Effectively cooled battery arrays

Abstract

Battery arrangement (25, 25A, 25B, 25C, 25D, 25E, 25F) comprising: a battery cell (56, 56A, 56B, 56C, 56D, 56E, 56F); a cooling device (58, 58A, 58B, 58C, 58D, 58E, 58F) extending at least partially through the battery cell (56, 56A, 56B, 56C, 56D, 56E, 56F);and a coolant distributor (62, 62A) connected to the cooling device (58, 58A, 58B, 58C, 58D, 58E, 58F), characterized in that the cooling device (58, 58A, 58B, 58C, 58D, 58E, 58F) comprises a plate (86D, 86E, 86F), a first mandrel (88D, 88E, 88F) connected to a first side of the plate (86D, 86E, 86F), and a second mandrel (88D, 88E, 88F) connected to a second side of the plate (86D, 86E, 86F), wherein the first mandrel (88D, 88E, 88F) and the second mandrel (88D, 88E, 88F) from a first position inside the battery cell (56, 56A, 56B, 56C, 56D, 56E, 56F) to a second position outside the battery cell (56, 56A, 56B, 56C, 56D, 56E, 56F), wherein the first mandrel (88D, 88E, 88F) and the second mandrel (88D, 88E, 88F) either contact the coolant distributor (62, 62A) or a thermal interface material (TIM) (94D, 98E) in the second position.

Description

TECHNICAL AREA This disclosure relates to a battery arrangement according to the preamble of claim 1 for battery sets for electrified vehicles. BACKGROUND The desire to reduce fuel consumption and emissions in motor vehicles is well-documented. Therefore, vehicles are being developed that reduce or completely eliminate reliance on internal combustion engines. Electrified vehicles are one type of vehicle currently being developed for this purpose. Generally, electrified vehicles differ from conventional motor vehicles because they are specifically powered by one or more battery-powered electric motors. Conventional motor vehicles, on the other hand, rely solely on the internal combustion engine to propel the vehicle. In US patent 2013 / 0115505 A1, a battery arrangement is described that comprises at least one battery cell and a cooling device extending at least partially through the battery cell, and a coolant distributor connected to the cooling device. Further relevant prior art for the background of the invention is provided in US patents 2010 / 0279159 A1 and US patent 6146786 A. The electric motors and other electrical consumers of the electrified vehicle are typically powered by a high-voltage battery pack. This battery pack comprises numerous battery cells that must be regularly recharged to provide the energy required to power these consumers. The battery cells generate heat, for example, during charging and discharging. Relatively complex thermal cooling systems are often employed to manage the heat generated by the battery cells. SUMMARY A battery arrangement according to one aspect of the present disclosure includes, among other things, a battery cell, a cooling device extending at least partially through the battery cell, and a coolant distributor connected to the cooling device. In another non-restrictive embodiment of the preceding battery arrangement, the cooling device is a solid metallic rod. In another non-restrictive embodiment of one of the preceding battery arrangements, the cooling device is a hollow metallic tube. In another non-restrictive embodiment of one of the preceding battery arrangements, the cooling device is a metallic disc. In a further non-restrictive embodiment of one of the preceding battery arrangements, the cooling device extends through a cavity of the battery cell. In a further non-restrictive embodiment of one of the preceding battery arrangements, the battery cell includes an inner wall and an outer wall, wherein the inner wall circumscribes the cavity. In a further non-restrictive embodiment of one of the preceding battery arrangements, the coolant distributor includes an inlet on a first side of the cooling device and an outlet on a second side of the cooling device. In a further non-restrictive embodiment of one of the preceding battery arrangements, the cooling device includes a threaded end which is received in a threaded opening of the coolant distributor. In a further non-restrictive embodiment of one of the preceding battery arrangements, the cooling device is received in a connector mounted on the coolant distributor. The cooling device and the connector are joined to each other using an interference fit. In a further non-restrictive embodiment of one of the preceding battery arrangements, the cooling device extends through the battery cell and a second battery cell stacked against the battery cell. In another non-restrictive embodiment of one of the preceding battery arrangements, the battery cell is a cylindrical cell. In another non-restrictive embodiment of one of the preceding battery arrangements, the battery cell is a prismatic cell. The cooling device includes a plate, a first mandrel connected to a first side of the plate, and a second mandrel connected to a second side of the plate. In the battery assembly, the first and second prongs extend from a first position inside the battery cell to a second position outside the battery cell. At the second position, the first and second prongs contact either the coolant distributor or a thermal interface material (TIM). In a further non-restrictive embodiment of one of the preceding battery arrangements, the cooling device includes a plate arranged in the battery cell and an extension of the thermal interface material (TIM) attached to the plate and extending to the outside of the battery cell. A battery arrangement according to another exemplary aspect of the present disclosure includes, among other things, a battery cell comprising a can arrangement with an inner wall and an outer wall, an electrode arrangement located between the inner wall and the outer wall, and a cooling device extending through a cavity of the can arrangement. The cavity is defined by the inner wall. In another non-restrictive embodiment of the preceding battery arrangement, the battery cell is a cylindrical battery cell and the cooling device is a solid rod or a hollow tube. In a further non-restrictive embodiment of one of the preceding battery arrangements, the battery cell is a prismatic battery cell and the cooling device is a metallic disk. In a further non-restrictive embodiment of one of the preceding battery arrangements, the cooling device extends through a second cavity formed by a second battery cell. In a further non-restrictive embodiment of one of the preceding battery arrangements, the second battery cell is positioned next to the battery cell on the cooling device such that a positive terminal of the second battery cell touches a negative terminal of the battery cell. The embodiments, examples, and alternatives described in the preceding paragraphs, claims, or the following description and drawings, including each of their various aspects or individual features, can be considered independently or in any combination. Features described in connection with one embodiment apply to all embodiments, provided these features are not incompatible. The various features and advantages of this disclosure will become apparent to the person skilled in the art in the following detailed description. The drawings accompanying the detailed description can be briefly described as follows. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 schematically represents a powertrain of an electrified vehicle. Figs. 2A and 2B show a battery arrangement for a battery pack of an electrified vehicle. Figs. 2C and 2D show exemplary connections between a cooling device and a coolant distributor of the battery arrangement of Figs. 2A and 2B. Fig. 3 is a cross-sectional view through section AA of Fig. 2B. Fig. 4 shows a battery arrangement according to a second embodiment of this disclosure. Figs. 5A and 5B show a battery arrangement according to a third embodiment of this disclosure. Fig. 6 is a cross-sectional view through section BB of Fig. 5A. Fig. 7 shows a battery arrangement according to a fourth embodiment of this disclosure. Figs. 8A and 8B show a battery arrangement according to a further embodiment of this disclosure. Figs. 9A and 9B show a battery arrangement according to a third embodiment of this disclosure.Figures 9B represent a battery arrangement according to yet another embodiment of this disclosure. Figures 10A and 10B represent a battery arrangement according to yet another embodiment of this disclosure. DETAILED DESCRIPTION This disclosure describes various embodiments of a battery assembly for a battery pack of an electrified vehicle. The battery assemblies include one or more battery cells (for example, cylindrical, prismatic, or pouch cells) and a cooling device that extends at least partially through the battery cells. The cooling device is designed to cool the battery cells either conductively or convectively. In some embodiments, the cooling device is a solid rod, a hollow tube, a disk, or a combination of these features. In other embodiments, the cooling device is connected to a coolant distributor designed to supply coolant for convective cooling of the battery cells of the battery assembly. These and other features are discussed in more detail in the following paragraphs of this comprehensive description. Fig. 1 schematically represents a powertrain 10 for an electrified vehicle 12. Although depicted as a hybrid electric vehicle (HEV), it should be noted that the concepts described here are not limited to HEVs and could also be applied to other electrified vehicles, including, but not limited to, plug-in hybrid electric vehicles (PHEVs), battery electric vehicles (BEVs), and fuel cell vehicles. In a non-restrictive embodiment, the powertrain 10 is a power-split powertrain system employing a first drive system and a second drive system. The first drive system includes a combination of a power machine 14 and a generator 18 (i.e., a first electric machine). The second drive system includes at least one 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 electrified vehicle 12. Although in Fig.1 where a power split design is depicted, this disclosure can be applied to any hybrid or electric vehicle, including full hybrids, parallel hybrids, series hybrids, mild hybrids or micro hybrids. The power engine 14, which in one embodiment is an internal combustion engine, and the generator 18 can be connected to each other by a power transmission unit 30, for example, a planetary gear set. Of course, other types of power transmission units, including other gear sets and transmissions, can also be used to connect the power engine 14 to the generator 18. In a non-limiting embodiment, the power transmission unit 30 is a planetary gear set comprising a ring gear 32, a sun gear 34, and a carrier assembly 36. The generator 18 can be driven by the power machine 14 via the power transmission unit 30 to convert kinetic energy into electrical energy. Alternatively, the generator 18 can function as a motor to convert electrical energy into kinetic energy, thereby delivering torque to a shaft 38 connected to the power transmission unit 30. Since the generator 18 is operatively connected to the power machine 14, the speed of the power machine 14 can be controlled by the generator 18. The ring gear 32 of the power transmission unit 30 can be connected to a shaft 40, which is connected via a second power transmission unit 44 to vehicle drive wheels 28. The second power transmission unit 44 can include a gear set with a plurality of gears 46. Other power transmission units may also be suitable. The gears 46 transmit torque from the power unit 14 to a differential 48 to ultimately provide traction to the vehicle drive wheels 28. The differential 48 can include several gears that enable the transmission of torque to the vehicle drive wheels 28. In one embodiment, the second power transmission unit 44 is mechanically coupled to an axle 50 via the differential 48 to distribute torque to the vehicle drive wheels 28. The motor 22 can also be used to drive the vehicle's drive wheels 28 by delivering torque to a shaft 52, which is also connected to the second power transmission unit 44. In one embodiment, the motor 22 and the generator 18 work together as part of a recuperation braking system, in which both the motor 22 and the generator 18 can be used as motors to deliver torque. For example, the motor 22 and the generator 18 can each deliver electrical power to the battery pack 24. Battery set 24 is an exemplary battery for an electrified vehicle. Battery set 24 can be a high-voltage traction battery set comprising several battery assemblies 25 (that is, battery arrays or groupings of battery cells) capable of delivering electrical power to operate the motor 22, the generator 18, and / or other electrical consumers of the electrified vehicle 12. Other types of energy storage devices and / or output devices could also be used to supply electrical power to the electrified vehicle 12. In a non-restrictive embodiment, the electrified vehicle 12 has two basic operating modes. The electrified vehicle 12 can be operated in an electric vehicle (EV) mode, in which the motor 22 (generally without assistance from the power unit 14) is used for vehicle propulsion, whereby the state of charge of the battery pack 24 is depleted to its maximum permissible discharge rate under certain driving patterns / cycles. The EV mode is an example of a charge-depleting operating mode for the electrified vehicle 12. In EV mode, the state of charge of the battery pack 24 can increase under certain circumstances, for example, as a result of a period of regenerative braking. The power unit 14 is generally off in a standard EV mode but could be started up if required based on a vehicle system state or if permitted by the operator. The electrified vehicle 12 can additionally be operated in a hybrid electric vehicle (HEV) mode, in which both the power unit 14 and the motor 22 are used for vehicle propulsion. The HEV mode is an example of a charge-maintaining operating mode for the electrified vehicle 12. In HEV mode, the electrified vehicle 12 can reduce the use of the motor 22 in order to maintain the state of charge of the battery pack 24 at a constant or approximately constant level by increasing the use of the power unit 14. Within the scope of protection of this disclosure, the electrified vehicle 12 can also be operated in other modes besides EV and HEV mode. Figures 2A and 2B show an exemplary battery arrangement 25 used in a battery pack of an electrified vehicle, such as the battery pack 24 of the electrified vehicle 12 of Figure 1. The battery arrangement 25 includes several battery cells 56 to supply electrical power to various electrical consumers of the electrified vehicle 12. Although two battery cells 56 are shown in Figures 2A and 2B, the battery arrangement 25 could use a larger or smaller number of battery cells within the scope of this disclosure. In other words, this disclosure is not limited to the specific configuration shown in Figures 2A and 2B. The battery cells 56 can be stacked relative to each other along a longitudinal axis A to construct a grouping of battery cells 56, sometimes referred to as a "cell stack". In a first non-limiting embodiment, the battery cells are 56 cylindrical lithium-ion cells. However, this disclosure is not limited to cylindrical cells and could be extended to cells with other geometries (prismatic, pouch, etc.) or other chemistries (nickel-metal hydride, lead-acid, etc.). Embodiments representing prismatic battery cells are shown in Figs. 5A, 5B, 6, 8A, 8B, 9A, 9B, 10A, and 10B, and an embodiment representing a pouch battery cell is shown in Fig. 7. Under certain conditions, the battery cells 56 generate heat. It is desirable to manage this heat in order to improve the capacity and lifespan of the battery cells 56 and thus the efficiency of the battery pack 24. Therefore, various features for actively managing this heat are detailed in the embodiments described below. The battery assembly 25 of Figs. 2A and 2B includes a cooling device 58, which is arranged through cavities 60 formed in the battery cells 56. The battery cells 56 can be slid onto the cooling device 58. The battery cells 56 and the cooling device 58 can interlock in an interference fit. In a non-restrictive embodiment, the cooling device 58 extends completely through each battery cell 56 of the battery assembly 25. In other words, the cavities 60 extend completely through the battery cells 56. Each battery cell 56 includes a positive terminal (indicated by the symbol (+)) and a negative terminal (indicated by the symbol (-)). In a further non-restrictive embodiment, the battery cells 56 are stacked above the cooling device 58 such that each negative terminal is positioned next to and touching a positive terminal of an adjacent battery cell 56. Therefore, in this embodiment, no busbars are required to electrically connect the battery cells 56. In a first non-restrictive embodiment, the cooling device 58 is a solid rod (see Fig. 2A) made of a metallic material. The cooling device 58 could be covered with a thermal interface material that provides high thermal conductivity but high electrical insulation. In another non-restrictive embodiment, the cooling device 58 itself consists of a TIM. In such embodiments, the heat generated by the battery cells 56 is conducted from the battery cells 56 to the cooling device 58. The heat is then transferred to the coolant C (for example, air, water mixed with ethylene glycol, or another fluid) which is conveyed in a coolant distributor 62 connected to the cooling device 58. The coolant C carries the heat away from the battery assembly 25.In an alternative embodiment, the coolant distributor 62 is a solid device that acts as a cold plate to dissipate heat. In a second, non-restrictive embodiment, the cooling device 58 is a hollow tube (see Fig. 2B) made of a metallic material. In operation, heat generated by the battery cells 56 is convectively transferred from the battery cells 56 to the coolant C, which is guided through a channel 64 formed by the cooling device 58. The coolant C carries the heat away from the battery assembly 25. The coolant C enters the channel 64 from an inlet 66 of the coolant distributor 62 and exits the channel 64 into an outlet 68 of the coolant distributor 62. In other words, the channel 64 is fluidically connected to both the inlet 66 and the outlet 68, which, in a non-restrictive embodiment, can be located at opposite ends of the cooling device 58.The coolant distributor 62, including the inlet 66 and outlet 68, is part of a closed-loop system for conveying the coolant C through the battery arrangement 25. Although not shown, the closed-loop system may additionally include a coolant reservoir and a coolant pump. The cooling device 58 can be fluidically connected to the coolant distributor 62 of the battery assembly 25 to provide a sealed connection between these components. The battery cells 56 have been removed from Figures 2C and 2D to better illustrate the connection between the cooling device 58 and the coolant distributor 62. In a first, non-restrictive embodiment shown in Figure 2C, the cooling device 58 includes a threaded end 70 that is inserted into a threaded opening 72 formed in the coolant distributor 62. In a second, non-restrictive embodiment shown in Figure 2D, the cooling device 58 is received in a connector 74 mounted on the coolant distributor 62. The cooling device 58 and the connector 74 can be dimensioned to engage with each other using an interference fit.Other connections between the cooling device 58 and the coolant distributor 62 are also considered within the scope of protection of this disclosure. Referring to the cross-sectional view of Fig. 3, each battery cell 56 includes a can assembly 76 and an electrode assembly 78 housed within the can assembly 76. The can assembly 76 may include an inner wall 80, an outer wall 82 that generally surrounds the inner wall 80, and a space 84 extending between the inner wall 80 and the outer wall 82 for receiving the electrode assembly 78. In this embodiment, the inner wall 80 and the outer wall 82 are cylindrical elements. The electrode assembly 78, sometimes referred to as a jellyroll, is wound around the inner wall 80. The cooling device 58 extends through the cavity 60 of each battery cell 56.The cavity 60 is positioned through the center of the inner wall 80, whereby the inner wall 80 encloses the cavity 60 and the cooling device 58 and separates the electrode arrangement 78 from the cooling device 58, and the cooling device 58 is received by the battery cell 56. Fig. 4 shows another exemplary battery arrangement 25A. In this non-limiting embodiment, the battery arrangement 25A includes several cell stacks 99, each of which includes cooling devices 58A accommodated by a plurality of battery cells 56A. Each cell stack 99 is mounted on a coolant distributor 62A. This embodiment demonstrates the scalable nature of the battery arrangements disclosed herein. The battery arrangements disclosed herein can be modified to include any number of battery cells and any number of cooling devices to achieve a desired level of energy density and cooling in the battery pack 24. Figures 5A and 5B depict another battery arrangement 25B. The battery arrangement 25B comprises a plurality of battery cells 56B and a cooling device 58B extending through each of the multiple battery cells 56B. In this non-limiting embodiment, the battery cells 56B are prismatic lithium-ion cells. Each battery cell 56B includes a positive terminal (indicated by the symbol (+)) and a negative terminal (indicated by the symbol (-)). In a non-restrictive embodiment, the battery cells 56B are stacked along one another above the cooling device 58 such that each negative terminal is positioned next to and touching the positive terminal of an adjacent battery cell 56B. Therefore, in this non-restrictive embodiment, no busbars are required to electrically connect the battery cells 56. In another non-restrictive embodiment, the cooling device 58B is a metallic disk or plate received by the battery cells 56B. The cooling device 58B can be a solid metallic disk for conductive cooling of the battery cells 56B or could be a hollow metallic disk for convective cooling of the battery cells 56B. Referring to the cross-sectional view of Fig. 6, each battery cell 56B includes a can assembly 76B and an electrode assembly 78B housed within the can assembly 76B. The can assembly 76B may include an inner wall 80B, an outer wall 82B that generally surrounds the inner wall 80B, and a space 84B extending between the inner wall 80B and the outer wall 82B for receiving the electrode assembly 78B. In this embodiment, the inner wall 80B and the outer wall 82B are rectangular elements. The electrode assembly 78B is wrapped around the inner wall 80B. The cooling device 58B extends through a cavity 60B of each battery cell 56B.The cavity 60B is positioned through the center of the inner wall 80B, whereby the inner wall 80B encloses the cavity 60B and the cooling device 58B and separates the electrode arrangement 78B from the cooling device 58B, and the cooling device 58B is contained by the battery cell 56B. Fig. 7 shows another exemplary battery arrangement 25C. The battery arrangement 25C includes a battery cell 56C and a cooling device 58C, which extends at least partially through the battery cell 56C. In this non-limiting embodiment, the battery cell 56C is a pouch cell. The battery cell 56C includes a can assembly 76C and an electrode assembly 78C, which is housed within the can assembly 76C. In another non-limiting embodiment, the electrode assembly 78C is wrapped around the cooling device 58C when the cooling device 58C is incorporated within the battery cell 56C. Although not shown, an insulating layer could be positioned between the electrode assembly 78C and the cooling device 58C to electrically isolate these components from one another. Another exemplary battery arrangement 25D is shown in Figures 8A and 8B. The battery arrangement 25D comprises a plurality of battery cells 56D, which in this embodiment are designed as prismatic battery cells, and a plurality of associated cooling devices 58D. In this embodiment, each battery cell 56D includes its own cooling device 58D. Furthermore, in contrast to the previous embodiments, the cooling devices 58D of the battery arrangement 25D extend only partially through the battery cells 56D. The battery cells 56D are stacked side by side along a longitudinal axis A to construct a battery assembly 25D (see, for example, Fig. 8B). Each battery cell 56D includes a positive terminal 90D and a negative terminal 92D. In a non-restrictive embodiment, the battery cells 56D are stacked side by side along the longitudinal axis A such that the negative terminals 92 are positioned next to and touch the positive terminals 90 of the adjacent battery cells 56D. In another non-restrictive embodiment, a thermal interface material (TIM) 94D is positioned between adjacent battery cells 56D of the battery assembly 25D. Each battery cell 56D includes a can assembly 76D and an electrode assembly 78D, which is housed within the can assembly 76D. The electrode assembly 78D can be wound around the cooling device 58D (best shown in Fig. 8B). Each cooling device 58D can include a plate 86D and mandrels 88D, which are connected to the plate 86D, for example, at opposite ends. In a non-restrictive embodiment, the electrode assembly 78D of the battery cell 56D is wrapped around the cooling device 58D in the can assembly 76D. The mandrels 88D, which in this embodiment are hollow tubes, extend from a first position in the can assembly 76D to a second position outside the can assembly 76D. One of the mandrels 88D is connected to a distributor inlet 66D and the other of the mandrels 88D to a distributor outlet 68D in the second position (see Fig. 8A). Together, the plate 86D and the mandrels 88D form a serpentine cooling channel 96D for guiding the coolant C through the cooling device 58D to convectively cool the battery cells 56D. In operation, for example, the coolant C is guided from the distributor inlet 66D into the first of the mandrels 88D (shown on the left in Fig. 8A). The coolant C is then guided through the serpentine cooling channel 96D before exiting the second of the mandrels 88D into the distributor outlet 68D (shown on the right in Fig. 8A). Heat from the battery cells 56D is transferred to the coolant C as the coolant C circulates along the path formed by the serpentine cooling channel 96D. Figures 9A and 9B depict another battery arrangement 25E for a battery pack of an electrified vehicle. Like the battery arrangement 25D described above, the battery arrangement 25E includes a cooling device 58E with a plate 86E and prongs 88E for thermally managing the heat dissipated by a battery cell 56E. However, in this embodiment, the cooling device 58E cools the battery cell 56E conductively instead of convectively. The prongs 88E, which in this embodiment are solid rods, extend outside a can assembly 76E of the battery cell 56E and can contact a thermal interface material (TIM) 98E. The TIM 98E can be in contact with another structure, such as a cold plate or another heat sink. Another exemplary battery arrangement 25F is shown in Figs. 10A and 10B. The battery arrangement 25F includes a cooling device 58F for cooling a battery cell 56F. The cooling device 58F extends at least partially through the battery cell 56F. In one non-restrictive embodiment, the cooling device 58F includes a plate 86F and mandrels 88F connected near opposite ends of the plate 86F. An electrode assembly 78F of the battery cell 56F is wrapped around the cooling device 58F in a can assembly 76F of the battery cell 56F (see Fig. 10B). In another non-restrictive embodiment, the cooling device 58F includes a TIM extension 95F connected to the plate 86F. The TIM extension 95F projects from the plate 86F to a position outside the can assembly 76F and may contact a cold plate or other heat sink (not shown). Although the various non-restrictive embodiments are illustrated with specific components or steps, the embodiments of this disclosure are not limited to these particular combinations. It is possible to use some of the components or features from any of the non-restrictive embodiments in combination with features or components from any of the other non-restrictive embodiments. It is understood that in the various drawings, identical reference numerals consistently denote corresponding or similar elements. It is understood that, although a specific component arrangement is disclosed and illustrated in these exemplary embodiments, other arrangements could also benefit from the teachings of this disclosure. The preceding description should be interpreted as illustrative and not restrictive. An average person skilled in the art would understand that certain modifications could fall within the scope of protection of this disclosure. For these reasons, the following claims should be examined to determine the actual scope of protection and content of this disclosure.

Claims

Battery arrangement (25, 25A, 25B, 25C, 25D, 25E, 25F) comprising: a battery cell (56, 56A, 56B, 56C, 56D, 56E, 56F); a cooling device (58, 58A, 58B, 58C, 58D, 58E, 58F) extending at least partially through the battery cell (56, 56A, 56B, 56C, 56D, 56E, 56F);and a coolant distributor (62, 62A) connected to the cooling device (58, 58A, 58B, 58C, 58D, 58E, 58F), characterized in that the cooling device (58, 58A, 58B, 58C, 58D, 58E, 58F) comprises a plate (86D, 86E, 86F), a first mandrel (88D, 88E, 88F) connected to a first side of the plate (86D, 86E, 86F), and a second mandrel (88D, 88E, 88F) connected to a second side of the plate (86D, 86E, 86F), wherein the first mandrel (88D, 88E, 88F) and the second mandrel (88D, 88E, 88F) from a first position inside the battery cell (56, 56A, 56B, 56C, 56D, 56E, 56F) to a second position outside the battery cell (56, 56A, 56B, 56C, 56D, 56E, 56F), wherein the first mandrel (88D, 88E, 88F) and the second mandrel (88D, 88E, 88F) either contact the coolant distributor (62, 62A) or a thermal interface material (TIM) (94D, 98E) in the second position. Battery arrangement (25, 25A, 25B, 25C, 25D, 25E, 25F) according to claim 1, wherein the cooling device (58, 58A, 58B, 58C, 58D, 58E, 58F) is a solid metallic rod, a hollow metallic tube or a metallic disc. Battery arrangement (25, 25A, 25B, 25C, 25D, 25E, 25F) according to claim 1 or 2, wherein the cooling device (58, 58A, 58B, 58C, 58D, 58E, 58F) extends through a cavity (60, 60B) of the battery cell (56, 56A, 56B, 56C, 56D, 56E, 56F). Battery arrangement (25, 25A, 25B, 25C, 25D, 25E, 25F) according to claim 3, wherein the battery cell (56, 56A, 56B, 56C, 56D, 56E, 56F) includes an inner wall (80, 80B) and an outer wall (82, 82B) and the inner wall (80, 80B) defines the cavity (60, 60B). Battery arrangement (25, 25A, 25B, 25C, 25D, 25E, 25F) according to one of the preceding claims, wherein the coolant distributor (62, 62A) includes an inlet (66, 66D) on a first side of the cooling device (58, 58A, 58B, 58C, 58D, 58E, 58F) and an outlet (68, 68D) on a second side of the cooling device (58, 58A, 58B, 58C, 58D, 58E, 58F). Battery arrangement (25, 25A, 25B, 25C, 25D, 25E, 25F) according to one of the preceding claims, wherein the cooling device (58, 58A, 58B, 58C, 58D, 58E, 58F) includes a threaded end (70) which is received in a threaded opening (72) of the coolant distributor (62, 62A). Battery arrangement (25, 25A, 25B, 25C, 25D, 25E, 25F) according to one of the preceding claims, wherein the cooling device (58, 58A, 58B, 58C, 58D, 58E, 58F) is received in a connector (74) mounted on the coolant distributor (62, 62A), wherein the cooling device (58, 58A, 58B, 58C, 58D, 58E, 58F) and the connector (74) are connected using an interference fit. Battery arrangement (25F) according to claim 1 or 2, wherein the cooling device (58F) includes a plate (86F) arranged in the battery cell (56F) and a TIM extension (95F) attached to the plate (86F) and extending to the outside of the battery cell (56F). Battery arrangement (25, 25A, 25B, 25C, 25D, 25E, 25F) according to claim 1, wherein the battery cell (56, 56A, 56B, 56C, 56D, 56E, 56F) comprises a can arrangement (76, 76B, 76C, 76D, 76E, 76F) with an inner wall (80, 80B) and an outer wall (82, 82B) and an electrode arrangement (78, 78B, 78C, 78D, 78E, 78F) located between the inner wall (80, 80B) and the outer wall (82, 82B), and wherein the cooling device (58, 58A, 58B, 58C, 58D, 58E, 58F) is formed by a cavity (60, 60B) of the can arrangement (76, 76B, 76C, 76D, 76E, 76F) extends, wherein the cavity (60, 60B) is circumscribed by the inner wall (80, 80B).

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