Connector holder for electric vehicle battery assembly

Abstract

Electric vehicle battery assembly comprising the following: a battery cell (60); a side rail (76) securing the cell (60) adjacent to a side of the cell (60); an upper rail (74) securing the cell (60) adjacent to an upper surface of the cell (60); and a connector holder (82) in direct contact with the side rail (76) and the upper rail (74).

Description

[0001] Electric vehicles generally differ from conventional motor vehicles in that they are selectively powered by one or more battery-driven electric motors. Conventional motor vehicles, in contrast, rely exclusively on an internal combustion engine to propel the vehicle. Electric vehicles can use electric motors instead of, or in addition to, the internal combustion engine.

[0002] For the state of the art, please refer to US 2014 / 0 030 581 A1.

[0003] Examples of electric vehicles include hybrid electric vehicles (HEVs), plug-in hybrid electric vehicles (PHEVs), and battery electric vehicles (BEVs). Electric vehicles are typically equipped with a battery pack containing multiple battery cells that store electrical energy to power the electric motor. The battery cells can be charged before use and recharged while driving through regenerative braking or an internal combustion engine.

[0004] The battery cells are typically held in place by several rails, including top rails and side rails. In one known arrangement, a dedicated rail cover electrically isolates the cells from the rails.

[0005] The present invention is based on the objective of providing an improved electric vehicle battery assembly and a connector holder for an electric vehicle battery assembly. This objective is achieved with an electric vehicle battery assembly according to claims 1 and 15 and with a connector holder according to claim 10.

[0006] An electric vehicle battery assembly according to an exemplary aspect of the present disclosure includes, among other things, a battery cell, a rail securing the cell and a connector holder in direct contact with the rail.

[0007] In another, non-restrictive embodiment of the above battery assembly, the rail is a side rail on one side of the cell, and the terminal holder includes a side rail guard section suspended over the side of the cell.

[0008] In another non-restrictive embodiment of the above battery assembly, the side rail protection section includes a flange extending downwards from a lower surface of a main body section of the terminal holder, and the flange of the side rail protection section directly contacts the side of the cell and the side rail.

[0009] In another, non-restrictive embodiment of the above battery assembly, the flange of the side rail protection section has a thickness of at least 1.6 mm.

[0010] In a further, non-restrictive embodiment of the above battery assembly, the rail is an upper rail at an upper surface of the cell, and the terminal holder includes an upper rail protection section provided by a flange extending upward from an upper surface of a main body section of the terminal. Furthermore, the upper rail directly contacts the flange of the upper rail protection section.

[0011] In a further, non-restrictive embodiment of the above battery assembly, the flange of the upper rail guard section includes a first leg, a second leg and a third leg.

[0012] In a further, non-restrictive embodiment of the above battery assembly, the assembly further includes a terminal in contact with the upper surface of the main body section of the terminal holder. Furthermore, the flange of the upper rail guard section extends to a height of at least 1.6 mm above an upper surface of the terminal.

[0013] In a further, non-restrictive embodiment of the above battery assembly, the main body section has a height of at least 1.6 mm.

[0014] In another, non-restrictive embodiment of the above battery assembly, the terminal holder is integrally formed from a dielectric material.

[0015] A connector holder for an electric vehicle battery assembly according to a further exemplary aspect of the present disclosure includes, among other things, a main body section with an upper surface and a lower surface and a side rail protection section comprising a flange extending downwards from the lower surface of the main body section.

[0016] In another, non-restrictive embodiment of the above connection holder, the flange of the side rail protection section has a thickness of at least 1.6 mm.

[0017] In a further, non-restrictive embodiment of the above connector holder, the connector holder further includes an upper rail protection section which contains a flange extending upwards from the upper surface of the main body section.

[0018] In another, non-restrictive embodiment of the above connector holder, the flange of the upper rail guard section includes a first leg, a second leg and a third leg.

[0019] In another, non-restrictive embodiment of the above connector holder, the main body section, the side rail protection section and the upper rail protection section are integrally formed.

[0020] In another, non-restrictive embodiment of the above connector holder, the connector holder consists of a dielectric material.

[0021] In another, non-restrictive embodiment of the above connector holder, the main body section has a height of at least 1.6 mm.

[0022] An electric vehicle battery assembly according to an exemplary aspect of the present disclosure comprises, among other things, a battery cell, a side rail at one side of the cell, a top rail at an upper surface of the cell, a terminal, and a terminal holder. The terminal holder comprises a main body section in contact with the terminal. The terminal holder further comprises a side rail guard section suspended above the side of the cell and directly contacting the side rail. The terminal holder also comprises an upper rail guard section extending upward from the main body section and directly contacting the upper rail.

[0023] In another, non-restrictive embodiment of the above battery assembly, the side rail protection section includes a flange extending downwards from a lower surface of the main body section.

[0024] In a further, non-restrictive embodiment of the above battery assembly, the upper rail guard section includes a flange with a first leg, a second leg and a third leg.

[0025] In a further, non-restrictive embodiment of the above battery assembly, an outer surface of the second leg directly contacts the side rail, and an upper surface of the second leg directly contacts the upper rail.

[0026] The embodiments, examples, and alternatives described in the preceding paragraphs, claims, or the following description and drawings, including any of their various aspects or individual features, can be considered independently or in combination. Features described in connection with one embodiment can be applied to all embodiments unless such features are incompatible.

[0027] The drawings can be briefly described as follows: Fig. Figure 1 is a schematic view of an example electric vehicle powertrain. Fig. Figure 2 is a schematic perspective view of an example battery pack. Fig. Figure 3 is a perspective view of an exemplary battery cell with a terminal holder according to the present disclosure without the rails of Fig. 2. Fig. 4 is a cross-sectional view along 4-4 ​​of Fig. 3, wherein the rails of Fig. 2 are included.

[0028] Fig. Figure 1 schematically shows a powertrain 10 for an electric vehicle. Although depicted as a hybrid electric vehicle (HEV), it is understood that the concepts described herein are not limited to HEVs and could be extended to other electrified vehicles, including, but not limited to, plug-in hybrid electric vehicles (PHEVs) and battery electric vehicles (BEVs).

[0029] In one embodiment, the powertrain 10 is a powertrain system that uses a first drive system and a second drive system. The first drive system includes a combination of an internal combustion engine 14 and a generator 18 (i.e., a first electric machine). The second drive system includes at least one electric motor 22 (i.e., a second electric machine), the generator 18, and a battery pack 24. In this example, the second drive system is considered an electric drive system of the powertrain 10. The first and second drive systems generate torque to drive one or more sets of vehicle drive wheels 28 of the electric vehicle.

[0030] The engine 14, which in this example is an internal combustion engine, and the generator 18 can be connected by a power transfer unit 30, such as a planetary gear set. Of course, other types of power transfer units, including other gear sets and transmissions, can be used to connect the internal combustion engine 14 to the generator 18. In a non-limiting embodiment, the power transfer unit 30 is a planetary gear set comprising a ring gear 32, a sun gear 34, and a carrier assembly 36.

[0031] Generator 18 can be driven by the internal combustion engine 14 via the power transfer unit 30 to convert kinetic energy into electrical energy. Alternatively, generator 18 can function as an electric motor to convert electrical energy into kinetic energy, thereby outputting torque to a shaft 38 connected to the power transfer unit 30. Because generator 18 is operationally linked to the internal combustion engine 14, the rotational speed of the internal combustion engine 14 can be controlled by generator 18.

[0032] The ring gear 32 of the power transfer unit 30 can be connected to a shaft 40, which is connected to the vehicle drive wheels 28 via a second power transfer unit 44. The second power transfer unit 44 can contain a gear set with several gears 46. Other power transfer units may also be suitable. The gears 46 transmit torque from the internal combustion engine 14 to a differential 48 to ultimately provide traction to the vehicle drive wheels 28. The differential 48 can contain several gears that enable the transfer of torque to the vehicle drive wheels 28. In this example, the second power transfer unit 44 is mechanically coupled to an axle 50 via the differential 48 to distribute torque to the vehicle drive wheels 28.

[0033] The electric motor 22 (i.e., the second electric machine) can also be used to drive the vehicle's drive wheels 28 by outputting torque to a shaft 52, which is also connected to the second power transfer unit 44. In one embodiment, the electric motor 22 and the generator 18 operate together as part of a regenerative braking system, in which both the electric motor 22 and the generator 18 can be used as electric motors to output torque.

[0034] The battery pack 24 is an exemplary type of electric vehicle battery assembly. The battery pack 24 can be a high-voltage battery that can output electrical current to operate the electric motor 22 and the generator 18. Other types of energy storage devices and / or output devices can also be used with the electric vehicle.

[0035] With reference to Fig. Figure 2 includes an example of battery pack 24 comprising several battery cells 60. In this example, the cells 60 are prismatic cells. Each cell 60 contains a first surface 62 and a second surface 64 opposite the first surface 62. The surfaces 62 and 64 each have a length L1 and a height H1. The cells 60 also contain opposite sides 66 and 68 with a width W1 and a height H1. The cells 60 also contain lower and upper surfaces 70 and 72 with a length L1 and a width W1.

[0036] In this example, cells 60 are held (i.e., secured) in place by a number of rails. As in Fig. As shown in Figure 2, an upper rail 74 extends in a first direction D1. In this example, the first direction D1 runs parallel to the width W1 of the cells 60 and is located at the upper surface 72 of the cells 60. Although only one upper rail 74 is shown, it is understood that additional upper rails may be included.

[0037] Furthermore, a side rail 76 extends along the sides of the cells 60 in a second direction D2. In this example, D2 runs parallel to the height H1 of the cells 60. Although only one side rail 76 is shown, additional side rails may exist. For example, there may be a side rail 76 on each side 66, 68 of each cell 60.

[0038] In some examples, the upper and side rails 74, 76 are made of a metallic material. Although in Fig. 2 not shown, there may also be a lower rail that can support cells 60 from below.

[0039] Each cell 60 contains a current collector 78. In this example, each cell 60 contains two current collectors 78 – one on each lateral outer side of the upper surface 72. The current moves through the current collector 78 to and from the cells 60.

[0040] With reference to Fig. 3 and with further reference to Fig. 2 is a terminal 80 directly attached to each current collector 78. The terminal 80 is made of a conductive material such as a metal and, in some examples, is connected to a busbar to transfer current for use in the drive train 10.

[0041] In this example, a terminal holder 82 is provided between the terminal 80 and the upper surface 72 of the cell 60. In one example, the terminal holder 82 is made of a dielectric material such as plastic. The terminal holder 82 is referred to in some cases as a "dielectric" or an "under-terminal dielectric." As is known in this technology, dielectric materials are electrical insulators. The present disclosure is not limited to any particular dielectric material. The present disclosure also extends to other materials that may not be known as "dielectric" materials but that may possess insulating properties.

[0042] In this example, the connector holder 82 has a length L2 and a width W2, which are each greater than the corresponding length and width of the connector 80. Thus, in this example, the connector 80 is entirely within the circumference of the connector holder 82.

[0043] With joint reference to the Fig. 3 and Fig. 4 The exemplary connector 82 contains a main body section 84 with a height H2. Note that the rails 74, 76 in Fig. 4 are shown, but for the sake of clarity in Fig. 3 have been omitted. The main body section 84 has an upper surface 86 which is in direct contact with a lower surface 88 of the terminal 80. The main body section 84 further includes a lower surface 90 which is in direct contact with the upper surface 72 of the cell 60. The main body section 84 electrically insulates the battery cell 60 from the terminal 80.

[0044] In this example, the height H2 is at least 1.6 millimeters (0.063 inches), which ensures an adequate level of insulation.

[0045] The illustrated connector 82 further comprises an upper rail protection section 92 and a side rail protection section 94, each extending from the main body section 84. In one example, the upper rail and side rail protection sections 92 and 94 are integrally formed with the main body section 84. The connector 82 can be injection-molded—and thus integrally formed—to provide a seamless, continuous structure. However, this disclosure is not limited to injection molding.

[0046] With further reference to the Fig. 3 and Fig. 4 The upper rail guard section 92 includes a flange with a first, second, and third leg 96, 97, 98. As used here, the term "flange" refers to any projection extending from the main body section 84. While three legs 96, 97, 98 are shown, other arrangements fall within the scope of this disclosure.

[0047] In the illustrated example, the first leg 96 is arranged such that its length runs parallel to the width W3 of the upper rail 74. Furthermore, the first leg 96 is in contact with a side edge of the connector 80. The second leg 97 has a length perpendicular to the first leg 96 and includes an inner surface 99 in contact with an outer edge 91 of the connector 80. The third leg 98 is located on the opposite side of the connector holder 82 from the first leg 96 and essentially mirrors the first leg 96. The second leg 97 bridges between the first and third legs 96, 98 and extends along an outer edge of the connector holder 82.

[0048] In this example, the uppermost surfaces of the first, second, and third legs 96, 97, 98 directly contact the upper rail 74. As in Fig.As shown in Figure 4, the uppermost surfaces 100, 102 of the first leg 96 and the second leg 97, respectively, directly contact a lowermost surface 103 of the upper rail 74. In this example, the first, second, and third legs 96, 97, 98 extend to a height H3 above the upper surface 89 of the terminal 80. This height H3 ensures that the upper rail protection section 92 properly insulates the terminal 80 from the upper rail 74. In this example, the height H3 is at least 1.6 millimeters (0.063 inches).

[0049] In this example, the side rail protection section 94 is provided by the section of the connector 84 that extends beyond (e.g., hangs over) side 66. In this example, the connector extends beyond side 66 of cell 60 by a distance S1.

[0050] The side rail protection section 94 is partially provided by a flange 104, which extends downwards from a section of the lower surface 90 of the main body section 84 by a distance, represented as height H4. Furthermore, the flange 104 has an inner surface 106 that directly contacts the side 66 of the cell 60. The flange 104 also has an outer surface 108 that directly contacts an inner surface 110 of the side rail 76.

[0051] The flange 104 has a thickness equal to the distance S1, which ensures proper insulation between the side rail 76 and the cell 60. In this example, the distance S1 is at least 1.6 millimeters (0.063 inches). In addition to the flange 104, the side rail 76 is also in direct contact with an outer surface 112 of the main body section 84 and an outer surface of the second leg 97.

[0052] The connector holder 82 ensures proper electrical insulation between the cells 60 and the adjacent structures, thereby reducing the probability of a short circuit. Furthermore, the connector holder 82 eliminates the need for a separate insulating structure, such as a dedicated rail cover, between the cells 60 and the rails 74, 76. Accordingly, the disclosed arrangement reduces manufacturing costs and other complications, such as assembly time, associated with additional components.

[0053] It is understood that terms such as "above", "below", "upwards", "downwards", "upper", "lower", "inner" and "outer" are used with reference to the normal orientation of the battery pack 24 and the cells 60, as used within a vehicle during operation. These terms are used for explanatory purposes and should not be considered otherwise restrictive.

[0054] Although the various examples possess the specific components shown in the illustrations, embodiments of this disclosure are not limited to those specific combinations. It is possible to use some of the components or features from one of the examples in combination with features or components from another of the examples.

[0055] The average person skilled in the art would understand that the embodiments described above are exemplary and non-limiting. That is, modifications of the present disclosure would fall within the scope of protection of the claims. Therefore, the following claims should be examined to determine their true scope and content.

Claims

[1] Electric vehicle battery assembly comprising: a battery cell (60); a side rail (76) securing the cell (60) adjacent to a side of the cell (60); an upper rail (74) securing the cell (60) adjacent to an upper surface of the cell (60); and a connector holder (82) in direct contact with the side rail (76) and the upper rail (74). [2] Battery assembly according to claim 1, wherein the connector holder (82) includes a side rail protection section (94) suspended above the side of the cell (60). [3] Battery assembly according to claim 2, wherein the side rail protection section (94) includes a flange (104) extending downwards from a lower surface of a main body section of the connector holder (82), and wherein the flange (104) of the side rail protection section (94) directly contacts the side of the cell (60) and the side rail (76). [4] Battery assembly according to claim 3, wherein the flange (104) of the side rail protection section (94) has a thickness of at least 1.6 mm. [5] Battery assembly according to claim 1, wherein the connector holder (82) includes an upper rail protection section (92) provided by a flange extending upwards from an upper surface of a main body section (84) of the connector holder (82), wherein the upper rail (74) directly contacts the flange of the upper rail protection section (92). [6] Battery assembly according to claim 5, wherein the flange of the upper rail guard section comprises a first leg (96), a second leg (97) and a third leg (98). [7] Battery assembly according to claim 5, further comprising: a connection (80) in contact with the upper surface of the main body section (84) of the connection holder (82), wherein the flange of the upper rail protection section (92) extends to a height of at least 1.6 mm above an upper surface of the connection (80). [8] Battery assembly according to claim 5, wherein the main body section (84) has a height of at least 1.6 mm. [9] Battery assembly according to claim 1, wherein the connector holder (82) is integrally formed from a dielectric material. [10] Connector holder (82) for an electric vehicle battery assembly comprising the following: a main body section (84) with an upper surface and a lower surface, a side rail protection section (94) which includes a flange (104) extending downwards from the lower surface of the main body section (84), wherein the flange (104) of the side rail protection section (94) is configured to overhang one side of a battery cell (60), and an upper rail protection section (92) comprising a flange extending upwards from the upper surface of the main body section (84), wherein the flange of the upper rail protection section (92) has a first leg (96), contains a second leg (97) and a third leg (98). [11] Connection holder (82) according to claim 10, wherein the flange (104) of the side rail protection section (94) has a thickness of at least 1.6 mm. [12] Connection holder (82) according to claim 10, wherein the main body section (84), the side rail protection section (94) and the upper rail protection section (92) are integrally formed. [13] Connector holder (82) according to claim 12, wherein the connector holder (82) consists of a dielectric material. [14] Connector holder according to claim 12, wherein the main body section (84) has a height of at least 1.6 mm. [15] Electric vehicle battery assembly comprising the following: a battery cell (60); a side rail (76) on one side of the cell (60); an upper rail (74) at an upper surface of the cell (60); a connection (80); and a connector holder (82) with a main body section (84) in contact with the connector (80), wherein the connector holder (82) has a hanging above the side of the cell (60) and directly contacting the side rail (76). side rail protection section (94) and the connecting holder (82) further includes an upper rail protection section (92) extending upwards from the main body section (84) and directly contacting the upper rail (74), wherein the upper rail protection section (92) includes a flange with a first leg (96), a second leg (97) and a third leg (98), wherein an outer surface of the second leg (97) directly contacts the side rail (76) and wherein an upper surface of the second leg (97) directly contacts the upper rail (74). [16] Battery assembly according to claim 15, wherein the side rail protection section (94) includes a flange extending downwards from a lower surface of the main body section (84).

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