Fluid Temperature Controllable Traction Battery

Abstract

A fluid temperature adjustable traction battery (1) comprising: - a battery housing (2); - at least one battery module (4) arranged in an interior space (3) of the battery housing and having at least one battery cell; - at least one cooling body (5) arranged inside the battery housing and consisting essentially of at least one metal; - the cooling body being in direct or indirect contact with the at least one battery module, the cooling body having at least one cooling fluid connection (6) and at least one cooling fluid channel (54) arranged so as to be fluidly connected to and located inside the at least one cooling fluid connection.

Description

[Technical Field]

[0001] The present invention relates to a fluid temperature controllable traction battery for electric vehicles, in particular BEVs (battery electric vehicles), FCEVs (fuel cell electric vehicles), FHEVs (full hybrid electric vehicles) or PHEVs (plug-in hybrid electric vehicles). The present invention also relates to a motor vehicle, in particular a BEV or PHEV, equipped with a traction battery according to the invention. [Background technology]

[0002] The prior art is known for various types of traction batteries for vehicles with electric drives, which achieve high power during charging and discharging. Such high-power batteries are currently capable of operating at voltages of up to several hundred volts. Furthermore, they are currently capable of generating charging and discharging currents of several hundred amperes. Higher voltages and currents are, in principle, conceivable for future developments.

[0003] In traction batteries, large charge and discharge currents cause significant heat losses that lead to heating. To protect the battery from thermal damage and achieve high efficiency, it is important to keep the battery within a desired temperature range. Therefore, heat must be removed from the battery. Current battery cells with lithium-ion technology perform best within a narrow temperature range, for example, 15 to 40°C, with a high temperature uniformity of 2 to 4°C within the battery cell.

[0004] To ensure these conditions, the battery cells of the traction battery are cooled during operation, i.e., during charging and / or discharging, and various types of cooling are currently used here, such as, for example, liquid cooling.

[0005] Conversely, for the same reasons, it may be advantageous to heat the battery cells when the outside temperature is low.

[0006] In principle, these systems can provide active or passive circulation of the heat transport medium to dissipate the released heat by convection: in passive circulation, the movement of the heat transport medium is driven solely by the temperature gradient within the heat transport medium, whereas in active circulation, the heat transport medium is actively circulated to dissipate heat from the battery cells. Summary of the Invention [Problem to be solved by the invention]

[0007] The present invention is based on the problem of providing an improved traction battery that can reliably maintain an optimum operating temperature, in particular where efficient cooling or heating of the traction battery, as well as high stability and modularity, must be achieved. [Means for solving the problem]

[0008] The problem on which the invention is based is solved by a traction battery having the features of claim 1. Advantageous embodiments of the housing device are described in the claims dependent thereon.

[0009] Specifically, the problem on which the present invention is based is solved by a fluid temperature-regulating traction battery comprising a battery housing and at least one battery module arranged in the interior space of the battery housing and having at least one battery cell. The battery module can have its own housing (battery module housing). Alternatively, the traction battery can be constructed in a "cell-to-pack" design. In this case, the battery cells themselves form the battery module and are not arranged in a separate housing. At least one cooling body, essentially made of metal, is arranged in the interior space of the battery housing. The cooling body is in direct or indirect contact with the at least one battery module. Furthermore, the cooling body has at least one cooling fluid connection and at least one cooling fluid channel arranged therein and fluidly connected thereto.

[0010] The traction battery can be any suitable traction battery, in particular a traction battery for use in a motor vehicle, preferably a BEV or PHEV. Preferably, the traction battery is a traction battery with lithium-ion technology. The traction battery can also be referred to as a battery pack.

[0011] The traction battery has a battery housing. The battery housing has walls and encloses an interior space, which may also be referred to as the volume of the battery housing. The battery housing wall has a surface, which may be referred to as an interior surface, facing the interior space. The housing wall also has a surface opposite the interior space, which may be referred to as an exterior surface or facing the surrounding environment.

[0012] The battery housing, and in particular its walls, may be made of or include any suitable material. For example, the battery housing or its walls may be made substantially of metal, preferably aluminum. Preferably, the battery housing or its walls may be made substantially of plastic, in particular substantially of a plastic composite material.

[0013] The battery housing may comprise two half shells that are connected together to form the battery housing. In particular, the battery housing may comprise an upper shell and a lower shell. The terms upper shell and lower shell refer to the relative positioning of the two half shells with respect to one another when the traction battery according to the invention is installed in a motor vehicle.

[0014] The battery housing may further comprise at least one opening for passage of a cooling fluid connection of the cooling body, as will be described later. Such opening may preferably be a cavity in a wall, in particular in a wall of the lower shell of the battery housing. Alternatively or additionally, the battery housing may comprise at least one cooling fluid connection fluidly connected to the cooling fluid connection of the cooling body.

[0015] The battery housing may further include a connection for a CAN interface.

[0016] The battery module can be any suitable battery module, in particular a battery module with lithium-ion technology. The battery module can be an independent component separate from the battery housing. Preferably, a plurality of battery modules, in particular ≥ 2, ≥ 3, or ≥ 4 battery modules, are arranged in the battery housing. In addition to the battery cells described below, the battery module can comprise a sensor and a contact system between the battery cells. Furthermore, the battery module can comprise a battery module housing. The battery module housing can have a wall, which in this case encloses an interior space, which can also be referred to as the volume of the battery module housing. The wall of the battery module housing can have a surface facing the interior space, which can be referred to as the interior surface. The wall of the battery module housing can also have a surface opposite the interior space, which can be referred to as the exterior surface. The battery module can also have an upper surface and a lower surface. The terms upper surface and lower surface refer to the relative positioning of the two surfaces with respect to each other when the battery module is properly assembled in the battery housing.

[0017] Preferably, the battery module is connected to the battery housing, in particular to the lower shell of the battery housing. The connection between the battery module and the battery housing will be discussed in more detail below. When the battery module is connected to the lower shell of the battery housing, the lower surface of the battery module and the inner surface of the lower shell of the battery housing are arranged opposite each other or face each other. The battery module and the battery housing can be connected to each other non-removably or preferably removably.

[0018] The walls of the battery module can be made of any suitable material. Exemplary materials for the walls of the battery module can be plastic or metal.

[0019] The battery module further comprises at least one battery cell, which may be arranged in the interior space of the battery module or the battery module housing. The battery cell may be any suitable battery cell, in particular a lithium-ion battery cell. The battery cell may be a round cell, a pouch cell, or a prismatic cell. Preferably, a plurality of battery cells, in particular more than 2, 6, or 10 battery cells, are arranged in the battery module.

[0020] The metal cooling body can be a separate component from the battery module and / or the battery housing. As mentioned above, the cooling body can in principle also be used for temperature regulation, i.e., heating, of the traction battery. Therefore, in the following, the terms "cooling body" or "cooling plate" can also always refer to an object or plate that is used to heat the traction battery.

[0021] Preferably, the cooling body can be connected to the battery housing, in particular to the lower or upper shell of the battery housing. It is equally preferred that at least one cooling body can be connected to the lower shell of the battery housing and at least one other cooling body can be connected to the upper shell of the battery housing. The connection between the cooling body and the battery housing will be mentioned later. When the cooling body is connected to the lower shell of the battery housing, the lower surface of the cooling body and the inner surface of the lower shell of the battery housing are arranged opposite to each other or facing each other. When the cooling body is connected to the upper shell of the battery housing, the upper surface of the cooling body and the inner surface of the upper shell of the battery housing are arranged opposite to each other or facing each other. The cooling body and the battery housing can be connected to each other permanently or, preferably, removably. The cooling body and the battery module can be connected to each other permanently or removably.

[0022] As mentioned above, the cooling body can be connected to the upper and / or lower shell of the battery housing. In the following, only the connection between the cooling body and the lower shell of the battery housing will be described. The same applies to alternative or additional connections between the cooling body and the upper shell of the battery housing. In this case, the cooling body contacts the upper surface of the battery module with its underside.

[0023] A metallic cooling body is a cooling body made substantially, preferably entirely, from metal. The metal can be a transition metal or a light metal. Preferably, the metal can have a thermal conductivity of ≧160 W / (m*K). More preferably, the thermal conductivity of the metal can be ≧190, ≧205, ≧230, ≧285, ≧305, or ≧377 W / (m*K). The metal can be copper, and in particular aluminum.

[0024] The use of a metal cooler leads to increased rigidity, especially in the case of battery housings made from plastic, which allows reinforcing ribs on the battery housing to be omitted, thereby creating additional installation space for the battery modules.

[0025] According to the present invention, the cooling body is in direct or indirect contact with the battery module. The contact can be thermal contact. In this case, preferably, the upper surface of the cooling body and the lower surface of the at least one battery module are in contact with each other at least in a partial area. More preferably, substantially the entire lower surface of the battery module can be in contact with the at least one cooling body. The contact between the cooling body and the battery module is suitable for enabling heat transfer between the cooling body and the battery module, and thereby also heat transfer from / to the battery cell.

[0026] Furthermore, a thermal interface material (TIM) may be disposed between the battery module and the cooling body. In such a case, the cooling body is indirectly in contact with the battery module. The thermally conductive material may be, for example, a thermally conductive paste, a thermally conductive adhesive, graphite foil and / or aluminum foil, or an aluminum hydroxide material. Preferably, the thermally conductive material is a thermally conductive paste, more preferably a silicon-free thermally conductive paste, particularly a two-component thermally conductive paste. The thermally conductive paste may include a composition that hardens at room temperature. The thermally conductive material may have a substantially plate-like or flake-like shape. The maximum thickness of the thermally conductive material may preferably be in the range of ≧0.1 mm to ≦5 mm, ≧0.1 mm to ≦2 mm, or ≧0.1 mm to ≦1 mm.

[0027] The cooling body further comprises at least one cooling fluid connection. The cooling fluid connection may comprise at least one inlet and at least one outlet. The inlet and outlet of the cooling fluid connection may be spatially separated from one another and / or arranged on different sides of the cooling body. Preferably, the inlet and outlet are arranged on the same side of the cooling body. The inlet and outlet may be fluidly connectable or fluidly connected to a heat exchanger, in particular a heat exchanger of a motor vehicle. Similarly, the inlet and outlet may be fluidly connectable or fluidly connected to a fluid pump, in particular a coolant pump of a motor vehicle.

[0028] At least one cooling fluid channel is connected to the cooling fluid connection and is arranged inside the cooling body. Preferably, the cooling body has exactly one cooling fluid channel with two openings, which open into the cooling fluid connection. In particular, the first of the two openings can open in the forward direction, while the second of the two openings opens into the return direction.

[0029] A cooling fluid channel located or arranged inside the cooling body is understood to mean that it is manufactured integrally with the cooling body and is not, for example, mounted on it, and in particular the walls of the cooling fluid channel are formed substantially entirely from the material of the cooling body.

[0030] The cooling fluid may preferably be water or an aqueous solution. The term fluid temperature adjustable is to be understood as meaning that the traction battery, in particular the battery modules or battery cells, can exchange heat with the cooling fluid and thereby be heated or in particular cooled.

[0031] The cooling body can preferably be designed as a cooling plate. A plate can be understood as a substantially flat structure whose thickness is smaller than its length and width. The maximum thickness of the cooling plate can preferably be in the range of ≧2 mm to ≦9 mm, ≧2 mm to ≦7 mm, or ≧2 mm to ≦5 mm. The minimum thickness of the cooling plate can preferably be in the range of ≧1 mm to ≦2 mm, preferably 1.7 mm. Particularly preferably, the cooling plate can have a maximum thickness of 5 mm and a minimum thickness of 1.7 mm. The cooling body, in particular the cooling plate, can be designed and / or suitable for an internal pressure (absolute) of up to 3.5 bar.

[0032] The length of the cooling plate can be ≧500 mm≦2500 mm, preferably in the range of ≧500 mm to ≦600 mm, preferably 540 mm. The width of the cooling plate can be ≧270 mm to ≦1300 mm, preferably in the range of ≧270 mm to ≦310 mm, preferably 295 mm. In this case, the width side of the cooling plate can preferably be the short side and / or the side of the cooling plate on which the cooling fluid connection is attached. If the cooling fluid connection is attached to the short side of the cooling plate, this advantageously ensures high stability of the cooling plate.

[0033] The cooling body or cooling plate can preferably consist of two interconnected metal plates, especially aluminum plates. Particularly preferably, the cooling plate can be manufactured by roll welding. This has the advantage that fluid channels can be introduced into the cooling plate simply and with easily determinable geometries during the manufacturing process. Roll welding is well known to those skilled in the art. In this case, two metal plates are joined, i.e., pressed together, by rolling under high pressure, leaving certain portions of the metal plates unjoined, which will later form the cooling fluid channels. These areas are treated with a release agent, for example, by pressing, before rolling. After joining, these unjoined areas between the two metal plates are inflated with compressed air, thereby creating the cooling fluid channels. The thickness of one metal plate after roll welding can be 1 mm.

[0034] The metal material of the upper surface of the cooling plate can be different or the same as the metal material of the lower surface of the cooling plate. Preferably, the upper and lower surfaces of the cooling plate can be made of aluminum 1050. Alternatively, the upper surface of the cooling plate can be made of aluminum 1250 or aluminum 3003, and the lower surface can be made of aluminum 1050. These types of aluminum have shown excellent properties in regulating the temperature of automotive traction batteries.

[0035] The cooling plate has an upper surface and a lower surface, and the upper surface of the cooling plate faces the battery module. It has been found that heat transfer between the battery module and the cooling plate can be improved if the upper surface of the cooling plate, i.e., the side of the cooling plate facing the battery module, is designed flat. This means that the upper surface of the cooling plate is substantially free of protrusions due to the cooling fluid channels extending into the cooling plate. In particular, in this case, "flat" can be understood to mean that the areas of the upper surface of the cooling plate where the cooling fluid channels extend downwards protrude by ≦1 mm or ≦0.5 mm above the areas of the upper surface of the cooling plate where the cooling fluid channels do not extend downwards. Preferably, this height difference can be ≦0.3 mm, ≦0.2 mm, or ≦0.1 mm.

[0036] During the expansion process, for example by roll pressing, the flat upper surface of the cooling plate is pressed against the mating receiving portion on the surface that will later become the upper surface, thereby preventing the cooling fluid channels from bulging out onto the surface that will later become the upper surface.

[0037] Preferably, the underside of the cooling plate can further have ridges formed by fluid channels extending into the cooling plate. In other words, the underside of the cooling plate is preferably not designed flat. Areas of the cooling plate located between or next to the ridges on the underside of the cooling plate can be advantageously used to attach the cooling plate to the battery housing. For this purpose, the cooling plate can have one or more through-openings in these areas.

[0038] The cooling fluid channel may have a substantially semicircular cross section, with the straight sides of the semicircle corresponding to the upper surface of the cooling plate. The maximum internal height of the cooling fluid channel may be in the range of ≧2 mm to ≦8 mm, preferably ≧2 mm to ≦4 mm, and preferably 3 mm. The maximum internal width of the cooling fluid channel may be in the range of ≧15 mm to ≦40 mm, ≧15 mm to ≦25 mm, or ≧17 mm to ≦21 mm, and preferably 19 mm. The minimum radius of the cooling fluid channel may preferably be about 3.6 mm. The minimum distance between two regions of the cooling plate through which the cooling fluid channel extends may preferably be in the range of ≧3 mm to ≦7 mm, and preferably 4 mm. This distance may also be referred to as the minimum distance between two (adjacent) cooling loops of the cooling fluid channel.

[0039] The above-described embodiments of the cooling fluid channels in these regions result in particularly efficient heat transfer in the traction battery of the vehicle and also in increased stiffness of the traction battery. Furthermore, these parameters allow a reduction in the flow velocity of the coolant to be achieved. Preferably, the flow velocity of the coolant in the cooling fluid channels can be ≦2.5 m / s.

[0040] The cooling fluid channels arranged in the cooling body can have a meandering shape. They can be designed as serpentine cooling channels, in particular serpentine cooling channels. This ensures the most efficient possible heat exchange. Furthermore, the rigidity of the traction battery is advantageously increased.

[0041] The heat sink, in particular the heat sink plate, can further have a collar or border that at least partially, but preferably completely, surrounds the heat sink. Advantageously, the collar or border can extend to the edge region of the heat sink. The collar or border can extend at least partially to one, two, three, or four sides of the heat sink plate. The collar or border can extend to one or both of the short sides and / or one or both of the long sides of the heat sink plate. By bordering the heat sink in this way, the rigidity of the heat sink, and therefore of the traction battery, is advantageously increased.

[0042] The battery modules can be connected to the battery housing, particularly the lower shell of the battery housing, at first attachment points, while the cooling body can be connected to the battery housing, particularly the lower shell of the battery housing, at second attachment points, the first and second attachment points being spaced apart from each other so that the positional tolerances in the Z direction of the battery modules and the cooling body are substantially the same. This allows the battery modules and the cooling body, and the resulting vibrations, to be lifted / moved to the same extent in the Z direction while the vehicle is in motion, thereby improving overall contact between the battery modules and the cooling body and thereby achieving further improved temperature regulation of the traction battery. The Z direction extends substantially perpendicular to a main plane of the cooling plate, for example, the upper surface of the cooling plate, and points upward when the traction battery or cooling plate is mounted on the vehicle, or extends from the cooling plate in the direction of the battery modules.

[0043] The distance between the first and second attachment points may be a minimum distance, which may in particular be at most ≧5 mm to ≦20 mm, preferably ≧11 mm to ≦16 mm.

[0044] The battery modules and / or the heat sink can be connected to the battery housing at the mounting points by screw fastenings. The mounting axes from the battery modules to the battery housing or from the heat sink to the battery housing can be arranged parallel to one another.

[0045] To create a cooling circuit, preferably a plurality of fluid-connected cooling bodies, in particular cooling plates, can be arranged in the interior space of the battery housing. In this case, the outflow paths of the individual cooling bodies can be fluidly connected in parallel. Alternatively or additionally, the return paths of the individual cooling bodies can be fluidly connected in parallel. In the interior space of the battery housing, more than 1 to ≦50, ≧4 to ≦36, preferably ≧10 to ≦22 fluid-connected cooling bodies can be arranged.

[0046] The cooling fluid connections, or one or more fluid channels formed by the cooling fluid connections, can be arranged substantially in the plane of the cooling plate. In this case, the plane of the cooling plate can extend parallel to the upper and / or lower surface of the cooling plate, i.e., can be formed substantially by the length and width extensions of the cooling plate itself. Advantageously, this arrangement of the cooling fluid connections of the cooling plate minimizes pressure losses compared to when the cooling fluid connections are not located in the plane of the cooling plate but, for example, stand perpendicular to the cooling plate and point upwards. As mentioned above, cooling fluid connections arranged in the plane of the cooling plate can preferably be arranged on the short sides of the cooling plate.

[0047] The cooling fluid connection can have a device for reducing the pressure drop. This can be a throttle, particularly preferably a throttle with a calibration area. The throttle can also be called a reducer. In particular, the device for reducing the pressure drop can be arranged in the return path of the cooling fluid connection. Likewise, the device for reducing the pressure drop can also be arranged in the return path and / or the inlet path of the cooling fluid connection.

[0048] The device for reducing pressure drop comprises a fluid channel through which a cooling fluid flows. It further comprises at least one region of the fluid channel in which the cross section of the fluid channel is reduced. The reduction can be a concentric or eccentric reduction, with a concentric reduction being preferred. This region can be a calibration region. Preferably, the reducer reduces the cross section of the fluid channel, in particular the cross section of the cooling fluid connection of the cooling body, to the cross section of the cooling fluid channel of the cooling body, thereby reducing the pressure loss.

[0049] The length of this calibration area can have different lengths at the cooling fluid connections of different cooling bodies, in particular cooling plates.

[0050] The calibration area may have a length in the range of ≧12 mm to ≦22 mm, preferably ≧14 mm to ≦20 mm.

[0051] The traction battery can be fluidly connected to a fluid line via a cooling fluid connection, in which a reduction piece can be arranged upstream of the forward path and / or downstream of the return path in the direction of fluid flow, thereby enabling hydraulic pressure balancing.

[0052] The lower shell of the battery housing can have at least two support ribs on which the cooling body rests. Preferably, the lower shell of the battery housing has ≧2 to ≦40 support ribs, preferably ≧10 to ≦25 support ribs. The support ribs can be arranged on the inner surface of the lower shell, i.e., protrude into the interior space of the battery housing. The support ribs can be formed integrally with the lower shell of the battery housing. The support ribs can also be arranged evenly, i.e., substantially equally spaced, over the longitudinal extension of the battery housing. In this case, the support ribs can extend perpendicular to the longitudinal extension of the battery housing. The support ribs advantageously ensure stable support and attachment of the cooling body and the battery modules arranged thereon. The distance between two support ribs can be ≧50 mm to ≦100 mm, preferably ≧70 mm to ≦90 mm.

[0053] The cooling body can preferably rest on the support ribs in the region that is arranged between the cooling body and the fluid channels that extend into the cooling body. The cooling body can also preferably rest on the support ribs in its edge region.

[0054] Further advantages, details and features of the invention will become apparent from the examples described below. [Brief explanation of the drawings]

[0055] [Figure 1] 1 is a schematic diagram of a first embodiment of a fluid temperature regulating traction battery according to the present invention; [Figure 2] 1 is a schematic view of a cooling body according to the invention in the form of a cooling plate; [Figure 3] FIG. 3 is a schematic diagram of a portion of FIG. 2. [Figure 4A] FIG. 3 is a cross-sectional view of the cooling plate according to FIG. [Figure 4B] 3 is a plan view of a portion of the underside of the cooling plate according to FIG. 2. FIG. [Figure 5] 3 is a schematic diagram of the device for reducing the pressure drop according to FIG. 2. [Figure 6]1 is a schematic diagram of multiple fluidly connected cooling bodies according to the present invention; DETAILED DESCRIPTION OF THE INVENTION

[0056] In the following description, the same reference numerals indicate the same components or features, so that a description of an element made with reference to one figure applies to the other figures.

[0057] 1 shows a cross-sectional view of a first embodiment of a fluid temperature regulatable traction battery 1 according to the invention. The traction battery 1 is a traction battery for use in a motor vehicle, in particular a BEV.

[0058] The traction battery 1 has a battery housing 2 that includes a wall 21. The battery housing 2 or its wall 21 defines an interior space 3 of the battery housing.

[0059] The battery housing 2 is made of plastic or a plastic composite material. The battery housing 2 consists of two half shells 22. Only a portion of one of the two half shells 22, i.e., the lower shell of the battery housing 2, is shown in Figure 1.

[0060] In the interior space 3 only one of the battery modules 4 arranged therein and a cooling body 5 in the form of a cooling plate 51 are shown.

[0061] Each battery module 4 includes a plurality of lithium ion battery cells, which are not shown in FIG.

[0062] The cooling plate 51 is manufactured by roll welding from two aluminum plates, in particular aluminum 1050 and / or aluminum 1250. Furthermore, the cooling plate 51 has a maximum thickness in the range of ≧2 mm to ≦5 mm. Furthermore, the cooling plate 51 has a minimum thickness in the range of ≧1 mm to ≦2 mm. The thickness of the cooling plate 51 corresponds to the extension of the cooling plate 51 in the Z direction. The length of the cooling plate is in the range of ≧500 mm to ≦600 mm. The width of the cooling plate is in the range of ≧270 mm to ≦310 mm.

[0063] The cooling plate 51 and the battery module 4 are in indirect thermal contact via a thermally conductive material (not shown) in the form of a hardened, silicone-free, two-component thermally conductive paste disposed between the cooling plate 51 and the battery module 4.

[0064] The cooling plate 51 has a single cooling fluid channel disposed therein in a meandering shape (not shown in FIG. 1).

[0065] The cooling plate 51 rests on 25 support ribs 24 formed integrally with the lower shell of the battery housing 22. The support ribs 24 are evenly distributed over the longitudinal extension of the battery housing 22 and are arranged perpendicular thereto. The distance between two adjacent support ribs 24 is in the range of ≧70 mm to ≦90 mm.

[0066] Also shown is the cooling fluid connection 6 of the cooling plate 51, which consists of an inlet 61 and a return 62. The inlet 61 and return 62 are fluidly connected to cooling fluid channels arranged to be located inside the cooling plate.

[0067] Furthermore, two openings 23 can be seen in the wall of the battery housing 21, in particular the lower shell 22 of the battery housing, through which the cooling fluid connections 6, ie the inlet 61 or outlet 62 of the cooling plate 51, are inserted.

[0068] 1 further shows the upper surface 52 of the cooling plate, which corresponds to the side of the cooling plate 51 facing the battery modules 4. This upper surface 52 of the cooling plate is designed to be substantially flat, which means that there are no ridges on the side of the cooling plate facing the battery modules 4, which are caused by the cooling fluid channels extending into the interior of the cooling plate 51. Conversely, the lower surface of the cooling plate 51, which is not shown in FIG. 1, is not formed flat, but has ridges formed by the fluid channels extending into the interior of the cooling plate.

[0069] Figure 2 shows a schematic view of a cooling body 5 according to the invention in the form of a cooling plate 51. The underside 53 of the cooling plate 55 of Figure 1 is shown.

[0070] The lower surface 53 of the cooling plate has ridges formed by the cooling fluid channels 54 disposed therein. It can also be seen that the cooling fluid channels 54, which are designed as serpentine cooling channels, particularly serpentine cooling channels, have a meandering shape.

[0071] Also shown is the cooling fluid connection 6 of the cooling plate 51, which is fluidly connected to the cooling fluid channel 54, and which consists of a forward path 61 and a return path 62 spatially separated from the forward path, the forward path 61 and the return path 62 being located on the same side, i.e., one of the short sides 55 of the cooling plate.

[0072] The short side 55 and the long side 56 of the cooling plate 51 form a plane which extends substantially parallel to the upper surface 52 or the lower surface 53 of the cooling plate. As can be seen in Figure 2, both the cooling fluid connections 6 of the cooling plate 51, i.e. the inlet channels 61 and the outlet channels 62, are arranged in this plane of the cooling plate 51.

[0073] 2 further comprises two through-openings 57 arranged on the underside 53 of the cooling plate in an area of ​​the cooling plate 51 located next to the ridge caused by the cooling fluid channels 54. These through-openings 57 are used to attach the cooling plate 51 to the battery housing 2, in particular to the lower shell 22 of the battery housing.

[0074] The cooling body has a forward path 61 and a return path 62, each of which is provided with a device 7 for reducing the pressure drop, i.e., a throttle having a calibration area.

[0075] Figure 3 shows a schematic view of the part of the cooling plate 51 marked in Figure 2. The ridges caused by the internally arranged cooling fluid channels 54 are again visible on the underside 53 of the cooling plate 51.

[0076] The cooling plate 51 further includes a collar or border 58 that substantially completely surrounds the cooling plate 51. The collar is present in the edge region of the cooling plate 51 and is located on both the two short sides 55 and the two long sides 56 of the cooling plate 51.

[0077] 4A shows a cross section of the cooling plate 51 according to FIG. 1 or 2, detailing the dimensions of the cooling fluid channels 54. As can be seen, the cooling fluid channels 54 have a substantially semicircular cross section, the straight side of which corresponds to the upper surface 52 of the cooling plate 51.

[0078] The maximum internal height h of the fluid channel is 3 mm. The maximum internal width b of the fluid channel is 19 mm. The minimum distance d between two adjacent cooling loops of the cooling fluid channel is 4 mm.

[0079] Figure 4B shows a plan view of a portion of the underside 53 of the cooling plate 51 according to Figure 1 or Figure 2. The minimum radius r of the cooling fluid channels is 3.6 mm.

[0080] Figure 5 shows a schematic diagram of the device 7 for reducing pressure drop according to Figure 2 in the form of a throttle with a calibration area. The throttle 7 has a fluid channel located therein and a calibration area 73 disposed between the proximal and distal ends 71 ​​and 72 of the throttle, the length 1 of the calibration area being 15 mm for the throttle 7 in the forward and return paths 61 and 72 of Figure 2.

[0081] 6 shows a schematic view of a plurality of fluidly connected cooling bodies 5 according to the invention in the form of cooling plates 51. Five cooling plates 51 are shown which are fluidly connected to one another and form a cooling circuit 8.

[0082] The cooling circuit 8 has an outgoing path 81 and a return path 82. The outgoing path 81 of the cooling circuit 8 is fluidly connected in parallel to the outgoing paths 61 of the individual cooling plates 51 via a first fluid line 83. The return path 82 of the cooling circuit 8 is fluidly connected in parallel to the return paths 62 of the individual cooling plates 51 via a second fluid line 83.

[0083] Unlike the schematic diagram of FIG. 6, the cooling fluid connections 6 of the individual cooling plates 51 are arranged in the plane of the individual cooling plates 51, as shown in FIG.

[0084] Each of the inlet and outlet passages 61 and 62 of each cooling plate 51 has a throttle 7 with a calibration area 73 of different length l, which reduces pressure loss.

[0085] The inlet 81 and the outlet 82 of the cooling circuit 8 may be fluidly connectable or may be fluidly connected to a heat exchanger, not shown. [Explanation of symbols]

[0086] 1 Traction Battery 2 Battery Housing 21 Battery housing wall 22 Battery housing half shell, battery housing lower shell 23 Opening in the battery housing for inserting the cooling fluid connection of the cooling body 24 Support rib 3 Battery housing interior space 4 Battery Module 5 Cooling body 51 Cooling plate 52 Top surface of cooling plate, side of cooling plate facing the battery module 53 Underside of the cooling plate, on the side of the cooling plate opposite the battery module 54 Cooling fluid channel, a protrusion due to the cooling fluid channel arranged to be located inside 55 Short side of cooling plate, width extension of cooling plate 56 Long side of cooling plate, length extension of cooling plate 57 Through opening 58 Color, Border b Inner width of fluid channel, maximum inner width of fluid channel d The distance between two adjacent regions of the cooling plate into which the cooling fluid channels extend; the distance between two cooling loops of the cooling fluid channels; the minimum distance between two cooling loops of the cooling fluid channels h Inner height of cooling channel, maximum inner height of fluid channel r Radius of the cooling fluid channel, minimum radius of the cooling fluid channel 6 Cooling fluid connection of cooling body 61 Outlet path of cooling fluid connection of cooling body 62 Return path of cooling fluid connection of cooling body 7. Device for reducing pressure drop, throttle including calibration area 71 Proximal end of device for reducing pressure drop 72 Distal end of device for reducing pressure drop 73 Calibration Area l Length of the calibration area 8. Cooling circuit consisting of fluidly connected cooling bodies 81 Cooling circuit outgoing path 82 Cooling circuit return path 83 Fluid Line

Claims

1. A fluid temperature controllable traction battery (1), comprising: a battery housing (2); At least one battery module (4) disposed in the interior space (3) of the battery housing and having at least one battery cell; At least one cooling body (5) arranged inside the battery housing and consisting essentially of at least one metal; In a traction battery, the cooling body is in direct or indirect contact with the at least one battery module, The cooling body has at least one cooling fluid connection (6) and at least one cooling fluid channel (54) arranged to be fluidly connected to and located inside the at least one cooling fluid connection.

2. 2. The traction battery according to claim 1, wherein the cooling body (5) is designed as a cooling plate (51).

3. 3. A traction battery according to claim 1 or 2, characterized in that the side (52) of the cooling plate facing the battery modules is designed substantially flat.

4. A traction battery according to any one of claims 1 to 3, characterized in that the cooling fluid channels (54) extend in a meandering manner or have a serpentine shape.

5. 5. The traction battery according to claim 1, wherein the cooling body (5) is in indirect contact with the battery module (4) via a thermally conductive material arranged between the cooling body and the battery module.

6. 6. The traction battery according to claim 1, wherein the interior space (3) of the battery housing is arranged with a plurality of fluid-connected cooling plates (51) for creating a cooling circuit (8).

7. Traction battery according to any one of claims 2 to 6, characterized in that the cooling fluid connections (6) of the cooling plate are arranged substantially in the plane of the cooling plate.

8. Traction battery according to any one of claims 1 to 7, characterized in that the cooling fluid connection (6) comprises a device (7) for reducing the pressure drop.

9. 9. The traction battery according to claim 1, wherein the battery housing has a lower shell (22), the inner surface of which has at least two support ribs (24) on which the cooling body (5) rests.

10. A motor vehicle equipped with a traction battery (1) according to any one of claims 1 to 9.

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