter body 250 can be constructed from a single piece of thin foil or metal sheet, or from another material suitable for the application. The diverter body 250 can then be welded, bonded, or otherwise securely bonded to the cell cap 65 of the battery cell 12C. As with other disclosed embodiments, the diverter body 250 can be constructed from a temperature resistant material and / or coated with mica or another material suitable for the application that can temporarily withstand the elevated temperatures of the exhaust flow (arrow GG) during a heat propagation event.

[0046] Possible methods include constructing from multiple foldable sides 63 Figure 4 The diverter body 250 is a diverter body 250, wherein the side 63 is purposefully folded along a predetermined fold line 64 to flatten the diverter body 250 to a state before a heat propagation event. Therefore, the diverter body 250 is similar to an "origami-style" folded vent. The diverter body 250 constructed in this manner has a normally closed position, which is configured to cover and seal the vent opening 14 before a heat propagation event, wherein the diverter body 250 is separated from the vent cover 140 or integrated with the vent cover 140. The diverter body 250 also has an open position as shown in the figure, which is configured to selectively expose the corresponding vent opening 14 during a heat propagation event.

[0047] When the battery cell 12C is operating properly without a heat propagation event, the diverter body 250 remains substantially flat. Although the diverter body 250 can be used as the vent cover 140 as described above, thereby reducing the number of parts, the diverter body 250 can also be used as a secondary cover disposed above the vent cover 140. During a heat propagation event, when the internal seal securing the diverter body 250 to the cell cap 65 fails due to the heat within the battery cavity 38 and the resulting high internal pressure, Figure 4 The diverter body 250 "pops open" and then unfolds into the desired final shape and angular orientation. This shape and orientation is predetermined by the fold line 64, and in one or more embodiments, the fold line 64 is configured to unfold the diverter body 250 to the above-mentioned predetermined angle (θ).

[0048] Reference now Figure 5A and 5B , ventilation control can be Figure 2The diverter bodies 150 are operated at the level of the battery modules 12M, that is, the diverter bodies 150 are attached to the corresponding battery cells 12C and are configured to work together to discharge the exhaust flow (arrow GG) along a specific ventilation direction. This scheme may include connecting the interconnection plate 32 (for example, a unit sensing plate as understood in the art) to multiple diverter bodies 150. Each diverter body 150 can be initially fixed in a stationary position. In this representative method, the battery cells 12C define corresponding ventilation openings 14, and therefore the diverter bodies 150 are initially arranged to be at the same predetermined angle (θ) relative to the shared plane of the ventilation openings 14. In this case, the diverter body 150 is also arranged at a predetermined angle (θ) relative to the plane of the interconnection plate 32.

[0049] exist Figure 5A and 5B In the embodiment of the invention, the diverter body 150 has a normally open position relative to the corresponding ventilation opening 14 before the heat propagation event. The normally open position corresponds to a predetermined angle (θ), for example, about 25° to about 45°. Each of the one or more diverter bodies 150 is configured to close the corresponding ventilation opening 14 in response to the exhaust flow (arrow GG) escaping from one or more of the battery cells 12C. In other words, Figure 5A and 5B The solution results in a cascading “domino” effect when the exhaust flow (arrow GG) flows through the battery cell 12C located downstream, melting the corresponding adhesive material 42 and pressing the diverter body 150 firmly against the ventilation opening 14.

[0050] To ensure that the diverter body 150 of the heat spreading battery cell 20C does not open to an angle exceeding a predetermined angle (θ) during a heat spreading event, the ICB 40 may be formed with or connected to a stop feature (not shown), such as a lip, wall, or protrusion of the ICB 40 that limits the rotation of the diverter body 150. In addition, the diverter body 150 may be lightly spring loaded to ensure that the diverter body 150 closes properly in response to the exhaust flow (arrow FF), i.e., using a coil spring (not shown) connected to the ICB 40 near the adhesive material 42 and having a spring force less than the pressure of the exhaust flow (arrow FF).

[0051] In a possible embodiment, each of the one or more diverter bodies 150 is held at a predetermined angle (θ) prior to a heat propagation event using an adhesive material 42. The adhesive material 42 is configured to melt in the presence of exhaust flow (arrows GG) initially passing through a battery cell 12C undergoing heat propagation (e.g., at about 1000° C. as described above), thereby causing each diverter body 150 to close the corresponding vent opening 14, as shown in FIG. Figure 5B. Thereafter, the exhaust flow (arrow GG) passes through the remaining battery cells 12C (the interior of which is protected by the now closed diverter body 150). Since the battery vent openings 14, and in particular their corresponding cell vent covers 140, are typically protected by mica or another suitable insulating material, Figure 5A and 5B The non-limiting exemplary configuration can eliminate the need for such insulation in the structure of the vent opening 14 / vent cover 140, and instead integrate the insulation into the diverter assembly 15. Likewise, incorporating insulation into the diverter assembly 15 can allow the thickness of the insulation layer 36 of the battery cover 35 to be reduced.

[0052] Brief reference Figure 6 ,have Figure 5A and 5B The normally open configuration of the diverter assembly 15 (i.e., a configuration in which the diverter assembly 15 is closed in response to a heat propagation event) can alternatively be constructed from an integral plate 47. The plate 47 can be implemented as a stamped steel plate or another plate of a construction suitable for the application, such as a composite material, wherein the above-mentioned interconnect plate 32 can be connected to the plate 47. In this embodiment, the plate 47 defines a plurality of diverter bodies 150. In this configuration, the diverter body 150 can be fixed to the battery cell 12C so that the diverter body 150 does not move before or during a heat propagation event.

[0053] The vent cover 140 is in the form of an explosion-proof membrane, one of which is located in the middle for the sake of simplicity. Figure 6 , can be located between plate 47 and the interconnect plate 32. A mica sheet (not shown) may also be provided at this location. Each vent cover 140 (and overlapping or adjacent portions of the mica sheet) is configured to fail independently in response to a threshold pressure differential. Thus, during a heat propagation event, material from the vent cover 140 of a given battery cell 12C experiencing heat propagation may be ejected into the exhaust manifold or purged. Thereafter, the exhaust flow (arrow GG) passes through the remaining battery cells 12C. However, due to the intact vent cover 140 and the orientation of the diverter body 150, the downstream battery cell 12C is protected from the ingress of the exhaust flow (arrow GG).

[0054] Fig. 7A , 7B 7C together illustrate another method of implementing the present steering assembly 15 in a manner where the steering gear body 150 and the vent cover 140 are integrally formed. Figure 2 The battery cell 12C may optionally be constructed as a prismatic cell as described above and, therefore, be provided with a cell cover 58 having an outer surface 59. The cell cover 58 may be constructed separately from or as an integral part of the cell housing or external can (not shown), for example, a protective housing constructed of stainless steel, nickel-plated mild steel, aluminum, or another material suitable for the application.

[0055] like Fig. 7A , the outer surface 59 may be scored, partially cut, or "notched" from the outside along the perimeter 60 of the diverter body 150 to allow the diverter body 150 to flex relative to the outer surface 59 in response to exhaust flow (arrow GG) to form the vent cover 140. Thus, a surface area 61 of the vent cover 140 / diverter body 150 is defined by the perimeter 60, wherein the perimeter 60 is coextensive with a majority of the vent opening 14, except for a small non-notched area 62 remaining at one end of the vent opening 140 / diverter body 150. In a possible embodiment, the perimeter 60 may be coextensive with the perimeter of the corresponding vent opening 140 by about 95% to about 99%.

[0056] refer to Figure 7B and 7C The material forming the non-notched area 62 is sufficient to respond to the pressure accumulated in the battery cell 12C (arrow F gg ) and bends and causes the discharge flow ( Figure 7B The bending occurs due to the stress concentration along the notch-defining perimeter 60 without damaging the non-notch area 62. Because the surface area 61 defines the corresponding surface area of ​​the corresponding one of the steering gear bodies 150, Figures 7A-7C In the embodiment of the invention, the diverter body 150 forms a corresponding vent cap 140 configured to open during a heat propagation event. Therefore, stress concentrations at or along the periphery 60 will cause the diverter body 150 to pivot to Figure 7C The diverter body 150 and the vent cover 140 are configured to be rotated to a predetermined angle (θ), much like a door swinging open on its hinges. A stop mechanism 64, such as a range-limiting hinge, protrusion, or protuberance formed with or connected to the outer surface 59, can be used to limit the rotation of the diverter body 150 / vent cover 140 to a predetermined angle (θ). Thus, in this non-limiting embodiment, the diverter body 150 and the vent cover 140 are integrated into a single component.

[0057] like Figures 8A-8D A similar method may be used to construct the diverter assembly 15, while retaining the vent cover 140 as a separate component, i.e., rather than as Figures 7A-7C In the exemplary embodiment, such a vent cover 140 may be welded to the unit cover 58 around its periphery. Figures 7A-7C As in the embodiment of FIG. 1 , the battery cell 12C may alternatively be constructed as a prismatic cell equipped with a cell cover 58, wherein the cell cover 58 has an outer surface 59. However, unlike Figures 7A-7C Unlike the notching method, a portion of the perimeter 60 may be cut through the thickness (T) of the unit cover 58, such as Fig. 8A and 8B, so that leaves something like Fig. 7A The uncut area 72 of the non-notched area 62 is shown.

[0058] To form the diverter assembly 15 in this alternative manner, the diverter assembly 15 may be laser cut, stamped, or otherwise formed. Fig. 8A The portion of the periphery 60 is cut, for example, using a punch, a cutting tool or a laser. Figure 8B As shown in , doing so will leave an uncut region 72 at one end of the diverter body 150. In an additional step, the diverter body 150 may be bent to a predetermined angle (θ) at the uncut region 72, such as Figure 8C Thereafter, the perimeter of the vent cover 140 may be welded to the surface 158 of the unit cover 58, such as via welds or welds 141, around the diverter body 150, such that the diverter body 150 is oriented to divert the exhaust flow (arrows GG) through the vent opening 14 during a heat propagation event. Thus, Figures 8A-8D The representative embodiment of allows the construction of a welded vent plate wherein the built-in diverter body 150 is arranged at a predetermined angle (θ). Since the predetermined angle (θ) is established before a heat propagation event occurs, Figure 7C The detent mechanism 64 may be excluded from this configuration, but may be included in other embodiments.

[0059] Reference now Fig. 9 , the diverter assembly 15 can be constructed in yet another configuration via the method 100. For simplicity, each logical step or sub-process of the method 100 is referred to as a method or process box. In this case, Figures 7A-8D The unit cover 58 can start at frame B102 as a flat metal plate 73, such as stainless steel, nickel-plated steel, aluminum or another extrudable material. At frame B104, the metal plate 73 can be placed in a die 74. Then, as shown by arrow DD, an extrusion punch 75 is pressed against the metal plate 73. Then, at frame B106, due to the plastic flow of metal from the extruded thinned area of ​​the metal plate 73, the material of the metal plate 73 surrounding the extrusion punch 75 will extend from the outer surface 59 to form a lip-like protrusion 76. The extrusion punch 75 is then pulled out in the direction of arrow XX.

[0060] Continuing with box B108, the extrusion punch 75 is pulled out, leaving the protrusion 76 as a radial extension from the outer surface 59. Using the extrusion punch 75 or separately via another step, a notch 77 can be formed in the metal plate 73 to define the ventilation cover 140 from the thinned periphery of the ventilation opening 14. For a rectangular ventilation area of ​​about 25mm×10mm, in a non-limiting embodiment, for a die gap of 0.5mm, the height of the resulting protrusion 76 can be about 25mm. When the corresponding diverter body 150 is formed, this will allow sufficient space for the protrusion 76 to be subsequently bent to a predetermined angle (θ) in box B110. Therefore, in this particular configuration, a hollow tube or chimney is formed between adjacent diverter bodies 150.

[0061] refer to Fig.10 The above-mentioned concept for constructing the steering gear assembly 15 can also be applied to the Figure 1 The vents may be oriented in other directions and / or at different locations within the battery system 12. For example, the above-described embodiment of the vent volume 34 may use a battery cover 35 to enclose multiple battery cells 12C (see Figure 1-3B ). The battery cover 35 may include a tray assembly 81 that defines a plurality of tray openings 810 adjacent to a corresponding vent cover 140 of a given battery cell 12C, as described above. When the vent cover 140 opens in response to a heat propagation event, exhaust flow (arrows GG) passes through the vent openings 14 (not shown) and the tray openings 810.

[0062] In a possible module-level ventilation embodiment, the battery cover 35 may include a channel wall 82 defining a ventilation channel 83, and the exhaust flow (arrow GG) will pass through the ventilation channel 83 to the module ventilation opening 240. In one or more embodiments, the space between the battery cover 35 and the tray assembly 81 may define a portion of the exhaust volume 34, as described above, wherein the module ventilation opening 240 may be arranged as an outlet port of the exhaust volume 34.

[0063] During a heat propagation event, the exhaust flow (arrow GG) enters the ventilation channel 83. Once entering the ventilation channel 83, the exhaust flow (arrow GG) flows relative to the tray floor 84 to the wedge-shaped diverter body 350 disposed in the module ventilation opening 240. In this case, the wedge-shaped diverter body 350 is disposed along the major dimension (D1) of the rectangular module ventilation opening 240, wherein the vertex 251 of the wedge-shaped diverter body 250 faces the exhaust flow (arrow GG). Therefore, the shape of the diverter body 250 separates the exhaust flow (arrow GG) and directs each resulting flow component in a desired direction relative to the ventilation channel 83. In other embodiments, the wedge-shaped diverter body 250 can be disposed along the minor dimension (D2) of the ventilation channel 83 to entrain ambient air in different directions.

[0064] Fig.11A and 11B Yet another embodiment of the diverter assembly 15 described above is shown. In this case, the diverter assembly 15 includes a diverter body 150T having an integrated straight portion 152, which can allow the diverter assembly 15 to be formed for a wider vent opening 14. The diverter body 150T is translatable relative to the battery cell 12C so that the diverter body 150T can be telescoped or slid into place during a heat propagation event. That is, the diverter body 150T is configured to translate along the central axis 14X of the vent opening 14 in response to the exhaust flow (arrow GG), as shown in FIG. Fig. 11B As shown in Fig.11A In the pre-heat propagation state shown in FIG. , the diverter body 150T can be positioned and fixed in place relative to the vent cover 140, for example, similar to Figure 5A and 5B The embodiments are via a fusible adhesive 42, or via a friction fit, detents, etc.

[0065] Consistent with the previously described embodiments, the predetermined angle (θ) is formed by the diverter body 150T. In this example, the interconnect plate 32 may define a recess 320 having an inner wall 321. The diverter body 150T is disposed within the recess 320 and surrounds the vent cover 140. The battery cell 12C is thus sealed under normal conditions, with the diverter body 150T located above the vent cover 140 and tilted at a predetermined angle (θ).

[0066] In such Fig. 11B During the heat propagation event shown in , heat from the escaping exhaust stream (arrow GG) melts the adhesive material 42 and forces the diverter body 150T away from the vent opening 14. The diverter body 150T translates in the direction of arrow TT until the diverter body 150T contacts the inner wall 321. Thus, the inner wall 321 restricts further movement of the diverter body 15T, leaving a free path for the exhaust stream (arrow GG) to escape from the battery cell 12C. Fig. 11B In the open position of the diverter body 150T, an additional height (H1) is provided above the interconnect plate 32, and an overall height (H2) above the battery cell 12C. In one or more embodiments, the overall height (H2) can be equal to the width (W) of the cell opening 14, wherein the height (H1) and the height (H2) limit the flow restriction and reduce the discharge velocity of the discharge (arrow GG).

[0067] Therefore, the above scheme allows the construction of Figure 1The battery system 12 has a diverter assembly 15 that redirects the exhaust flow (arrow GG) in a predetermined and purposeful direction during a heat propagation event. The diverter assembly 15, using its various configurations, allows the exhaust flow (arrow GG) to be deflected away from temperature sensitive structures to help reduce the temperature generated therein, such as Figure 3A and 3B By entraining relatively cool ambient air with the elevated temperature of the exhaust stream (arrows GG), such as Figure 3B As shown in , temperature reduction is enhanced in this way, for example, where various fixed or movable options are disclosed herein, and the latter can be implemented as a rotatable, pivotable or translatable configuration.

[0068] For the purposes of this description, unless expressly stated otherwise, the use of the singular includes the plural and vice versa, the terms "and" and "or" shall be both conjunctions and disjunctive conjunctions, and the words "including", "containing", "comprising", "having", and the like shall mean "including but not limited to". In addition, approximate words such as "about", "almost", "substantially", "generally", "approximately", and the like may be used herein in the manner of "at, close to, or approximately at", or "within 0-5% of..." or "within acceptable manufacturing tolerances", or logical combinations thereof. As used herein, a component "configured to" perform a specified function is capable of performing the specified function without change, rather than merely having the potential to perform the specified function after further modification. In other words, when explicitly configured to perform a specified function, the hardware described is specifically selected, created, implemented, utilized, programmed, and / or designed for the purpose of performing the specified function.

[0069] The detailed description and the accompanying drawings or figures are support and description of the present teachings, but the scope of the present teachings is limited only by the claims. Although the best mode and some of the other embodiments for implementing the present teachings have been described in detail, there are various alternative designs and embodiments for practicing the present teachings defined in the appended claims. In addition, the present disclosure explicitly includes combinations and sub-combinations of the elements and features set forth above and below.

Claims

1. A battery system comprising: A battery housing having a battery cover; one or more battery cells, each respective one of the battery cells defining a corresponding vent opening and a corresponding battery cavity in fluid communication therewith, wherein a vent volume is at least partially defined by the battery system proximate the one or more battery cells; and A diverter assembly is arranged relative to the ventilation opening, and the diverter assembly has a diverter body, and the diverter body is configured to divert the exhaust flow from the battery cavity along a predetermined flow direction into the exhaust volume when the exhaust flow passes through the corresponding ventilation opening in response to a heat propagation event occurring in the battery module and / or at least one of the one or more battery cells.

2. The battery system according to claim 1, wherein: The battery module comprises a module ventilation opening as a corresponding ventilation opening, and wherein the diverter body is arranged in the module ventilation opening.

3. The battery system according to claim 1, wherein: An air gap is defined between the battery cover and the diverter body, and wherein the diverter body is arranged at a predetermined angle and / or curvature relative to a plane of a corresponding vent opening such that the diverter body is configured to entrain ambient air with the exhaust flow within the air gap.

4. The battery system according to claim 3, wherein: The diverter assembly includes a plate connected to one or more protrusions, and wherein distal ends of the one or more protrusions are bent and / or shaped to a predetermined angle and / or curvature to form a diverter body.

5. The battery system according to claim 3, wherein: The diverter body has a normally open position relative to the corresponding ventilation opening prior to the heat spreading event, the normally open position corresponding to the predetermined angle and / or curvature, and the diverter body is configured to close the corresponding ventilation opening in response to exhaust flow during the heat spreading event.

6. The battery system according to claim 5, wherein: The predetermined angle and / or curvature comprises a predetermined angle; The diverter body is held at a predetermined angle using an adhesive material prior to a heat propagation event; and The adhesive material is configured to melt due to the temperature of the exhaust stream, causing the diverter body to close the corresponding vent opening.

7. The battery system according to claim 1, wherein: The diverter body is configured to move relative to the battery housing in response to exhaust flow through the vent opening.

8. The battery system according to claim 7, further comprising: A support member connected to the steering gear assembly, the support member including a plurality of pin-slot mechanisms, each pin-slot mechanism having: an arm connected to a corresponding one of the battery cells, the arm defining a slot; a pin connected to the diverter body and configured to translate within the slot when the diverter body moves in response to the discharge flow; and A hinge is connected to a corresponding one of the battery cells and the steering gear body, the hinge and the slot together being configured to limit a range of motion of the steering gear body.

9. The battery system according to claim 1, wherein: The diverter body is disposed within the vent opening such that the diverter body forms a vent cover that seals the vent opening.

10. The battery system according to claim 1, further comprising: A thermal insulation layer forms a planar thermal barrier opposite the one or more battery cells, wherein the diverter body is arranged parallel to or coplanar with the thermal insulation layer.

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