THERMAL COMPONENTS FOR MULTI-SIDED THERMAL REGULATION OF BATTERIES

Abstract

Several thermal components are provided for battery temperature control. An electric vehicle may include a first thermal component configured to provide thermal management for the first side of a plurality of battery sub-arrangements. The electric vehicle also includes a plurality of second thermal components, each configured to provide thermal management for the second side of the plurality of battery sub-arrangements, opposite the first side. The first thermal component circulates a fluid along a first axis through itself and distributes the fluid along a second axis, orthogonal to the first axis, to each of the second thermal components via a crossbeam located between each of the plurality of second thermal components.The first thermal component can form a lid for a battery pack and act as a structural element to serve as the base of the electric vehicle.

Description

CROSS-REFERENCE TO RELATED REGISTRATIONS

[0001] The present application claims the benefit of the preliminary US application No. 63 / 727,516 entitled “MULTI-SIDED COOLING PLATES FOR THERMAL REGULATION OF BATTERIES”, filed on December 3, 2024, the entire contents of which are incorporated herein by reference. INTRODUCTION

[0002] Batteries are frequently used as a power source, including for electric vehicles, which include wheels driven by an electric motor that receives power from a battery. Aspects of this technology can help improve the efficiency and / or range of electric vehicles, which can contribute to mitigating climate change by reducing greenhouse gas emissions. BRIEF DESCRIPTION OF THE DRAWINGS

[0003] Certain features of the technology in question are set forth in the accompanying claims. However, for illustrative purposes, several embodiments of the technology in question are shown in the following figures. Fig. 1A and Fig. Figure 1B illustrates schematic perspective side views of exemplary implementations of a vehicle according to one or more implementations. Fig. Figure 1C illustrates a schematic perspective view of a building with a battery pack according to one or more implementations of the present disclosure. Fig. Figure 2A illustrates a schematic perspective view of a battery pack according to one or more implementations of the present disclosure. Fig. 2B illustrates schematic perspective views of various battery sub-arrangements that may be enclosed in a battery pack according to one or more implementations of the present disclosure. Fig. 2C illustrates a cross-sectional end view of a battery cell according to one or more implementations of the present disclosure. Fig. 2D illustrates a perspective cross-sectional view of a cylindrical battery cell according to one or more implementations. Fig. Figure 2E illustrates a perspective cross-sectional view of a prismatic battery cell according to one or more implementations of the present disclosure. Fig. Figure 2F illustrates a perspective cross-sectional view of a pouch battery cell according to one or more implementations of the present disclosure. Fig. Figure 3 illustrates a block diagram of a dual upper and lower heat component architecture according to one or more implementations. Fig. 4A illustrates a block diagram of a top view of the thermal management system according to one or more implementations. Fig. 4B illustrates a block diagram of a side view of the thermal management system according to one or more implementations. Fig. Figure 5 is a flowchart illustrating operations that can be performed for the thermal control of batteries using multiple thermal components according to one or more implementations. DETAILED DESCRIPTION

[0004] The detailed description presented below is intended to describe various configurations of the technology in question and is not meant to represent the only configurations in which the technology can be implemented. The accompanying drawings are included herein and form part of the detailed description. The detailed description includes specific details for the purpose of providing a thorough understanding of the technology in question. However, the technology in question is not limited to the specific details presented herein and can be implemented using one or more other implementations. Structures and components are shown in block diagram form to avoid obscuring the concepts of the technology in question.

[0005] Battery packs can include cylindrical or prismatic cells. Battery packs with cylindrical cells can include a configuration consisting of a stacked double-stack module with a single thermal component located between the double-stack modules. While this arrangement can provide thermal management within battery packs, faster charging times can be helpful in addressing thermal management challenges. Particularly with prismatic and cylindrical cells, it can be advantageous to expose the cell interfaces more directly to the surrounding thermal management system to improve thermal performance, such as cooling efficiency and heat generation reduction. Battery packs can combine prismatic cells to maximize cooling system interface coverage on the sides of the battery cell.

[0006] Implementations of this technology provide a thermal management system that incorporates both upper and lower thermal components for battery pack thermal management, improving overall thermal regulation, structural integrity, and space efficiency in electric vehicle battery packs. This technology enables improved DC fast charging (DCFC) times and optimized thermal management, particularly for high-performance applications and demanding duty cycles. Battery packs with prismatic cells can incorporate a dual upper and lower thermal component architecture for both the battery cell and the battery pack structure, thereby enhancing cooling efficiency and thermal management capabilities.The dual architecture of the upper and lower thermal components can handle the DCFC power output and integrate high-performance and thermally demanding operating cycles, which are typical vehicle use cases, including scenarios such as operation with steep temperature gradients at elevated ambient temperatures. Improved battery cooling under such conditions facilitates power stability during varying duty cycles encountered by vehicles.

[0007] Integrating the thermal management system into the vehicle structure reduces space requirements and increases structural rigidity. The dual upper and lower thermal component architecture incorporates both upper and lower thermal components. The upper thermal component, which can also serve as the battery pack cover, is thicker to provide additional structural support. The lower thermal component optimizes fluid flow to minimize temperature variations between individual cells within the battery pack. This technology also enables improvements in manufacturing process efficiency and the integration of the thermal management system into high-voltage distribution networks and electronic control modules.

[0008] The technology in question offers several advantages over other thermal management techniques. For example, utilizing both the top and bottom thermal components of this technology enables effective thermal management by facilitating heat dissipation on both sides of the battery cells (e.g., both the top and bottom). This architecture helps to distribute the heat load more evenly, increases heat dissipation efficiency during high-load operations such as charging and discharging cycles, and reduces the risk of thermal hotspots that can compromise performance and safety.

[0009] In one or more implementations, a thermal component may include or be configured as a thermal management component to regulate the thermal properties of surrounding or adjacent components by providing them with a thermal management function. A thermal management function may refer to a thermal component's ability to control heat exchange by dissipating, distributing, or supplying thermal energy to maintain adjacent components within a defined temperature range. In one or more implementations, the thermal component may include or be configured as a heat sink to provide thermal management functions such as cooling or heating adjacent components, such as a battery sub-array. The heat sink may be a monolithic or modular structure.In one or more other implementations, the thermal component may include or be formed from one or more pipes configured to carry a fluid to provide thermal management functions such as cooling or heating for nearby components.

[0010] The upper thermal component can function not only as a heat management component but also as a structural element. It can serve as a cover or as part of the vehicle floor, thereby improving mechanical strength and potentially providing impact resistance. The lower thermal component can contribute to structural integrity by interacting with cross members in a modular configuration, reducing deformation, and providing additional support against external forces. For example, the upper thermal component can be thicker to provide structural support and withstand external forces, while the lower thermal component can be optimized for heat transfer without compromising structural requirements.

[0011] The use of separate, modular lower thermal components facilitates scalability for different battery configurations and layouts. This modularity allows for flexibility in battery pack design and integrates varying numbers of battery cells, module arrangements, and cooling requirements. This modularity of the lower thermal component can simplify assembly and integration into different vehicle platforms.

[0012] The dual architecture of the upper and lower thermal components can help reduce the need for air gaps between the battery pack, the vehicle floor, and the battery cells, thus freeing up space that can be used for additional battery cells or other electrical components. This dual architecture also contributes to increased thermal insulation and reduced temperature gradients throughout the battery pack, resulting in more efficient and stable temperature control.

[0013] Fig. 1A is a diagram illustrating an exemplary implementation of a facility as described herein. In the example of the Fig. 1A is the device, a movable device implemented as a vehicle 100. As shown, the vehicle 100 can include one or more battery packs, such as battery pack 110. Battery pack 110 can be coupled to one or more electrical systems of the vehicle 100 to provide power to those electrical systems.

[0014] In one or more implementations, the vehicle 100 can be an electric vehicle having one or more electric motors that drive the wheels 102 of the vehicle 100 using electrical power from the battery pack 110. In one or more implementations, the vehicle 100 can also, or alternatively, include one or more drives or motors, including chemically driven motors, such as a gas-powered engine or a fuel cell-powered engine. In one or more implementations, for example, the vehicle 100 includes one or more electric motors and has the form of a fully electric or partially electric vehicle (e.g., hybrid or plug-in hybrid).

[0015] In the example of Fig. Figure 1A shows the vehicle 100 implemented as a Sport Utility Vehicle (SUV) (e.g., an electric Sport Utility Vehicle) with a battery pack 110. As shown, the battery pack 110 can include one or more battery sub-assemblies 115, which can include one or more battery cells 120. As shown in Fig. As shown in Figure 1A, the battery pack 110 can also include one or more battery cells 120 that are mounted directly within the battery pack 110 (e.g., in a cell-to-pack configuration). In one or more implementations, the battery pack 110 can be provided without the battery sub-assemblies 115 and with the battery cells 120 that are mounted directly within the battery pack 110 (e.g., in a cell-to-pack configuration) and / or in other battery units installed within the battery pack 110. The battery pack 110 can include multiple energy storage devices that may be arranged in units such as battery modules or battery units. A battery unit or battery module can include an array of cells that can be combined with other elements (e.g., structural frames, thermal management devices) that can protect the array of cells from heat, impact, and / or vibration.

[0016] Each of the battery cells 120 can include a battery, a battery unit, a battery module and / or a battery pack for supplying components of the vehicle 100. For example, a battery cell housing of the battery cells 120 can be arranged in the battery sub-assembly 115, the battery pack 110, a battery array or another battery unit installed in the vehicle 100.

[0017] As discussed in more detail below, the battery cells 120 can be provided with a battery cell housing, which can be provided with any of several different external shapes. In some implementations, the battery cell housing can be a rigid housing (e.g., for cylindrical or prismatic battery cells). Alternatively, in some implementations, the battery cell housing can also be configured as a pouch or other flexible or malleable housing for the battery cell. In several other implementations, the battery cell housing can be provided with any other suitable external shape, such as a triangular, square, rectangular, pentagonal, hexagonal, or any other suitable external shape. In some implementations, the battery pack 110 may not include any modules (e.g.,The battery pack can be module-free. For example, the battery pack 110 can have a module-free or cell-to-pack configuration, in which the battery cells 120 are arranged directly within a battery pack 110 without being arranged in a battery sub-arrangement 115. In one or more implementations, the vehicle 100 can include one or more busbars, electrical connectors, or other charge-collecting, current-collecting, and / or coupling components to provide electrical power from the battery pack 110 to various systems or components of the vehicle 100. In one or more implementations, the vehicle 100 can include control switching logic, such as a power stage circuit, which can be used to convert direct current (DC) from the battery pack 110 into alternating current (AC) for one or more components and / or systems of the vehicle (e.g., including one or more power outlets of the vehicle).The power stage circuit can be provided as part of the battery pack 110 or separately from the battery pack 110 inside the vehicle 100.

[0018] As in Fig. As shown in Figure 1B, the vehicle 100 can include a support structure such as a chassis 125 (e.g., a frame, an inner frame, or another support structure). The chassis 125 can support various components of the vehicle 100. As shown, in some implementations, the chassis 125 can span a front section 130 (e.g., an engine or hood section), a mid-body section 135, and a rear section 140 (e.g., a trunk, payload, or luggage compartment section) of the vehicle 100. In one or more implementations, the battery pack 110 can be installed on the chassis 125 (e.g., within one or more of the front sections 130, the mid-body section 135, or the rear section 140). In one or more other implementations, the battery pack 110 can support one or more busbars (e.g.,include or be electrically coupled to one or more current collector elements, which may include electrically conductive material to connect or otherwise electrically couple battery sub-assembly 115 or battery cell(s) 120 to other electrical components of the vehicle 100 in order to supply electrical power to various systems or components of the vehicle 100.

[0019] In the example of Fig. 1B The vehicle 100 can include a cargo storage area enclosed within the vehicle 100 (e.g., behind a row of seats in an interior space of the vehicle 100). In other implementations, the vehicle 100 can be implemented as an electric truck, another type of electric SUV, electric van, electric automobile, electric car, electric motorcycle, electric scooter, electric bicycle, electric passenger car, electric passenger truck or electric commercial vehicle, hybrid vehicle, aircraft, watercraft, and / or any other mobile device with a battery pack 110 (e.g., a battery pack or other battery unit that powers propulsion or drive components of the mobile device).

[0020] In one or more implementations, the battery pack 110, the battery sub-assemblies 115, the battery cells 120, and / or any other battery unit as described herein can also, or alternatively, be implemented as an electrical power supply and / or energy storage system in a building, such as a residential or commercial building. For example, the following illustrates Fig. Figure 1C is an example where a battery pack 110a is implemented in a building 180. The building 180 can be a residential building, a commercial building, or any other type of building. As shown, in one or more implementations, the battery pack 110a can be mounted on a wall of the building 180.

[0021] As shown, the battery pack 110a, installed in the building 180, can be coupled (e.g., electrically coupled) to the battery pack 110b in the vehicle 100, such as via a cable / connector 106 that can be connected to the charging port 175 of the vehicle 100, an electric vehicle supply equipment (EVSE) 170, a power stage circuit 172, and / or a cable / connector 174. For example, the cable / connector 106 can be connected to the EVSE 170, which can be connected to the battery pack 110a via the power stage circuit 172 and / or to an external power source 190. In this way, either the external power source 190 or the battery pack 110a can be used as an external power source to charge the battery pack 110b in some applications. In one or more implementations, the battery pack 110a can also, or alternatively, (e.g.The external power source 190 is connected to the battery pack 110b (via a cable / connector 174, the power stage circuit 172, and the EVSE 170). The external power source 190 can be a solar power source, a wind power source, and / or an electrical grid of a city or other geographical region (e.g., an electrical grid supplied by a remote power plant). In situations where, for example, battery pack 110b is not connected to battery pack 110a, battery pack 110a can be connected to the external power source 190 (e.g., using the power stage circuit 172) to charge and store electrical energy. In some applications, this stored electrical energy in battery pack 110a can later be used to charge battery pack 110b (e.g., to charge a power supply).during times when solar or wind power is unavailable, in the event of a regional or local power outage for building 180 and / or during a period of high access rates to the power grid).

[0022] In one or more implementations, the power stage circuit 172 can electrically couple the battery pack 110a to the electrical system of the building 180. For example, the power stage circuit 172 can convert direct current from the battery pack 110a into alternating current for one or more loads in the building 180. Example loads connected to the battery pack 110a via one or more outlets can include one or more lights, lamps, appliances, fans, heaters, air conditioners, and / or any other electrical components or loads. The power stage circuit 172 can include control switching logic that is operational to connect the battery pack 110a between the external power source 190 and one or more outlets and / or other electrical loads in the building 180's electrical system.In one or more implementations, the vehicle can have a power stage circuit (in . Fig. 1C not shown) include, which can be used to convert power received from the EVSE 170 into direct current, which is used to power / charge the battery pack 110b, and / or to convert direct current from the battery pack 110 into alternating current for one or more electrical systems, components and / or loads of the vehicle 100.

[0023] In one or more use cases, battery pack 110a can be used as an electrical power source for building 180, such as during periods when solar or wind power is unavailable, in the event of a regional or local power outage affecting building 180, and / or during periods of high grid access, to name just a few examples. In one or more other use cases, battery pack 110b can be used to charge battery pack 110a and / or to power the electrical system of building 180 (e.g., in a use case where battery pack 110a has little or no energy stored and solar or wind power is unavailable, a regional or local power outage affecting building 180 occurs, and / or during periods of high grid access, to name just a few examples).

[0024] Fig. Figure 2A represents an exemplary battery pack 110 according to one or more implementations. As shown, the battery pack 110 can enclose an energy volume enclosure 205 (e.g., a battery pack housing, sometimes referred to here as a housing). For example, the energy volume enclosure 205 can contain or enclose an energy volume 207 for the battery pack 110, the energy volume 207 including one or more battery subassemblies 115 and / or one or more battery cells 120 and / or other battery pack components. In one or more implementations, the energy volume enclosure 205 can include or form a shielding structure on an outer surface thereof (e.g., a bottom thereof and / or beneath one or more battery subassemblies 115, battery units, batteries, and / or battery cells 120) to protect the battery subassembly 115, battery units, batteries, and / or battery cells 120 from external conditions (e.g.,(when the battery pack 110 is installed in a vehicle 100 and the vehicle 100 is driven over rough terrain such as off-road terrain, ditches, rocks, rivers, streams, etc.). In one or more other implementations, the battery sub-assembly 115 may include a battery module or be configured as such.

[0025] The battery pack 110 can include, within the energy volume 207 and the energy volume housing 205, several battery cells 120 (e.g., installed directly within the battery pack 110 or within batteries, battery units, battery sub-assemblies 115, and / or battery modules as described herein) and / or battery sub-assemblies 115, and one or more conductive coupling elements for coupling a voltage generated by the battery cells 120 to a power-consuming component, such as the vehicle 100 and / or an electrical system of a building 180. For example, the conductive coupling elements can include internal connectors and / or contactors that couple several battery cells 120, battery units, batteries, battery sub-assemblies, and / or several battery sub-assemblies 115 within the energy volume housing 205 to generate a desired output voltage for the battery pack 110.

[0026] As shown, the battery pack 110 can also include a modular electrical component assembly 290 (e.g., including a modular housing for electronic components or a modular housing for electrical components) attached to the energy volume housing 205. In one or more other implementations, the modular electrical component assembly 290 can be arranged in the same plane (or in the same plane) as the energy volume housing 205, so that the modular electrical component assembly 290 and the energy volume housing 205 are positioned side by side. In one or more implementations, the modular electrical component assembly 290 can include one or more of the conductive coupling elements for conducting current from the battery cells 120 and / or battery sub-assemblies 115 within the energy volume housing 205 (e.g.,within the energy volume 207) to one or more external connection terminals, such as an electrical contact 203 (e.g., a high-voltage terminal, port, or connector). For example, an electrical cable or wiring harness may be connected between the electrical contact 203 and an electrical system of the vehicle 100 or the building 180 to provide electrical power to the vehicle 100 or the building 180. The energy volume housing 205 may have a front end 267 and a rear end 269. In one or more implementations, when the battery pack 110 is installed in the vehicle 100, the front end 267 may be located closer to the front end 131 of the vehicle and the rear end 269 closer to the rear end 133 of the vehicle.As shown, the modular electrical component arrangement 290 can be attached in one or more implementations at or near the rear end 269 of the energy volume enclosure 205 (e.g., to a cover 277 of the energy volume enclosure 205).

[0027] In one or more implementations, the modular electrical component assembly 290 can include a high-voltage distribution box (HVDB) and / or an energy management module (EMM). In one or more other implementations, the modular electrical component assembly 290 houses the HVDB and omits the EMM, so that the EMM is located in a separate assembly that is mounted on or in plane with the energy volume enclosure 205.

[0028] In one or more implementations, the HVDB (High Voltage Distribution Board) is a component in electric vehicles that manages high-voltage electrical power from the battery and distributes it to various systems and components within the vehicle. It can ensure safe and efficient power distribution and often incorporates safety features such as fuses and relays to protect the vehicle's electrical system. The HVDB can include functions for distributing high-voltage power from the battery pack to various systems within the vehicle, thus facilitating efficient power management and enhanced safety by regulating and directing the electrical flow to components such as the drive unit, charging system, and auxiliary systems. The HVDB can be configured as a modular and pack-independent component, making it compatible with battery packs of varying structural and chemical configurations.It can be designed and manufactured independently, allowing it to be mounted externally on the 110 battery pack. Integration of the HVDB is facilitated by standardized electrical and thermal connectors, which are positioned in the same locations across different battery pack configurations. This uniformity supports the coupling of the HVDB with various battery packs, thereby optimizing manufacturing processes, inventory management, and service procedures.

[0029] In one or more other implementations, the EMM is a system or device that can optimize the use and distribution of energy in electric vehicles. It can monitor energy consumption, manage power distribution, and ensure efficient operation by controlling various components to reduce energy waste and improve overall performance. The EMM can be configured to optimize the use and distribution of energy within the vehicle by managing the energy flow between the battery pack, the drive unit, and other electrical systems, thereby ensuring efficient energy use and improving the vehicle's overall performance.The EMM can also be configured to manage energy demand, extend battery life, and support vehicle functions such as regenerative braking and power management under varying driving conditions. In one or more other implementations, the EMM can be connected to the battery pack 110 via standardized connectors, making it compatible with different battery pack configurations. Similarly, the EMM can be configured as a universal component compatible with various battery pack configurations. The EMM can be responsible for monitoring and controlling operating parameters of the battery pack 110. The EMM can be an assembly of electronic, power, magnetic, and / or cooling components housed within it.Example components of the EMM can include cooling fluid, a fluid flow path, a controller, a DC-DC converter, an AC-DC converter, a DC-AC converter, a printed circuit board (PCB), a connector, a relay, or the like.

[0030] In one or more implementations, the battery pack 110 can include one or more additional features such as thermal control structures (e.g., cooling lines and / or plates and / or heating lines and / or plates). For example, the thermal control structures and / or fluids can couple to the battery sub-assemblies 115, battery units, batteries and / or battery cells 120 within the energy volume enclosure 205, such as by distributing fluid through the battery pack 110.

[0031] For example, the thermal control structures can form part of a thermo / temperature control or heat exchange system that includes one or more thermal components, such as plates or bladders, in thermal contact with one or more battery sub-assemblies 115 and / or battery cells 120 arranged within the energy volume housing 205. For example, a thermal component can be in contact with one or more battery sub-assemblies 115, battery units, batteries, and / or battery cells 120 arranged within the energy volume housing 205. In one or more implementations, the battery pack 110 can include one or more thermal control structures and / or other thermal components for each of several upper and lower battery module pairs. As shown, the battery pack 110 can include an electrical contact 203 (e.g.,a high-voltage connector or terminal) through which an external load (e.g. the vehicle 100 or an electrical system of the building 180) can be electrically coupled to the battery sub-assemblies and / or battery cells in the battery pack 110.

[0032] As shown, the energy volume housing 205 of the battery pack 110 can enclose a cover 277. For example, the cover 277 can cover one or more battery sub-assemblies 115, battery cells 120, and / or other battery sub-assemblies within the energy volume housing 205. In the example of Fig. 2A The cover 277 can be a deep-drawn structure forming a top 257 and one or more side walls 259 (e.g., four side walls) of the energy volume enclosure 205. As discussed in more detail below, the energy volume enclosure 205 can also include a shell or other enclosure structure (e.g., at the bottom of the energy volume enclosure) connected to the cover 277 to enclose one or more battery sub-assemblies 115, battery cells 120, and / or other battery sub-assemblies within the energy volume enclosure 205 (e.g., within a space defined by the top 257 and the side walls 259 of the cover 277). For example, the energy volume enclosure 205 can include a shell plate that is removable to expose an opening in the bottom of the cover 277.

[0033] In the example of Fig. 2A the cover 277 is provided with ribs 275 (e.g. for additional strength). In the example of Fig. 2A The battery pack 110 includes one or more fastening features 273 (e.g., for fastening the battery pack 110 to one or more body structures of a vehicle such as the vehicle 100). As in Fig. As shown in Figure 2A and discussed in more detail below, the energy volume enclosure 205 can include one or more side wall structures 271. The side wall structures 271 can be attached to and / or extend along a side wall 259 of the lid 277 and can provide shock absorption and / or redistribution functions to distribute energy from a side impact on the battery pack 110 (e.g., from a side impact on a vehicle 100) away from and / or around the one or more battery sub-assemblies 115, battery cells 120, and / or other battery sub-assemblies within the energy volume enclosure 205.

[0034] Fig. Figure 2B presents various examples of battery sub-arrangements 115 that can be arranged in the battery pack 110 (e.g., within the energy volume housing 205 of Fig. 2A). In the example of Fig. Figure 2B shows a battery sub-assembly 115A that includes a battery module housing 223 with a rectangular cuboid shape and a length substantially similar to its width. In this example, the battery sub-assembly 115A includes several battery cells 120 implemented as cylindrical battery cells. Specifically, the battery sub-assembly 115A includes rows and columns of cylindrical battery cells coupled together by an intermediate connection structure 213 (e.g., a current connector assembly or CCA). For example, the intermediate connection structure 213 can couple the positive terminals of the battery cells 120 together and / or the negative terminals of the battery cells 120 together. As shown, the battery sub-assembly 115A can include a charge collector or busbar 202.For example, the busbar 202 can be electrically coupled to the intermediate interconnection structure 213 to collect the charge generated by the battery cells 120 to provide a high voltage output by the battery sub-arrangement 115A.

[0035] Fig. Figure 2B also shows a battery sub-assembly 115B with an elongated shape, in which the length of the battery module housing 223 (e.g., extending along a direction from a front end of the battery pack 110 to a rear end of the battery pack 110 when the battery sub-assembly 115B is installed in the battery pack 110) is substantially greater than a width (e.g., in a transverse direction to the direction from the front end of the battery pack 110 to the rear end of the battery pack 110 when the battery sub-assembly 115B is installed in the battery pack 110) of the battery module housing 223. For example, one or more battery sub-assemblies 115B can span the entire length of a battery pack within the energy volume housing 205 from front to back. As shown, the battery sub-arrangement 115B can also include a busbar 202 which is electrically coupled to the intermediate connection structure 213.For example, the busbar 202 can be electrically coupled to the intermediate interconnection structure 213 to collect the charge generated by the battery cells 120 to provide a high voltage output by the battery sub-arrangement 115B.

[0036] In the implementations of battery sub-arrangement 115A and battery sub-arrangement 115B, the battery cells 120 are implemented as cylindrical battery cells. However, in other implementations, a battery module may include battery cells with other form factors, such as battery cells with a right prismatic outer shape (e.g., a prismatic cell) or a pouch cell implementation of a battery cell. As an example, [reference to relevant figure] Fig. Figure 2B also includes a battery sub-assembly 115C with a battery module housing 223 having a rectangular cuboid shape with a length substantially similar to its width and enclosing several battery cells 120 implemented as prismatic battery cells. In this example, the battery sub-assembly 115C includes rows and columns of prismatic battery cells coupled to one another by an intermediate interconnection structure 213 (e.g., a current collector assembly or CCA). For example, the intermediate interconnection structure 213 can couple the positive terminals of the battery cells 120 to one another and / or couple the negative battery terminals of the battery cells 120 to one another. As shown, the battery sub-assembly 115C can include a charge collector or busbar 202.For example, the busbar 202 can be electrically coupled to the intermediate interconnection structure 213 to collect the charge generated by the battery cells 120 to provide a high voltage output by the battery sub-arrangement 115C.

[0037] Fig. Figure 2B also shows a battery sub-assembly 115D, which includes prismatic battery cells and has an elongated shape, wherein the length of the battery module housing 223 (e.g., extending in a direction from a front end of the battery pack 110 to a rear end of the battery pack 110 when the battery sub-assembly 115D is installed in the battery pack 110) is substantially greater than a width (e.g., in a transverse direction to the direction from the front end of the battery pack 110 to the rear end of the battery pack 110 when the battery sub-assembly 115D is installed in the battery pack 110) of the battery module housing 223. For example, one or more battery sub-assemblies 115D with prismatic battery cells can span the entire length of a battery pack within the energy volume housing 205 from front to back.As shown, the battery sub-assembly 115D can also include a busbar 202 that is electrically coupled to the intermediate connection structure 213. For example, the busbar 202 can be electrically coupled to the intermediate connection structure 213 to collect the charge generated by the battery cells 120 in order to provide a high voltage that is output by the battery sub-assembly 115D.

[0038] As another example, Fig. 2B also includes a battery sub-arrangement 115E with a battery module housing 223 having a rectangular cuboid shape with a length substantially similar to its width and enclosing several battery cells 120 implemented as pouch battery cells. In this example, the battery sub-arrangement 115C includes rows and columns of pouch battery cells coupled to each other by an intermediate interconnection structure 213 (e.g., a current collector assembly or CCA). For example, the intermediate interconnection structure 213 can couple the positive terminals of the battery cells 120 to each other and the negative battery terminals of the battery cells 120 to each other. As shown, the battery sub-arrangement 115E can include a charge collector or busbar 202.For example, the busbar 202 can be electrically coupled to the intermediate interconnection structure 213 to collect the charge generated by the battery cells 120 to provide a high voltage output by the battery sub-arrangement 115E.

[0039] Fig. Figure 2B also shows a battery sub-assembly 115F, which includes pouch battery cells and has an elongated shape, in which the length of the battery module housing 223 (e.g., extending in a direction from a front end of the battery pack 110 to a rear end of the battery pack 110 when the battery sub-assembly 115E is installed in the battery pack 110) is substantially greater than a width (e.g., in a transverse direction to the direction from the front end of the battery pack 110 to the rear end of the battery pack 110 when the battery sub-assembly 115E is installed in the battery pack 110) of the battery module housing 223. For example, one or more battery sub-assemblies 115E with pouch battery cells can span the entire length of a battery pack within the energy volume housing 205 from front to back.As shown, the battery sub-assembly 115E can also include a busbar 202 that is electrically coupled to the intermediate connection structure 213. For example, the busbar 202 can be electrically coupled to the intermediate connection structure 213 to collect the charge generated by the battery cells 120 in order to provide a high voltage that is output by the battery sub-assembly 115E.

[0040] In various implementations, a battery pack 110 can be provided with one or more of the battery sub-arrangements 115A, 115B, 115C, 115D, 115E, and 115F. In one or more other implementations, a battery pack 110 can be provided without battery sub-arrangements 115 (e.g., in a cell-to-pack implementation). In one or more implementations, a battery pack 110 can be provided with three elongated battery sub-arrangements (e.g., three of the battery sub-arrangements 115B, 115D, and / or 115F).

[0041] In one or more implementations, multiple battery sub-arrangements 115 can be used in any of the implementations of Fig. 2B is coupled to a current collector of the battery pack 110 (e.g., in series). In one or more implementations, the current collector can be coupled to one or more external connectors (e.g., electrical contact 203) on the battery pack 110 via a high-voltage wiring harness. In one or more implementations, the battery pack 110 can be provided without any battery sub-assemblies 115. For example, the battery pack 110 can have a cell-to-pack configuration in which the battery cells 120 are arranged directly within a battery pack 110 without being arranged in a battery sub-assembly 115 (e.g., without including a separate battery module housing 223). For example, the battery pack 110 (e.g., the energy volume housing 205) can include or define a variety of structures for arranging the battery cells 120 directly within the energy volume housing 205.

[0042] Fig. Figure 2C illustrates a cross-sectional end view of a section of a battery cell 120. As shown, the battery cell 120 can include an anode 208, an electrolyte 210, and a cathode 212. As shown, the anode 208 can include or be electrically coupled to a first current collector 206 (e.g., a metal layer such as a layer of copper foil or another metal foil). Furthermore, the cathode 212 can include or be electrically coupled to a second current collector 214 (e.g., a metal layer such as a layer of aluminum foil or another metal foil). The battery cell 120 can further include a terminal 216 (e.g. a negative terminal) that is coupled to the anode 208 (e.g. via the first current collector 206) and a terminal 218 (e.g. a positive terminal) that is coupled to the cathode (e.g. via the second current collector 214).In various implementations, the electrolyte 210 can take the form of a liquid electrolyte layer or a solid electrolyte layer. In one or more implementations where the electrolyte 210 is a liquid electrolyte layer, the battery cell 120 can include a separator layer 220 that separates the anode 208 from the cathode 212. In one or more implementations where the electrolyte 210 is a solid electrolyte layer, the electrolyte 210 can function as both a separator layer and an electrolyte layer.

[0043] In one or more implementations, the battery cell 120 can be implemented as a lithium-ion battery cell in which the anode 208 is formed from a carbon-containing material (e.g., graphite or silicon carbon). In these implementations, lithium ions can move from the anode 208 through the electrolyte 210 to the cathode 212 during discharge of the battery cell 120 (and, for example, through the electrolyte 210 from the cathode 212 to the anode 208 during charging of the battery cell 120). For example, the anode 208 can be formed from a graphite material coated on a copper foil corresponding to the first current collector 206. In these lithium-ion implementations, the cathode 212 can be formed from one or more metal oxides (e.g., a lithium cobalt oxide, a lithium manganese oxide, a lithium nickel manganese cobalt oxide (NMC), or the like) and / or a lithium iron phosphate.In an implementation where the battery cell 120 is implemented as a lithium-ion battery cell, the electrolyte 210 can enclose a lithium salt in an organic solvent.

[0044] The separating layer 220 can be formed from one or more insulating materials (e.g., a polymer such as polyethylene, polypropylene, polyolefin, and / or polyamide, or other insulating materials such as rubber, glass, cellulose, or the like). The separating layer 220 can prevent contact between the anode 208 and the cathode 212 and can be permeable to the electrolyte 210 and / or ions within the electrolyte 210. In one or more implementations, the battery cell 120 can be implemented as a lithium-polymer battery cell with a dry solid polymer electrolyte and / or a gel polymer electrolyte.

[0045] Although some examples are described herein in which the battery cell 120 is implemented as a lithium-ion battery cell, the battery cell 120 can be implemented using other battery cell technologies, such as nickel-metal hydride battery cells, lead-acid battery cells, and / or ultracapacitor cells. For example, in a nickel-metal hydride battery cell, the anode 208 can be formed from a hydrogen-absorbing alloy, and the cathode 212 can be formed from a nickel oxide hydroxide. In the example of a nickel-metal hydride battery cell, the electrolyte 210 can be formed from an aqueous potassium hydroxide in one or more examples.

[0046] The battery cell 120 can be implemented as a lithium-sulfur battery cell in one or more other implementations. For example, in a lithium-sulfur battery cell, the anode 208 can be at least partially composed of lithium, the cathode 212 can be at least partially composed of sulfur, and the electrolyte 210 can be composed of a cyclic ether, a short-chain ether, a glycol ether, an ionic fluid, a supersaturated salt-solvent mixture, a polymer-gelled organic medium, a solid polymer, a solid inorganic glass, and / or other suitable electrolyte materials. In various implementations, the anode 208, the electrolyte 210, and the cathode 212 can be enclosed in a battery cell casing of any of the various shapes and / or dimensions and / or be composed of any of the various suitable materials.For example, the battery cell 120 can have a cylindrical, rectangular, square, cube-shaped, flat, pouch, oblong or prismatic outer shape.

[0047] As in Fig. Represented in 2D, battery cell 120 can be implemented as a cylindrical cell. Accordingly, battery cell 120 includes dimension 222a (e.g., cylinder diameter, battery cell diameter) and dimension 222b (e.g., cylinder length). Battery cell 120 and other battery cells described herein can include size information derived from a 4-digit code. For example, battery cell 120 can include an XXYY battery cell, where "XX" refers to dimension 222a in millimeters (mm) and "YY" refers to the dimension in mm. Accordingly, if battery cell 120 includes a "2170" battery cell, dimension 222a is 21 mm, and dimension 222b is 70 mm. Alternatively, if battery cell 120 includes a “4680” battery cell, dimension 222a is 46 mm and dimension 222b is 80 mm.The preceding examples of size characteristics for battery cell 120 are not intended to be limiting, and battery cell 120 and other cylindrical form factor battery cells described herein may include various dimensions. For example, dimension 222a and dimension 222b may be larger than 46 mm and 80 mm, respectively.

[0048] Fig. Figure 2D illustrates a battery cell 120 enclosing a cell casing 224 with a cylindrical outer shape. As shown in the enlarged view, the anode 208, the electrolyte 210, and the cathode 212 can be wound into one or more windings 221. The one or more windings 221 can, as a non-limiting example, include one or more substantially cylindrical windings. As shown, one or more windings 221 can include the anode 208, the electrolyte 210, and the cathode 212 (and, for example, one or more separating layers, such as those shown in Figure 2). Fig. The separating layer 220 shown in Figure 2C is located within the cell housing 224. For example, a separating layer can be arranged between adjacent windings of one or more windings 221. Additionally, the battery cell 120, in its implementation as a cylindrical cell, includes Fig. Figure 2D includes a terminal 216 and a terminal 218. Terminal 218 can include a first polarity terminal, such as a positive terminal, coupled to the cathode 212. Terminal 216 can include a second polarity terminal, such as a negative terminal, coupled to the anode 208. Terminals 216 and 218 can be made of electrically conductive materials to carry electrical current from the battery cell 120 directly or indirectly (e.g., via a current carrier arrangement, a busbar, and / or other electrical coupling structures) to an electrical load, such as a component or system of a vehicle or building shown and / or described herein. The cylindrical cell implementation of Fig. However, 2D is only for illustrative purposes and other implementations of the battery cells 120 are being considered.

[0049] Fig. Figure 2E illustrates an example in which the battery cell 120 is implemented as a prismatic cell. As shown, the battery cell 120 can have a cell casing 224 having a right-hand prismatic outer shape. Furthermore, one or more layers of the anode 208, the cathode 212, and the electrolyte 210 arranged between them (e.g., with separating materials between the layers) can be arranged within the cell casing 224. For example, several layers of the anode 208, electrolyte 210, and cathode 212 can be stacked (e.g., with separating materials between each layer), or a single layer of the anode 208, electrolyte 210, and cathode 212 can be formed into a flattened spiral shape and provided in the cell casing 224. The cell casing 224 can enclose a cross-sectional width 217, which is relatively thick and formed from a rigid material.For example, the cell housing 224 can be formed from a welded, stamped, deep-drawn, and / or extruded metal sheet, such as a welded, stamped, deep-drawn, and / or extruded aluminum sheet. The cross-sectional width 217 of the cell housing 224 can be equal to or greater than 1 millimeter (mm) to provide a rigid housing for the prismatic battery cell. In one or more implementations, a terminal 216 and a terminal 218 can be provided in the prismatic cell implementation of . Fig. 2E may be formed from a feedthrough conductor that is insulated from the cell housing 224 (e.g., a glass-to-metal feedthrough), if the conductor runs to the cell housing 224 to expose terminal 216 and terminal 218 outside the cell housing 224 to contact an intermediate connection structure (e.g., the one in Fig. 2B intermediate connection structure 213). This implementation of Fig. However, 2E is also illustrative and further implementations of the battery cell 120 are being considered.

[0050] Fig. Figure 2F illustrates an example in which the battery cell 120 is implemented as a pouch cell. As shown, the battery cell 120 can enclose a cell housing 224, which forms a flexible or deformable pouch housing. One or more layers of the anode 208, the cathode 212, and the electrolyte 210 arranged between them can be positioned within the cell housing 224 (e.g., with separating materials between the layers). In the implementation of Fig. 2F allows the cell housing 224 to enclose a cross-sectional width 219, which is relatively thin. For example, the cell housing 224 can be used in the implementation of Fig. 2F may be formed from a flexible or deformable material (e.g., a foil, such as a metal foil, or a film, such as an aluminum-coated plastic film). The cross-sectional width 219 of the cell housing 224 may be as low as or less than 0.1 mm, 0.05 mm, 0.02 mm, or 0.01 mm to provide a flexible or deformable housing for the pouch battery cell. In one or more implementations, a terminal 216 and a terminal 218 may be provided in the pouch cell implementation of Fig. 2F are formed from conductive tabs (e.g., foil tabs) that are coupled (e.g., welded) to the anode 208 and the cathode 212, respectively, and sealed to the pouch, which in these implementations forms the cell housing 224. In the examples of Fig. 2C, Fig. 2E and Fig. In 2F, terminals 216 and 218 are formed on the same side (e.g., a top) of battery cell 120. However, this is merely illustrative, and in other implementations, terminals 216 and 218 may be formed on two different sides (e.g., opposite sides, such as a top and a bottom) of battery cell 120. Terminals 216 and 218 may be located on the same side or on opposite sides of the cylindrical cell in different implementations. Fig. be formed in 2D.

[0051] In one or more implementations, a battery module, battery pack, battery unit, or any other battery may include some battery cells implemented as solid-state battery cells and other battery cells implemented with liquid electrolytes for lithium-ion or other liquid-electrolyte battery cells. In one or more implementations, one or more of the battery cells may enclose a battery module or battery pack, such as for providing electrical power to components of a previously described vehicle and / or building, or other electrically powered component or device. A battery cell housing may be arranged within the battery module or battery pack, or installed in any electrically powered component or device of the vehicle, building, or other device.

[0052] Fig. Figure 3 illustrates a block diagram of a thermal system architecture 300 according to one or more implementations. In one or more implementations, the thermal system architecture 300 can include two different arrangements. Both arrangements can incorporate bidirectional cooling to increase the overall surface area of ​​the battery cell contact and thus improve heat dissipation from the battery pack 110. For example, a first arrangement can utilize a modular configuration of thermal components, where each battery sub-arrangement 115 can integrate its own upper or lower thermal component, while a second arrangement could employ a larger thermal component configured for cooling at the battery pack level, or a combination thereof. Modularity may allow for the omission of a thermal component in lower-power applications.

[0053] As in Fig. As illustrated in Figure 3, the thermal system architecture 300 includes an upper thermal component 310 located on the top of a battery cell 120 (or a battery sub-assembly 115). The upper thermal component 310 can be configured as a single component capable of cooling multiple battery sub-assemblies 115 simultaneously and can also incorporate additional functions such as sealing and mechanical closure of a rear cover. The thermal system architecture 300 also includes a lower thermal component 320 located on the bottom of the battery cell 120 (or battery sub-assembly 115).In one or more implementations, the thermal system architecture 300 can employ a large upper thermal component 310 and several lower thermal components 320 spanning multiple battery sub-arrangements 115, potentially integrating additional features such as a cover and thermal management sides into a single arrangement to simplify manufacturing and installation. In one or more other implementations, the thermal system architecture 300 can utilize several smaller thermal components at the sub-arrangement level, functioning as both upper thermal components 310 and lower thermal components 320, supporting modular installation and potentially different maintenance procedures.

[0054] In one or more other implementations, the thermal architecture 300 can be configured to vary the number of thermal components used, depending on the cost and performance parameters of a target vehicle platform. For example, the thermal architecture 300 can omit either the upper thermal component 310 or the lower thermal component 320. For lower-priced vehicle platforms, a single thermal component can be used to reduce component costs and the overall capacity of the thermal architecture 300. In such configurations, thermal characteristics such as charging time and other thermally constrained operating conditions may exhibit reduced performance metrics, which is consistent with the design compromises associated with lower-cost vehicles.Higher-priced vehicle platforms can employ two or more thermal components to increase the thermal system's capacity and provide improved thermal characteristics, including reduced charging time and enhanced management of thermally constrained operating conditions. In this way, the thermal system architecture can provide flexibility to support a range of vehicle price points by selectively including or excluding a second thermal component without significantly redesigning the overall layout.

[0055] The upper thermal component 310 and / or the lower thermal component 320 can be directly bonded to the battery cell 120 (or battery subassembly 115). In one or more implementations, each of the upper thermal component 310 and the lower thermal component 320 incorporates a thermally conductive material. Both the upper and lower cooling configurations operate simultaneously. The thermal system architecture 300 can operate continuously without electronic control of the upper or lower cooling configurations, meaning that no vehicle control system is required to selectively activate these configurations. For example, both the upper thermal component 310 and the lower thermal components 320 are configured for continuous operation, regardless of the state of charge or other battery conditions.

[0056] In one or more other implementations, the thermal system architecture 300 can be operated based on different vehicle states to provide thermal management. In this respect, the upper thermal component 310 and the lower thermal components 320 can provide active cooling depending on the specific vehicle state. For example, the vehicle's operating modes 100 can be used to selectively activate certain cooling paths to achieve thermal efficiency during high-load conditions. Under high thermal load, such as during charging, effective cooling can be advantageous for managing heat dissipation. In one or more other implementations, the thermal system architecture 300 can include directional control valves in the Y-shaped cross members 330, which allow selective activation of the upper thermal component 310 or the lower thermal components 320 depending on the specific vehicle mode.

[0057] Some thermal management systems use a separate cover on the battery cell 120 to accommodate the cell's ventilation channels. Other thermal management systems may include an air gap between the vehicle floor 350 and a battery pack cover, as well as the presence of a temperature control tube on the substrate beneath the vehicle floor 350. The thermal system architecture 300 can optimize the available space by reducing the need for an additional upper battery compartment cover and instead reinforcing the upper thermal component 310 by increasing its thickness. For example, the upper thermal component 310, optimized solely for thermal performance, can utilize a minimum thickness of approximately 0.8 mm. In one or more other implementations where it serves both as a thermal component and a structural element, the thickness of the upper thermal component 310 can be increased to approximately 1 mm.The upper thermal component 310, which acts as a cover, can reduce the need for ventilation channels between the upper cover of the battery pack 110 and the battery cell 120, since cell ventilation takes place in the y-direction, as shown in . Fig. Figure 3 illustrates this. Since the upper thermal component 310, made of a rigid metal such as aluminum, can be bonded directly to the battery cells 120, it exhibits increased heat dissipation at low temperatures. To counteract this, a thermal insulation material can be placed on the top surface of the upper thermal component 310, thereby improving insulation and reducing heat loss, which also reduces the internal air gaps in the battery pack 110 and between the vehicle floor 350 and the battery pack 110. The upper thermal component 310 can be integrated with a thermal insulation layer 312 to form a single cover. In one or more implementations, the thermal insulation layer 312 can be mechanically coupled to the upper thermal component 310 by means of an adhesive.The thermal barrier layer 312 can also resist relative lateral displacement between adjacent components of the battery subassembly caused by inertial forces during acceleration, deceleration, or impact events of the vehicle. The thermal barrier layer 312 can serve as structural support to provide shear forces. For example, the thermal barrier layer 312 can absorb shear stresses generated by the differential thermal expansion between the battery cells 120 and adjacent structural or thermal control elements. In one or more other implementations, a thermal barrier layer 322 can be inserted between the bottom of the battery cell 120 (or the battery subassembly 115) and the lower thermal component 320. The thermal barrier layer 322 can be mechanically coupled to the lower thermal component 320 by means of an adhesive.In one or more implementations, an energy-absorbing material 340 can be arranged on a bottom surface of the lower thermal component 320 such that the energy-absorbing material 340 provides additional structural integrity to the lower thermal component 320.

[0058] The upper thermal component 310 and the lower thermal components 320 can differ in their dimensions depending on the functional requirements. For example, the upper thermal component 310, which serves as a structural element for the upper cover of the battery pack 110 and the vehicle floor 350, can have a greater thickness than the lower thermal component 320. For example, the upper thermal component 310 can have a thickness of approximately 5 mm and the lower thermal component 320 a thickness of approximately 4 mm.

[0059] The upper thermal component 310 may include additional structural features, such as structural reinforcements or shock-absorbing measures, for durability against potential external loads (e.g., heavy objects dropped onto the vehicle floor 350). The application of thermal insulation and NVH (noise, vibration, and harshness) pads increases the structural integrity and thermal protection of the upper thermal component 310, thereby increasing its overall thickness (e.g., by approximately 10 mm) and thus improving robustness and stiffness.

[0060] In one or more implementations, the battery pack 110 can maintain its robust thermal component structure over the entire length of the battery module, even if a central section of the battery pack 110 is cut out. The thermal system architecture 300 can allow either the upper thermal component 310 or the lower thermal components 320 to act as structural elements for the battery subassembly 115, thereby reducing the need for an additional encapsulation layer around the battery cells 120. The battery cells 120 can be mounted directly onto the lower thermal component 320, and the upper thermal component 310 can provide beneficial compression and structural support during battery pack assembly, improving manufacturing efficiency and integration.

[0061] In one or more implementations, configurations of the thermal system architecture 300 can include a shear plate with integrated vents in place of the lower thermal component 320 to maintain structural and venting functionality. If both the upper thermal component 310 and the lower thermal component 320 are present, the lower thermal component 320 can also function as a shear plate, thus providing combined thermal and structural performance. The configuration of the lower thermal component 320 can be implemented based on the individual battery sub-arrangement 115, with each battery sub-arrangement 115 integrating its own arrangement of the lower thermal component 320.The lower thermal component 320 can also serve as a thermal barrier layer 322, with its venting architecture configured to manage thermal runaway events by diverting ejected material and preventing particles, gas, or debris from re-entering sensitive areas such as electrical connections. The lower thermal component 320 can incorporate thermal protection features to reduce the likelihood of battery cell failure. These venting protection features can be specific to the lower thermal component 320, as the venting points can be positioned in the lower section of the battery pack 110.

[0062] Blind-Mate cooling interfaces can be integrated at each end plate of the battery sub-assembly 115, enabling thermal line connections to be made vertically independent of precise manual positioning. In one or more implementations, a support structure (not shown) can be coupled to one of the upper thermal components 310 or the lower thermal component 320, with the opposing thermal component installed such that it provides an inlet (e.g., inlet 450 of Fig. 4A and Fig. 4B) and outlet openings (e.g. outlet 460 of Fig. 4A and Fig. 4B) enables the Blind-Mate to fit into corresponding fittings. Both thermal flow architectures can employ a back-and-forth circulation channel design, resulting in the module distributor assembly 530 being located next to an end plate 510 at one end of the battery subassembly 115. The opposite end can contain the battery monitoring circuit 570 and the opposite end plate 510. Spring-loaded tab features can be incorporated into female fittings to facilitate self-alignment during Blind-Mate insertion. These fittings can employ a tapered insertion geometry and spring-loaded retainers to allow limited multidirectional movement, thus facilitating centering and engagement. The spring-loaded tabs can be integrated into a support assembly that braces the fittings.

[0063] Fig. Figure 4A illustrates a block diagram of a top view of a thermal management system 400 according to one or more implementations. In one or more implementations, during assembly, either the upper thermal component 310 or the lower thermal component 320 can be attached to the battery cell structure 120, while the other thermal component can be aligned and installed in a manner performed as a blind-mate operation, thus minimizing manual positioning with respect to the inlet 450 and outlet 460. In one or more implementations, the thermal management system 400 can route fluid across the entire width of the vehicle 100. In one or more other implementations, the thermal management system 400 can route fluid along the length of the vehicle 100.

[0064] The thermal management system 400 can integrate an upper thermal component 310 and lower thermal components 320 with a parallel flow configuration. In one or more implementations, the fluid flow architecture utilizes parallel flow paths to all four battery sub-arrangements 115 with designated inlet 450 and outlet ports 460. The upper thermal component 310 can employ a first direct return circulation channel 470, while the lower thermal component 320 can include a similar second return circulation channel 480 with vented sections positioned to prevent fluid from passing through certain regions at the bottom of the battery cells 120.The circulation channel layouts between the upper thermal component 310 and the lower thermal component 320 may differ in order to optimize the performance of the thermal management system 400 and to prevent unwanted thermal stress in specific areas.

[0065] The thermal management system 400 involves connecting both the upper thermal component 310 and the lower thermal components 320 while minimizing the space required for the fluid piping. A fluid can flow starting at the upper thermal component 310. The fluid can circulate horizontally through a circulation channel over the upper thermal component 310 and interact with the crossbeams 330 extending in the y-direction, which house rigid channels bridging the fluid paths between the upper thermal component 310 and the lower thermal component 320. In this configuration, the vertical heat piping can provide the transition of fluid to the lower thermal component 320.In one or more implementations, the fluid can be supplied through the inlet 450, which can split into separate parallel flow paths for the upper thermal component 310 and the lower thermal component 320, with each plate operating independently. The outlet can be merged into a single return path via the outlet 460. In configurations where the lower thermal component 320 is omitted, the branch connection can be blocked to direct the fluid through the upper thermal component 310.

[0066] The modular electrical component assembly 290 also integrates functions for the thermal management system 400, which is used for battery cells 120 with other electronic components of the battery pack 110. In particular, the upper thermal component 310, which provides thermal regulation for the battery cells 120, can be thermally coupled to the modular electrical component assembly 290. For example, the upper thermal component 310 can provide a thermal management function (e.g., cooling or heating) for one side of the modular electrical component assembly 290, as in the plane with the modular electrical component assembly 290. This configuration enables a unified thermal control system that manages the thermal conditions within the battery cells 120 and the electronic systems housed in the modular electrical component assembly 290.

[0067] The integration of the modular electrical component assembly 290 into the upper and lower thermal components 310 and 320 enables the electronic components housed in the modular electrical component assembly 290 to be kept under optimal thermal conditions. Integrating the thermal management system 400 across the battery cells 120 and the modular electrical component assembly 290 of the battery pack 110 allows for a streamlined design that simplifies the design and maintenance of battery systems in applications such as electric vehicles. For example, the upper thermal component 310 can be thermally coupled to the battery sub-assemblies 115 and the modular electrical component assembly 290 to provide thermal control within each of the battery sub-assemblies 115 and the modular electrical component assembly 290.

[0068] The battery pack 110 can include four battery sub-assemblies (e.g., 115-1, 115-2, 115-3, 115-4), each battery sub-assembly 115 having its own thermal component (e.g., 320-1, 320-2, 320-3, 320-4) on the underside of the battery sub-assembly 115. The fluid can enter each lower thermal component 320 via designated inlets (e.g., 452, 454, 456, 458), circulate horizontally through the lower thermal component 320 via a variable-diameter circulation channel (e.g., 470, 480), and be returned upwards through a further vertical piping section to a common outlet 460. This configuration allows the formation of parallel flow paths and thus the circulation of fluid from top to bottom and vice versa.

[0069] The outlet channels (e.g., 462, 464, 466, 468) from the lower thermal components (e.g., 320-1, 320-2, 320-3, 320-4) form aggregation points and aggregate the fluid flow as it exits at outlet 460. Once the fluid flows upward from a lower thermal component 320 to the upper thermal component 310, it can flow in the y-direction through a main circulation channel before exiting. The upper thermal component 310 may include a separate top-level circulation channel through which the fluid also flows before leaving the thermal management system 400. The channel dimensions at these aggregation points are relatively larger compared to other sections due to the combined flow from both the upper thermal component 310 and the lower thermal components (e.g. 320-1, 320-2, 320-3, 320-4).

[0070] As in Fig. Figure 4A illustrates how the flow distribution for the lower thermal component 320 corrects temperature variations. For example, if an assumed volume of 100 units of fluid enters the thermal management system 400, the fluid flow splits evenly into two fluid paths, initially directing 35 units to each battery sub-arrangement 115. A further allocation directs 12.5 units (or half of the 35 units of this battery module) to the lower thermal component 320 and another 12.5 units to the three upper channels. As the fluid circulates over the surfaces of the battery cells 120, thermal energy is transferred, causing a gradual temperature increase. Battery cells 120 located closer to the inlet 450 may experience cooler temperatures, while battery cells 120 located farther from the inlet 450 may experience higher temperatures, resulting in temperature variations between the cells.To address this, adjustments can be made to the channel volume of the lower thermal component. Increasing the channel volume allows additional fluid with cooler temperatures to be supplied to hotter regions of the battery pack 110, thereby compensating for the temperature increases experienced at the top of the battery pack 110. This configuration can help reduce temperature differences between the battery cells 120 by supplying less fluid to a first side of the lower thermal component 320 and more fluid to a second side of the lower thermal component 320. For example, the lower thermal component can include a first circulation channel 470 and a second circulation channel 480, with the first circulation channel 470 having a smaller diameter than the second circulation channel 480.Consequently, the configuration of the circulation channel in the lower thermal component 320 can help to reduce temperature variations between battery cells 120 on opposite sides of the thermal management system 400 by varying the coolant path assignment for the lower thermal component 320.

[0071] The circulation flow architecture in the upper thermal component 310 and the lower thermal components 320 can include local series and / or local parallel configurations. In one or more implementations, each of the upper thermal component 310 and the lower thermal components 320 can include a serpentine flow path, a ladder-like flow path, or another suitable circulation flow path. The selection of the circulation flow path for application to the thermal management system 400 can be determined depending on the required heat dissipation and the available effective cooling. Three-dimensional simulations can be advantageous for evaluating gradient targets or how the battery cells 120 can dissipate heat and can provide insights into the optimal selection of the flow path.

[0072] The layout configuration of the upper thermal component 310 and the lower thermal components 320 can vary depending on the specific type of battery pack architecture. In one or more implementations, the lower thermal component 320 can be integrated for each battery sub-arrangement 115, so the architectural layout of the lower thermal components 320 can differ depending on the number of battery pack sub-arrangements 115 implemented in the battery pack architecture 110. In one or more other implementations, a single lower thermal component 320 can be integrated into a battery pack 110 that spans a number of battery sub-arrangements 115.

[0073] Fig. Figure 4B illustrates a block diagram of a side view of the thermal management system 400 according to one or more implementations. The side view illustrates how the vertical fluid channels are embedded in the crossbeams 330 and shows the flow path as the fluid moves up and down and exits through the lower thermal component 320. In one or more implementations, the routing of the inlet 450 and outlet 460 across the battery sub-assemblies 115 can vary depending on the orientation of the battery sub-assembly 115 and the architecture of the vehicle 100. In one or more implementations, the battery sub-assemblies 115 can be stacked laterally from side to side. In one or more other implementations, the battery sub-assemblies 115 can be stacked longitudinally along the length of the vehicle 100.

[0074] To maximize space efficiency, the fluid channels are integrated into a y-oriented crossbeam 330 made of a rigid metal (e.g., extruded aluminum) with a low-profile cross-section (e.g., approximately 30 millimeters). This configuration allows the vertical heat pipes and fittings to be housed within the crossbeam 330, thereby reducing the need for additional space for the fluid piping.

[0075] In one or more implementations, the thermal management system 400 can employ a large upper thermal component 310 in combination with individual lower thermal components 320 for each battery sub-arrangement 115. This arrangement can follow a "waterfall" fluid flow pattern, in which the fluid flows sequentially between the upper thermal component 310 and the lower thermal component 320 and through multiple battery sub-arrangements 115. The upper thermal component 310 can provide thermal management not only for the array of battery cells 120 but also for additional components such as the EMM 420 and the HVDB 410 by integrating these elements into the fluid circuit of the thermal management system 400. The side view of the upper thermal component 310 illustrates its interfaces to both the energy volume in which the battery sub-arrangements 115 are housed and the HVDB 410.In one or more implementations, subcooling of the HVDB 410 and EMM 420 components may not be necessary to maintain satisfactory performance and durability. Integrating these components can result in a more efficient and adaptable system, which is advantageous for high-performance applications such as DCFC and demanding drive cycles. For more cost-effective and lower-powered vehicles, this system configuration allows for simplified or reduced cooling solutions. Features integrated into the lower part of the cooling design support the flexibility to configure and expand cooling capacity according to product requirements.

[0076] Illustrated in one or more implementations Fig. 4B An arrangement of the thermal component in which each battery sub-arrangement 115 (e.g., battery sub-arrangements 115-1, 115-2, 115-3, 115-4) is supported by a single lower thermal component 320 (e.g., lower thermal components 320-1, 320-2, 320-3, 320-4). The lower thermal component 320 can be positioned within the vehicle 100 such that the battery pack 110 is installed above it and the top of the lower thermal component 320 is in contact with the bottom of the battery cells 120. The upper thermal component 310 can function as the primary cooling component, while the lower thermal component 320 is an optional component included in high-performance configurations.The lower thermal component 320 can integrate vents and mounting points that allow it to be bolted to the vehicle structure 100, enabling the battery sub-assembly 115 to function as a structural shear element. This shear capability can be advantageous in safety-relevant load cases such as side collisions, including impacts with masts, as it helps to distribute loads across the entire width of the vehicle 100. In some electric vehicle architectures where the battery pack 110 occupies a significant portion of the underbody volume, integrating the lower thermal component 320 into the longitudinal structure of the battery pack 110 can improve its ability to withstand lateral forces.In other implementations where the lower thermal component 320 is omitted, a separate shear plate or shielding plate may be integrated to maintain structural performance even without a cooling function.

[0077] From a manufacturing perspective, each battery sub-assembly 115 can be configured with a lower thermal component 320 during the module assembly phase, before being integrated at the battery pack level. This modular approach allows for the addition of an upper thermal component 310 during battery pack assembly. The dual upper and lower thermal component 320 architecture supports configurations where battery packs are assembled with a large thermal component, either as the upper thermal component 310 or integrated with a lower thermal component 320 via blind-mate connections. The dual upper and lower thermal component arrangement also enables various assembly processes, including configurations where the battery cells are connected to the upper thermal component 310 before the lower thermal component 320 is attached.The battery pack architecture can be adapted to this configuration, facilitating either reverse assembly processes or the incremental addition of cooling features based on specific requirements. Cooling interfaces remain possible in both configurations, improving the system's flexibility and scalability.

[0078] The architectural layout, whether a single lower thermal component 320 or multiple lower thermal components (e.g., 320-1, 320-2, 320-3, 320-4), provides varying degrees of structural integrity in the battery pack 110. With single lower thermal components (e.g., 320-1, 320-2, 320-3, 320-4), the y-direction-oriented crossbeams 330 can be restrained beneath the lower thermal component 320. This structural arrangement can provide improved resistance to impacts from below (or structural loads from beneath the vehicle underbody 100) by distributing the impact forces onto the supporting crossbeams 330, thereby reducing deformation of or penetration into the battery pack 110.In one or more other implementations, the use of a single large lower thermal component 320 may require the removal of the crossbeams 330 in the y-direction below the lower thermal component 320, which results in the impact energy being transferred directly to the lower thermal component 320, which may lead to increased penetration due to the reduced structural support.

[0079] In one or more implementations, the thermal management system 400 incorporates a venting architecture 490 to facilitate the management of thermal runaway events in a manner consistent with structural and thermal protection requirements. The venting architecture 490 can include vents integrated into each of the lower thermal components 320-1, 320-2, 320-3, 320-4 to provide controlled airflow or gas discharge to designated regions. The upper thermal component 310 can function as the primary cooling component and serve as the platform-level cooling component for all configurations. The lower thermal component 320 can serve as an additional cooling component for high-performance applications. This arrangement can provide modularity and flexibility within the thermal management system 400 by allowing the addition of a lower thermal component (e.g.,lower thermal components 320-1, 320-2, 320-3, 320-4) are enabled when an increase in heat output is advantageous. Fig. Figure 5 is a flowchart illustrating processes that can be performed for the thermal control of batteries using multiple thermal components according to one or more implementations. For the sake of explanation, process 500 is primarily referred to here in relation to the vehicle 100, the architecture with dual top and bottom thermal components 200, the upper thermal component 310, and the lower thermal component 320. Fig. 3 and the heat system architecture 300 of Fig. 3 described. However, process 500 is not related to the vehicle 100, the thermal system architecture 300, the upper thermal component 310 and the lower thermal component 320 of Fig. 3, the heat system architecture 300 of Fig. 3. The process is limited, and one or more blocks (or operations) of process 500 may be performed by one or more other components of other suitable movable equipment, devices, or systems. Furthermore, for illustrative purposes, some of the blocks of process 500 are described herein as being performed serially or linearly. However, several blocks of process 500 may be performed in parallel. In addition, the blocks of process 500 need not be performed in the sequence shown, and / or one or more blocks of process 500 need not be performed, and / or may be replaced by other operations.

[0080] As in Fig. As illustrated in Figure 5, in Block 502 a thermal management system can provide a thermal management function (e.g. cooling or heating) for a first side of a plurality of battery cells using a first thermal component.

[0081] In Block 504, the thermal management system can also provide the thermal management function for a second side of the plurality of battery cells using one or more second thermal components, with the second side facing the first side.

[0082] The thermal management system can circulate a fluid along a first axis through the first thermal component and distribute the fluid along a second axis, orthogonal to the first axis, via a crossbeam located between the respective second thermal components, to each of the one or more second thermal components. The thermal management system can also circulate fluid through a first circulation channel and a second circulation channel in each of the one or more second thermal components. In some aspects, the first circulation channel has a smaller diameter than the second circulation channel to reduce temperature fluctuations throughout the battery pack 110.

[0083] A singular reference to an element should not mean one and only one, unless explicitly stated otherwise, but rather one or more. For example, "a" module can refer to one or more modules. An element preceded by "a", "an", or "the" does not, without further restrictions, preclude the existence of additional identical elements.

[0084] Headings and subheadings, if any, are used for simplification only and do not limit the invention. The word "exemplary" is used herein to mean serving as an example or illustration. To the extent that the term "include," "comprising," or the like is used in the description or the claims, such term shall be included in a manner similar to the term "comprise" as interpreted when used as a transitional term in a claim. Relational terms such as first / first / first and second / second / second, and the like, may be used to distinguish one unit or action from another without necessarily requiring or implying any actual relationship or sequence of such units or actions between them.

[0085] Terms such as a viewpoint, the viewpoint, another viewpoint, some viewpoints, one or more viewpoints, an implementation, the implementation, another implementation, some implementations, one or more implementations, an embodiment, the embodiment, another embodiment, some embodiments, one or more embodiments, a configuration, the configuration, another configuration, some configurations, one or more configurations, the technology in question, the disclosure, the present disclosure, other variations thereof, and the like are used for simplification purposes and do not imply that a disclosure referring to such a term (or such terms) is essential to the technology in question, or that such disclosure applies to all configurations of the technology in question.A revelation relating to such a term (or terms) may apply to all configurations or to one or more configurations. A revelation relating to such a term (or terms) may provide one or more examples. A term, such as a viewpoint or some viewpoints, may refer to one or more viewpoints and vice versa, and this applies similarly to other foregoing terms.

[0086] A phrase like "at least one of" preceding a list of elements, with the term "and" or "or" used to separate any of the elements, modifies the list as a whole rather than each individual element. The phrase "at least one of" does not require the selection of at least one element; rather, the term allows for a meaning that includes at least one of any one of the elements and / or at least one of any combination of the elements and / or at least one of each of the elements. For example, each of the phrases "at least one of A, B, and C" or "at least one of A, B, or C" refers to only A, only B, or only C; any combination of A, B, and C; and / or at least one of each of A, B, and C.

[0087] It is understood that the specific sequence or hierarchy of disclosed steps, operations, or processes is an illustration of exemplary approaches. Unless expressly stated otherwise, it is understood that the specific sequence or hierarchy of steps, operations, or processes can be performed in a different order. Some of the steps, operations, or processes can be performed concurrently. The accompanying method claims, if any, represent elements of the various steps, operations, or processes in an exemplary sequence and are not intended to be limited to the specific sequence or hierarchy presented. These can be performed serially, linearly, in parallel, or in any other order.It is understood that the described instructions, processes and systems can generally be integrated together in a single software / hardware product or packaged into several software / hardware products.

[0088] From one perspective, the term "coupled" or similar can refer to being directly coupled. From another perspective, the term "coupled" or similar can refer to being indirectly coupled.

[0089] Terms like above, below, in front, behind, to the side, horizontal, vertical, and the like refer to any arbitrary frame of reference and not to the ordinary gravitational frame of reference. Thus, such a term can extend upwards, downwards, diagonally, or horizontally within a gravitational frame of reference.

[0090] The disclosure is provided to enable all those skilled in the art to put the various aspects described herein into practice. In some cases, well-known structures and components are shown in the form of block diagrams to avoid obscuring the concepts of the technology in question. The disclosure provides various examples of the technology in question, and the technology in question is not limited to these examples. Various modifications of these aspects will be readily apparent to those skilled in the art, and the principles described herein can be applied to other aspects.

[0091] All structural and functional equivalents to the elements of the various aspects described in the disclosure, which are known or will subsequently become known to those skilled in the art, are expressly incorporated herein by reference and are intended to be encompassed by the claims. Furthermore, nothing disclosed herein is intended to be made available to the public, regardless of whether such disclosure is expressly mentioned in the claims. No claim element is to be construed as falling within the provisions of 35 USC § 112(f) unless the element is expressly identified using the phrase "means for" or, in the case of a process claim, the element is identified using the phrase "step for".

[0092] Experts will recognize that the various illustrative blocks, modules, elements, components, procedures, and algorithms described herein can be implemented as hardware, electronic hardware, computer software, or combinations thereof. To illustrate this interchangeability of hardware and software, various illustrative blocks, modules, elements, components, procedures, and algorithms have been described above in general terms with respect to their functionality. Whether such functionality is implemented as hardware or software depends on the specific application and design constraints to which the overall system is subject. Experts may implement the described functionality in different ways for each particular application. Different components and blocks may be arranged differently (e.g.,(arranged in a different order or partitioned in a different way), without deviating from the scope of protection of the present technology.

[0093] The title, prior art, brief description of drawings, abstract, and drawings are hereby incorporated into the disclosure and are provided as illustrative examples of the disclosure and not as limiting descriptions. The filing is made with the understanding that they will not be used to limit the scope of protection or the meaning of the claims. Furthermore, it is evident from the detailed description that the description provides illustrative examples and that the various features are grouped into different implementations to streamline the disclosure. The procedure of the disclosure is not to be interpreted as reflecting an intention that the claimed subject matter requires more features than are expressly listed in any claim.As reflected in the claims, the subject matter of the invention consists of fewer than all features of a single disclosed configuration or process. The claims are included in the detailed description, with each claim standing alone as a separately claimed subject matter.

[0094] The claims are not intended to be limited to the aspects described herein, but rather to correspond to the full scope of protection that is consistent with the language of the claims and encompasses all legal equivalents. Notwithstanding the foregoing, none of the claims shall include subject matter that does not meet the requirements of applicable patent law, nor should they be interpreted as such. QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] US 63 / 727,516

[0001]

Claims

[1] Thermal management system, including: a first thermal component; and a second thermal component, wherein the first thermal component is configured to provide a thermal management function for a first side of a plurality of battery sub-arrangements, and the second thermal component is configured to provide the thermal management function for a second side of the plurality of battery sub-arrangements, which is opposite the first side. [2] Thermal management system according to claim 1, wherein the first thermal component is configured as a structural element on the first side of the plurality of battery sub-arrangements. [3] Thermal management system according to claim 1, wherein the first thermal component forms a lid of a battery pack comprising the plurality of battery sub-arrangements. [4] Thermal management system according to claim 1, wherein the first thermal component has a greater thickness than the second thermal component. [5] Thermal management system according to claim 1, wherein the first thermal component is mechanically coupled to a thermal barrier layer arranged on one side of the first thermal component, wherein the thermal barrier layer is configured to act as a structural element on the side of the first thermal component to provide structural support for shear forces. [6] Thermal management system according to claim 1, wherein one or more of the first thermal component or the second thermal component comprise a thermally conductive material. [7] Thermal management system according to claim 1, wherein one or more of the first thermal component or the second thermal component are directly connected to the plurality of battery sub-arrangements. [8] Thermal management system according to claim 1, wherein at least two battery sub-assemblies of the plurality of battery sub-assemblies are directly coupled to separate thermal components on the second side of the at least two battery sub-assemblies. [9] Thermal management system according to claim 1, wherein the thermal management function comprises at least one of cooling or heating. [10] Procedures, including: Providing a thermal management function to a first side of a plurality of battery cells using a first thermal component, wherein the thermal management function comprises at least one of cooling or heating; and Providing the thermal management function to a second side of the plurality of battery cells using one or more second thermal components, wherein the second side is opposite the first side. [11] The method of claim 10, further comprising: Circulation of a fluid through the first thermal component along a first axis; and Distributing the fluid along a second axis, which is orthogonal to the first axis, to each of the one or more second thermal components by means of a crossbeam located between the respective one or more second thermal components. [12] The method of claim 10, further comprising circulating a fluid through a first circulation channel and a second circulation channel in each of the one or more second thermal components, wherein the first circulation channel has a smaller diameter than the second circulation channel. [13] Vehicle, comprising: a first thermal component configured to provide a thermal management function for a first side of a multitude of battery sub-arrangements; and a plurality of second thermal components, each of the plurality of second components being configured to provide the thermal management function for a second side of the plurality of battery sub-arrangements, which is opposite the first side, wherein the first thermal component circulates a fluid along a first axis through the first thermal component and distributes the fluid along a second axis, which is orthogonal to the first axis, via a crossbeam arranged between the respective of the plurality of second thermal components to each of the plurality of second thermal components. [14] Vehicle according to claim 13, wherein each of the plurality of second thermal components comprises a first and a second circulation channel to circulate the fluid through the first circulation channel and the second circulation channel, and wherein the first circulation channel has a smaller diameter than the second circulation channel. [15] Vehicle according to claim 13, further comprising a high-voltage distribution box (HVDB) and an energy management module (EMM), wherein the first thermal component is thermally coupled to the plurality of battery sub-assemblies, the HVDB and the EMM to provide the thermal management function for at least one of the plurality of battery sub-assemblies, the HVDB or the EMM. [16] Vehicle according to claim 13, wherein each of the plurality of battery sub-arrangements is thermally coupled to one of the plurality of second thermal components. [17] Vehicle according to claim 13, wherein the first thermal component is configured as a structural element on the first side of the plurality of battery sub-arrangements. [18] Vehicle according to claim 13, wherein the first thermal component forms a lid of a battery pack configured as the base of the vehicle. [19] Vehicle according to claim 13, wherein the first thermal component has a greater thickness than any of the plurality of second thermal components. [20] Vehicle according to claim 13, wherein the thermal management function comprises at least one of cooling or heating.

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