Shock damping in energy storage systems

Abstract

The present disclosure generally relates to a battery pack for an electric vehicle. In some embodiments, the battery pack includes an array of battery cells and a battery pack enclosure for holding the array of battery cells. The battery pack enclosure has a top surface above the array of battery cells. An impact attenuating layer can be integrated into at least a portion of the top surface of the battery pack enclosure. The impact attenuating layer includes a first sublayer and a second sublayer. The first sublayer has a first puncture resistance attribute and a first impact resistance attribute, and the second sublayer has a second puncture resistance attribute and a second impact resistance attribute. The first puncture resistance attribute is higher than the second puncture resistance attribute, and the first impact resistance attribute is lower than the second impact resistance attribute.

Description

[Technical field]

[0001] [CROSS REFERENCE TO RELATED APPLICATIONS] This application is a nonprovisional application and claims priority to U.S. Provisional Patent Application No. 63 / 297,190, entitled "IMPACT ATTENUATION FOR ENERGY STORAGE SYSTEMS," filed on January 6, 2022, which is incorporated by reference in its entirety and for all purposes. [Background technology]

[0002] Generally described, some devices or components may be at least partially powered by a power source. In the context of vehicles, an electric vehicle may be powered, in whole or in part, by a power source. A power source for an electric vehicle may be generally referred to as a "battery" or "battery pack," which may represent individual battery cells, or a combination of cells, or battery modules. In some approaches, clusters of cells may be combined or organized into individual modules, and clusters of modules may be further combined or organized as battery packs. A power source for an electric vehicle may be installed and maintained in a battery pack configuration. Similar approaches / terminology may be applied to grid storage applications for collecting, storing, and distributing energy.

[0003] Electric vehicles can typically require large multiples of power, up to thousands of times that of typical consumer devices such as mobile devices. To achieve these power requirements, electric vehicle battery packs typically contain large, dense arrangements of individual cells. The composition and performance of the battery pack depends on the characteristics of the individual battery cells, the total number of individual cells assembled into the battery pack, and the configuration / orientation of the cells and ancillary components into modules or battery packs. Battery packs can represent one of the most expensive and large assemblies in the context of most electric vehicle transportation and grid storage applications. [Brief description of the drawings]

[0004] In general, various vehicles, such as electric vehicles, hybrid vehicles, etc., may require some connection to an external power source to at least partially recharge an internal power source, such as a battery pack. In certain scenarios, a state of health or other characterization of the operability of an electric vehicle resource, such as a battery pack, can aid in the operation and maintenance of the vehicle.

[0005] [Figure 1A] FIG. 1 is a perspective view of a single battery pack with an integrated impact attenuation layer and vehicle frame combination according to some embodiments of the present disclosure.

[0006] [Figure 1B] FIG. 1 illustrates a top view of a single battery pack with an integrated impact attenuation layer and vehicle frame combination according to some embodiments of the present disclosure.

[0007] [Diagram 2] FIG. 1 illustrates an exemplary exploded view of a single battery pack with an integrated impact attenuation layer, according to some embodiments of the present disclosure.

[0008] [Figure 3A] 1 illustrates a top view of a single battery pack having an integrated impact attenuating layer according to some embodiments of the present disclosure.

[0009] [Figure 3B] FIG. 1 illustrates a side view of a portion of a single battery pack having an integrated impact-attenuating layer including a first sublayer and a second sublayer, according to some embodiments of the present disclosure.

[0010] [Figure 4A] 1 illustrates, in cross-sectional representation, a block diagram representing components of a single battery pack, showing an example of integrating an impact attenuation layer into the single battery pack, according to an embodiment of the present disclosure. [Figure 4B]1 illustrates, in cross-sectional representation, a block diagram representing components of a single battery pack, showing an example of integrating an impact attenuation layer into the single battery pack, according to an embodiment of the present disclosure. [Figure 4C] 1 illustrates, in cross-sectional representation, a block diagram representing components of a single battery pack, showing an example of integrating an impact attenuation layer into the single battery pack, according to an embodiment of the present disclosure.

[0011] [Diagram 5] 1 illustrates a cutaway view of a portion of a single battery pack showing an array of battery cells and an integral impact attenuating layer forming part of the battery pack according to an embodiment of the present disclosure. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0012] Generally described, one or more aspects of the present disclosure relate to an energy storage system including a single battery pack or module. In some embodiments, the single battery pack can be formed and used as part of the structural support of a vehicle frame. In one aspect, the single battery pack can have or be integrated with a top surface including at least an impact attenuation layer. More specifically, in an exemplary embodiment, the impact attenuation layer configuration can include a first sublayer and a second sublayer. The first sublayer and the second sublayer can be constructed of different materials. The first sublayer can have a strength attribute or stiffness that is relatively greater than the second sublayer. The second sublayer can have an energy absorption attribute that is relatively greater than the first sublayer.

[0013] A conventional top surface associated with a single battery pack may be made of a variety of materials. Typically, the same material is used to make the exterior surface or other portions of the single battery pack, such as the exterior or exterior bottom surface. Such an approach may be deficient in that a force applied to any portion of the integral single battery pack, such as a force to the top surface of the single battery pack, is essentially localized. For example, it has been found that in conventional implementations, approximately 65% ​​of the energy is affected in the battery cells adjacent to the contact point of the force, while adjacent cells receive only 7% of the force. Such an effect generally means that, without additional protection, a portion of the single battery pack may be damaged during the forces experienced during operation of the vehicle. Additionally, other implementations of top surfaces that may be vulnerable to contact point forces may include additional implementations of voids or other intermediate layers that allow deformation of the conventional top surface but avoid applying the force directly to the battery cells. However, the need for additional voids or intermediate layers reduces the area available to hold the array of battery cells (e.g., individual cells). This may limit the size of the array of battery cells or individual cells that form the battery pack. As a result, the power capacity of the battery pack is reduced. Additionally, conventional reinforcement attempts may result in increased vehicle weight or manufacturing costs.

[0014] To address at least some of these shortcomings, an exemplary integrated single battery pack may further include one or more properties or features that may be combined within a structural frame that holds an array of battery modules or battery cells, commonly referred to as a battery or battery pack. In one aspect, the single battery pack may be associated with or integrated into a top surface that includes at least an impact attenuation layer. More specifically, in an exemplary embodiment, the impact attenuation layer configuration includes a first sublayer of a first material that has relatively greater strength attributes or stiffness than conventional plastic or polymer battery pack shell materials. The first impact attenuation layer may be made, for example, from steel, aluminum, alloys, or other types of metallic materials. The impact attenuation layer may also include a second sublayer of a second material that has relatively greater energy absorption attributes, such as various foams or plastics, including, but not limited to, polypropylene, epoxy, polyurethane, or other suitable alternatives. In some embodiments, the first sublayer may be above the second sublayer. In other embodiments, the second sublayer may be above the first sublayer. Illustratively, the first and second sublayers may be joined together, regardless of configuration.

[0015] Illustratively, one or more aspects of the present application may include a design or specification of a thickness of at least the first sublayer or the second sublayer. For example, the thickness or other attributes of the individual sublayers may be selected based on an exemplary modeling and selection process. In some embodiments, the thickness of the first sublayer may be 0.5 millimeters (mm), 1.0 mm, 1.5 mm, 2.0 mm, 2.5 mm, 3.0 mm, and any value therebetween. Further, in some embodiments, the thickness of the second sublayer may be 4.0 mm, 8.0 mm, 8.5 mm, 9.0 mm, 9.5 mm, 10.0 mm, 10.5 mm, 11.0 mm, 13.0 mm, 15.0 mm, and any value therebetween. Thus, the thickness of the first sublayer and the second sublayer may depend on the specification of the attributes of the impact attenuation layer, the individual attributes of the first sublayer (e.g., a specified stiffness), the individual attributes of the second sublayer (e.g., an energy absorption rate), and various combinations thereof.

[0016] In yet other embodiments, the thickness of the first sublayer may be relatively uniform throughout the impact attenuation layer. In other embodiments, the thickness of the first sublayer may be non-uniform, including allocating different thicknesses of the first sublayer based on expected locations of potential forces, modeled strength requirements, or other factors. Similarly, the thickness of the second sublayer may also be relatively uniform throughout the impact attenuation layer. In other embodiments, the thickness of the second sublayer may be non-uniform based on other factors, such as expected forces, modeled energy absorption requirements, or the need for acoustic attenuation. Thus, an exemplary impact attenuation layer may include a combination of uniform and non-uniform thicknesses of the first and second sublayers.

[0017] Those skilled in the art will appreciate that the specified thicknesses of the sublayers are exemplary in nature and should not be construed as limiting. The sublayers may also illustratively be assembled and bonded to other components of a vehicle as disclosed herein. Furthermore, as used herein, the terms "battery pack" and "single battery pack" both refer to an energy storage system having a plurality of battery cells (e.g., an array of battery cells) and a structure (e.g., a battery pack enclosure) for enclosing or protecting the plurality of battery cells. The battery pack enclosure may have at least one of a top surface, a bottom surface, or several sides. For example, the battery pack enclosure may have only a top surface that is bonded with the plurality of battery cells. As another example, the battery pack enclosure may have a top surface and a bottom surface with the plurality of battery cells disposed between the top surface and the bottom surface. Furthermore, optionally, the battery pack enclosure may have a top surface, a bottom surface, and several sides that completely surround the battery cells.

[0018] In some examples, the bottom surface of the battery pack can have attributes or characteristics similar to those of the top surface described in accordance with the present application. In some embodiments, the bottom surface may be formed from a honeycomb or raised surface that is mechanically coupled to the cells in the battery pack. The bottom surface may be designed to be able to absorb and distribute impact energy from below the pack without allowing the impact to damage sensitive battery materials or break the battery pack. In one embodiment, the bottom surface is made from a material that has sufficient stiffness and strength to support the battery cells and react to the aforementioned vehicular stresses, but can also deform in response to road impacts from below that would otherwise cause breakage in the battery pack. Additionally, a series of raised surfaces can allow gas to escape the battery pack in the event of damage to a particular battery cell or in the event of a runaway thermal event within one or more cells of the battery pack. In other embodiments, the bottom surface can include a compressible material that is deformable in response to the application of a physical force.

[0019] FIG. 1A illustrates a perspective view of a combination of a single battery pack 200 and a vehicle frame 100 having an integrated impact attenuation layer 262, according to some embodiments of the present disclosure. As shown in FIG. 1A, the impact attenuation layer 262 is integrated with a top surface 260 of the single battery pack 200. The dimensions of the impact attenuation layer 262 can conform to the contours or design specifications of the integrated single battery pack 200, illustratively including various cutouts and / or overlaps not shown herein. As shown in FIG. 1A, the top surface 260 of the single battery pack 200 can include ribs or other configurations to support various additional or alternative vehicle functions, including mounting surfaces, guides, and the like. Additionally, the dimensions of the impact attenuation layer 262 can conform to the contours or design specifications of other vehicle components.

[0020] 1B illustrates a top view of a combination of a single battery pack 200 having an integrated impact attenuation layer 262 and a vehicle frame 100, according to some embodiments of the present disclosure. As shown in FIG. 1B, the single battery pack 200 can form part of the floor pan of the vehicle. Additionally, in some embodiments, the single battery pack 200 is joined to some portion of the vehicle frame 100 or other portion of the electric vehicle. As shown, the single battery pack 200 also has structural members 222 and 224, which will be described in more detail below.

[0021] FIG. 2 illustrates an exemplary exploded view of a single battery pack 200 having an integrated impact attenuation layer 262, according to some embodiments of the present disclosure. The single battery pack 200 has a top surface 260, a bottom surface 220, and an array of battery cells 240 including a plurality of battery cells attached between the top surface 260 and the bottom surface 220. The bottom surface 220 has a structural member 222 and a structural member 224. The structural members 222 and 224 can separate the battery cells in the array of battery cells 240. In some embodiments, the structural members 222 and 224 can provide additional structural support for the single battery pack 200 and form part of the structural support for the single battery pack 200. In some embodiments, there are no structural members on the bottom surface 220. In other embodiments, the bottom surface 220 may be eliminated or minimized, so long as the top surface 260 is properly joined with the array of battery cells 240. Thus, manufacturing costs can be reduced. In yet other embodiments, the array of battery cells 240 can be bonded to the sides (not shown in FIG. 2) surrounding the array of battery cells 240 using adhesive techniques. Additionally, in other embodiments, additional materials, such as potting materials, can be added to the single battery pack for cooling functions, electrical isolation / insulation, and the like. In this manner, the bottom surface 220 can also be eliminated or minimized. As shown in FIG. 2, the top surface 260 has an impact attenuation layer 262, which will be described in more detail below. Illustratively, the impact attenuation layer 262 is integral with the top surface 260 of the single battery pack 200.

[0022] FIG. 3A illustrates an exemplary top surface 260 of a single battery pack having an integral impact attenuation layer 262, according to some embodiments of the present disclosure. As illustrated, the top surface 260 has an impact attenuation layer 262. As illustrated, the impact attenuation layer 262 illustrated in FIG. 3A covers only a portion of the top surface 260. In one embodiment, the placement and surface area of ​​the impact attenuation layer 262 can correspond to an area of ​​the top surface 260 characterized as most likely to receive impact forces, an area corresponding to other structures of the vehicle (e.g., seating area, cargo compartment, etc.), or a combination thereof. In other embodiments, the impact attenuation layer 262 can cover all or a majority of the top surface 260. Additionally, the impact attenuation layer 262 can be of a different shape and occupy a smaller or larger area than illustrated in FIG. 3A. Alternatively, the impact attenuation layer 262 can be separated into multiple individual impact attenuation layer components located at different locations on the top surface 260. Illustratively, the impact attenuation layer 262 (and its components) can be bonded to the top surface 260 using a variety of materials and techniques.

[0023] FIG. 3B illustrates a side view of a portion of a single battery pack having an integrated impact attenuation layer 262, according to some embodiments of the present disclosure. The impact attenuation layer 262 has a first sublayer 262A and a second sublayer 262B. As shown in FIG. 3B, the first sublayer 262A is above the second sublayer 262B. The first sublayer 262A may illustratively be made of steel, aluminum, alloy, or other combinations of metallic materials. The second sublayer 262B may be made of polypropylene, epoxy, polyurethane, or other combinations of plastic or foam materials. In some embodiments, the materials used to form the first sublayer 262A and the second sublayer 262B are selected such that the puncture resistance (or puncture resistance attribute) of the first sublayer 262A is higher or greater than the puncture resistance of the second sublayer 262B. Specifically, first sublayer 262A has a greater ability to inhibit the intrusion of an object or foreign body force into top surface 260 than does second sublayer 262B. Meanwhile, first sublayer 262A has a lower impact resistance (or impact resistance attribute) than does second sublayer 262B. In other words, second sublayer 262B has a greater ability to absorb impact or shock energy without fracturing or breaking than first sublayer 262A.

[0024] In some embodiments, the thickness of the first sublayer 262A may be between 0.5 mm and 3.0 mm. Additionally, in some embodiments, the thickness of the second sublayer 262B may be between 4.0 mm and 15.0 mm. Although the thicknesses of the first sublayer 262A and the second sublayer 262B are illustratively uniform, in some embodiments, the thickness of at least one of the first sublayer 262A or the second sublayer 262B may be non-uniform. In one embodiment, the thickness of the first sublayer 262A is uniform and the thickness of the second sublayer 262B is uniform. In another embodiment, the thickness of the first sublayer 262A is non-uniform and the thickness of the second sublayer 262B is uniform. In yet another embodiment, the thickness of the first sublayer 262A is uniform and the thickness of the second sublayer 262B is non-uniform. In yet another embodiment, the thickness of the first sublayer 262A is non-uniform and the thickness of the second sublayer 262B is non-uniform. In some examples, the uniformity of the thickness of the first sublayer 262A and the second sublayer 262B can be determined based on the likelihood of encountering an external impact. For example, the first sublayer 262A can be thicker in parts of the top surface 260 that are more likely to be struck by external forces and thinner in other parts of the top surface 260 that are less likely to be struck by external forces. In other embodiments, the impact attenuation layer 262 may be absent in parts of the top surface that are not likely to be struck by foreign objects or impact energy. Thus, the impact attenuation layer 262 can be configured based on the expected forces applied to a single battery pack / vehicle to protect the battery cells below the top surface 260 at a reasonable cost.

[0025] In addition to protecting the battery pack from external forces or impacts, the impact attenuation layer 262 can further provide acoustic attenuation to the vehicle. In some embodiments, the material used to fabricate the second sublayer 262B is selected such that the second sublayer 262B can retain both the desired impact resistance and acoustic attenuation properties. In some embodiments, the acoustic attenuation attributes of the second sublayer 262B can be higher or greater than the acoustic attenuation attributes of the first sublayer 262A. Specifically, the material selection and material depth configuration of the second sublayer 262B provides a greater ability to absorb sound or noise than the first sublayer 262A. In some embodiments, the thickness of the second sublayer 262B can be varied to provide an appropriate level of acoustic attenuation. For example, the second sublayer 262B can be thicker in areas of the top surface 260 closer to a noise source, such as areas of the top surface 260 closer to the front or rear wheels of the vehicle.

[0026] As previously mentioned, the upper surface 260 of the single battery pack may form a portion of the floorboard of the vehicle (e.g., as shown in FIG. 1B). Advantageously, the acoustic dampening properties of the second sublayer 262B may allow for the elimination of vehicle carpet foam that is traditionally deployed in areas of the vehicle floorboard where acoustic dampening is desired. Eliminating the vehicle carpet foam may also reduce manufacturing costs without reducing the passenger compartment height.

[0027] As shown in FIGS. 1A, 1B, 2, 3A, and 3B, the impact attenuation layer 262 is shown as being integrated with the top surface 260 of the single battery pack. In other embodiments, the impact attenuation layer 262 may be deployed or integrated with other parts of the vehicle. For example, referring to FIG. 2, the impact attenuation layer 262 is shown as being integrated with the top surface 260 of the single battery pack 200. Alternatively, the impact attenuation layer 262 can be integrated with the bottom surface 220 of the single battery pack 200. More specifically, the impact attenuation layer 262 can be deployed above or below the bottom surface 220 of the single battery pack 200 to protect the single battery pack 200 from external forces coming from below the single battery pack 200 or from the ground. In another example, referring to FIG. 1A, the impact attenuation layer 262 is shown as being integrated with the top surface 260 of the single battery pack 200. Alternatively, the impact attenuation layer 262 can be integrated with a portion of the floor plate of the vehicle frame 100.

[0028] 4A, 4B, and 4C show block diagrams representing components of a single battery pack 200 in cross-section, illustrating an example of integrating an impact attenuation layer 262 into the single battery pack 200, according to some embodiments of the present disclosure. As shown in FIG. 4A, the single battery pack 200 has a top surface 260, an array of battery cells 240 including a plurality of individual cells 241, and a bottom surface 220. The impact attenuation layer 262 is integrated into a portion of the top surface 260 of the single battery pack 200, for example, by being directly bonded to the top surface 260. The impact attenuation layer 262 has a first sublayer 262A and a second sublayer 262B. As shown in FIG. 4A, the first sublayer 262A and the second sublayer 262B have equal and uniform thicknesses. As shown in FIG. 4A, the impact attenuation layer 262 does not cover the entire area of ​​the top surface 260, but illustratively extends around the center of the top surface 260. In some embodiments, the area of ​​the top surface 260 covered or not covered by the impact attenuation layer 262 is determined based on the expected location of the potential force. For example, the area 261 not covered by the impact attenuation layer 262 may be an area directly under the passenger seat of the electric vehicle, or other area where a potential force is less likely to strike. As another example, the impact attenuation layer 262 may be deployed in an area where a passenger is more likely to step directly on. Alternatively, as shown in FIG. 4B, the impact attenuation layer 262 may be deployed around the edge 263 of the top surface 260 because a force external to the vehicle may strike the edge 263 of the top surface 260 more strongly. Furthermore, FIG. 4C illustrates another configuration of deploying the impact attenuation layer 262 on the top surface 260 of a single battery pack 200. In some embodiments, at least one of the first sublayer 262A or the second sublayer 262B may have a non-uniform thickness. Other various distributions of the impact attenuation layer across the top surface of the battery pack should not be construed as being outside the scope of this disclosure.

[0029] Generally described, the implementation of the impact attenuation layer 262 in the context of the battery pack 200, as opposed to other approaches described above, can provide a more global deformation such that impact forces applied to the array of battery cells 240 (or a plurality of battery cells) can be more widely distributed rather than locally. For example, it has been noted that the global deformation resulting from the impact attenuation layer 262 can reduce the potential energy directed to any individual cell 241 in the array of battery cells 240 due to an applied force (e.g., a force from an external object or a force impacting the top surface 260) by at least 65%. In some embodiments, the energy absorption resulting from the impact attenuation layer 262 can limit any potential force applied to the array of battery cells 240. This can reduce damage or deformation of the array of battery cells 240. Furthermore, in other aspects, the impact attenuation layer 262 implemented as part of the top surface 260 can further absorb potential energy from an external object directed to the battery pack 200 or a force impacting the bottom surface 220 of the battery pack 200. In some embodiments, energy absorption due to the impact attenuation layer 262 can limit the potential forces transmitted between the array of battery cells 240 and the impact attenuation layer 262. This can reduce damage or deformation associated with the transmission of forces (e.g., due to physical contact between the battery cells 240 and the impact attenuation layer 262).

[0030] FIG. 5 is a cutaway view of a portion of a single battery pack 200 showing an array of battery cells 240 (e.g., a plurality of battery cells) and an integrated impact attenuation layer 262 forming part of the battery pack 200, according to an embodiment of the present disclosure. Integrated on (or within) the top surface 260 of the battery pack 200 are components associated with the array of battery cells 240 (e.g., electrical conductors or bus bars not explicitly shown). Also shown in the cutaway view are the bottom surface 220 of the battery pack 200 and the vehicle floor 264 of the vehicle. In some embodiments, the top surface 260 can be integrated with the vehicle floor 264. FIG. 5 also shows a first sublayer 262A and a second sublayer 262B that together form an impact attenuation layer 262 that is part of the top surface 260, according to one or more aspects of the present application. The first sublayer 262A can block foreign objects or forces from penetrating the array of battery cells 240 through the top surface 260. The second sublayer can absorb external impact energy directed at the array of battery cells 240. As shown in FIG. 5, the spacing between the array of battery cells 240, the vehicle floor 264, associated electronics / connectors, and the impact attenuation layer 262 is illustratively minimized to achieve the spacing benefits described herein as aspects of the present application. In some embodiments, the puncture resistance (or puncture resistance attribute) of the first sublayer 262A is higher or greater than the puncture resistance of the second sublayer 262B, and the impact resistance (or impact resistance attribute) of the first sublayer 262A is lower than the impact resistance of the second sublayer 262B.

[0031] In one embodiment, one or more conventional components or attributes of the battery pack 200 may be eliminated or reduced based on the functionality provided by the impact attenuation layer 262. More specifically, the energy absorption and dissipation properties of the impact attenuation layer 262 may facilitate the reduction or elimination of a buffer gap or other protective layer that exists between the array of battery cells 240 and the top surface 260. Thus, the array of battery cells 240 may be in physical contact with the top surface 260. Thus, the reduction in conventional surfaces may enable an increase in the power capacity of the battery pack, such as by increasing the dimensions of the individual cells of the exemplary battery pack. Advantageously, this may result in a greater power output (e.g., increased battery cell dimensions) or stored charge based on maximizing the available space within the battery compartment. In other embodiments, not shown in FIG. 5, some of the additional space not required for buffering or additional protective layers may be utilized to incorporate cooling areas / mechanisms, insulation mechanisms, control mechanisms, sensors or sensing systems, electrical buses, ventilation structures, and the like. In addition to achieving integration, these additional components may also be protected by the energy absorption attributes of the impact attenuation layer 262. In some examples, the upper surface 260 associated with the impact attenuating layer 262 may have different attributes, including different materials and thicknesses.

[0032] In some embodiments, the first sub-layer 262A and the second sub-layer 262B may be bonded according to the desired height attributes of the impact attenuation layer 262. Bonding may be achieved by a suitable adhesive material or mechanism. Additionally, the impact attenuation layer 262 may be bonded to other components of the vehicle, such as the vehicle floor 264. Additionally, the impact attenuation layer 262 may further provide acoustic attenuation. In some examples, the material used to create the second sub-layer 262B and the thickness of the second sub-layer 262B are selected to achieve a threshold amount of acoustic attenuation attributes. For example, the thickness of the second sub-layer 262B may be selected such that the second sub-layer 262B can provide a required level of acoustic attenuation for the vehicle.

[0033] The foregoing disclosure is not intended to limit the disclosure to the exact form or specific field of use disclosed. Thus, various alternative embodiments and / or modifications to the disclosure, whether expressly described or implied herein, are possible in light of the disclosure. Although embodiments of the disclosure have been described in this manner, those skilled in the art will recognize that changes can be made in form and detail without departing from the scope of the disclosure. Thus, the disclosure is limited only by the scope of the claims.

[0034] In the above specification, the disclosure has been described with reference to certain embodiments. However, as those skilled in the art will appreciate, the various embodiments disclosed herein can be modified or implemented in various other ways without departing from the spirit and scope of the disclosure. Thus, this description should be considered as illustrative and is for the purpose of teaching those skilled in the art how to make and use the various embodiments of the disclosed ventilation assembly. It should be understood that the forms of the disclosure shown and described herein should be interpreted as representative embodiments. Equivalent elements, materials, processes, or steps may be substituted for those typically shown and described herein. Furthermore, certain features of the disclosure can be utilized independently of the use of other features, as will become apparent to those skilled in the art after having the benefit of this description of the disclosure. The terms "including," "comprising," "incorporating," "consisting of," "have," "is," and the like, used to describe and claim the disclosure, are intended to be interpreted in a non-exclusive manner, i.e., allowing for the presence of items, components, or elements not expressly described. References to the singular are also to be construed as relating to the plural.

[0035] Furthermore, the various embodiments disclosed herein should be construed in an illustrative and descriptive sense, and in no way should be construed as limiting the present disclosure. All coupling references (e.g., attached, secured, coupled, connected, etc.) are used only to aid the reader's understanding of the present disclosure, and do not create any limitations with respect to the position, orientation, or use of the systems and / or methods disclosed herein in particular. Thus, any coupling reference should be interpreted broadly. Moreover, such coupling references do not necessarily mean that two elements are directly connected to each other. Furthermore, without limitation, all numerical terms such as "first", "second", "third", "primary", "secondary", "main", or any other conventional and / or numerical terms should also be interpreted only as identifiers to aid the reader's understanding of the various elements, embodiments, variations and / or modifications of the present disclosure, and in particular do not create any limitations with respect to the order or preference of any element, embodiment, variation and / or modification relative to or over another element, embodiment, variation and / or modification.

[0036] It will also be understood that one or more of the elements shown in the drawings / figures may also be implemented in a more separate or integrated manner, or may be removed or depicted as inoperative in certain cases, as may be useful depending on the particular application.

Claims

1. A single battery pack, an array of battery cells; a battery pack enclosure configured to hold the array of battery cells, the battery pack enclosure including a top surface disposed above the array of battery cells; an impact-attenuating layer integrated into at least a portion of the top surface of the battery pack enclosure, the impact-attenuating layer comprising a first sub-layer and a second sub-layer, the first sub-layer having a first puncture-resistant attribute and a first impact-resistant attribute, and the second sub-layer having a second puncture-resistant attribute and a second impact-resistant attribute; Equipped with the first sub-layer of the impact-damping layer is made of at least one of steel, aluminum, an alloy, or a metallic material, and the second sub-layer of the impact-damping layer is made of at least one of polypropylene, epoxy, polyurethane, plastic, or a foam material; the first puncture resistance attribute is higher than the second puncture resistance attribute, and the first impact resistance attribute is lower than the second impact resistance attribute; The array of battery cells is disposed vertically between the impact attenuation layer and the ground, forming a single battery pack.

2. 10. The single battery pack of claim 1, wherein the battery pack enclosure forms part of a floor panel of an electric vehicle.

3. The single battery pack of claim 1 , wherein the battery pack enclosure is bonded to at least a structure of an electric vehicle.

4. 10. The single battery pack of claim 1, wherein the second sublayer has a thickness, and the thickness of regions of the second sublayer varies based on proximity to respective noise sources.

5. 10. The single battery pack of claim 1, wherein the first sublayer of the impact-damping layer has a thickness of 0.5 mm to 3.0 mm.

6. 10. The single battery pack of claim 1, wherein the second sub-layer of the impact-damping layer has a thickness of 4.0 mm to 15.0 mm.

7. 10. The single battery pack of claim 1, wherein at least one of the thickness of the first sublayer or the thickness of the second sublayer is non-uniform.

8. 10. The single battery pack of claim 1, wherein the battery pack enclosure further comprises a bottom surface below the array of battery cells, the bottom surface comprising a compressible material that deforms in response to a physical force.

9. 10. The single battery pack of claim 1, wherein the first sublayer and the second sublayer are bonded to one another.

10. 1. A battery pack comprising: an array of battery cells; a battery pack enclosure configured to hold the array of battery cells, the battery pack enclosure comprising: a bottom surface disposed below the array of battery cells; a plurality of side surfaces disposed around the array of battery cells; a top surface disposed above the array of battery cells; an impact-attenuating layer integrated into at least a portion of the top surface of the battery pack enclosure, the impact-attenuating layer comprising a first sub-layer and a second sub-layer, the first sub-layer and the second sub-layer being bonded to one another, the first sub-layer having a first puncture-resistant attribute and a first impact-resistant attribute, and the second sub-layer having a second puncture-resistant attribute and a second impact-resistant attribute; a battery pack enclosure, the first puncture resistance attribute being greater than the second puncture resistance attribute and the first impact resistance attribute being less than the second impact resistance attribute; Equipped with The battery pack, wherein the array of battery cells is vertically disposed between the impact attenuation layer and the ground.

11. 11. The battery pack of claim 10, wherein the bottom surface forms at least one structure separating one battery cell of the array of battery cells from another battery cell of the array of battery cells.

12. 11. The battery pack of claim 10, wherein the first sublayer has a uniform thickness and the second sublayer has a uniform thickness.

13. 11. The battery pack of claim 10, wherein at least one of the thickness of the first sublayer or the thickness of the second sublayer is non-uniform.

14. an impact-attenuating layer configured to attenuate impacts to an array of battery cells enclosed by the battery pack enclosure, the impact-attenuating layer being integrated into at least a portion of a top surface of the battery pack enclosure; a first sublayer having a first puncture resistant attribute and a first impact resistant attribute; a second sublayer having a second puncture resistant attribute and a second impact resistant attribute; the first puncture resistance attribute is higher than the second puncture resistance attribute, and the first impact resistance attribute is lower than the second impact resistance attribute; An impact attenuation layer, wherein the array of battery cells is vertically disposed between the impact attenuation layer and the ground.

15. 15. The impact-damping layer of claim 14, wherein the first sub-layer is made of at least one of steel, aluminum, an alloy, and a metallic material, and the second sub-layer is made of at least one of polypropylene, epoxy, polyurethane, plastic, and a foam material.

16. The impact-damping layer of claim 14 , wherein the second sub-layer provides acoustic damping for an electric vehicle.

17. The impact-damping layer of claim 14 , wherein the first sub-layer has a uniform thickness and the second sub-layer has a uniform thickness.

18. The impact-damping layer of claim 14 , wherein at least one of the thickness of the first sublayer or the thickness of the second sublayer is non-uniform.

19. A single battery pack as described in claim 1, wherein the impact-damping layer is selectively positioned on a portion of the top surface of the battery pack enclosure based on the expected location of an applied force.

20. A battery pack as described in claim 10, wherein the impact attenuation layer is selectively positioned on a portion of the top surface of the battery pack enclosure based on the expected location of an applied force.

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