Cooling arrangement for a battery module housing

Abstract

A cooling arrangement (100) for a battery module housing, comprising: an end wall comprising a first polymer plate (160-1) and a second polymer plate (160-2) defining a slot (114-1) therebetween, wherein the first polymer plate (160-1) and / or the second polymer plate (160-2) defines a channel (116) therein configured to receive a coolant fluid, and wherein the slot (114-1) is configured to receive an electrical connector; and a cooling plate (300) defining a first connection port (318) and a second connection port (320), wherein the first connection port (318) and the second connection port (320) are configured to supply the coolant fluid to the channel (116), wherein a surface of the first polymer plate (160-1) is in thermal contact with the electrical connector within the slot (114-1), wherein a surface of the second polymer plate (160-2) is in thermal contact with the electrical connector within the slot (114-1), further comprising a dielectric thermally conductive insert (202) oriented such that a surface of the dielectric thermally conductive insert (202) is in thermal contact with the electrical connector within the slot (114-1).

Description

introduction

[0001] The present disclosure relates to electrical storage systems utilizing rechargeable batteries. More specifically, aspects of this disclosure relate to a cooling assembly for a battery module housing configured to dissipate heat from the electrical connection tab of a battery.

[0002] Most commercially available hybrid and fully electric vehicles (collectively referred to as "electric vehicles") use a rechargeable traction battery pack to store and deliver the energy required to operate the drivetrain's motor / generator unit(s). To generate traction power with sufficient vehicle range, a traction battery is significantly larger, more powerful, and has a higher capacity than a standard 12-volt starting, lighting, and ignition (SLI) battery. Modern traction batteries (also referred to as "electric vehicle batteries" or "EVBs") combine discrete stacks of battery cells into individual battery modules, which are mounted on the vehicle chassis, for example, via a battery enclosure or battery tray.

[0003] Stacked electrochemical battery cells are connected in series or parallel using an electrical interconnect board (ICB). Some vehicle battery systems employ multiple, independently operating high-voltage battery packs to achieve higher voltage and greater system capacity through increased ampere-hours. A dedicated battery pack control module (BPCM), in conjunction with the powertrain control module (PCM), controls the opening and closing of the battery pack contactors to control which pack(s) power the vehicle's propulsion motor(s) at any given time.

[0004] US 2019 / 0097281 A1 relates to a battery cell, in particular a lithium-ion battery cell, comprising a housing in which the electrochemical components of the battery cell are housed. The housing of the battery cell comprises a casing designed to guide a temperature control medium flowing around the battery cell and at least partially covering the housing. The casing is formed from a main body containing at least one filler material. Description of the invention

[0005] The object of the invention is to provide an improved cooling arrangement. This object is achieved by the subject matter according to claim 1. Further developments can be found in the subclaims.

[0006] According to several aspects of the present disclosure, a cooling assembly for a battery module housing is disclosed. The cooling assembly for a battery module housing may include an end wall having a first polymer plate and a second polymer plate forming a slot therebetween. The first polymer plate and / or the second polymer plate defines a channel therein configured to receive a coolant fluid, and the slot is configured to receive an electrical connector. The cooling assembly for a battery module housing may also include a cooling plate defining a first connection port and a second connection port, wherein the first connection port and the second connection port are configured to supply the coolant fluid to the channel.

[0007] In other features, the cold plate defines a plurality of channels configured to receive the coolant fluid.

[0008] In other features, a surface of the first polymer plate is in thermal contact with the electrical connector within the slot.

[0009] In other features, a surface of the second polymer plate is in thermal contact with the electrical connector within the slot.

[0010] In other features, the cooling assembly for a battery module housing includes a thermal interface disposed over the surface of the dielectric thermally conductive insert.

[0011] In other features, the thermal interface includes a thermal paste.

[0012] In other features, the dielectric thermally conductive insert comprises a thermally conductive polymer material.

[0013] According to several aspects of the present disclosure, a cooling assembly for a battery module housing is disclosed. The cooling assembly for a battery module housing may include an end wall having a first polymer plate and a second polymer plate forming a slot therebetween. The first polymer plate and / or the second polymer plate defines a channel therein configured to receive a coolant fluid, and the slot is configured to receive an electrical connector. The cooling assembly for a battery module housing may also include a cooling plate defining a first connection port and a second connection port, wherein the first connection port and the second connection port are configured to supply the coolant fluid to the channel. The cooling plate also defines a plurality of channels configured to receive the coolant fluid.

[0014] In other features, a surface of the first polymer plate is in thermal contact with the electrical connector within the slot.

[0015] In other features, a surface of the second polymer plate is in thermal contact with the electrical connector within the slot.

[0016] In other features, the cooling assembly for a battery module housing includes a thermal interface disposed over the surface of the dielectric thermally conductive insert.

[0017] In other features, the thermal interface includes a thermal paste.

[0018] In other features, the dielectric thermally conductive insert comprises a thermally conductive polymer material.

[0019] According to several aspects of the present disclosure, a cooling assembly for a battery module housing is disclosed. The cooling assembly for a battery module housing may include an end wall having a first polymer plate and a second polymer plate forming a slot therebetween. The first polymer plate and / or the second polymer plate defines a channel therein configured to receive a coolant fluid, and the slot is configured to receive an electrical connector. A surface of the first polymer plate is in thermal contact with the electrical connector within the slot. The cooling assembly for a battery module housing may also include a cooling plate defining a first connection port and a second connection port, wherein the first connection port and the second connection port are configured to supply the coolant fluid to the channel.The cold plate also defines a plurality of channels configured to contain the coolant fluid.

[0020] In other features, a surface of the second polymer plate is in thermal contact with the electrical connector within the slot.

[0021] In other features, the cooling assembly for a battery module housing includes a thermal interface disposed over the surface of the dielectric thermally conductive insert.

[0022] In other features, the thermal interface includes a thermal paste. Brief description of the drawings

[0023] The drawings described herein are for illustrative purposes only and are not intended to limit the scope of the present disclosure in any way. Fig. 1 is a schematic illustration of a representative electric propulsion motor vehicle having a hybrid powertrain with an electric propulsion motor powered by a rechargeable propulsion battery pack and connected to an axle drive system via a multi-speed power transmission, in accordance with aspects of the present disclosure; Fig. 2 is a partial plan view of the cooling assembly for a battery module housing according to aspects of the present disclosure; Fig. 3 is another partial plan view of the cooling assembly for a battery module housing according to aspects of the present disclosure; Fig. 4 is another partial plan view of the cooling assembly for a battery module housing according to aspects of the present disclosure; Fig. 5 is an elevated isometric view of a cooling plate of the battery module housing in accordance with aspects of the present disclosure; and Fig. 6 is a plan view of a cooling plate of the cooling assembly for a battery module housing according to aspects of the present disclosure. Detailed description

[0024] The following description is merely exemplary in nature and is not intended to limit the present disclosure, application, or uses.

[0025] Fig. 1 shows an example vehicle 10 according to one embodiment. The vehicle 10 may include a passenger car having a parallel hybrid-electric powertrain with two clutches (P2). In particular, the illustrated powertrain generally consists of a single internal combustion engine 12 and a single motor 14, which operate individually and in concert to transmit motive power via a hydrokinetic torque converter (TC) assembly 18 to a multi-speed power transmission 16 to drive one or more wheels 20 of the vehicle's final drive 11. It should be understood that the description of the vehicle 10 is merely one exemplary application with which novel aspects and features of this disclosure may be practiced. Likewise, implementation of the present concepts in a hybrid-electric powertrain should also be considered an exemplary application of the novel concepts disclosed herein.As such, it should be understood that aspects and features of the present disclosure may be applied to other vehicle powertrain architectures, incorporated into any logically relevant motor vehicle type, and utilized for both automotive and non-automotive applications. Finally, it is noted that only selected components have been shown and are described in detail herein. Nevertheless, the vehicles, powertrains, and battery systems discussed below may include numerous additional and / or alternative features and other available peripheral components to perform the various methods and functions of this disclosure.

[0026] The vehicle 10 includes a powertrain system represented herein by an internal combustion engine (ICE) assembly 12 and an electric motor / generator unit 14 drivingly connected to a drive shaft 15 of a final drive 11 via a multi-speed automatic transmission 16. The engine assembly 12 transmits its power, preferably in the form of torque, via an engine crankshaft 13 ("engine output member") to an input side of the automatic transmission 16. According to the example shown, the engine assembly 12 drives a motor-driven torsional damper assembly 26 and, via the torsional damper assembly 26, an engine disconnect device 28. This engine disconnect device 28, when operatively connected, transmits the torque received from the engine assembly 12 via the torsional damper assembly 26 to the input structure of the torque converter assembly 18.As the name suggests, the engine disconnect device 28 can be selectively disconnected to driveably decouple the internal combustion engine 12 from the electric motor / generator unit 14 and the automatic transmission 16.

[0027] The transmission 16, in turn, is designed to receive the traction power of the internal combustion engine assembly 12 and the motor 14, selectively manipulate it, and distribute it to the vehicle's final drive system 11, represented here by a driveshaft 15, a rear differential 22, and a pair of rear wheels 20, thereby driving the hybrid vehicle 10. The power transmission 16 and the torque converter 18 of Fig. 1 may share a common transmission oil pan 32 for supplying hydraulic fluid. A common transmission pump 34 provides sufficient hydraulic pressure to selectively activate the elements of the transmission 16, the torque converter assembly 18, and, in some embodiments, the engine disconnect device 28. At least in some embodiments, it may be advantageous for the engine disconnect device 28 to include an active clutch mechanism, such as a controller-actuated selectable one-way clutch (SOWC) or a friction disc clutch, or a passive clutch mechanism, such as a ratchet or sprag freewheel OWC assembly.

[0028] The internal combustion engine assembly 12 drives the vehicle 10 independently of the electric drive motor 14, e.g., in an "internal combustion engine only" mode, or in cooperation with the engine 14, e.g., in an "engine boost" mode. In the Fig. 1, the internal combustion engine assembly 12 may be any available or later developed engine, such as a compression-ignition diesel engine or a spark-ignition gasoline or flex-fuel engine, which can be easily adapted to deliver its available power typically at a particular number of revolutions per minute (rpm). Although in Fig. 1, it should be appreciated that the axle drive system 11 may assume any available configuration, including front-wheel drive (FWD), rear-wheel drive (RWD), four-wheel drive (4WD), all-wheel drive (AWD), 6×4, etc.

[0029] In Fig. 1 also shows an electric motor / generator unit 14 or other suitable drive motor operatively connected to the torque converter 18 via a motor support hub, shaft, or belt 29 ("motor output member") and, via the torque converter 18, to an input shaft 17 ("transmission input member") of the transmission 16. The motor / generator unit 14 may be directly coupled to a torque converter input shaft or drivingly attached to a housing portion of the torque converter 18. The electric motor / generator unit 14 is constructed from an annular stator 21 surrounding and concentric with a rotor 23. Electrical power is provided to the stator 21 via electrical conductors or cables 27 penetrating the motor housing through suitable sealing and insulating bushings (not shown).Conversely, electrical energy may be directed from the electric motor / generator unit 14 to an on-board traction battery pack 30, e.g., through regenerative braking. The operation of all illustrated powertrain components may be controlled by an on-board or remote vehicle control unit, e.g., a programmable electronic control unit (ECU) 25. Although the vehicle 10 is illustrated as a P2 hybrid electric vehicle with a single motor in parallel power connection with a single internal combustion engine arrangement, other powertrain configurations may be used, including P0, P1, P2.5, P3, and P4 hybrid powertrains, each of which may be adapted for an REV, PHEV, range-extended hybrid vehicle, fuel cell hybrid vehicle, etc.

[0030] The power transmission 16 may utilize a differential gear 24 to selectively achieve variable torque and speed ratios between the transmission input and output shafts 17 and 19, respectively, e.g., by routing all or part of the power through the variable elements. One form of differential gear is the epicyclic planetary gear. Planetary gears offer the advantage of compactness and different torque and speed ratios between all members of the planetary gear train. Traditionally, hydraulically actuated torque-generating devices, such as clutches and brakes (the term "clutch" refers to both clutches and brakes), are selectively engageable to activate the aforementioned gear elements and establish the desired forward and reverse speed ratios between the transmission input and output shafts 17, 19.While the Performance Transmission 16 is designed as an 8-speed automatic transmission, it can also adopt other suitable configurations, e.g. continuously variable transmissions (CVT), automated-manual transmissions, etc.

[0031] As mentioned above, the ECU 25 is constructed and programmed to control, among other things, the operation of the internal combustion engine 12, the motor 14, the transmission 16, the torque converter 18, and the engine disconnect device 28. Control module, module, control device, control unit, electronic control unit, processor, and any combination thereof may be used interchangeably and synonymously to refer to one or various combinations of one or more logic circuits, combinational logic circuits, application-specific integrated circuits (ASICs), electronic circuits, central processing units (e.g., microprocessors), input / output circuits and devices, suitable signal conditioning and buffer circuits, and other components for providing the described functionality, etc. The associated memory (e.g., read-only memory, programmable read-only memory, random access memory, hard disk drive, tangible memory, etc.)) stores processor-executable software and / or firmware programs or routines, whether in stationary or remote storage, or a combination of both.

[0032] Software, firmware, programs, instructions, routines, code, algorithms, and similar terms may be used interchangeably and synonymously to refer to any set of instructions executable by the processor, including calibrations and lookup tables. The ECU 25 may be equipped with a set of control routines that are executed to provide the desired functions. The control routines are executed, for example, by a central processing unit and may monitor inputs from sensor devices and other networked control modules and execute control and diagnostic routines to control the operation of devices and actuators. Such inputs may include vehicle speed data and vehicle acceleration data, speed limit data, traffic light status data and location data, road gradient data, stop sign location data, traffic flow data, geospatial data, road and lane data, vehicle dynamics data, sensor data, etc.The routines may be executed in real time, continuously, systematically, sporadically, and / or at regular intervals, e.g., every 100 microseconds, 3.125, 6.25, 12.5, 25, and 100 milliseconds, etc., during vehicle use or operation. Alternatively, the routines may be executed in response to the occurrence of an event during operation of the vehicle 10.

[0033] A hydrokinetic torque converter assembly 18 of Fig. 1 serves as a fluid coupling for operatively connecting the internal combustion engine 12 and the motor 14 to the internal epicyclic planetary gear train 24 of the power transmission 16. Within an internal fluid chamber of the torque converter assembly 18 is a bladed impeller 36 opposed by a bladed turbine 38. The impeller 36 is in serial fluid communication with the turbine 38, with a stator (not shown) disposed between the impeller 36 and the turbine 38 to selectively vary the flow therebetween. The transmission of torque from the internal combustion engine and the engine output members 13, 29 to the transmission 16 via the torque converter assembly 18 is accomplished by agitation of the hydraulic fluid, e.g., transmission oil, in the internal fluid chamber of the torque converter caused by the rotation of the blades of the turbine 38 and the impeller 36.To protect these components, the torque converter assembly 18 is constructed with a torque converter pump housing defined primarily by a transmission-side pump shell 40 that is rigidly joined to an engine-side pump cover 42 by, for example, electron beam welding, MIG or MAG welding, laser welding, and the like, to form a hydraulic fluid chamber therebetween.

[0034] The Fig. 2 to 6 show a cooling arrangement 100 for a battery module housing according to an embodiment of the present disclosure. The cooling arrangement 100 for a battery module housing is configured to accommodate one or more battery modules, e.g., several batteries stacked side by side, of a traction battery pack 30. As shown in Fig. 2, the cooling assembly 100 for a battery module housing includes an enclosure 102, a bus bar 104, one or more polymer plates 106, and an end plate 108. The end plate 108 may be connected to at least one polymer plate 106 via a connector 110, and the enclosure 102 may partially include the one or more polymer plates 106 comprising end walls to support the battery modules of the traction battery pack 30. Although not shown, the housing may also include side walls extending orthogonally from a base. The polymer plates 106 may comprise any suitable polymer material. The polymer material may comprise, for example, polyethylene (PE), polypropylene (PP), polystyrene (PS), polyvinyl chloride (PVC), phenol, or phenol formaldehyde (PF). The polymer material may comprise, for example, a thermoplastic, a thermosetting plastic, or the like.

[0035] According to one example configuration, the traction battery pack 30 generally includes an array of lithium-ion battery modules. These battery modules are arranged in a row-column pattern and supported on a battery tray (not shown) that provides underlying support for the battery packs during vehicle operation. Aspects of the disclosed concepts may be similarly applicable to other electrical storage units, including those employing nickel-metal hydride (NiMH) batteries, lead-acid batteries, lithium-polymer batteries, or other rechargeable electric vehicle batteries (EVBs). Each battery module may include a number of electrochemical battery cells, such as lithium-ion (Li-ion) or pouch-type Li-ion polymer battery cells. The array of lithium-ion battery modules may be interconnected using an integrated interconnect board (IEB).: Integrated Interconnect Board (ICB) and electrically connected to each other.

[0036] The bus bar 104 may be electrically connected to one or more batteries of the traction battery pack 30 via one or more electrically conductive tabs 112. Depending on the configuration of the conductive tabs 112, the electrically conductive tabs 112 may include a positive and / or negative electrode of the batteries. Fig. 2, the electrically conductive tabs 112-1 through 112-6 are illustrated, and each electrically conductive tab 112 may be connected to at least one battery of the traction battery pack 30. In one embodiment, the electrically conductive tabs 112-1 through 112-3 are connected in parallel and connected to the bus bar 104. While each of the tabs 112 may have the same dimensions and rectangular shape, they may also vary in their dimensions and shape from edge to edge.

[0037] Depending on the configuration of the connector types, e.g., positive or negative, the tabs 112 may be welded together and appropriately covered or shrouded to form a variety of electrical connectors. The electrical connectors may be connected to other electrical leads of the same polarity, e.g., to bus bars or circuits, or they may themselves form terminals for external connection to a load and a power source. Certain examples of fabricating the electrical connections may include, for example, one-step ultrasonic welding to weld the electrode foil to the external terminals (e.g., to the outer tabs to form the final cell). Alternatively, the electrode foil may be ultrasonically welded first, followed by the foil to the external terminals.In another example, ultrasonic welding may be used to first weld the foil of the electrode tab, and then the foil may be welded to the external terminals using laser and / or resistance welding. In certain aspects, the material of the external terminals for a positive electrode comprises, for example, aluminum.

[0038] A first polymer plate 106-1 and a second polymer plate 106-2 may form a first slot 114-1 therebetween. The second polymer plate 106-2 and a third polymer plate 106-3 may form a second slot 114-2 therebetween. As shown, the first polymer plate 106-1 and the second polymer plate 106-2 are arranged such that the first slot 114-1 allows the electrically conductive tabs 112-1 through 112-3 to pass through to connect a first end 115 of the electrically conductive tabs to the bus bar 104. Similarly, the second polymer plate 106-2 and the third polymer plate 106-3 are arranged such that the second slot 114-2 allows the electrically conductive tabs 112-4 to 112-6 to pass therethrough so that a first end 118 of the electrically conductive tabs can be connected to another bus bar (not shown).

[0039] As in Fig. 2, the surfaces of the first polymer plate 106-1 and the second polymer plate 106-2 are in thermal contact with the electrically conductive tabs 112-1 through 112-3 to enable heat transfer from the electrically conductive tabs 112-1 through 112-3 to the polymer plates 106. For example, a surface of the first polymer plate 106-1 may be in direct contact with a portion of the electrically conductive tab 112-1 that extends through the first slot 114-1. Similarly, a surface of the second polymer plate 106-2 may be in direct contact with a portion of the electrically conductive tab 112-3 that extends through the first slot 114-1.

[0040] As in the Fig. 2 and Fig. 3, the polymer plates 106 may each have a channel 116 defined therein. The channels 116 may be in thermal contact with one or more connection ports of a cold plate, which will be discussed in more detail below. The channels 116 may define a path within the respective polymer plates 106 between an inlet connection port and an outlet connection port. The channels 116 may allow a coolant fluid to flow through the channels 116 due to a pressure differential between the connection ports. Heat from the polymer plates 106 may be transferred to the coolant fluid, thereby lowering the temperature of the polymer plates 106. In various embodiments, the coolant fluid refers to a liquid, a mixture of liquids, a gas, a mixture of gases, or a mixture of liquids and gases.

[0041] In an embodiment, as in Fig. 4, the polymer plates 106 may include dielectric thermally conductive inserts 202 and a thermal interface 204. The dielectric thermally conductive inserts 202 may be oriented so that at least one surface 206 is positioned along the slot 114. The thermal interface 204 may include a suitable thermal grease applied to the surface 206. Additionally or alternatively, the thermal grease may also be applied behind the power rails so that the power rails and the plastic plate are in thermal communication, which may provide an additional thermal path. The thermal interface 204 and the dielectric thermally conductive insert 202 may provide additional heat transfer properties such that more heat is transferred to the polymer plate 106 than with a polymer plate 106 without the thermal interface 204 and the dielectric thermally conductive insert 202.In an example implementation, the dielectric thermally conductive insert 202 may comprise a suitable thermally conductive polymer material. In some cases, the thermal paste allows for some movement within an electrical connection tab, providing the ability to cool a flexible electrical connection tab.

[0042] With reference to the Fig. 5 and Fig. 6, an array of cooling plates 300 may be mounted beneath the stacked battery cells, generally flush with the underside of the housing 102, to selectively remove heat from the battery module housing cooling assembly 100. As illustrated, the array of cooling plates 300 includes an insulating layer 302, a top plate 304, a bottom plate 306, a support structure 308, and a support 310. The top plate 304 includes a structure located proximate the traction battery 30, and the bottom plate 306 includes a structure located remote from the traction battery 30 relative to the top plate 304.

[0043] In general, the upper plate 304 and the lower plate 306 form a cooling plate that provides a cooling function for the cooling assembly 100 of a battery module housing. The upper plate 304 and the lower plate 306 are configured to merge into one another to form a coolant flow channel that defines a space between them. The space formed between the upper plate 304 and the lower plate 306 defines a coolant flow channel 311 that includes an area in which a coolant flow can circulate. In one or more embodiments, as in Fig. 6, the lower plate 306 defines a recessed region 313 and a protruding region 315, e.g., a raised region compared to the recessed region 313. Taken together, the recessed region 313 and the protruding region 315 may form the coolant flow channel 311 when the upper plate 304 engages the lower plate 306.

[0044] As in the Fig. 5 and Fig. 6, the top plate 304 may further include a first flange 312 and a second flange 314 extending outwardly from the top plate 304.

[0045] Each flange 312, 314 may have a corresponding coolant connection port 318, 320 extending from a surface of the flanges 312, 314. In one embodiment, the first coolant connection port 318 may be connected to a coolant reservoir that supplies the first coolant connection port 318 with coolant.

[0046] The first coolant port 318 may introduce coolant into the coolant flow channel, and the coolant may exit the second coolant port 320. For example, a pressure differential between the coolant ports 318 and 320 may cause the coolant to flow from the first coolant port 318, e.g., an inlet port, via the coolant flow channel to the second coolant port 320, e.g., an outlet port. Although the coolant port 318 is referred to as the inlet port and the coolant port 320 is referred to as the outlet port, the coolant ports 318, 320 may be interchangeable to provide inlet and outlet functionality.

[0047] While the battery module housing cooling assembly 100 is illustrated in a generally rectangular polyhedral shape, it may take on other desired sizes and shapes to accommodate alternative applications with varying packaging and design constraints. Likewise, the battery module housing cooling assembly 100 may be composed of more or fewer segments than shown in the drawings. For example, suitable molding techniques may be used to form multiple segments that may be thermally or vibrationally welded together. In other examples, a sacrificial template of the channels 116 may be fabricated from a suitable soluble, combustible, or thermally degradable material. The polymer sheet 106 may be overmolded with a suitable polymer material over the template.

[0048] Unless expressly excluded, the singular includes the plural and vice versa; the words "and" and "or" are used in both the subjunctive and disjunctive moods; the words "each" and "all" mean "each and all"; and the words "including," "including," "comprising," "with," and the like each mean "including without limitation." In addition, words of approximation such as "approximately," "almost," "substantially," "generally," "about," and the like may be used herein to mean "at, near, or almost at," or "within 0-5% of," or "within acceptable manufacturing tolerances," or any logical combination thereof. Finally, directional adjectives and adverbs such as “front”, “rear”, “inside”, “outside”, “starboard”, “port”, “vertical”, “horizontal”, “up”, “down”, “forward”, “back”, “left”, “right”, etc. may refer to a motor vehicle, e.g.on the forward direction of travel of a motor vehicle when the vehicle is operated on a horizontal driving surface.

[0049] The description of the present disclosure is merely exemplary in nature, and variations that do not depart from the gist of the present disclosure are intended to be within the scope of the present disclosure. Such variations are not to be regarded as a departure from the spirit and scope of the present disclosure.

Claims

[1] A cooling arrangement (100) for a battery module housing, comprising: an end wall comprising a first polymer plate (160-1) and a second polymer plate (160-2) defining a slot (114-1) therebetween, wherein the first polymer plate (160-1) and / or the second polymer plate (160-2) defines a channel (116) therein configured to receive a coolant fluid, and wherein the slot (114-1) is configured to receive an electrical connector; and a cooling plate (300) defining a first connection port (318) and a second connection port (320), wherein the first connection port (318) and the second connection port (320) are configured to supply the coolant fluid to the channel (116), wherein a surface of the first polymer plate (160-1) is in thermal contact with the electrical connector within the slot (114-1), wherein a surface of the second polymer plate (160-2) is in thermal contact with the electrical connector within the slot (114-1), further comprising a dielectric thermally conductive insert (202) oriented such that a surface of the dielectric thermally conductive insert (202) is in thermal contact with the electrical connector within the slot (114-1). [2] The cooling assembly (100) for a battery module housing according to claim 1, wherein the cooling plate (300) defines a plurality of channels configured to receive the coolant fluid. [3] The cooling assembly (100) for a battery module housing according to claim 1, further comprising a thermal interface (204) disposed over the surface of the dielectric heat-conducting insert (202). [4] Cooling arrangement (100) for a battery module housing according to claim 3, wherein the thermal interface (204) comprises a thermal paste. [5] The cooling assembly (100) for a battery module housing according to claim 1, wherein the dielectric thermally conductive insert (202) comprises a thermally conductive polymer material.

Images