Battery preparation method and device of vehicle, processor and electronic equipment

Abstract

The invention discloses a vehicle battery preparation method and device, a processor and electronic equipment. The method comprises the steps that multiple target metals to be fused are determined from multiple candidate metals, and the target metals are candidate metals of which the melting points are lower than a melting point threshold value; based on the performance demand information of the vehicle, the mass ratio of the multiple target metals is determined, and the performance demand information is at least used for representing the stress buffering demand and / or the ion transmission demand of the vehicle on the battery to be deployed; according to the mass ratio, the multiple target metals are fused, target alloy is obtained, the stress buffering performance corresponding to the target alloy meets the stress buffering requirement, and / or the ion transmission performance corresponding to the target alloy meets the ion transmission requirement; and preparing the battery based on the target alloy. The technical problem that the prepared battery is poor in performance is solved.

Description

Technical Field

[0001] This invention relates to the field of battery technology, and more specifically, to a method, apparatus, processor, and electronic device for manufacturing batteries for vehicles. Background Technology

[0002] In related technologies, all-solid-state batteries have attracted much attention due to their high energy density and safety. However, the increased interfacial impedance caused by the rigid contact between the solid electrolyte and the electrodes restricts their performance. While related technologies, such as adding interfacial layer modifiers, improving electrode surface morphology, and adjusting the chemical composition of the solid electrolyte, have provided some assistance, they have not fundamentally solved the problem of high interfacial impedance caused by the reduction of effective contact area, resulting in poor overall battery performance. This problem is particularly pronounced in the application of ceramic or polymer-based solid electrolytes, limiting the commercialization of all-solid-state batteries. Therefore, the technical problem of poor battery performance still exists.

[0003] There is currently no effective solution to the aforementioned technical problems. Summary of the Invention

[0004] This invention provides a method, apparatus, processor, and electronic device for manufacturing vehicle batteries, to at least address the technical problem of poor performance in the manufactured batteries.

[0005] According to one aspect of the present invention, a method for manufacturing a vehicle battery is provided. The method includes: identifying multiple target metals to be fused from a plurality of candidate metals, wherein the target metals are candidate metals with melting points below a melting point threshold; determining the mass ratio of the multiple target metals based on vehicle performance requirement information, wherein the performance requirement information at least represents the stress buffering requirements and / or ion transport requirements of the vehicle for the battery to be deployed; fusing the multiple target metals according to the mass ratio to obtain a target alloy, wherein the stress buffering performance of the target alloy meets the stress buffering requirements, and / or the ion transport performance of the target alloy meets the ion transport requirements; and manufacturing a battery based on the target alloy.

[0006] Optionally, based on the vehicle's performance requirements information, the mass ratio of various target metals is determined, including: based on the performance requirements information, determining the property information of the target alloy to be formed; and based on the property information, determining the mass ratio of each of the various target alloys.

[0007] Optionally, the attribute information includes at least one of the following: fusion melting point, electrical conductivity information, and migration information. The electrical conductivity information is used to represent the ability of the target alloy to conduct current, and the migration information is used to represent the migration efficiency of lithium ions relative to other ions within the target alloy. Based on the attribute information, the mass ratios corresponding to various target alloys are determined, including at least one of the following: determining the mass ratio based on the fusion melting point; determining the mass ratio based on the electrical conductivity information; and determining the mass ratio based on the migration information.

[0008] Optionally, the method further includes: obtaining an electrode and an electrolyte to be connected to the target alloy; and preparing a battery based on the target alloy, including: using the target alloy to prepare an interface layer connecting the electrode and the electrolyte; and connecting the interface layer, the electrode, and the electrolyte to obtain the battery.

[0009] Optionally, the electrode includes a positive electrode, a negative electrode, and a current collector. Obtaining the electrode to be connected to the target alloy includes: mixing a high-nickel ternary material with a solid electrolyte at a preset mass ratio to obtain a positive electrode; preparing a negative electrode using a lithium metal foil or a silicon-carbon composite material, wherein the thickness of the lithium metal foil meets a preset thickness range; and performing micro-arc oxidation treatment on the current collector corresponding to the positive electrode and the current collector corresponding to the negative electrode to obtain an oxidized current collector corresponding to the positive electrode and an oxidized current collector corresponding to the negative electrode.

[0010] Optionally, obtaining the electrolyte to be bonded to the target alloy includes: ball milling the electrolyte powder to be prepared into an electrolyte to obtain ball-milled electrolyte powder; cold isostatic pressing the ball-milled electrolyte powder to obtain shaped electrolyte powder; and high-temperature sintering, fine masking, and plasma cleaning of the shaped electrolyte powder to obtain the electrolyte.

[0011] Optionally, an interface layer connecting the electrode and the electrolyte is prepared using the target alloy, comprising at least one of the following: adding a first target proportion of lithium fluoride to the target alloy and preparing the interface layer using the target alloy with added lithium fluoride; adding a second target proportion of alumina to the target alloy and preparing the interface layer using the target alloy with added alumina; the method further comprising: oxidizing the surface of the interface layer to obtain a passivation layer.

[0012] According to another aspect of the present invention, a battery fabrication apparatus for a vehicle is also provided. The apparatus may include: a first determining unit, configured to determine multiple target metals to be fused from a plurality of candidate metals, wherein the target metals are candidate metals with melting points below a melting point threshold; a second determining unit, configured to determine the mass ratio of the multiple target metals based on vehicle performance requirement information, wherein the performance requirement information at least indicates the stress buffering requirements and / or ion transport requirements of the vehicle for the battery to be deployed; a fusion unit, configured to perform a fusion operation on the multiple target metals according to the mass ratio to obtain a target alloy, wherein the stress buffering performance of the target alloy meets the stress buffering requirements, and / or the ion transport performance of the target alloy meets the ion transport requirements; and a fabrication unit, configured to fabricate a battery based on the target alloy.

[0013] According to another aspect of the present invention, a computer-readable storage medium is also provided. The computer-readable storage medium includes a stored program, wherein, when the program is executed, it controls the device where the computer-readable storage medium is located to perform the methods described in the embodiments of the present invention.

[0014] According to another aspect of the present invention, a processor is also provided. This processor is used to run a program, wherein the program executes the methods described above in the embodiments of the present invention during runtime.

[0015] According to another aspect of the present invention, an electronic device is also provided. The electronic device includes a memory and a processor, the memory storing a computer program, and the processor being configured to run the computer program to perform the methods described in the embodiments of the present invention.

[0016] According to another aspect of the present invention, a computer program product is also provided. This computer program product includes a computer program that, when executed by a processor, implements the methods described above in the embodiments of the present invention.

[0017] In this embodiment of the invention, multiple target metals to be fused are determined from a variety of candidate metals, wherein the target metals are candidate metals with melting points below a melting point threshold. Based on the vehicle's performance requirements, the mass ratio of the multiple target metals is determined, wherein the performance requirements at least represent the vehicle's stress buffering requirements and / or ion transport requirements for the battery to be deployed. According to the mass ratio, the multiple target metals are fused to obtain a target alloy, wherein the stress buffering performance of the target alloy meets the stress buffering requirements, and / or, the ion transport performance of the target alloy meets the ion transport requirements. Based on the target alloy, a battery is fabricated. In other words, this embodiment directly addresses the pain point of increased interfacial impedance in all-solid-state batteries by selecting target metals with melting points below a threshold, precisely adjusting the alloy composition according to vehicle performance requirements, and constructing a sandwich structure of electrode-alloy interface layer-electrolyte through alloy fusion and application. The target alloy not only exhibits excellent stress buffering performance, effectively coping with volume changes in electrode materials during charging and discharging, avoiding interfacial contact failure and battery performance degradation, but also its excellent ion transport characteristics ensure efficient migration of lithium ions at the solid-solid interface, greatly reducing interfacial impedance. The above methods significantly improve the cycle stability and energy density of batteries, break through the performance bottleneck of ceramic or polymer-based solid-state batteries, provide the electric vehicle industry with a high-performance and high-safety battery manufacturing solution, solve the technical problem of low accuracy in vehicle battery manufacturing, and achieve the technical effect of improving the accuracy of vehicle battery manufacturing. Attached Figure Description

[0018] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this application, illustrate exemplary embodiments of the invention and, together with their description, serve to explain the invention and do not constitute an undue limitation thereof. In the drawings:

[0019] Figure 1 This is a flowchart of a method for manufacturing a vehicle battery according to an embodiment of the present invention;

[0020] Figure 2 This is a schematic diagram illustrating the preparation of a solid electrolyte sheet according to an embodiment of the present invention;

[0021] Figure 3 This is a schematic diagram of an all-solid-state battery fabrication process according to an embodiment of the present invention;

[0022] Figure 4 This is a schematic diagram of a thermal management integration process according to an embodiment of the present invention;

[0023] Figure 5(a) is a schematic diagram of a battery system according to an embodiment of the present invention;

[0024] Figure 5(b) is a schematic diagram of another battery system according to an embodiment of the present invention;

[0025] Figure 6(a) is a schematic diagram of the interior of a battery system according to an embodiment of the present invention;

[0026] Figure 6(b) is a schematic diagram of the interior of another battery system according to an embodiment of the present invention;

[0027] Figure 7 This is a schematic diagram of a vehicle battery manufacturing apparatus according to an embodiment of the present invention. Detailed Implementation

[0028] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0029] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0030] According to an embodiment of the present invention, an embodiment of a method for manufacturing a battery for a vehicle is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0031] Figure 1 This is a flowchart of a vehicle battery manufacturing method according to an embodiment of the present invention, such as... Figure 1 As shown, the method may include the following steps:

[0032] Step S102: Identify multiple target metals to be fused from a variety of candidate metals.

[0033] In the technical solution provided by step S102 of the present invention, the target metal is a candidate metal with a melting point lower than the melting point threshold.

[0034] Optionally, candidate metals can refer to the set of metallic elements considered during the alloy design phase. Target metals can be key metals selected from the candidate metals based on specific melting point thresholds and used in alloy preparation. For example, the target metals could be indium (In), tin (Sn), bismuth (Bi), or gallium (Ga).

[0035] In this embodiment, multiple target metals to be fused can be determined from a variety of candidate metals.

[0036] Optionally, the aforementioned candidate metals are selected as target metals based on their melting points. The low melting point of the target metals allows them to melt at lower temperatures, thereby forming a high-quality interfacial connection between the electrode and the solid electrolyte. This connection not only significantly reduces interfacial impedance and improves lithium-ion transport efficiency, but also enhances the stability and mechanical strength of the battery interface due to the unique physical and chemical properties of the metals. Ultimately, this results in a significant improvement in the performance of all-solid-state batteries, overcoming many difficulties in traditional all-solid-state battery fabrication technologies. The selection of target metals is based on their common advantages in the alloy state: low melting point, good mechanical properties, electrical conductivity, and compatibility with lithium ions, thus ensuring excellent battery performance under different operating conditions.

[0037] Optionally, a melting point threshold is defined, serving as a baseline for screening target metals. This threshold can be set based on the fabrication conditions, operating temperature range, and performance requirements of the all-solid-state battery. Data on various metals potentially suitable for the all-solid-state battery interface layer are collected, and a candidate metal library containing various metals (such as In, Sn, Bi, Ga, etc.) is established, recording the basic properties of each metal, especially its melting point. The melting point data of each metal in the candidate metal library is compared and analyzed with the defined melting point threshold. If the melting point of a metal is lower than the set melting point threshold, that metal is considered a preliminarily selected target metal. Based on the results of the melting point comparison analysis, candidate metals with melting points lower than the threshold are preliminarily screened, and these metals constitute the target metal set to be fused.

[0038] Optionally, the target metals initially screened can be evaluated in more depth to examine whether, in addition to their low melting point, they possess suitable electrical conductivity, compatibility with electrode materials, mechanical strength, and other key properties to ensure their suitability as interface layer materials.

[0039] Optionally, after a comprehensive evaluation, the final determination of which metals will be fused to prepare the target alloy will be made based on battery performance requirements (such as stress buffering requirements and / or ion transport requirements).

[0040] In this embodiment, the above method systematically screens suitable elements from a variety of candidate metals to serve as target metals, and prepares low-melting-point alloys through carefully designed mass ratios for use as the interface layer in all-solid-state batteries. This solves the technical problems of high interface impedance and unstable cycle performance in traditional all-solid-state batteries, promoting the improvement of all-solid-state battery performance and the possibility of commercial application. This process embodies the iterative optimization concept in scientific research and development, ensuring the feasibility and superiority of the final alloy preparation scheme.

[0041] Step S104: Based on the vehicle's performance requirements information, determine the mass ratio of various target metals.

[0042] In the technical solution provided by step S104 of the present invention, the performance requirement information is used at least to represent the stress buffering requirements and / or ion transport requirements of the battery to be deployed in the vehicle.

[0043] Optionally, performance requirements can refer to technical specifications set for specific challenges faced by all-solid-state batteries in the operating environment of vehicles. These specifications can include stress buffering requirements and ion transport requirements, which reflect key aspects of battery performance under vehicle operating conditions. Regarding stress buffering, during vehicle use, electrode materials undergo volume changes during charge-discharge cycles. These changes are particularly pronounced in solid-state batteries because the solid electrolyte lacks the electrolyte buffering found in liquid batteries. Stress buffering requires the battery's interface layer to absorb the mechanical stress generated by these volume changes, preventing interface layer rupture or electrode material contact failure, thus maintaining battery cycle stability and extending its lifespan. Ion transport requirements focus on efficient lithium-ion transport to ensure the battery's power density and energy density. Ion transport requirements focus on ensuring rapid and unimpeded lithium-ion transport at the electrode-solid electrolyte interface, reducing interface impedance, and improving the battery's charge-discharge rate and overall performance. This requires the interface layer to not only have good conductivity but also minimize grain boundary impedance and space charge layer effects to ensure the continuity and efficiency of the lithium-ion transport channel.

[0044] Optionally, the mass ratio can refer to the mixing of each constituent metal element according to a certain mass percentage during the alloy preparation process. In the embodiments of this application, in order to meet the above-mentioned performance requirements, the target metals In, Sn, Bi and Ga, In, Sn can be designed to a specific mass percentage to optimize the stress buffering performance and ion transport performance of the alloy.

[0045] For example, in an In-Sn-Bi alloy system, the mass ratio can be set as: In 52.0±2.0%; Sn 46.0±2.0%; Bi 2.0±0.5%. By controlling the mass ratio of indium (In), tin (Sn), and bismuth (Bi), the alloy can melt at a lower temperature and possess good plastic deformation capability, enabling it to effectively buffer the volume change stress of the electrode material during charge and discharge, while maintaining sufficient conductivity to promote rapid lithium-ion transport. This alloy is particularly suitable for applications that emphasize cycle stability and interfacial contact integrity.

[0046] For example, in a Ga-In-Sn alloy system, the mass ratio can be set as follows: Ga 62.0±2.0%; In 25.0±2.0%; Sn 13.0±1.0%. This combination of gallium (Ga), indium (In), and tin (Sn) forms a liquid alloy at room temperature. Thanks to gallium's low melting point, this alloy can flow and wet the electrode and electrolyte interface even at relatively low processing temperatures, ensuring complete contact at the microscopic level. Simultaneously, gallium's high conductivity and the ductility of indium and tin provide excellent ion transport performance and stress buffering capabilities. This alloy is particularly suitable for vehicle battery applications requiring high performance over a wide temperature range.

[0047] In this embodiment, after identifying the target metal from a variety of candidate metals, the mass ratio of the various target metals can be determined based on the vehicle's performance requirements.

[0048] Optionally, a more in-depth analysis of the vehicle's operating conditions and performance requirements can be conducted. These performance requirements can be translated into specific battery-level requirements, such as energy density, power density, cycle life, and safety performance, especially the stress buffering and ion transport requirements of the battery interface layer. Performance indicators crucial to the battery interface layer can be extracted from the vehicle's performance requirements information, such as interface strain tolerance (a specific quantification of stress buffering requirements) and lithium-ion transference number (a specific quantification of ion transport requirements).

[0049] Optionally, the performance characteristics of the initially screened target metals (such as In, Sn, Bi, Ga, etc.) are evaluated one by one, including but not limited to melting point, electrical conductivity, plasticity, wettability with electrode materials, and thermal stability. This step lays the theoretical foundation for subsequent mass proportioning design. Based on the performance characteristics of the target metals and the extracted key vehicle performance indicators, mathematical or simulation models are established to predict the alloy performance under different mass proportions. Using the performance models, several preliminary mass proportioning schemes for the target metals are designed. These schemes should cover the entire range from low stress buffering performance to high ion transport performance for subsequent optimization selection.

[0050] Optionally, simulation analysis and laboratory testing are conducted on the preliminary design of the mass proportioning scheme to evaluate whether the electrochemical properties, mechanical properties, and thermal stability of the alloy meet the indicators set in the vehicle performance requirements. The mass proportioning scheme that performs best in simulation and experiment is then selected.

[0051] Optionally, based on the initial scheme and simulation and experimental results, the mass ratio of the target metals can be adjusted to further optimize the alloy's performance, such as refining the mass percentages of indium (In), tin (Sn), and bismuth (Bi) or gallium (Ga), indium (In), and tin (Sn). Multiple rounds of mass ratio optimization and verification are conducted until the obtained alloy performance fully meets or exceeds the indicators set in the vehicle performance requirements, especially stress buffering and ion transport requirements. After multiple rounds of iteration and verification, the final target metal mass ratio is determined, ensuring that the alloy not only meets the low melting point requirement but also provides stable stress buffering performance and efficient ion transport capabilities under vehicle operating conditions. The determined mass ratio scheme is recorded in detail, including the specific mass percentage and selection logic of each target metal, as well as the expected improvement in battery performance. The above steps are necessary for patent application and quality control in subsequent production processes.

[0052] In this embodiment, the above method systematically designs the mass ratio of the target metal based on vehicle performance requirements, thereby preparing an alloy interface layer that significantly improves the interfacial impedance and cycle stability of all-solid-state batteries. This method embodies a scientific R&D approach, from requirements analysis to experimental verification and model optimization, ensuring the accuracy and effectiveness of the final alloy preparation scheme and providing strong technical support for the commercial application of all-solid-state batteries.

[0053] Step S106: According to the mass ratio, multiple target metals are fused to obtain the target alloy.

[0054] In the technical solution of step S106 of the present invention, the stress buffering performance of the target alloy meets the stress buffering requirements, and / or the ion transport performance of the target alloy meets the ion transport requirements.

[0055] Optionally, the target alloy can refer to a novel material obtained by fusing multiple target metals through a carefully designed mass ratio. The aforementioned target alloy exhibits superior properties in specific performance dimensions, aiming to meet the stress buffering and / or ion transport requirements faced by all-solid-state batteries when applied in vehicles.

[0056] In this embodiment, after determining the mass ratio based on the vehicle's performance requirements, multiple target metals can be fused according to the mass ratio to obtain the target alloy.

[0057] Optionally, each target metal is precisely weighed according to the designed mass ratio. High-purity metal particles or powders are used as raw materials to ensure the accuracy and purity of the alloy composition. The weighed metal raw materials are pretreated, such as degreasing, impurity removal, and surface cleaning, to avoid unnecessary impurities or defects during alloy preparation. The treated metal raw materials are placed in a furnace, and the heating temperature is set according to the lowest melting point of the target alloy (usually slightly higher than the lowest melting point to ensure that all metals are fully melted). The heating process must be carried out in an inert gas environment to prevent metal oxidation or reaction with moisture in the air.

[0058] Optionally, after all the metals are completely melted, a magnetic stirrer or mechanical stirring device is used to thoroughly mix the molten metal, ensuring a uniform mass distribution in the alloy and eliminating localized concentration differences. The temperature inside the furnace is gradually reduced to near the solidification point of the target alloy, and then a cooling device (such as water cooling, air cooling, or natural cooling) is used to slowly or rapidly cool the alloy, depending on the desired alloy structure and properties. Slow cooling promotes grain growth, while rapid cooling is beneficial for obtaining a fine grain structure and improving the physical and chemical properties of the alloy.

[0059] Optionally, after the alloy solidifies, a series of performance tests are conducted, including but not limited to stress buffering performance tests (such as observing the stability of the interface layer and stress changes through cyclic charge-discharge experiments) and ion transport performance tests (such as impedance spectroscopy analysis and lithium-ion transference number determination). The stress buffering performance and ion transport performance obtained from the tests are compared with the indicators set in the vehicle performance requirements information to evaluate whether the target alloy meets the preset stress buffering and ion transport requirements. If the test results do not fully meet the requirements, the above steps are returned, the mass ratio of the target metal is adjusted, and a new round of fusion operation and performance testing is carried out until the alloy performance reaches or exceeds the expected standard. Once a target alloy that meets the requirements is obtained, its mass ratio, preparation process, test results, and performance evaluation are recorded in detail as an important basis for subsequent production, improvement, and patent application.

[0060] Optionally, based on laboratory success, the large-scale production process of the target alloy can be explored, including raw material procurement, automated batching, continuous melting and cooling, etc., to prepare for the industrial production of all-solid-state batteries.

[0061] In the embodiments of this application, the above method can systematically fuse multiple target metals into a target alloy according to a predetermined mass ratio, and through repeated performance testing and ratio adjustment, ensure that the alloy ultimately has the stress buffering capacity and ion transport efficiency to meet the performance requirements of the vehicle.

[0062] Step S108: Based on the target alloy, prepare the battery.

[0063] In the technical solution of step S108 of the present invention, after the target alloy is fused according to the mass ratio to obtain the target alloy, a battery can be prepared based on the target alloy.

[0064] Optionally, ensure that the target alloy has been fused according to a defined mass ratio, and that the alloy is in a pure and homogeneous state, ready for battery fabrication. Pre-treatment of the positive and negative electrode materials, including but not limited to grinding, ball milling, and spray drying, is performed to improve the uniformity and activity of the electrode materials. Simultaneously, the current collector (e.g., aluminum foil, copper foil) is cleaned and surface-modified to enhance the wettability and adhesion of the alloy interface layer. Solid electrolyte sheets are prepared using methods such as powder molding, hot pressing, or solution coating, ensuring that the thickness, density, and ionic conductivity of the electrolyte sheets meet design requirements. The target alloy is placed between the electrode materials and the solid electrolyte, and an interface layer is formed through processes such as low-temperature hot pressing, melt infiltration, or spraying. During this process, the alloy is activated and forms good contact with the electrode and electrolyte.

[0065] Optionally, the positive electrode, solid electrolyte, and negative electrode assembly with the alloy interface layer are placed in a hot press and fused under set temperature and pressure conditions to ensure a stable sandwich structure is formed between the electrode, alloy interface layer, and solid electrolyte. After hot-pressing fusion, rapid cooling is performed to solidify the alloy interface layer, while ensuring uniform cooling of the entire battery structure to avoid internal stress caused by excessive temperature gradients. The fabricated battery cell is then encapsulated, including edge sealing and moisture-proofing, to ensure the structural integrity and stability of the battery cell during subsequent assembly and use.

[0066] Optionally, multiple battery cells are assembled into a battery assembly according to a predetermined electrical connection method (such as series or parallel connection) and mechanical fixing method. Simultaneously, auxiliary equipment such as a battery management system and a thermal management system are integrated to ensure the safety and reliability of the battery assembly. A series of performance tests are performed on the completed battery assembly, including but not limited to voltage, current, energy density, power density, cycle performance, and safety performance. Based on the test results, the manufacturing process or battery design is adjusted as necessary to further optimize battery performance.

[0067] Optionally, a rigorous quality control system can be established to ensure that each battery unit meets the set standards. Once internal testing is passed, mass production can begin, including a series of steps such as material procurement, automated manufacturing, online testing, and finished product testing, to meet market demand for high-performance all-solid-state batteries.

[0068] In this embodiment, the above method effectively utilizes the properties of the target alloy to prepare an all-solid-state battery with low interfacial impedance, high cycle stability, and good mechanical strength. This not only improves the performance of the battery itself but also provides a safer, more reliable, and more energy-efficient power source for applications such as electric vehicles. The above method embodies a full-cycle R&D concept from material selection, pretreatment, composite preparation to testing and optimization, ensuring a high degree of matching between the final product and the initial design intent.

[0069] In steps S102 to S108 of this application, multiple target metals to be fused are determined from a variety of candidate metals, wherein the target metals are candidate metals with melting points below a melting point threshold; based on the vehicle's performance requirements information, the mass ratio of the multiple target metals is determined, wherein the performance requirements information is used to at least represent the vehicle's stress buffering requirements and / or ion transport requirements for the battery to be deployed; according to the mass ratio, the multiple target metals are fused to obtain a target alloy, wherein the stress buffering performance of the target alloy meets the stress buffering requirements, and / or, the ion transport performance of the target alloy meets the ion transport requirements; based on the target alloy, a battery is prepared. In other words, this embodiment directly addresses the pain point of increased interfacial impedance in all-solid-state batteries by selecting target metals with melting points below a threshold, precisely adjusting the alloy composition according to vehicle performance requirements, and constructing a sandwich structure of electrode-alloy interface layer-electrolyte through alloy fusion and application. The target alloy not only exhibits excellent stress buffering performance, effectively addressing volume changes in electrode materials during charge and discharge, and preventing interfacial contact failure and battery performance degradation, but its superior ion transport characteristics also ensure efficient lithium-ion migration at the solid-solid interface, significantly reducing interfacial impedance. This method significantly improves the battery's cycle stability and energy density, breaking through the performance bottlenecks of ceramic or polymer-based solid-state batteries. It provides the electric vehicle industry with a high-performance, high-safety battery fabrication solution, solving the technical problem of low accuracy in vehicle battery fabrication and achieving the technical effect of improving the accuracy of vehicle battery fabrication.

[0070] The method described in this embodiment will be further described below.

[0071] As an optional embodiment, step S104, based on the vehicle's performance requirements information, determines the mass ratio of multiple target metals, including: based on the performance requirements information, determining the property information of the target alloy to be formed; and based on the property information, determining the mass ratio of each of the multiple target alloys.

[0072] In this embodiment, the attribute information may include melting point, conductivity, and lithium-ion transference number. The melting point is the temperature at which the alloy transitions from a solid to a liquid state. In the fabrication of all-solid-state batteries, selecting an alloy with a low melting point as the interface layer material allows for low-temperature hot-pressing-melting-solidification processes, reducing thermal damage to the electrode materials and solid electrolyte, and helping to maintain the structural stability of the electrode materials and the ionic conductivity of the solid electrolyte. Conductivity is a physical quantity that measures the electrical conductivity of a material; S / m is the standard unit (Siemens per meter). Using a high-conductivity alloy as the interface layer material can significantly reduce the internal resistance of the battery and improve its current density and power characteristics. In all-solid-state batteries, a high-conductivity interface layer helps lithium ions cross the interface more quickly, reducing energy loss during charging and discharging, and improving the overall performance and efficiency of the battery. The lithium-ion transference number refers to the proportion of lithium ions in current transport within the battery, reflecting the main contributor to ion transport in the battery. A range of 0.45 to 0.55 indicates that lithium ions account for nearly half of the charge transport, suggesting that ion transport through the alloy interface layer is primarily carried out by lithium ions. A high lithium-ion transference number is beneficial for improving the charge-discharge efficiency, cycle stability, and safety of all-solid-state batteries.

[0073] For example, for the In-Sn-Bi system, the corresponding property information may include: melting point: 118±3°C; electrical conductivity: 9.2×1 S / m; Lithium-ion transference number: 0.45-0.55. For the Ga-In-Sn system, the corresponding property information includes: melting point: 10.5±2°C (room temperature liquid state, morphology controlled through nano-confinement); electrical conductivity: 3.4×1 S / m; Lithium-ion transference number: 0.35-0.45.

[0074] Optionally, in the process of determining the mass ratio of multiple target metals based on performance requirement information, the property information of the target alloy to be formed can be determined based on the performance requirement information. The mass ratio of each target alloy can then be determined separately based on the property information.

[0075] Optionally, detailed data on vehicle performance, such as maximum speed, maximum acceleration, required driving range, charging speed, thermal management requirements, and safety standards, can be obtained from electric vehicle manufacturers or relevant research institutions. Then, key performance indicators for all-solid-state batteries can be extracted, particularly the performance expectations for the solid-solid interface layer, such as stress buffering capacity, ion transport efficiency, and temperature adaptability. Based on the performance requirements extracted in the above steps, ideal property information for the target alloy is defined. For example, a low melting point is required for low-temperature preparation, high conductivity to ensure rapid energy transfer, and a suitable lithium-ion transference number to optimize electrochemical performance. This property information will serve as guiding principles for subsequent material design and mass ratio selection.

[0076] Optionally, a material library containing multiple candidate target metals, such as indium (In), tin (Sn), bismuth (Bi), and gallium (Ga), can be established. These metals are potential alloy components due to their unique physical properties (such as low melting point, good electrical conductivity, and ductility). Based on preliminary theoretical calculations and literature review, the selection range is narrowed down, and metal combinations that can form low-melting-point alloys and possess good electrochemical performance are preliminarily screened. For the preliminarily screened metal combinations, a series of mass ratio schemes are designed. Using materials science knowledge and phase diagram analysis, the melting point, electrical conductivity, and lithium-ion transference number of the alloy under different ratios are predicted. This stage may involve multiple iterations and simulations to find the ratio scheme that best approximates the ideal property information. According to the designed ratio scheme, target alloy samples are prepared in the laboratory, and then a series of performance tests are conducted, including electrochemical performance tests (such as cyclic voltammetry), mechanical performance tests (such as three-point bending tests), and thermal performance tests (such as differential scanning calorimetry), to verify whether the actual performance of the alloy meets the expected property information.

[0077] Optionally, based on the results of laboratory tests, the mass ratio of the target alloy is finely adjusted to more closely approximate or exceed the property indicators specified in the performance requirements information. Through multiple rounds of testing and optimization, one or more target alloy ratios that meet all key property information requirements are ultimately determined. The feasibility and cost-effectiveness of the target alloy mass ratio in large-scale production are evaluated. Considering the stability and machinability of the alloy, as well as the requirements for temperature, pressure, and other conditions during the preparation process, it is ensured that the selected ratio scheme can be effectively implemented in industrial production. The entire design process, experimental data, and rationale for the ratio selection are recorded in detail to prepare working documents for subsequent patent applications. All key information is ensured to be properly preserved and archived for technology traceability and intellectual property protection.

[0078] Optionally, once the target alloy's mass ratio is determined, this technical solution is transferred to the production team and engineering personnel, providing necessary training and technical guidance to ensure they understand and master the properties and preparation process of the new alloy, preparing for the large-scale production of all-solid-state batteries. After all-solid-state batteries are put into production, battery performance and the production process are continuously monitored, user feedback and market evaluations are collected, and the alloy's mass ratio is continuously adjusted and optimized based on new findings or needs, driving continuous technological progress and continuous improvement in product performance.

[0079] In the embodiments of this application, the above method can ensure that the prepared target alloy accurately matches the vehicle performance requirements in terms of properties, thereby bringing revolutionary performance improvement to all-solid-state batteries.

[0080] As an optional embodiment, the attribute information includes at least one of the following: fusion melting point, electrical conductivity information, and migration information. The electrical conductivity information is used to represent the ability of the target alloy to conduct current, and the migration information is used to represent the migration efficiency of lithium ions relative to other ions within the target alloy. Based on the attribute information, the mass ratios corresponding to various target alloys are determined, including at least one of the following: determining the mass ratio based on the fusion melting point; determining the mass ratio based on the electrical conductivity information; and determining the mass ratio based on the migration information.

[0081] In this embodiment, the attribute information may include at least one of the following: fusion melting point, electrical conductivity information, and migration information. The fusion melting point can refer to the temperature at which the alloy transitions from a solid to a liquid state. Selecting an alloy with a low melting point as the interface bonding material enables a low-temperature hot-pressing melting process for the battery module, avoiding damage to the electrode materials and solid electrolyte structure caused by high temperatures, while ensuring that the alloy layer formation process is controllable and efficient. For example, if the fusion melting point of an alloy system is set at 60-180°C, it means that within this temperature range, the alloy can melt and wet the electrode and electrolyte interface, facilitating the formation of a continuous and stable interface layer.

[0082] Optionally, the aforementioned conductivity information can be conductivity, a physical quantity that measures a material's ability to conduct current, and can be used to reflect the degree of free flow of electrons or ions within the material. In the embodiments of this application, a high-conductivity alloy interface layer can reduce the internal resistance of the battery, improve the battery's current density and power characteristics, facilitate the rapid transfer of lithium ions during battery operation, reduce energy loss, and improve charge and discharge efficiency. For example, the target alloy conductivity is set at 9.2 × 10⁻⁶. The S / m ratio indicates that the alloy has excellent electrical conductivity and is suitable as a connecting medium in battery systems.

[0083] Optionally, the migration information can be the lithium-ion transference number. The lithium-ion transference number refers to the proportion of lithium ions in the total current relative to other charge carriers (such as electrons and other ions) during charge transfer. For all-solid-state batteries, a higher lithium-ion transference number means that charge transfer during charging and discharging is mainly carried out by lithium ions, which is beneficial for optimizing the battery's electrochemical performance, improving cycle stability, and reducing internal side reactions, such as the space charge layer effect and increased interfacial impedance.

[0084] Optionally, in the process of determining the mass ratio based on attribute information, the mass ratio can be determined based on the fusion melting point, the electrical conductivity information, or the migration information.

[0085] Optionally, the target alloy's melting point is set according to vehicle performance requirements. This melting point must meet the requirements of low-temperature preparation while ensuring the alloy's stability and mechanical strength at both room and high temperatures. Several alloy ratios with melting points close to the target value are selected from known alloy systems. For example, for a target melting point of 118±3°C, an In-Sn-Bi alloy system might be initially considered. Phase diagram analysis and thermodynamic calculations are performed using materials science software to predict the melting points of the alloys under different ratios, and the ratio scheme closest to the target value is found. Alloy samples with several ratios are prepared, and melting point tests are conducted to verify the accuracy of theoretical calculations with actual data. Based on experimental feedback, the proportions of metal components are fine-tuned until the optimal mass ratio that most closely matches the target melting point is found.

[0086] Optionally, the conductivity requirements of the target alloy in the battery are analyzed, especially for applications involving high current density and rapid charge / discharge. A predictive model for alloy conductivity is constructed, and different metal ratios are input to predict the output conductivity value. Several ratio schemes with high theoretical prediction values ​​are selected, alloys are prepared, and their conductivity is tested. The reliability of the model is evaluated by comparing experimental data with the model prediction values. For ratios that fail to achieve the expected conductivity in the experiment, additives that promote conductivity (such as LiF, nano-A) are added or optimized. Then, conduct conductivity tests again until the optimal mass ratio that meets the conductivity performance requirements is found.

[0087] Optionally, specific requirements for lithium-ion transference number (LTN) in battery applications should be defined, which are typically closely related to energy density, charge / discharge rate, and battery life. Using molecular dynamics simulations or electrochemical models, the LTN of alloys with different metal ratios is evaluated, and several ratios with high predicted values ​​are selected for further investigation. Impedance spectroscopy analysis and LTN determination experiments are performed using an electrochemical workstation to verify the lithium-ion transport performance of the alloy samples under actual electrochemical conditions. The experimentally measured LTN is compared with performance requirements to analyze the differences in migration characteristics among samples with different ratios, and the mass ratio that best meets the requirements is selected. To further improve lithium-ion migration efficiency, the LTN can be retested by doping with elements with strong lithium affinity or by performing alloy surface treatment until the expected performance requirements are met.

[0088] In this embodiment, the above method systematically determines the mass ratio of various target alloys based on three attributes: melting point, electrical conductivity, and lithium-ion migration information. This ensures that the final selected alloy meets the thermal processing requirements of battery manufacturing while providing excellent electrical conductivity and lithium-ion migration efficiency, thus bringing a comprehensive performance breakthrough to all-solid-state batteries. The above process emphasizes the correlation between material properties and battery performance, and the importance of combining experimental and theoretical calculations for material design and optimization.

[0089] As an optional embodiment, the method further includes: obtaining an electrode and an electrolyte to be connected to the target alloy; step S108, preparing a battery based on the target alloy, including: using the target alloy to prepare an interface layer connecting the electrode and the electrolyte; connecting the interface layer, the electrode and the electrolyte to obtain the battery.

[0090] In this embodiment, the electrodes can be key components for storing and releasing charge inside the battery, and may include positive and negative electrodes. The electrolyte can be a medium inside the battery that allows lithium ions to freely transport between the positive and negative electrodes. The interface layer is located between the electrode and the solid electrolyte, and its function is to optimize the contact between the electrode and the electrolyte, reduce interface impedance, improve lithium ion transport efficiency, and provide stress buffering during battery charging and discharging to prevent mechanical failure. In this embodiment, the interface layer is composed of a low-melting-point alloy with a specific composition. This alloy is solid at room temperature but can melt at lower temperatures, forming good interface contact. After cooling, it can maintain a stable mechanical connection, thereby effectively solving the high impedance and instability problems of the solid-solid interface in all-solid-state batteries.

[0091] Optionally, electrodes and an electrolyte to be connected to the target alloy can also be obtained. During the battery fabrication process based on the target alloy, an interface layer connecting the battery and the electrolyte can be prepared using the target alloy. The interface layer, electrodes, and electrolyte can then be connected to obtain the battery.

[0092] Optionally, positive and negative electrode materials, as well as a solid electrolyte, can be prepared separately. Electrode materials require pretreatment processes such as mixing, coating, and drying to ensure uniform material distribution and improve electrochemical performance. Solid electrolyte sheets can be pre-prepared using processes such as powder pressing, solution coating, or hot pressing, and quality control should be implemented to ensure that key parameters such as thickness and ionic conductivity meet design requirements.

[0093] Optionally, the target alloy is prepared according to a determined mass ratio. The alloy is melted at a specific temperature and then brought into contact with the electrode material and solid electrolyte by means of spraying, impregnation, or hot pressing to form a liquid alloy layer. This process needs to be carried out under controlled temperature and pressure conditions to ensure that the alloy can uniformly and fully wet the electrode and electrolyte surfaces, forming a tightly contacted interface layer. The formed liquid alloy interface layer is then cooled and solidified to form a stable solid interface layer. The cooling rate must be controlled during the cooling process to avoid internal stress or cracks caused by excessively rapid cooling. The solidified alloy interface layer needs to be subjected to ultrasonic scanning, impedance spectroscopy analysis, and SEM observation to ensure that its interface quality with the electrode and electrolyte meets the requirements.

[0094] Optionally, the positive electrode, alloy interface layer, solid electrolyte sheet, and negative electrode are stacked sequentially to form a sandwich structure for the battery cell. This stacking process must be carried out in a dust-free, dry environment to reduce the introduction of contaminants and ensure close contact between the layers. The stacked structure is then subjected to low-temperature hot pressing, causing the alloy interface layer to remelt at the hot pressing temperature and penetrate into the micropores of the electrode and electrolyte, forming complete contact at the microscale. Subsequently, the cooling rate is controlled to allow the alloy layer to solidify, forming a uniform and stable interface bond. Hot pressing temperature, pressure, and cooling rate are key parameters of this process, and the integrity of the interface layer and the structural stability of the battery cell must be ensured.

[0095] Optionally, the fabricated battery cells are encapsulated, including edge sealing, moisture protection, and electrical connection, to form independent battery cells. The encapsulation process must ensure the electrical insulation and mechanical strength of the battery cells to prevent external environmental factors from affecting battery performance. Multiple battery cells are connected in series and parallel to form a battery assembly, while integrating auxiliary equipment such as a battery management system (BMS) and thermal management system to ensure the efficient and safe operation of the battery assembly. The design of the battery assembly must consider thermal balance, charge balance, and space layout optimization among the battery cells.

[0096] Optionally, a series of performance tests are conducted on the final assembled all-solid-state battery assembly, including voltage, current, energy density, power density, cycle performance, and safety performance, to verify whether it meets the predetermined performance indicators. The test results will serve as a basis for evaluating the rationality of the manufacturing process and material selection.

[0097] In this embodiment, the above-described method enables the fabrication of all-solid-state batteries based on the target alloy, covering the entire process from electrode material pretreatment, alloy interface layer preparation, electrode-interface layer-electrolyte stacking, to battery cell packaging and battery assembly. Each step aims to optimize the performance of the alloy interface layer and the overall efficiency of the battery, ensuring that the final product meets the requirements for high-performance and high-safety all-solid-state batteries.

[0098] As an optional embodiment, the electrode includes a positive electrode, a negative electrode, and a current collector. Obtaining the electrode to be connected to the target alloy includes: mixing a high-nickel ternary material with a solid electrolyte at a preset mass ratio to obtain a positive electrode; preparing a negative electrode using a lithium metal foil or a silicon-carbon composite material, wherein the thickness of the lithium metal foil meets a preset thickness range; and performing micro-arc oxidation treatment on the current collector corresponding to the positive electrode and the current collector corresponding to the negative electrode to obtain an oxidized current collector corresponding to the positive electrode and an oxidized current collector corresponding to the negative electrode.

[0099] In this embodiment, during the process of obtaining the electrode to be connected to the target alloy, a high-nickel ternary material can be mixed with a solid electrolyte at a preset mass ratio to obtain the positive electrode. Alternatively, a lithium foil or silicon-carbon composite material can be used to prepare the negative electrode. Furthermore, the current collectors corresponding to the positive and negative electrodes can be subjected to micro-arc oxidation treatment to obtain oxidized current collectors for the positive and negative electrodes, respectively.

[0100] Optionally, a high-nickel ternary material (such as NCM811) can be selected as the positive electrode active material, whose high energy density characteristics are suitable for the requirements of high-performance all-solid-state batteries. The high-nickel ternary material and solid electrolyte powder are thoroughly mixed according to a preset mass ratio (e.g., 70:30). This ratio aims to balance the energy storage capacity and ion transport performance of the positive electrode, ensuring good contact between the positive electrode material and the electrolyte. The mixed materials are ground and mixed using a planetary ball mill to ensure uniform composition. Subsequently, the mixed positive electrode material is coated onto an aluminum foil current collector to form a positive electrode sheet. The coating process requires control of the material thickness and density to ensure that the areal capacity of the positive electrode sheet meets the design requirements. The coated positive electrode sheet is then subjected to high-temperature drying to remove solvents and solidify the material. The drying temperature and time must be precisely controlled to avoid excessive shrinkage or decomposition of the material. Electrochemical performance tests are performed on the prepared positive electrode sheet, including areal capacity, compaction density, and active material utilization rate, to ensure that the quality and performance of the positive electrode material meet the standards.

[0101] Optionally, lithium metal foil or silicon-carbon composite material can be selected as the anode material. Lithium metal is considered one of the most promising anode materials due to its high theoretical specific capacity, while silicon-carbon composite material offers better cycle stability and safety while providing high energy density. If lithium metal foil is used as the anode material, its thickness needs to be controlled within a preset range (e.g., 20-50 μm) to balance lithium-ion storage capacity and battery internal resistance. The thickness of lithium metal foil can be adjusted by mechanical rolling or electrodeposition processes. If silicon-carbon composite material is used, a composite material with high specific capacity and good cycle performance needs to be prepared through processes such as ball milling, sintering, or chemical vapor deposition, and then coated onto a copper foil current collector to form the anode sheet.

[0102] Optionally, aluminum foil is used as the positive electrode and copper foil as the negative electrode current collector. The choice of aluminum and copper foil is based on their good conductivity and chemical stability. Micro-arc oxidation technology is used to pretreat the current collector, forming an oxide film to enhance the adhesion and dielectric properties between the current collector and the electrode materials. Micro-arc oxidation is a process of forming an oxide film through electrochemical oxidation by generating a tiny electric arc discharge on the surface of the current collector. The micro-arc oxidation process requires control of electrical parameters (such as current and voltage) and process parameters (such as time and electrolyte composition) to obtain an oxide film with the required thickness, porosity, and hardness. Surface performance tests are performed on the current collector after micro-arc oxidation treatment, including microscopic morphology observation, dielectric constant measurement, and adhesion force testing, to ensure that the adhesion and dielectric properties between the treated current collector and the electrode materials meet the battery design requirements.

[0103] In this embodiment, the above method enables the meticulous preparation of high-performance positive and negative electrode materials, and the current collector undergoes micro-arc oxidation treatment. This lays a solid foundation for subsequent processes such as preparing the interface layer using the target alloy and connecting the interface layer to the electrode and electrolyte. This series of pretreatment and preparation techniques ensures the battery's high energy density, long cycle life, and good safety.

[0104] As an optional embodiment, obtaining the electrolyte to be bonded to the target alloy includes: ball milling the electrolyte powder to be prepared into an electrolyte to obtain ball-milled electrolyte powder; cold isostatic pressing the ball-milled electrolyte powder to obtain shaped electrolyte powder; and subjecting the shaped electrolyte powder to high-temperature sintering, fine masking, and plasma cleaning to obtain the electrolyte.

[0105] In this embodiment, during the process of obtaining the electrolyte to be bonded to the target alloy, the electrolyte powder to be prepared into an electrolyte can be ball-milled to obtain ball-milled electrolyte powder. The ball-milled electrolyte powder can then be cold isostatically pressed to obtain shaped electrolyte powder. The shaped electrolyte powder can then undergo high-temperature sintering, fine masking, and plasma cleaning to obtain the electrolyte.

[0106] Optionally, solid electrolyte powders suitable for all-solid-state battery systems can be selected, such as lithium lanthanum zirconium oxide (LLZO), lithium aluminum germanium phosphate (LAGP), or lithium germanium phosphide sulfide (LGPS), which are widely used due to their high ionic conductivity and chemical stability. In a planetary ball mill, the milling speed and time are set according to the characteristics of the electrolyte powder. The selection of milling speed and time must balance powder refinement with avoiding the risks of agglomeration and reduced sintering activity caused by over-grinding. The electrolyte powder and milling media (such as zirconia balls) are placed together in the milling jar, and the milling process begins. The purpose of milling is to make the powder more uniform and smaller in particle size, improving the density and ionic conductivity of the electrolyte in subsequent molding processes.

[0107] Optionally, the ball-milled electrolyte powder is uniformly filled into the mold, ensuring even powder distribution without voids or cracks. The pressure parameters of the cold isostatic press are set, typically within the range of 100-500 MPa, to achieve the desired density. The pressure selection must consider the physical properties of the electrolyte material and the expected finished product density. The cold isostatic press is started, applying uniform pressure to the electrolyte powder in the mold to form a solid electrolyte sheet. After forming, the electrolyte sheet must be carefully removed from the mold to avoid mechanical damage.

[0108] Optionally, during the high-temperature sintering process, the formed electrolyte sheet can be placed in a tube furnace for high-temperature sintering. The sintering temperature is typically in the range of 800-1200°C, and needs to be adjusted according to the specific electrolyte material and product requirements. The sintering process promotes the sintering between powder particles, forming a high-strength, low-porosity solid electrolyte sheet. After sintering, the electrolyte sheet needs to be slowly cooled to room temperature to avoid internal stress caused by rapid cooling. The cooling process can employ natural cooling or a controlled cooling rate method.

[0109] Alternatively, during the fine masking process, techniques such as laser cutting, photolithography, or printing can be used to finely mask the electrolyte sheet to form an electrolyte layer with a precise shape and size for use inside the battery. This step helps to optimize the battery design and improve its performance.

[0110] Optionally, during plasma cleaning, the surface of the electrolyte sheet is treated with plasma to remove organic residues and oxide layers, thereby improving the interfacial contact quality with the electrode material and alloy interface layer. Inert gases such as argon and helium can be used for plasma cleaning.

[0111] Optionally, impedance spectroscopy analysis is performed using an electrochemical workstation to test the ionic conductivity of the electrolyte sheet, ensuring it meets design requirements. The microstructure of the electrolyte sheet is observed using scanning electron microscopy to assess its porosity and density. Thermogravimetric analysis and differential scanning calorimetry are performed to evaluate the thermal and chemical stability of the electrolyte sheet.

[0112] In this embodiment, the above-described method enables the pretreatment, shaping, and post-treatment of solid electrolyte powder to prepare solid electrolyte sheets with high ionic conductivity, good mechanical strength, and thermal stability. This provides a high-quality material basis for subsequent processes such as preparing the interface layer using the target alloy and connecting the interface layer to the electrode and electrolyte. This series of processing techniques ensures the reliability and efficiency of the solid electrolyte in all-solid-state battery systems.

[0113] As an optional embodiment, an interface layer connecting an electrode and an electrolyte is prepared using a target alloy, comprising at least one of the following: adding a first target proportion of lithium fluoride to the target alloy and preparing the interface layer using the target alloy with added lithium fluoride; adding a second target proportion of alumina to the target alloy and preparing the interface layer using the target alloy with added alumina; the method further comprising: oxidizing the surface of the interface layer to obtain a passivation layer.

[0114] In this embodiment, during the preparation of the interface layer using the target alloy, a first target proportion of lithium fluoride can be added to the target alloy, and the interface layer can be prepared using the target alloy with added lithium fluoride. A second target proportion of alumina can be added to the target alloy, and the interface layer can be prepared using the target alloy with added alumina. The surface of the interface layer can also be oxidized to obtain a passivation layer.

[0115] Optionally, a target alloy with a preset melting point, conductivity, and lithium-ion transference number is selected, such as an In-Sn-Bi or Ga-In-Sn alloy system. A first target proportion of lithium fluoride (LiF) and a second target proportion of alumina (Al) are added to the target alloy, respectively. For example, the addition ratio of lithium fluoride is 0.1-1.0 wt%, and that of alumina is 0.5-2.0 wt%. The addition of additives must be carried out in the molten state of the alloy to ensure uniform dispersion. The target alloy containing the additives is placed between the electrode and the electrolyte, and low-temperature hot pressing is used to allow the alloy to melt and penetrate into the micropores of the electrode and electrolyte, forming a liquid alloy layer. The hot pressing temperature and pressure must be controlled within a suitable range to promote good wetting of the alloy without damaging the electrode material or electrolyte structure. The liquid alloy layer is then cooled and solidified to form a stable and conductive interface layer. This process requires control of the cooling rate to avoid internal stress caused by rapid cooling.

[0116] Optionally, the battery assembly with the alloy interface layer is placed in an inert gas atmosphere (such as nitrogen or argon) with a certain proportion of oxygen added. The surface of the interface layer is then oxidized to form an L-shaped surface. An ion-conductive passivation layer. This process can be achieved through methods such as electrochemical oxidation, high-temperature air oxidation, or chemical vapor deposition (CVD). The composition and thickness of the passivation layer are detected using techniques such as X-ray photoelectron spectroscopy to ensure that it meets the requirements for improving lithium-ion transport efficiency and interface stability.

[0117] Optionally, the positive electrode, alloy interface layer, solid electrolyte, and negative electrode are stacked in sequence. Hot pressing is then performed again to ensure a tighter bond between the interface layer and the electrodes and electrolyte, forming a complete battery cell. The hot pressing parameters (temperature, pressure, and time) need to be optimized and adjusted according to the material properties. Impedance testing, cycle performance testing, and safety performance testing are then performed on the connected battery cells to verify whether the introduction of the alloy interface layer effectively improves the overall battery performance.

[0118] In the embodiments of this application, the above-described method can produce a high-performance interface layer. This interface layer not only reduces the contact impedance between the electrode and the electrolyte, improving the power density and energy density of the battery, but also enhances the chemical stability and mechanical toughness of the interface through the formation of a surface passivation layer, significantly improving the cycle stability and safety of the battery. This series of interface preparation and processing technologies is an important part of technological innovation in the field of all-solid-state batteries and is of great significance for promoting the development and application of battery technology.

[0119] The technical solutions of the embodiments of the present invention will be illustrated below with reference to preferred embodiments.

[0120] Currently, the core challenges facing solid-state battery technology lie in the high impedance and instability of the solid-solid interface: Interface contact impedance: The rigid contact between the solid electrolyte and the electrode results in a limited effective contact area, leading to a significantly higher interface impedance than liquid electrolyte systems. Interface stability issues: Volume changes during charge and discharge cause interface contact failure, resulting in severe degradation of cycle performance. Ion transport barriers: Grain boundary impedance and space charge layer effects at the solid-solid interface hinder efficient lithium-ion transport. Mechanical stress concentration: Under thermal cycling and mechanical vibration conditions, rigid interfaces are prone to microcracks and contact failure.

[0121] In this embodiment, by introducing a low-melting-point alloy as an interface bonding medium, perfect wetting and contact of the interface are achieved in the liquid state, and stable mechanical connection and ion transport channels are maintained in the solid state.

[0122] The embodiments of the present invention will be further described below.

[0123] Figure 2 This is a schematic diagram illustrating the preparation of a solid electrolyte sheet according to an embodiment of the present invention, as shown below. Figure 2 As shown, the method may include the following steps:

[0124] Step S201: Obtain electrolyte powder.

[0125] In this embodiment, the raw powder material for the solid electrolyte is obtained. These materials may include lithium lanthanum zirconium oxide (LLZO), lithium aluminum germanium phosphate (LAGP), or lithium germanium phosphide sulfide (LGPS), etc., and these powders form the basis for the subsequent preparation of the solid electrolyte sheet.

[0126] Step S202: Ball milling treatment, 300-500 rpm, 6-12 h.

[0127] In this embodiment, the electrolyte powder is placed in a ball mill jar and ball-milled with grinding media such as zirconia balls using a planetary ball mill. The ball milling speed is set to 300-500 rpm, and the processing time is 6-12 hours. This process helps to refine the powder, improve its dispersibility and activity, thereby making it easier to form solid electrolyte sheets with high density and high ionic conductivity during subsequent molding and sintering processes.

[0128] Step S203: Cold isostatic pressing, 100-300MPa.

[0129] In this embodiment, ball-milled powder is loaded into a mold in a cold isostatic press, and then a pressure of 100-300 MPa is applied to press the powder into a solid electrolyte preform of a specific shape and size. This process causes the powder to pack tightly, forming a preliminary solid structure, which provides a good foundation for subsequent high-temperature sintering.

[0130] Step S204: High-temperature sintering, 800-1100℃, 2-6h.

[0131] In this embodiment, the formed electrolyte preform is placed in a high-temperature sintering furnace, with the temperature set between 800-1100°C for 2-6 hours. High-temperature sintering promotes the sintering between powder particles, enhances the mechanical strength of the preform, and improves its ionic conductivity, forming the final solid electrolyte sheet. The sintering process needs to be precisely controlled to avoid material decomposition or over-sintering that could lead to performance degradation.

[0132] Step S205: Fine grinding, thickness control ±5μm.

[0133] In this embodiment, the sintered solid electrolyte sheet may have a rough surface and uneven thickness, therefore fine grinding is required to achieve the set thickness tolerance (±5μm). The purpose of grinding is to ensure that the solid electrolyte sheet has accurate thickness and a smooth surface, which is beneficial to improving the contact quality with the electrode material and the overall performance of the battery.

[0134] Step S206, plasma cleaning, Ar plasma, 100-300W.

[0135] In this embodiment, argon (Ar) plasma is used to clean the surface of the polished electrolyte sheet. The Ar plasma cleaning power is set between 100-300W. This process can remove organic contaminants and oxide layers from the surface of the electrolyte sheet, improve its surface cleanliness and activity, thereby enhancing the interfacial contact with the electrode material, reducing interfacial impedance, and improving the electrochemical performance of the battery.

[0136] In this embodiment, the electrode material processing is as follows: positive electrode, high-nickel ternary material (NCM811) / LiCo Mixed with solid electrolyte (mass ratio 70:30); negative electrode: lithium metal foil (thickness 20-50μm) or silicon-carbon composite material; current collector: aluminum foil (positive electrode) or copper foil (negative electrode), with surface micro-arc oxidation treatment.

[0137] In this embodiment, alloy system 1: In-Sn-Bi system

[0138] Composition: In 52.0±2.0%, Sn 46.0±2.0%, Bi 2.0±0.5%

[0139] Melting point: 118±3°C

[0140] Electrical conductivity: 9.2 × 1 S / m

[0141] Lithium-ion transference number: 0.45-0.55

[0142] In this embodiment, alloy system 2: Ga-In-Sn system

[0143] Composition: Ga 62.0±2.0%, In 25.0±2.0%, Sn 13.0±1.0%

[0144] Melting point: 10.5±2°C (liquid at room temperature, morphology controlled through nano-confinement)

[0145] Electrical conductivity: 3.4 × 1 S / m

[0146] Lithium-ion transference number: 0.35-0.45

[0147] Optionally, the alloy can be functionalized by adding 0.1-1.0 wt% LiF as a lithium-ion transport promoter and incorporating 0.5-2.0 wt% nano-A. Particles enhance mechanical strength; surface oxidation treatment forms L Conductive passivation layer.

[0148] Figure 3 This is a schematic diagram of an all-solid-state battery fabrication process according to an embodiment of the present invention, as shown below. Figure 3 As shown, during material pretreatment, solid electrolyte sintering and fine grinding can be performed, followed by surface activation treatment. Electrode material preparation and electrode sheet rolling can be carried out, controlling the porosity of the electrode sheets to 30-40%. Low-melting-point alloy foil can be rolled to a thickness of 10-30 μm, followed by surface treatment of the alloy. In the stacked structure design, the stack can be arranged as follows: positive electrode current collector, positive electrode material layer, alloy interface layer I, solid electrolyte layer, alloy interface layer II, negative electrode material layer, and negative electrode current collector. During the hot pressing process, the initial stage, heating stage, heat preservation melting and infiltration, and cooling solidification can be performed. In the encapsulation process, aluminum-plastic molding encapsulation, vacuum drying, electrolyte injection, and final sealing can be performed. In the electrochemical activation stage, the battery can undergo low-current charging, step-by-step activation, high-temperature aging, and performance testing.

[0149] Optionally, interface quality monitoring includes: ultrasonic scanning to detect interface contact integrity; impedance spectroscopy analysis of interface impedance (target value: <10Ω·cm²); scanning electron microscopy observation of interface microstructure; process parameter tolerance control: hot pressing temperature, set value ±2°C; pressure control, set value ±0.5MPa; cooling rate, 1.0±0.2°C / min; ambient humidity <1%RH (operated in a dry room). The design features a double-sided symmetrical alloy interface layer. A gradient porosity electrode structure (low porosity on the electrolyte side, high porosity on the current collector side). An internal stress buffer layer absorbs volume changes during charge and discharge.

[0150] Figure 4 This is a schematic diagram of a thermal management integration process according to an embodiment of the present invention, such as... Figure 4 As shown, individual battery cells can be integrated into modules, and thermal management design and system integration can be performed. In thermal management design, phase change material encapsulation, microchannel liquid cooling plates, and temperature gradient control can be implemented. In system integration, a battery management system (BMS), thermal runaway protection, and mechanical protection structures can be incorporated.

[0151] Figure 5(a) is a schematic diagram of a battery system according to an embodiment of the present invention. As shown in Figure 5(a), it can be a battery system that may include an upper battery housing 51 and a lower battery housing 52. Figure 5(b) is a schematic diagram of another battery system according to an embodiment of the present invention. As shown in Figure 5(b), it may include a battery high-voltage matching system 53 and a battery management system 54. The battery high-voltage matching system 53 can be used to control the switching of high-voltage circuits. For example, if an abnormal state of the battery is detected (e.g., a thermal risk state), it can control the disconnection of the battery from the circuits of other electrical systems in the vehicle. The battery management system 54 can be used for operating algorithms and comprehensive control, such as performing thermal runaway protection.

[0152] Figure 6(a) is a schematic diagram of the internal structure of a battery system according to an embodiment of the present invention. As shown in Figure 6(a), the internal structure of the battery system may include a battery cooling and heating system 61 and a battery cell (energy storage unit) 62. The battery cooling and heating system 61 can cool or heat the battery based on control commands generated by the battery management system 54.

[0153] Figure 6(b) is a schematic diagram of the interior of another battery system according to an embodiment of the present invention. As shown in Figure 6(b), the battery system may further include a signal acquisition system 63 and a battery safety protection system 64. The signal acquisition system 63 can be used to collect information related to the battery, such as battery temperature, etc. No specific limitations are made here, and the aforementioned information can be input into the battery management system 54 to determine the battery's health status. The battery safety protection system 64 can be a mechanical protection structure used to protect the battery.

[0154] It should be noted that the above-described battery system architecture and internal component structure are merely illustrative examples and are not subject to specific limitations. Any battery system and its internal structure that can utilize the low-melting-point alloy as the interface layer between the battery charging electrode and the electrolyte in the embodiments of this invention are within the protection scope of the embodiments of this invention.

[0155] According to embodiments of the present invention, a vehicle battery manufacturing apparatus is also provided. It should be noted that this vehicle battery manufacturing apparatus can be used to perform the vehicle battery manufacturing method described in the above embodiments.

[0156] Figure 7 This is a schematic diagram of a vehicle battery manufacturing apparatus according to an embodiment of the present invention, such as... Figure 7 As shown, the battery preparation apparatus 700 for the vehicle may include: a first determining unit 702, a second determining unit 704, a fusion unit 706, and a preparation unit 708.

[0157] The first determining unit 702 is used to determine the multiple target metals to be fused from a variety of candidate metals.

[0158] The second determining unit 704 is used to determine the mass ratio of various target metals based on the vehicle's performance requirements information.

[0159] The fusion unit 706 is used to fuse multiple target metals according to the mass ratio to obtain the target alloy.

[0160] Preparation unit 708 is used to prepare batteries based on the target alloy.

[0161] In this embodiment of the invention, a first determining unit 702 identifies multiple target metals to be fused from a variety of candidate metals. A second determining unit 704 determines the mass ratio of the multiple target metals based on vehicle performance requirements. A fusion unit 706 fuses the multiple target metals according to the mass ratio to obtain a target alloy. A preparation unit 708 prepares a battery based on the target alloy, thereby solving the technical problem of low accuracy in vehicle battery preparation and achieving the technical effect of improving the accuracy of vehicle battery preparation.

[0162] According to embodiments of the present invention, a computer-readable storage medium is also provided, the storage medium including a stored program, wherein the program executes the methods described in the embodiments of the present invention.

[0163] According to an embodiment of the present invention, a processor is also provided for running a program, wherein the program executes the methods described above in the embodiments of the present invention during runtime.

[0164] According to another aspect of the present invention, an electronic device is also provided. The electronic device includes a memory and a processor, the memory storing a computer program, and the processor being configured to run the computer program to perform the methods described in the embodiments of the present invention.

[0165] According to another aspect of the present invention, a computer program product is also provided. This computer program product includes a computer program that, when executed by a processor, implements the methods described above in the embodiments of the present invention.

[0166] In the above embodiments of the present invention, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0167] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual couplings, direct couplings, or communication connections may be through some interfaces; indirect couplings or communication connections between units or modules may be electrical or other forms.

[0168] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0169] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0170] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0171] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A method for manufacturing a vehicle battery, characterized in that, include: From a variety of candidate metals, a variety of target metals to be fused are identified, wherein the target metals are the candidate metals with melting points below the melting point threshold; Based on the vehicle's performance requirements information, the mass ratio of various target metals is determined, wherein the performance requirements information is used to at least represent the vehicle's stress buffering requirements and / or ion transport requirements for the battery to be deployed. According to the mass ratio, multiple target metals are fused to obtain a target alloy, wherein the stress buffering performance of the target alloy meets the stress buffering requirements, and / or the ion transport performance of the target alloy meets the ion transport requirements. The battery is prepared based on the target alloy.

2. The method according to claim 1, characterized in that, Based on the vehicle's performance requirements, the mass ratios of various target metals are determined, including: Based on the performance requirement information, the property information of the target alloy to be formed is determined; Based on the attribute information, the mass ratios corresponding to the various target alloys are determined respectively.

3. The method according to claim 2, characterized in that, The attribute information includes at least one of the following: melting point, electrical conductivity, and migration information. The electrical conductivity information represents the ability of the target alloy to conduct current, and the migration information represents the migration efficiency of lithium ions relative to other ions within the target alloy. Based on the attribute information, the mass ratios corresponding to various target alloys are determined, including at least one of the following: The mass ratio is determined based on the fusion melting point; The mass ratio is determined based on the conductivity information; Based on the migration information, the quality ratio is determined.

4. The method according to claim 1, characterized in that, The method further includes: Obtain the electrode and electrolyte to be connected to the target alloy; The battery is prepared based on the target alloy, comprising: Using the target alloy, an interface layer connecting the electrode and the electrolyte is prepared; The interface layer, the electrode, and the electrolyte are connected to obtain the battery.

5. The method according to claim 4, characterized in that, The electrode includes a positive electrode, a negative electrode, and a current collector. Obtaining the electrode to be connected to the target alloy includes: The positive electrode is obtained by mixing high-nickel ternary material with a solid electrolyte using a preset mass ratio. The negative electrode is prepared using lithium metal foil or silicon-carbon composite material, wherein the thickness of the lithium metal foil meets a preset thickness range; Micro-arc oxidation is performed on the current collector corresponding to the positive electrode and the current collector corresponding to the negative electrode to obtain the current collector corresponding to the positive electrode after oxidation treatment and the current collector corresponding to the negative electrode after oxidation treatment.

6. The method according to claim 4, characterized in that, Obtaining the electrolyte to be connected to the target alloy includes: The electrolyte powder to be prepared into the electrolyte is ball-milled to obtain the ball-milled electrolyte powder. The electrolyte powder after ball milling is subjected to cold isostatic pressing to obtain the shaped electrolyte powder; The electrolyte powder is subjected to high-temperature sintering, fine masking, and plasma cleaning to obtain the electrolyte.

7. The method according to claim 4, characterized in that, Using the target alloy, an interface layer connecting the electrode and the electrolyte is prepared, comprising at least one of the following: The interface layer is prepared by adding a first target proportion of lithium fluoride to the target alloy and using the target alloy with added lithium fluoride. The interface layer is prepared by adding a second target proportion of alumina to the target alloy and using the target alloy with added alumina. The method further includes: The surface of the interface layer is oxidized to obtain a passivation layer.

8. A battery manufacturing apparatus for a vehicle, characterized in that, The device includes: The first determining unit is used to determine multiple target metals to be fused from multiple candidate metals, wherein the target metals are the candidate metals with melting points below a melting point threshold; The second determining unit is used to determine the mass ratio of various target metals based on the vehicle's performance requirement information, wherein the performance requirement information is used to at least represent the vehicle's stress buffering requirements and / or ion transport requirements for the battery to be deployed. A fusion unit is used to perform a fusion operation on multiple target metals according to the mass ratio to obtain a target alloy, wherein the stress buffering performance of the target alloy meets the stress buffering requirements, and / or the ion transport performance of the target alloy meets the ion transport requirements. A preparation unit for preparing the battery based on the target alloy.

9. A processor, characterized in that, The processor is used to run a program, wherein the program executes the method according to any one of claims 1 to 7 when it runs.

10. An electronic device, characterized in that, The method includes a memory and a processor, wherein the memory stores a computer program and the processor is configured to run the computer program to perform the method according to any one of claims 1 to 7.

11. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored program, wherein, when the program is executed, it controls the device on which the computer-readable storage medium is located to perform the method according to any one of claims 1 to 7.

12. A computer program product, characterized in that, The computer program product includes a computer program that, when executed by a processor, implements the method described in any one of claims 1 to 7.

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