BATTERY INSULATION SYSTEM FOR A HYBRID OR ELECTRIC VEHICLE

Abstract

A battery includes a plurality of cells and a plurality of thermal barriers. The plurality of cells are configured to store electrical energy. Each of the thermal barriers is disposed between adjacent cells of the plurality of cells. Each thermal barrier includes solid regions and defines recesses between the solid regions. Each solid region and each recess within each thermal barrier are aligned along a plane. Each solid region and each recess within each thermal barrier has a dimension that is perpendicular to the plane and extends between the corresponding adjacent cells.

Description

FIELD OF TECHNOLOGY

[0001] The present disclosure relates to hybrid or electric vehicles and batteries for hybrid or electric vehicles. BACKGROUND

[0002] Hybrid or electric vehicles can be powered by an electric motor that draws power from a battery. SUMMARY

[0003] A battery for an electrically powered vehicle includes a plurality of cells and a plurality of thermal barriers. The plurality of cells are configured to store electrical energy and release the electrical energy to power the vehicle. The plurality of thermal barriers are disposed between adjacent cells of the plurality of cells. Each thermal barrier includes planar regions. Each thermal barrier defines voids between the planar regions. Each planar region and each void within each thermal barrier are aligned in a coplanar arrangement within a gap defined between the corresponding adjacent cells. Each planar region and each void within each thermal barrier extend transversely between the corresponding adjacent cells perpendicular to the coplanar arrangement.

[0004] A battery includes a plurality of cells and a plurality of thermal barriers. The plurality of cells are configured to store electrical energy. Each of the thermal barriers is disposed between adjacent cells of the plurality of cells. Each thermal barrier includes solid regions and defines recesses between the solid regions. Each solid region and each recess within each thermal barrier are aligned along a plane. Each solid region and each recess within each thermal barrier has a dimension that is perpendicular to the plane and extends between the corresponding adjacent cells.

[0005] A method for manufacturing battery cell thermal barriers from aerogel includes (i) unrolling an aerogel coil; (ii) cutting blanks from the coil; and (iii) punching each blank to form at least two battery cell thermal barriers from each blank, such that each of the at least two battery cell thermal barriers formed by each blank has interconnected solid regions and defines voids between at least a portion of the interconnected solid regions. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a schematic illustration of a representative powertrain of an electric vehicle; Fig. Figure 2 is a schematic illustration of a representative battery for the electric vehicle powertrain; Fig. 3 is a first set of thermal barriers formed from a single material blank; Fig. 4 is a second set of thermal barriers formed from a single material blank; Fig. 5 is a third set of thermal barriers formed from a single material blank; and Fig. 6 is a flowchart illustrating a method for forming the thermal barriers. DETAILED DESCRIPTION

[0006] Embodiments of the present disclosure are described herein. It should be understood, however, that the disclosed embodiments are merely examples, and other embodiments may take various and alternative forms. The figures are not necessarily to scale; some features may be exaggerated or reduced to show details of specific components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the embodiments. Those of ordinary skill in the art will understand that various features illustrated and described with reference to any of the figures may be combined with features illustrated in one or more other figures to produce embodiments not expressly illustrated or described.The illustrated combinations of features provide representative embodiments for typical applications. However, various combinations and modifications of the features consistent with the teachings of this disclosure may be desired for specific applications or implementations.

[0007] With reference to Fig. 1 is a schematic diagram of an electric vehicle 10 according to an embodiment of the present disclosure. Fig. 1 illustrates representative relationships between the components. The physical placement and orientation of the components within the vehicle may vary. The electric vehicle 10 includes a powertrain 12. The powertrain 12 includes an electric machine, such as an electric motor / generator (M / G) 14, that drives a transmission (or gear case) 16. In particular, the M / G 14 may be rotatably connected to an input shaft 18 of the transmission 16. The transmission 16 may be placed in PRNDSL (park, reverse, neutral, drive, sport, low) via a transmission selector (not shown). The transmission 16 may have a fixed gearing relationship providing a single gear ratio between the input shaft 18 and an output shaft 20 of the transmission 16.A torque converter (not shown) or a launch clutch (not shown) may be disposed between the M / G 14 and the transmission 16. Alternatively, the transmission 16 may be a multi-speed automatic transmission. An associated traction battery 22 is configured to deliver or receive electrical power to the M / G 14.

[0008] The M / G 14 is a power source for the electric vehicle 10, configured to propel the electric vehicle 10. The M / G 14 may be implemented by any of a variety of electric machine types. For example, the M / G 14 may be a permanent magnet synchronous motor. Power electronics 24 conditions direct current (DC) power provided by the battery 22 to the needs of the M / G 14, as described below. For example, the power electronics 24 may provide three-phase alternating current (AC) power to the M / G 14.

[0009] If the transmission 16 is a multi-speed automatic transmission, the transmission 16 may include gear sets (not shown) that are selectively placed in different gear ratios by selectively engaging friction elements such as clutches and brakes (not shown) to establish the desired multiple separate or stepped drive ratios. The friction elements are controllable by a shift schedule that connects and disconnects certain elements of the gear sets to control the ratio between the transmission output shaft 20 and the transmission input shaft 18. The transmission 16 is automatically shifted from one ratio to another based on various vehicle and environmental operating conditions by an associated controller, such as a powertrain control unit (PCU). Power and torque from the M / G 14 may be delivered to and received by the transmission 16.The transmission 16 then provides driveline output power and torque to the output shaft 20.

[0010] It should be understood that the hydraulically controlled transmission 16, which may be coupled to a torque converter (not shown), is merely one example of a manual transmission or gear arrangement; any multi-ratio manual transmission that accepts input torque(s) from a power source (e.g., M / G 14) and then provides torque to an output shaft (e.g., output shaft 20) in the different ratios is acceptable for use with embodiments of the present disclosure. For example, the transmission 16 may be implemented by an automated mechanical / manual transmission (AMT) that includes one or more servomotors to translate / rotate shift forks along a shift rail to select a desired gear ratio.For example, as one of ordinary skill in the art will generally understand, an AMT can be used in applications with higher torque requirements.

[0011] As in the representative embodiment in Fig. 1, the output shaft 20 is connected to a differential 26. The differential 26 drives a pair of drive wheels 28 via respective axles 30 connected to the differential 26. The differential 26 transmits approximately equal torque to each wheel 28 while allowing slight speed differences, such as when the vehicle is cornering. Different types of differentials or similar devices may be used to distribute torque from the driveline to one or more wheels. In some applications, the torque distribution may vary, for example, depending on the specific operating mode or operating condition.

[0012] The powertrain 12 further includes an associated controller 32, such as a powertrain control unit (PCU). Although illustrated as a controller, the controller 32 may be part of a larger control system and controlled by various other controllers throughout the vehicle 10, such as a vehicle system controller (VSC). Accordingly, it should be understood that the powertrain control unit 32 and one or more other controllers may collectively be referred to as a "controller," which controls various actuators in response to signals from various sensors to control functions such as operating the M / G 14 to provide wheel torque or charge the battery 22, selecting or scheduling gear shifts, etc.The controller 32 may include a microprocessor or central processing unit (CPU) in communication with various types of computer-readable storage devices or media. Computer-readable storage devices or media may include volatile and non-volatile memory, such as read-only memory (ROM), random-access memory (RAM), and keep-alive memory (KAM). A KAM is persistent or non-volatile memory that may be used to store various operating variables while the CPU is powered down.Computer-readable storage devices or media may be implemented using any of a number of known storage devices, such as PROMs (programmable read-only memory), EPROMs (electrical PROMs), EEPROMs (electrically erasable PROMs), flash memory, or any other electrical, magnetic, optical, or combination storage devices capable of storing data, some of which are executable instructions used by the controller in controlling the internal combustion engine or vehicle.

[0013] The controller 32 communicates with various vehicle sensors and actuators via an input / output (I / O) interface (including input and output channels), which may be implemented as a single integrated interface providing various raw data or signal conditioning, processing, and / or conversion, short-circuit protection, and the like. Alternatively, one or more dedicated hardware or firmware chips may be used to condition and process specific signals before they are fed to the CPU. As in the representative embodiment in Fig. 1, the controller 32 may send signals to the M / G 14, the battery 22, the transmission 16, the power electronics 24, and any other component of the drivetrain 12 that may be included but is not included in Fig. 1 (i.e., a launch clutch that may be disposed between the M / G 14 and the transmission 16). Although not expressly illustrated, one of ordinary skill in the art will recognize various functions or components that may be controlled by the controller 32 within each of the subsystems identified above. Representative examples of parameters, systems, and / or components that may be directly or indirectly actuated using control logic and / or algorithms executed by the controller 32 include components of a front-end accessory drive (FEAD), such as an alternator, an air conditioning compressor, charging or discharging a battery, regenerative braking, operation of the M / G 14, clutch pressures for the transmission case 16 or any other clutch that is part of the powertrain 12, and the like.Sensors that communicate inputs via the I / O interface can be used to indicate, for example, wheel speeds (WS1, WS2), vehicle speed (VSS), engine coolant temperature (ECT), accelerator pedal position (PPS), ignition switch position (IGN), ambient air temperature (e.g., ambient air temperature sensor 33), transmission gear, ratio, or mode, transmission oil temperature (Transmission Oil Temperature - TOT), transmission input and output speeds, deceleration or shift mode (MDE), or battery temperature, voltage, current, or state of charge (SOC).

[0014] The control logic or functions performed by controller 32 may be represented in one or more figures by flowcharts or similar diagrams. These figures provide representative control strategies and / or control logic that may be implemented using one or more processing strategies, such as event-driven, interrupt-driven, multi-tasking, multi-threading, and the like. Accordingly, various illustrated steps or functions may be performed in the illustrated sequence or in parallel, or in some cases, omitted. Although not always explicitly illustrated, one of ordinary skill in the art will recognize that one or more of the illustrated steps or functions may be performed repeatedly depending on the particular processing strategy employed.Likewise, the processing order is not required to achieve the features and advantages described herein, but rather is provided for ease of illustration and description. The control logic may be implemented primarily in software executed by a microprocessor-based vehicle and / or powertrain controller, such as controller 32. Of course, depending on the particular application, the control logic may be implemented in software, hardware, or a combination of software and hardware in one or more controllers. When implemented in software, the control logic may be provided in one or more computer-readable storage devices or media having stored thereon data representing code or instructions executed by a computer to control the vehicle or its subsystems.The computer-readable storage devices or media may include one or more of a variety of known physical devices that utilize electrical, magnetic, and / or optical storage to store executable instructions and associated calibration information, operating variables, and the like.

[0015] An accelerator pedal 34 is used by the driver of the vehicle to provide a requested torque, power, or drive command to the powertrain 12 (or more specifically, the M / G 14) to propel the vehicle. Generally, depressing and releasing the accelerator pedal 34 generates an accelerator pedal position signal, which can be interpreted by the controller 32 as a request for increased power or decreased power, respectively. A brake pedal 36 is also used by the driver of the vehicle to provide a requested braking torque to decelerate the vehicle. Generally, depressing and releasing the brake pedal 36 generates a brake pedal position signal, which can be interpreted by the controller 32 as a request for a reduction in vehicle speed.Based on inputs from the accelerator pedal 34 and the brake pedal 36, the controller 32 commands torque and / or power to the M / G 14 and the friction brakes 38. The controller 32 also controls the timing of gear changes within the transmission 16.

[0016] The M / G 14 can act as a motor and provide motive power for the drivetrain 12. To propel the vehicle using the M / G 14, the traction battery 22 transfers stored electrical energy via wiring 40 to the power electronics 24, which can include, for example, an inverter and a rectifier circuit. The inverter circuit of the power electronics 24 can convert DC voltage from the battery 22 to AC voltage to be used by the M / G 14. The rectifier circuit of the power electronics 24 can convert AC voltage from the M / G 14 to DC voltage to be stored using the battery 22. The controller 32 commands the power electronics 24 to convert voltage from the battery 22 to an AC voltage to be provided to the M / G 14 to provide positive or negative torque at the input shaft 18.

[0017] The M / G 14 may also act as a generator, converting kinetic energy from the powertrain 12 into electrical energy to be stored in the battery 22. In particular, the M / G 14 may function as a generator during periods of regenerative braking, during which torque and rotational energy (or kinetic energy) from the rotating wheels 28 is transferred back through the transmission 16 and converted into electrical energy for storage in the battery 22.

[0018] It is understood that the vehicle configuration described herein is merely exemplary in nature and is not intended to be limiting. Other electric or hybrid vehicle configurations should be construed as disclosed herein. Other electric or hybrid vehicle configurations may include, but are not limited to, series hybrid vehicles, parallel hybrid vehicles, series-parallel hybrid vehicles, plug-in hybrid electric vehicles (PHEVs), fuel cell hybrid vehicles, battery-operated electric vehicles (BEVs), or any other vehicle configuration known to one of ordinary skill in the art.

[0019] In hybrid configurations that include an internal combustion engine, such as a gasoline, diesel, or natural gas-powered engine, or a fuel cell, controller 32 may be configured to control various parameters of such an internal combustion engine. Representative examples of combustion parameters, systems, and / or components that may be directly or indirectly actuated using control logic and / or algorithms executed by controller 32 include fuel injection timing, injection amount and duration, throttle position, spark plug timing (for spark-ignition engines), intake and exhaust valve timing and duration, etc.Sensors that communicate inputs through the I / O interface from such an internal combustion engine to the controller 32 may be used to indicate turbocharger boost pressure, crankshaft position (PIP), engine speed (RPM), intake manifold pressure (MAP), throttle position (TP), concentration or presence of exhaust gas oxygen (EGO) or other exhaust gas components, intake air flow (MAF), etc.

[0020] It is understood that the Fig. The schematic illustrated in Figure 1 is intended to be merely representative and not limiting. Other configurations are contemplated without departing from the scope of the disclosure. For example, the vehicle drivetrain 12 may be configured to deliver power and torque to one or both of the front wheels, as opposed to the rear wheels 28 illustrated.

[0021] As the range of electric vehicles increases, more battery cells can be connected in parallel in battery packs. If one or more cells experience thermal runaway, with the cell's temperature rising significantly to levels above operating temperatures, electrical energy from the other cells can be transferred to a cell experiencing thermal runaway, leading to further temperature increases in the cell experiencing thermal runaway. Some of the heat from the cell experiencing thermal runaway can then be transferred through the parallel connections to the other cells. To slow such heat spread between battery cells, insulating materials can be placed between cells.

[0022] In electric vehicle power systems, thermal barriers can be used to separate two adjacent battery cells within the battery pack to delay or even stop the propagation of thermal runaway. Aerogel can be used due to its low thermal conductivity. Aerogel shields or pads can be sandwiched between adjacent battery cells. Aerogel shields or pads that contact the entire side surfaces of adjacent cells can be used. However, hundreds of aerogel pads may be required for each vehicle battery pack, and aerogel pads are relatively more expensive than mica or foam. Therefore, it is desirable to develop a cost-effective thermal barrier.

[0023] Air is essentially a free material and has comparable thermal conductivity to aerogel. Air insulation has been widely used in engine exhaust systems to reduce heat transfer and reduce engine cold-start emissions. This disclosure relates to systems and methods for incorporating an air gap into the aerogel pad to reduce the material cost of the thermal barrier. In particular, individual aerogel shield or pad blanks can be cut or punched into multiple shields or pads that include regions of aerogel material separated by voids or spaces that form air gaps.

[0024] There are two types of commercially available aerogel blanket manufacturing processes. The first is the so-called monolithic blanket process. In the monolithic blanket process, the silica aerogel precursor is immersed in a fiberglass mat before gelation. Therefore, the liquid solution can fill all the gaps in the fiberglass mat. Gelation then occurs, followed by supercritical drying. The second process involves using pre-formulated aerogel powders and injecting the powder into the fiberglass mat. In this second process, the aerogel powder would flow around the fiberglass mat and fill the gaps within it.

[0025] Related to Fig. 2 illustrates a first schematic illustration of the battery 22. The battery 22 includes a plurality of cells 42 configured to store electrical energy and deliver the electrical energy to the M / G 14 to power the vehicle 10. The cells 42 may be arranged in cell banks comprising subsets of cells. The subsets of cells within each cell bank may be arranged in parallel with each other or electrically connected in parallel. In particular, positive terminals within each cell bank are connected to each other via electrical connections, and negative terminals within each cell bank are connected to each other via electrical connections, such that the cells within each cell bank are electrically connected in parallel. The cell banks, in turn, may be arranged in series with each other or electrically connected in series.In particular, adjacent cell banks may be interconnected via electrical connections that connect a positive terminal of one cell bank to a negative terminal of another cell bank.

[0026] The battery 22 further includes a plurality of thermal barriers 44. Each thermal barrier 44 may be disposed between adjacent cells 42 or between adjacent cell banks. The battery 22 may also include end plates 46. The battery 22 may also include a top plate 48, a bottom plate 50, and side plates. The end plates 46, the top plate 48, the bottom plate 50, and the side plates may form a shell or housing that encloses the cells 42 and the thermal barriers 44. The side plates were Fig. 2 for illustrative purposes. The thermal barriers 44 may also be disposed between the end plates 46 and an adjacent cell 42; the top plate 48 and top surfaces of the cells 42; the bottom plate 50 and the bottom surfaces of the cells 42; and the side plates and sides of the cells 42.

[0027] The thermal barriers 44 may be comprised of an insulating material configured to limit heat transfer, an endothermic material configured to absorb heat, or a combination of such materials. The properties and composition of the thermal barriers 44 may vary within the battery 22. For example, some of the thermal barriers 44 may include only an insulating material, some of the thermal barriers 44 may include only an endothermic material, and some of the thermal barriers 44 may include both insulating and endothermic materials. In particular, the thermal barriers 44 may be comprised of an aerogel material.

[0028] Each thermal barrier 44 includes solid regions 52. Each thermal barrier 44 defines openings, cavities, or recesses 54 between the solid regions 52. The solid regions 52 within each thermal barrier 44 may be aligned along a plane 56. The solid regions 52 may also be referred to as planar regions because the solid regions 52 are aligned along the planes 56 within each thermal barrier 44. Each recess 54 within each thermal barrier 44 may also be aligned along a corresponding plane 56. It should be noted that the planes 56, which represent the planar arrangement of each thermal barrier 44, are incorporated into the sheet in Fig. 2 and are therefore illustrated as lines. The planes 56 are further than along the foils in the Fig. 3-5. Since the solid regions 52 and the recesses 54 may each be aligned along a common plane 56 within each thermal barrier 44, the solid regions 52 and the recesses 54 may be in a coplanar alignment, a coplanar arrangement, or a coplanar relationship with each other within each thermal barrier 44. The solid regions 52 may be made of aerogel, and the recesses may correspond to air gaps.

[0029] Each thermal barrier 44 may be disposed within a gap 58 defined between adjacent cells 42 or between one or more of the cells 42 and one or more of the elements forming the shell or housing enclosing the cells 42 (e.g., the end plates 46, the top plate 48, the bottom plate 50, and side plates). Each of the solid regions 52 and the recesses 54 within each thermal barrier 44 may extend transversely between the corresponding adjacent cells 42 (or between one or more of the cells 42 and one or more of the elements forming the shell or housing enclosing the cells 42) orthogonal to the coplanar arrangement. In other words, the solid regions 52 and the recesses 54 within each thermal barrier 44 have a dimension (e.g., a width W) that is substantially perpendicular to the common plane 56 within each thermal barrier 44.The dimension extends between the corresponding adjacent cells 42 (or between one or more of the cells 42 and one or more of the elements forming the shell or housing enclosing the cells 42). As used herein, substantially perpendicular refers to any incremental angle that is between exactly perpendicular and 15° or less of exactly perpendicular (e.g., 12.5° or less of exactly perpendicular, 10° or less of exactly perpendicular, 5° or less of exactly perpendicular, 2.5° or less of exactly perpendicular, 1° or less of exactly perpendicular, 0.5° or less of exactly perpendicular, 0.25° or less of exactly perpendicular, 0.1° or less of exactly perpendicular, etc.).

[0030] It is understood that the image in Fig. 2 is for illustrative purposes only and that the battery 22 may include any number of cells 42, any number of thermal barriers 44, the positions of the fixed regions 52 may be rearranged based on the configuration of the thermal barrier 44, and the positions of the recesses 54 may be rearranged based on the configuration of the thermal barrier 44.

[0031] With reference to Fig. 3 illustrates a first set of thermal barriers 144 formed from a single material blank 146. The first set of thermal barriers 144 includes a first thermal barrier 144' and a second thermal barrier 144", each defining air gaps. This configuration effectively reduces material costs by half because the single material blank 146 is utilized as two thermal barriers (e.g., the first thermal barrier 144' and the second thermal barrier 144"), as opposed to one thermal barrier (e.g., the undivided single blank 146 of material).

[0032] The first thermal barrier 144' and the second thermal barrier 144" include solid regions 152 and define recesses 154. It is understood that one or more of the sets of thermal barriers 144 may be used as the Fig. 2 illustrated thermal barriers 44 can be used and that the Fig. 3 illustrated fixed regions 152 and recesses 154 may correspond to the fixed regions 52 and recesses 54, respectively, shown in Fig. 2. Furthermore, the blank 146, the first thermal barrier 144', and the second thermal barrier 144" may be made of aerogel. The first thermal barrier 144' and the second thermal barrier 144" may be formed by cutting, punching, stamping, or another process in which the material blank 146 is cut, punched, or stamped along cut lines 148 to form the first thermal barrier 144' and the second thermal barrier 144". The first thermal barrier 144' and the second thermal barrier 144" may collectively incorporate all of the material of the blank 146, so that none of the original material of the blank 146 is wasted.

[0033] Each of the first thermal barrier 144' and the second thermal barrier 144" may include a primary region 150 aligned along a corresponding coplanar arrangement or plane 56 of the respective thermal barrier, and a plurality of secondary regions 156 also aligned along the corresponding coplanar arrangement or plane 56 of the respective thermal barrier. The secondary regions 156 within each thermal barrier (e.g., the first thermal barrier 144' and the second thermal barrier 144") may extend orthogonally or substantially perpendicularly from the primary region 150. The secondary regions 156 may be spaced relative to each other within each thermal barrier such that the recesses 154 are defined between the secondary regions 156 within each thermal barrier. The primary region 150 within each thermal barrier may be rectangular.The secondary regions 156 within each thermal barrier may also be rectangular.

[0034] With reference to Fig. 4 illustrates a second set of thermal barriers 244 formed from a single material blank 246. The second set of thermal barriers 244 includes a first thermal barrier 244' and a second thermal barrier 244", each defining air gaps. This configuration effectively reduces material costs by half because the single material blank 246 is utilized as two thermal barriers (e.g., the first thermal barrier 244' and the second thermal barrier 244"), as opposed to one thermal barrier (e.g., the undivided single material blank 246).

[0035] The first thermal barrier 244' and the second thermal barrier 244" include solid regions 252 and define recesses 254. It is understood that one or more of the sets of thermal barriers 244 may be used as the Fig. 2 illustrated thermal barriers 44 can be used and that the Fig. 4 illustrated fixed regions 252 and recesses 254 may correspond to the fixed regions 52 and recesses 54, respectively, shown in Fig. 2. Furthermore, the blank 246, the first thermal barrier 244', and the second thermal barrier 244" may be made of aerogel. The first thermal barrier 244' and the second thermal barrier 244" may be formed by cutting, punching, stamping, or another process in which the material blank 246 is cut, punched, or stamped along cut lines 248 to form the first thermal barrier 244' and the second thermal barrier 244". The first thermal barrier 244' and the second thermal barrier 244" may collectively incorporate all of the material of the material blank 246, so that none of the original material of the blank 246 is wasted.

[0036] The solid regions 252 within each thermal barrier (the first thermal barrier 244' and the second thermal barrier 244") may be arranged in a spiral or a helical shape along the coplanar arrangement or plane 56. The recesses 254 within each thermal barrier (the first thermal barrier 244' and the second thermal barrier 244") may also be arranged in a spiral or a helical shape along the coplanar arrangement or plane 56. Portions of the solid regions 252 and recesses 254 may be rectangular.

[0037] With reference to Fig. 5 illustrates a third set of thermal barriers 344 formed from a single material blank 346. The third set of thermal barriers 344 includes a first thermal barrier 344', a second thermal barrier 344", and a third thermal barrier 344''', each defining air gaps. This configuration effectively reduces material costs by two-thirds because the single material blank 346 is utilized as three thermal barriers (e.g., the first thermal barrier 344', the second thermal barrier 344", and the third thermal barrier 344'''), as opposed to one thermal barrier (e.g., the undivided single material blank 346).

[0038] The first thermal barrier 344', the second thermal barrier 344" and the third thermal barrier 344" include solid regions 352 and define recesses 354. It is understood that one or more of the sets of thermal barriers 344 may be used as the Fig. 2 illustrated thermal barriers 44 can be used and that the Fig. 5 illustrated fixed regions 352 and recesses 354 may correspond to the fixed regions 52 and recesses 54, respectively, shown in Fig. 2. Furthermore, the blank 346, the first thermal barrier 344', the second thermal barrier 344', and the third thermal barrier 344'' may be made of aerogel. The first thermal barrier 344', the second thermal barrier 344", and the third thermal barrier 344''' may be manufactured by cutting, punching, stamping, or another process in which the material blank 346 is cut, punched, or stamped along cutting lines 348 to form the first thermal barrier 344', the second thermal barrier 344", and the third thermal barrier 344'''. The first thermal barrier 344', the second thermal barrier 344", and the third thermal barrier 344''' may collectively incorporate all of the material of the material blank 346, so that none of the original material of the blank 346 is wasted.

[0039] Each of the first thermal barrier 344' and the second thermal barrier 344'' may include a primary region 350 aligned along a corresponding coplanar arrangement or plane 56 of the respective thermal barrier, and a plurality of secondary regions 356 also aligned along the corresponding coplanar arrangement or plane 56 of the respective thermal barrier.

[0040] The secondary regions 356 within each thermal barrier of the first thermal barrier 344' and the second thermal barrier 344'' may extend orthogonally or substantially perpendicularly from the primary region 350. The secondary regions 356 within each thermal barrier of the first thermal barrier 344' and the second thermal barrier 344'' may be spaced relative to one another such that the recesses 354 are defined between the secondary regions 356 within each thermal barrier of the first thermal barrier 344' and the second thermal barrier 344''. The primary region 350 within each thermal barrier may also be rectangular in shape. The secondary regions 356 within the first thermal barrier 344' may be diamond-shaped, while the secondary regions 356 within the second thermal barrier 344'' may be hourglass-shaped. The solid regions 352 of the third thermal barrier 344''' may be X-shaped.The recesses 354 of the third thermal barrier 344''' may be defined along the outside of each X-shaped solid region 352 and between adjacent X-shaped solid regions 352.

[0041] With reference to Fig. 6 illustrates a flowchart illustrating a method 400 for forming a thermal barrier (e.g., thermal barriers 44, 144', 144'', 244', 244'', 344', 344'', 344''). The method begins at block 402, where a roll or spool of material (e.g., a spool or roll of aerogel) is unwound. Next, at block 404, blanks (e.g., blanks 146, 246, 346) are cut from the roll or spool of material. Once the blanks are cut, the method 400 proceeds to block 406, where each blank is cut, punched, or stamped to form at least two battery cell thermal barriers from each blank. The at least two battery cell thermal barriers formed by each blank have interconnected solid regions (e.g., solid regions 52, 152, 252, 352) and define cavities or recesses (e.g.,the recesses 54, 154, 254, 354) between at least a portion of the interconnected solid regions.

[0042] It is understood that the flow chart in Fig. 6 is for illustrative purposes only and that the method 400 is not to be considered as limited to the flowchart in Fig. 6 should be interpreted in a limited manner. Some of the steps of method 400 may be arranged differently, while others may be omitted entirely.

[0043] It is understood that the designations first, second, third, fourth, etc. for any component, state, or condition described herein may be arranged differently in the claims so that they are in chronological order with respect to the claims. Furthermore, it is understood that any component, state, or condition described herein that does not have a numerical designation may be given a designation of first, second, third, fourth, etc. in the claims if one or more of the specific component, state, or condition is claimed.

[0044] The terms used in the specification are words of description rather than limitation, and it is understood that various changes may be made without departing from the spirit and scope of the disclosure. As previously described, the features of various embodiments may be combined to form additional embodiments that may not be expressly described or illustrated. While various embodiments may have been described as providing advantages or being preferred over other prior art embodiments or implementations with respect to one or more desired characteristics, one of ordinary skill in the art will understand that one or more features or characteristics may be compromised to achieve desired overall system attributes, depending on the specific application and implementation.Accordingly, embodiments that are described as less desirable than other embodiments or prior art implementations with respect to one or more characteristics are not outside the scope of the disclosure and may be desirable for particular applications.

[0045] According to the present invention, there is provided a battery for an electrically powered vehicle, comprising: a plurality of cells configured to store electrical energy and release the electrical energy to propel the vehicle; and a plurality of thermal barriers disposed between adjacent cells of the plurality of cells, wherein (i) each thermal barrier includes planar regions, (ii) each thermal barrier defines voids between the planar regions, (iii) each planar region and void within each thermal barrier are aligned in a coplanar arrangement within a gap defined between the corresponding adjacent cells, and (iv) each planar region and void within each thermal barrier extends transversely between the corresponding adjacent cells orthogonal to the coplanar arrangement.

[0046] According to one embodiment, each planar region within at least a portion of the thermal barriers includes (i) a primary region aligned along a corresponding coplanar array, and (ii) a plurality of secondary regions aligned along the corresponding coplanar array and extending orthogonally from the primary region.

[0047] According to one embodiment, the secondary regions are spaced relative to each other such that the cavities are defined between the secondary regions.

[0048] According to one embodiment, at least a portion of the secondary regions is rectangular.

[0049] According to one embodiment, at least a portion of the secondary regions is diamond-shaped.

[0050] According to one embodiment, at least a portion of the secondary regions is hourglass-shaped.

[0051] According to one embodiment, the planar regions within each thermal barrier are arranged in a spiral along the coplanar array.

[0052] According to one embodiment, the cavities within each thermal barrier are arranged in a second spiral along the coplanar arrangement.

[0053] According to one embodiment, at least a portion of the planar regions is X-shaped.

[0054] According to one embodiment, the planar regions consist of aerogel.

[0055] According to the present invention, a battery is provided comprising: a plurality of cells configured to store electrical energy; and a plurality of thermal barriers each disposed between adjacent cells of the plurality of cells, each thermal barrier including (i) solid regions, (ii) defining cutouts between the solid regions, (iii) each solid region and cutout within each thermal barrier being aligned along a plane, and (iv) each solid region and cutout within each thermal barrier having a dimension that is perpendicular to the plane and extends between the corresponding adjacent cells.

[0056] According to one embodiment, each solid region within at least a portion of the thermal barriers includes (i) a primary region aligned along a respective plane, and (ii) a plurality of secondary regions aligned along the respective plane and extending from the primary region.

[0057] According to one embodiment, the secondary regions are spaced relative to each other such that the cutouts are defined between the secondary regions.

[0058] According to one embodiment, at least a portion of the secondary regions is rectangular.

[0059] According to one embodiment, at least a portion of the secondary regions is diamond-shaped.

[0060] According to one embodiment, at least a portion of the secondary regions is hourglass-shaped.

[0061] According to one embodiment, the solid regions within each thermal barrier are arranged in a spiral along the plane.

[0062] According to one embodiment, at least a portion of the solid regions is X-shaped.

[0063] According to one embodiment, the solid regions consist of aerogel.

[0064] According to the present invention, a method for manufacturing battery cell thermal barriers from aerogel includes: unrolling an aerogel coil; cutting blanks from the coil; and punching each blank to form at least two battery cell thermal barriers from each blank, such that each of the at least two battery cell thermal barriers formed by each blank (i) has interconnected solid regions and (ii) defines voids between at least a portion of the interconnected solid regions.

Claims

[1] Battery for an electrically powered vehicle, comprising: a plurality of cells configured to store electrical energy and release the electrical energy to propel the vehicle; and a plurality of thermal barriers disposed between adjacent cells of the plurality of cells, wherein (i) each thermal barrier includes planar regions, (ii) each thermal barrier defines voids between the planar regions, (iii) each planar region and each void within each thermal barrier are aligned in a coplanar array within a gap defined between the corresponding adjacent cells, and (iv) each planar region and each void within each thermal barrier extends transversely between the corresponding adjacent cells orthogonal to the coplanar array. [2] The battery of claim 1, wherein each planar region within at least a portion of the thermal barriers includes (i) a primary region aligned along a respective coplanar array, and (ii) a plurality of secondary regions aligned along the respective coplanar array and extending orthogonally from the primary region. [3] The battery of claim 2, wherein the secondary regions are spaced relative to each other such that the voids are defined between the secondary regions. [4] The battery of claim 2, wherein at least a portion of the secondary regions is rectangular. [5] The battery of claim 2, wherein at least a portion of the secondary regions is diamond-shaped. [6] The battery of claim 2, wherein at least a portion of the secondary regions is hourglass-shaped. [7] The battery of claim 1, wherein the planar regions within each thermal barrier are arranged in a spiral along the coplanar array. [8] The battery of claim 1, wherein the cavities within each thermal barrier are arranged in a second spiral along the coplanar array. [9] The battery of claim 1, wherein at least a portion of the planar regions is X-shaped. [10] The battery of claim 1, wherein the planar regions are made of aerogel. [11] Battery comprising: a plurality of cells configured to store electrical energy; and a plurality of thermal barriers each disposed between adjacent cells of the plurality of cells, each thermal barrier (i) including solid regions, (ii) defining cutouts between the solid regions, (iii) each solid region and cutout within each thermal barrier being aligned along a plane, and (iv) each solid region and cutout within each thermal barrier having a dimension that is perpendicular to the plane and extends between the corresponding adjacent cells. [12] The battery of claim 11, wherein each solid region within at least a portion of the thermal barriers includes (i) a primary region aligned along a respective plane, and (ii) a plurality of secondary regions aligned along the respective plane and extending from the primary region. [13] The battery of claim 12, wherein the secondary regions are spaced relative to each other such that the cutouts are defined between the secondary regions. [14] The battery of claim 13, wherein at least a portion of the secondary regions is diamond-shaped or hourglass-shaped. [15] A method for producing battery cell thermal barriers from aerogel, comprising: Unwinding an aerogel coil; Cutting blanks from the coil; and Punching each blank to form at least two battery cell thermal barriers from each blank, such that each of the at least two battery cell thermal barriers formed by each blank (i) has interconnected solid regions and (ii) defines voids between at least a portion of the interconnected solid regions.

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