Multilayer thermal insulation element for batteries

Abstract

To provide a multi-layer insulating element for the thermal insulation of a battery, in which a covering layer is weak in bending and the thermal insulation element as a whole is compressible and flexible, a battery including such an insulating element, and a method for using the insulating element.SOLUTION: A multi-layer insulation element 1 includes a first covering layer 2, a second covering layer 3, and a compressible and flexible intermediate material 4 which includes at least one heat-resistant fiber layer 5 and is arranged between the first covering layer 2 and the second covering layer 3, and the heat-resistant fiber layer 5 is formed from a needled nonwoven fabric and at least one of the first covering layer 2 and the second covering layer 3 is a heat-resistant mica layer, preferably a mica paper layer or a mica plate.SELECTED DRAWING: Figure 1B

Description

Technical Field

[0001] The present invention relates to a multilayer heat insulation element for thermal insulation of a battery as described in the preamble of claim 1, a battery comprising the multilayer heat insulation element as described in the preamble of claim 35, and a method of using the multilayer heat insulation element as described in the preamble of claim 49.

Background Art

[0002] In the present invention, the term "heat insulation element" should preferably be understood as a flat component consisting of a layered structure, in particular a layer package, which is designed and / or used for thermal insulation of a battery. In particular, the heat insulation element is configured to reduce and / or delay the release of heat to the environment, in particular the passenger compartment, and / or to suppress and / or reduce and / or delay the spread of heat in the battery in the case of uncontrolled and / or excessive heat development in the battery. In the present invention, the term "battery" should be understood in particular to mean a rechargeable storage element and / or a secondary element for providing electrical energy by converting chemical energy. The battery preferably consists of several interconnected accumulator cells and / or cell blocks, i.e. battery cells. In particular, the battery is configured as a traction battery and / or for driving an electric vehicle and / or as a lithium-ion battery. Here, for example, in the case of battery overheating as a result of a traffic accident, reliable and / or effective thermal insulation is important in order to protect the vehicle occupants at least until the arrival of the rescue team.

[0003] Due to their chemical composition, lithium-ion batteries are particularly prone to relatively high instability. For example, if a local short circuit occurs in the battery cell due to contamination of the separator that separates the internal electrodes in the battery cell, such as trapped foreign particles and / or mechanical action or damage, a strong short-circuit current will heat the battery cell to 800 °C in a short time, and sometimes up to 1300 °C. This process is known as thermal runaway. Especially when the separator loses stability at relatively low temperatures, for example, above 120 °C, the thermal runaway of one battery cell may easily and / or rapidly spread to other adjacent battery cells, and thus a short circuit may occur rapidly in the adjacent battery cells. This leads to an unstoppable chain reaction, and the energy stored in the battery is released in a short time, usually explosively and with the release of fragments. Against this background, it is desirable to keep the battery cells provided adjacent to a runaway or overheating battery cell at a limiting temperature, preferably 120 °C, particularly below 80 °C, for as long as possible. Above 80 °C, the degradation process of the battery cell is considerably accelerated, and above 120 °C, the separator in the battery cell often begins to melt, accompanied by irreversible damage and / or short circuits. Similarly, there is a high demand for efficient and / or long-term thermal protection of adjacent areas and / or the interior, especially the passenger compartment, against uncontrolled heat development in the battery. In particular, the passengers and / or objects should be protected from heat until the rescue and / or recovery procedures are fully completed.

[0004] DE10134145A1 relates to a fireproof battery housing. The battery housing contains a thermally active material, such as aluminum silicate or gibbsite, which deforms when the temperature exceeds a certain value. Thereby, the further supplied thermal energy is consumed for progressive deformation, and thus the temperature rise is at least decelerated. In this case, since it is not possible to arrange a protective material between the battery cells, effective containment of the thermal cycle is either not achievable or at best very difficult. The transformation may lead to mechanical stress or breakage of the battery cell, and there is a risk that the thermally active material will rupture prematurely, thus losing its thermal insulation function.

[0005] AT 518161 A4 relates to a battery having a plurality of battery cells, with at least two adjacent battery cells thermally insulated from each other by a protective material. When a predetermined temperature is exceeded, the protective material expands, and the battery cells insulated from each other are pushed apart from each other by the increasing volume of the protective material expanding under the influence of the temperature. Thus, the battery cells are further thermally separated and / or insulated from each other. The disadvantage is that the increase in the volume of the protective material results in an expansion pressure within the battery - in addition to the pressure increase due to thermal development - and accordingly the risk of battery rupture and / or damage to and destruction of the battery cells increases. From US Patent No. 8,541,126 (B2), a heat insulation element for thermal insulation of a battery is known. The heat insulation element is arranged between two adjacent battery cells. The heat insulation element has a layered structure in which an intermediate layer is arranged between two coating layers. The intermediate layer has a higher thermal conductivity than the coating layers. The coating layers can be designed as fiber layers of ceramic or refractory fibers. The disadvantage is that the heat insulation element is brittle due to the formation of fibers and can rupture and / or break even under low pressure loads. This is not only associated with a significant defect or loss of the thermal insulation function, but also leads to damage to adjacent and / or nearby battery cells and ultimately increases the risk of explosion.

[0006] EP 3142166 A1 relates to a heat insulation element comprising rigid mica plates and compressible short fibers and / or refractory fiber layers arranged alternately on top of each other and / or stacked. The disadvantage is that it is not possible to have flexible adaptation and / or molding, especially for installation in a battery. Also, the heat insulation element with its brittle mica plates and fiber mat of short fibers can easily rupture and / or break as a result of uncontrolled heat development and the associated pressure increase, leading to damage to the surroundings and / or losing its thermal insulation function prematurely. Finally, the high mass per unit area is disadvantageous especially for vehicles. Summary of the Invention

[0007] The object of the present invention is to provide a multilayer heat insulation element for thermal insulation of a battery, a battery comprising such a heat insulation element, and a method of using such a heat insulation element, which enables efficient heat insulation and / or a robust and / or resistant structure and / or flexible and / or simple assembly and / or integration into a battery and / or is supported thereby. The above object is solved by the multilayer heat insulation element according to claim 1, by the battery according to claim 35 or by the method of use according to claim 49. Advantageous further developments are the subject of the subclaims.

[0008] A first aspect of the present invention is that the fiber layer is formed from long fibers longer than 30 mm and / or from needle or bonded nonwovens. The long fibers of the fiber layer and / or the needling and / or bonding significantly increase the mechanical resistance compared to another fiber layer. Thus, the fiber layer according to the present invention is on the one hand stretchable and pressure elastic, enabling the absorption of high compressive forces. At the same time, the intertwined fibers efficiently reduce the passage of thermal energy through the fiber layer, so that the fiber layer has high heat insulation capacity. This significantly delays the complete destruction or explosion of the battery, which is particularly advantageous in the case of uncontrolled heat generation in the battery, for example when thermal runaway of a battery cell occurs. Finally, the needle nonwoven has a low areal mass, facilitating handling. Preferably, the fiber layer is made of needle and / or bonded glass fibers or silicate fibers or a mixture thereof. Particularly preferably, the fibers of the fiber layer have a length of at least 40 mm, preferably at least 50 mm, particularly essentially 50 mm to 60 mm. This allows for particularly high pressure resistance and tear resistance of the fiber layer. In particular, the fibers have an average diameter of at least 4 μm, preferably at least 5 μm, particularly 6 μm to 15 μm. The fiber layer is particularly preferably binder-free and / or free of melt beads. Preferably, the fiber layer and the intermediate material each have a mass per unit area of less than 1000 g / m 2 and preferably less than 800 g / m 2 and particularly less than 600 g / m2 less than and / or 150 g / m 2 more than, preferably 200 g / m 2 more than, especially 300 or 400 g / m 2 has a unit area mass that is more than. This enables easy handling.

[0009] According to a second aspect of the invention, which can also be realized independently, the coating layer is designed to be bend - weak and / or bend - soft in order to make the heat - insulating element compressible as well as flexible and / or elastically flexible. This enables flexible adaptation to different installation situations and / or better adaptation in case of high loads, for example, rupture of a battery cell. As a result, the heat - insulating element is more resistant to breakage and / or loss of its heat - insulating function. Finally, the release of fragments is significantly reduced. Preferably, at least one coating layer is designed to be liquid - tight, preferably waterproof. In addition, one of the coating layers, preferably both coating layers, is designed to be water - repellent and / or air - tight. In this way, the intermediate material and / or the fiber layer is efficiently protected and thus ensures efficient thermal insulation even in a wet and / or gaseous environment. Preferably, at least one coating layer is designed as a heat - resistant metal layer, preferably an aluminum layer. Alternatively, at least one coating layer may be formed as a heat - resistant plastic layer, preferably a polyimide layer, or as a heat - resistant woven fabric layer, preferably a glass fabric layer. The coating layer designed as a metal, plastic or woven fabric layer preferably has a thickness of less than 100 μm, particularly preferably less than 80 μm, especially between 20 μm and 50 μm.

[0010] According to a preferred design, the heat insulation element has a layer of woven fabric. The woven fabric can form at least one coating layer and / or additional layer. Preferably, the woven fabric is arranged outside the heat insulation element. The woven fabric may comprise or consist of metal fibers, in particular stainless steel fibers and / or aluminum fibers, glass fibers, carbon fibers, silicate fibers and / or mixtures thereof. In particular, the mechanical stability of the heat insulation element can be significantly increased and / or improved by using a woven fabric as the coating layer. This is particularly advantageous as mechanical protection in the case of a battery cell explosion. Preferably, at least one coating layer and / or the heat insulation element is made gas-permeable and / or gas-permeable, for example if the coating layer comprises or is formed by a woven fabric. Since explosive gases can thus be released through the coating layer, this can reduce the risk of explosion of a battery sealed and / or surrounded by one or more heat insulation elements.

[0011] Particularly preferably, at least one coating layer or both coating layers are designed as a heat-resistant mica layer, preferably a mica paper layer or mica board. In particular, the coating layer formed as a mica layer has a thickness of less than 3 mm, preferably less than 2 mm, particularly less than 1 mm, particularly preferably between 0.05 mm and 0.15 mm. This allows for high heat resistance as well as flexibility and / or softness at the same time. Particularly preferably, the first coating layer is designed as a high-temperature-resistant mica layer, preferably a mica paper layer, while the second coating layer is designed as an aluminum layer, preferably an aluminum foil. Alternatively, the second coating layer can also be designed as a plastic layer, preferably a polyimide layer. The above material pairs allow for optimized thermal insulation. This has been confirmed by tests.

[0012] Particularly preferably, the intermediate material includes two fiber layers, particularly of needle-punched nonwoven fabric, and the fiber layers are separated from each other by an intermediate layer that is heat-resistant and / or weak in bending. The multilayer structure thus formed (two or more heat-insulating and / or fiber layers separated by an intermediate layer) allows the heat-insulating performance of the intermediate material to be further improved because the intermediate layer in the intermediate material forms a heat barrier between the fiber layers, thus further reducing and / or restricting the spread of heat through the intermediate material and / or the heat-insulating element. This has also been confirmed by tests. Particularly preferably, the intermediate layer is designed as a high-temperature-resistant plastic layer, preferably a polyimide film, or an aluminum layer, particularly an aluminum foil. The intermediate layer preferably has a thickness of less than 100 μm, particularly preferably less than 80 μm, especially between 20 μm and 50 μm. Preferably, at least one coating layer and / or the intermediate layer has an insulation breakdown voltage of more than 1 kV / mm, preferably more than 1.5 kV / mm, particularly more than 2 kV / mm. This avoids and / or delays the formation of an electric arc or spark. In particular, the heat-insulating element preferably has a thickness of less than 7 mm, preferably less than 6 mm, especially between 2 mm and 3 mm when installed. This allows for flexible and easy installation on the battery even in a narrow installation gap.

[0013] In particular, the heat-insulating element has at least a locally adhesive layer on at least one flat side, or is at least locally adhesive on one flat side. This allows the heat-insulating element to be easily placed and / or attached to the battery and / or a further heat-insulating element or thereon. Preferably, the coating layer and the intermediate material are adhered or otherwise joined to form a bond. In this way, a mechanically stable layered composite is realized. In particular, the heat-insulating element has an insulation breakdown voltage of more than 20 kV / mm, preferably more than 30 kV / mm, particularly between 40 kV / mm and 70 kV / mm. Preferably, the heat-insulating element is 2 2 less than 1500 g / m, preferably 2 2 less than 1300 g / m, especially 2 2less than and / or 150 g / m 2 more than, preferably 200 g / m 2 more than, in particular 300 or 400 g / m 2 has a mass per unit area that is more than. The thermal conductivity of the heat insulating element at a room temperature of 25 °C is less than 0.1 W / mK, preferably less than 0.08 W / mK, in particular less than 0.04 W / mK. The battery according to the present proposal, preferably a lithium-ion battery, in particular a traction battery for an electric vehicle in the form of a lithium-ion battery, comprises a housing and at least one multilayer heat insulating element according to the present proposal arranged in and / or on the housing for thermal insulation. This results in corresponding advantages.

[0014] Preferably, the heat insulating element at least partially, preferably completely or over the entire surface, closes and / or insulates the battery or battery cell or housing on the outer or inner side of the surface. This allows effective thermal insulation of the battery towards the outside and / or above the battery and / or in the region adjacent thereto, in particular towards the passenger compartment of the vehicle. In this way, persons, passengers and / or objects in the region and / or the interior are effectively and / or sufficiently protected from uncontrolled heat development in the battery for a long time - i.e. until rescue and / or recovery measures are completed.

[0015] Alternatively or additionally, the heat insulating element can be placed between two adjacent battery cells in the housing to thermally insulate them from each other. In this way, the flashover of thermal runaway from one battery cell to the next and / or adjacent battery cell is effectively delayed and / or suppressed, thus preventing or at least significantly delaying the explosive release of heat and / or fragments from the battery. In particular, the heat insulating element is attached and / or fixed, preferably adhesively, to and / or in the housing lid and / or the housing surface of the housing. The heat insulation element can be attached, especially over its entire surface, to the inside of the housing or the housing lid facing towards the inside of the housing, and preferably to the surface in the installed state. In this way, effective front-side heat insulation is enabled. Alternatively or additionally, the heat insulation element and / or another heat insulation element may be attached or aligned horizontally and / or vertically inside, especially such that the heat insulation element can be easily inserted between two adjacent battery cells. Alternatively or additionally, the heat insulation element and / or another heat insulation element can be arranged on the floor inside the housing and / or on the inner side of the lower side. In this way, it is possible to protect the battery against heat acting on the battery from below, for example in the case of a fuel fire on the road. Alternatively or in addition, the heat insulation element and / or another heat insulation element can be arranged on the side wall of the housing and / or on the inner side of the inner side wall.

[0016] Preferably, at least two heat insulation elements are arranged on the battery, at least one first heat insulation element insulates the housing and / or the inside of the housing on the surface, and at least one second heat insulation element is arranged between adjacent battery cells. In this way, corresponding advantages that can in principle also be achieved independently of each other can be achieved simultaneously, namely on the one hand front-side heat insulation of the battery and on the other hand delay and / or reduction of heat transfer between adjacent battery cells, packs or modules. In particular, the second heat insulation element is attached horizontally and / or vertically to the first heat insulation element, preferably adhesively, sewn or otherwise firmly connected.

[0017] In the case of the battery according to the present proposal, it is particularly advantageous if the heat insulation element has at least one coating layer and / or additional layer of a woven fabric, preferably a metal mesh, especially a wire mesh of stainless steel. As described above, this allows explosive gases to escape through the coating layer and thus can reduce the risk of the battery exploding. In addition, the covering layer or additional layer of the woven fabric preferably provides high mechanical stability, so that passengers in the passenger compartment can be effectively protected from fragments in the event of a battery explosion. It is also possible for the woven fabric to provide a filtering function for explosive and / or toxic and / or harmful gases, so that passengers in the passenger compartment are protected from such gases. Preferably, the woven fabric is designed such that at least a part of the gas is separated by the woven fabric. This will reduce the risk to humans arising from such gases and / or exhaust gases.

[0018] Generally, it should be noted that the proposed embodiments according to the present invention improve and / or simplify the thermal insulation and fire protection of the passenger compartment of the battery, especially for electric vehicles. In particular, the proposed heat insulation element enables very effective heat insulation between the battery on the one hand and the passenger compartment, preferably the passenger compartment provided above and / or adjacent to the battery, on the other hand. Alternatively or additionally, heat transfer and / or thermal runaway from an adjacent battery cell to another battery cell is delayed and / or suppressed, thus preventing or at least significantly delaying the destruction and / or explosion of the battery. In this way, sufficient time is provided for rescue and / or recovery, during which the occupants are properly protected from uncontrolled heat development in the battery. In addition to the above-described aspects and features of the present invention, aspects and features of the present invention arising from the claims and the following description can basically be realized in any combination and / or order independently of each other. Additional advantages, features, performance and aspects of the present invention result from the following description of the preferred embodiments based on the claims and the drawings.

Brief Description of the Drawings

[0019]

Figure 1A

Figure 1B

Figure 1C

Figure 1D

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Mode for Carrying Out the Invention

[0020] Figure 1A illustrates a multilayer heat insulation element 1 according to the present proposal in a schematic non-scale cross-sectional view. Figures 1B and 1C similarly illustrate further embodiments of the multilayer heat insulation element 1 according to the present proposal in schematic non-scale cross-sectional views. The illustrated embodiments are similar to each other and can also be combined with each other as desired. In particular, the different Figures 1A, 1B, and 1C serve only to emphasize different preferred aspects. The heat insulation element 1 is designed especially as a flat layer package. The heat insulation element 1 is especially compressible and at the same time flexible.

[0021] The term "flexible" is preferably understood to mean a sufficiently low flexural rigidity of the heat-insulating element 1, where flexural rigidity is a measure of the resistance of a component and / or the heat-insulating element 1 to a bending force acting thereon. The flexural rigidity is preferably determined in accordance with ISO 5628 2493. For this purpose, a plate-shaped heat-insulating element 1 having a certain dimension, for example a thickness of 6 mm and a size of 60 mm × 40 mm, is clamped in a rotatable clamping device. The free end of the heat-insulating element 1 contacts the sensor of a load cell, and when the clamping device is rotated, the corresponding contact force is recorded via it. In particular, the sensor contacts the free end of the heat-insulating element 1 at a distance of 50 mm from the clamping point. The flexural rigidity is particularly determined by the force measured by the sensor when the heat-insulating element is bent by 15°. Preferably, the heat-insulating element 1 has a flexural rigidity thus determined of less than 10 N, preferably less than 5 N, particularly less than 1 N.

[0022] The term "compressible" is preferably understood to mean a sufficiently low compression hardness of the heat-insulating element 1, where compression hardness represents the pressure required to compress a test body and / or the heat-insulating element 1 by 40% of its original thickness. The compression hardness is preferably determined in accordance with DIN EN ISO 3386 using a plate-shaped heat-insulating element 1 having a thickness of 5 mm and a size of 300 mm × 200 mm as the test body and an aluminum plate having a thickness of 20 mm and a size of 190 × 80 mm as the indenter. Preferably, the heat-insulating element 1 has a compression hardness thus determined of less than 40 kPa, preferably less than 30 kPa, particularly less than 20 kPa. The heat-insulating element 1 is particularly configured for thermal insulation of the battery 8 illustrated in FIG. 2. The preferred structure of the battery 8 and the preferred arrangement of the heat-insulating elements 1A, 1B in the battery 8 will be described later. The heat-insulating element 1 has a first coating layer 2 and a second coating layer 3. The coating layers 2, 3 particularly each form one (outer) flat side of the heat-insulating element 1. Preferably, a compressible and / or flexible intermediate material 4 is arranged between the coating layers 2, 3. The intermediate material 4 has at least one fiber layer 5 - in the illustrated example, two or more fiber layers 5.

[0023] One or each fiber layer 5 is preferably formed from needle and / or bonded nonwoven fabric. For the purposes of the present invention, the term "needle nonwoven fabric" is preferably understood as a fabric whose fibers are randomly intertwined and thereby bonded by dry needling and / or needling without a binder and / or melt beads. The fiber layer 5 is made in particular from glass fibers or silicate fibers or mixtures thereof. For example, glass fibers of E, ECR or R glass or mixtures thereof, and / or other heat-resistant fibers may be used in particular. The fibers preferably have an average diameter of at least 4 μm, in particular at least 6 μm, and most preferably essentially 8 μm to 16 μm. The length of the fibers is preferably greater than 30 mm, preferably greater than 40 mm, in particular essentially 50 mm to 60 mm. In principle, however, the length of the fibers can also be greater, for example up to about 120 mm. Preferably, the fiber layer 5 does not contain a binder and / or melt beads.

[0024] Preferably, the mass per unit area of the fiber layer 5 and / or the intermediate material 4 is less than 1000 g / m 2 , preferably less than 800 g / m 2 , in particular less than 600 g / m 2 , and / or greater than 150 g / m 2 , preferably greater than 200 g / m 2 , in particular greater than 300 or 400 g / m 2 . Preferably, the mass per unit area of the heat insulation element 1 is less than 1500 g / m 2 , preferably less than 1300 g / m 2 , in particular less than 1000 g / m 2 , and / or greater than 150 g / m 2 , preferably greater than 200 g / m 2 , in particular greater than 300 or 400 g / m 2 . Preferably, the fiber layers 5 of the intermediate material 4 are separated from each other by the intermediate layer 6. The intermediate layer 6 is formed by a heat-resistant metal layer, preferably an aluminum layer. However, the intermediate layer 6 may be formed by a heat-resistant plastic layer, preferably a polyimide layer. The heat-insulating element 1 can also have several intermediate layers 6 and accordingly several fiber layers 5, in particular two fiber layers 5 being separated from each other by the intermediate layer 6.

[0025] The covering layers 2, 3 are preferably designed to be weak to bending, i.e. to be easily flexible and / or pliable. The covering layers 2, 3 that are "weak to bending" in the sense of the present invention are preferably paper-like, cloth-like or foil-like and / or have a thickness of less than 2 mm, in particular less than 1 mm. Particularly preferably, the thickness of the covering layers 2, 3 is more than 0.05 mm and / or less than 0.15 mm. This makes the entire heat-insulating element 1 compressible and pliable, the compressibility being at least essentially due to the compressible design of the intermediate material 4. The covering layers 2 and 3, the intermediate material 4, the fiber layers 5 and / or the heat-insulating element 1 are preferably heat-resistant, in particular heat-resistant up to at least 200 °C, particularly preferably above 250 °C, 500 °C or 1000 °C. Preferably, at least one of the covering layers 2, 3 is composed of a heat-resistant metal layer, preferably as aluminum foil, or a heat-resistant plastic layer, preferably as polyimide foil, or a heat-resistant woven fabric layer, preferably as glass cloth foil, or a mica layer, preferably as mica paper layer.

[0026] Particularly preferably, one and / or the first covering layer 2 is composed of a heat-resistant mica layer, preferably as mica paper layer, and the other and / or the second covering layer 3 is composed of a metal layer, preferably as aluminum foil, or a plastic layer, preferably as polyimide foil. However, both covering layers 2, 3 may be designed identically, in particular as a mica layer, preferably as a mica paper layer. This enables particularly high heat resistance. An embodiment of the heat-insulating element 1 in which the covering layers 2, 3 are designed identically, for example each as a mica layer, is particularly illustrated in FIG. 1B. According to a further embodiment, the heat insulating element 1 can have a woven fabric 21. The woven fabric 21 preferably forms at least a substantially planar and / or flat layer and / or a woven fabric layer. The term "woven fabric" particularly refers to a preferably flat product formed by a plurality of threads or wires that cross each other, particularly at least substantially at right angles. The threads and / or wires are guided, in particular in a certain rhythm and / or repeating pattern, above and below the weft threads and / or wires. Preferably, the woven fabric 21 forms one or both of the coating layers 2, 3. However, it is also possible for the woven fabric 21 to form an additional layer 22, which is preferably provided in addition to the coating layers 2, 3. The additional layer is illustrated in FIG. 1C.

[0027] The woven fabric 21 is preferably a metal mesh, particularly a wire mesh made of stainless steel and / or aluminum. However, the woven fabric 21 can also be a glass fiber cloth, a carbon fiber cloth or a silicate cloth. It is also possible for the woven fabric 21 to be a blended fabric and / or to have or consist of a mixture of metal fibers, particularly stainless steel fibers and / or aluminum fibers, glass fibers, carbon fibers and / or silicate fibers. The additional layer 22 is preferably arranged outside the heat insulating element 1. Alternatively, the additional layer 22 can be provided inside the heat insulating element 1, for example between the coating layers 2, 3 and the fiber layer 5 and / or between the fiber layer 5 and the intermediate layer 6.

[0028] The coating layers 2, 3 of the woven fabric 21 are preferably laminated and / or adhered to the fiber layer 5 or otherwise firmly connected to the fiber layer 5. Particularly preferably, a gas-permeable and / or gas-permeable adhesive is used to connect the woven fabric 21 forming the coating layers 2, 3 to the fiber layer 5, and preferably the adhesive allows gas to escape and / or permeate, but forms a barrier against sparks or flames. This is particularly advantageous when using the heat insulating element 1 in the battery 8 described in more detail below. Furthermore, embodiments are possible in which the heat insulation element 1 has both an additional layer 22 and an adhesive layer 7, preferably in this case the adhesive layer 7 is arranged on the first covering layer 2 and the additional layer 22 is arranged on the second covering layer 3, or vice versa. The woven fabric 21 preferably has high heat resistance, preferably up to a temperature of about 1150 °C. The woven fabric 21, in particular the metal mesh, preferably has a mesh size of at least 0.1 mm and / or at most 0.4 mm. Particularly preferred mesh sizes are, for example, about 0.114 mm, about 0.22 mm and about 0.315 mm.

[0029] The woven fabric 21, in particular the metal mesh, preferably has an open screening area of at least 30% and / or at most 60%. Particularly preferred open screening areas are, for example, about 37.0%, about 42.4% and about 51%. Preferably, at least one of the covering layers 2, 3 and / or the additional layer 22, in particular the woven fabric, is gas permeable.

[0030] Preferably, at least one of the covering layers and / or the additional layer 22, in particular the woven fabric 21, is designed such that explosive, toxic and / or harmful gases are removed and / or absorbed, for example mechanically and / or chemically, when they permeate through the heat insulation element 1, the covering layers 2, 3 and / or the additional layer 22. Preferably, at least one of the covering layers 2, 3 and / or the additional layer 22, in particular the metal mesh and / or the heat insulation element 1 as a whole, has mechanical stability such that there are no fragments that can penetrate the heat insulation element 1 in the event of an explosion of the battery 8. The heat insulation element 1 preferably has a thickness of less than 15 mm, preferably less than 10 mm, in particular between 6 mm and 8 mm, especially in the uncompressed state or as delivered. Particularly preferably, the heat insulation element 1 and / or at least one of the covering layers 2, 3 and / or the intermediate layer 6 has a dielectric strength of more than 20 kV / mm, preferably more than 30 kV / mm, in particular between 40 kV / mm and 70 kV / mm. The covering layers 2, 3 and the intermediate material 4 are connected to each other, in particular by adhesion. In particular, a heat-resistant adhesive is used for this purpose. However, other connection techniques such as stitching or welding are also possible. Preferably and / or optionally, at least one of the covering layers 2, 3 - in the example the first covering layer 2 - has an adhesive layer 7 in order to attach and / or fix the heat-insulating element 1 to a part of the battery 8 and / or, if necessary, to another heat-insulating element 1. The adhesive layer 7 consists in particular of an acrylate adhesive. The areal mass of the adhesive layer 7 is preferably 2 less than, preferably 2 less than, in particular between 50 and 100 g / m 2 ². Alternatively or additionally, the adhesive layer 7 may be designed as a double-sided adhesive tape. However, the adhesive layer 7 is not essential and is merely optional, in particular as can be seen from FIGS. 1B and 1C.

[0031] The arrangement according to the present proposal in the battery 8 and / or the use of the heat-insulating elements 1A and 1B according to the present proposal and optionally further heat-insulating elements 1C and 1D according to the present proposal will be explained in more detail below with reference to FIG. 2. The heat-insulating elements 1A to 1D can be designed identically or differently according to the embodiments described above. Hereinafter, the heat-insulating elements 1A to 1C are referred to as the first heat-insulating element 1A, the second heat-insulating element 1B, the third heat-insulating element 1C and the fourth heat-insulating element 1D for the sake of distinction. However, this is only for the purpose of distinguishing different heat-insulating elements and does not mean, for example, that the second heat-insulating element 1B must also be present if the third heat-insulating element 1D is provided. In particular, the battery 8 for power supply is arranged and / or installed in a vehicle 14, which is schematically represented, in particular an electric vehicle. In particular, when installed, the battery 8 is provided below the passenger compartment 15, for example below the passengers of the vehicle 14 or other interior areas. The battery 8 preferably has a housing 9 that includes a lower housing portion 10 and an upper housing portion and / or a housing lid 11. The housing 9 is preferably made of a non-conductive material, such as plastic, or of metal.

[0032] The battery 8 is preferably designed as a rechargeable lithium-ion battery. Alternatively, it can also be constructed or designed from or of lithium iron phosphate, lithium cobalt oxide, lithium metal oxide, lithium-ion polymer, nickel zinc, nickel metal, nickel cadmium, nickel hydrogen, silver oxide, nickel metal hybrid and similar systems and / or materials. In particular, the battery 8 has at least one group of battery cells 12 that are electrically interconnected and housed in the housing 9, preferably in the lower housing portion 10. The first heat-insulating element 1A is preferably attached and / or fixed above the battery cells 12 and / or to the housing lid 11 of the housing 9, in particular using an adhesive layer 7.

[0033] Particularly preferably, the first heat-insulating element 1A is mounted on the inner side 13 of the housing lid 11 over its entire surface, and the inner side 13 faces towards the inside of the housing. The first heat-insulating element 1A thus closes and / or insulates the lower housing portion 10 and / or the battery 8 and / or its cells 12 on the front side. In this way, particularly efficient front-side heat insulation and fire protection against the passenger compartment 15 is achieved in order to efficiently and / or protect an internal person or object sufficiently long from uncontrolled heat development in the battery 8. The airtight structure also prevents and / or reduces the propagation of a gas explosion-like event in the direction of the passenger compartment.

[0034] Particularly preferably, the second coating layer 3 of the first heat insulating element 1A facing the interior of the housing and / or the battery cell 12 is designed as a mica layer, preferably a mica paper layer, and the first coating layer 2 facing away from the battery cell 12 and / or the interior of the housing is designed for fastening to the housing lid 11 and is provided in particular with an adhesive layer 7. This improves the heat resistance and at the same time facilitates the handling and / or fastening of the heat insulating element 1 to the housing 9. Alternatively or additionally, at least one (further and / or second) heat insulating element 1B is arranged between adjacent battery cells 12, in the example between two groups of battery cells 12, whereby the groups are thermally insulated and / or separated from each other. Particularly preferably, the heat insulating element 1B is inserted, press-fitted or otherwise placed between the battery cells 12.

[0035] In particular, the heat insulating elements 1A and / or 1B enclose at least one battery cell 12 or a group of battery cells 12, preferably on all sides and / or in particular such that the battery cell 12 and / or the group of battery cells 12 is mounted and / or arranged in a damped manner to the housing 9 via the heat insulating elements 1A and / or 1B. Any impact and / or vibration is damped and / or absorbed by the compressible heat insulating elements 1A and / or 1B, so that, in addition to effective and in particular comprehensive heat insulation, this also enables the battery cell 12 to be mounted in a robust and / or resistant manner. In particular, the second heat insulating element 1B is mounted laterally and / or vertically and / or aligned longitudinally on the inner side 13 of the housing lid 11 such that it can be inserted between the battery cells 12, in particular when the housing lid 11 is placed on the lower housing part 10. The second heat insulating element 1B may optionally be attached and / or fastened laterally and / or longitudinally to the first heat insulating element 1A, for example by adhesion, stitching or any other means. The battery 8 can have a plurality of second heat insulating elements 1B. Preferably, the second heat insulating elements 1B are arranged and / or provided between some of the battery cells 12, particularly between all of the battery cells 12. In FIG. 3, a battery 8 having some heat insulating elements 1B is schematically illustrated.

[0036] As an alternative to and / or in addition to the first heat insulating element 1A and / or the second heat insulating element 1B, the battery 8 may have a further and / or third heat insulating element 1C, for example as illustrated in FIG. 3. The third heat insulating element 1C is preferably arranged on the opposite side of the first heat insulating element 1A and / or on the lower side and / or bottom of the interior 13 of the housing, particularly inside the housing 9. Preferably, the lower side and / or bottom is completely and / or over its entire surface covered by the third heat insulating element 1C.

[0037] Particularly in addition to the first heat insulating element 1A, the second heat insulating element 1B and / or the third heat insulating element 1C, a further and / or fourth heat insulating element 1D may also be provided. Preferably, the further and / or fourth heat insulating element 1D is provided and / or arranged on the inside and / or on one or more side walls of the housing 9. Preferably, the side walls are completely covered and / or thermally insulated by the fourth heat insulating element 1D. Preferably, in the battery 8 and / or the housing 9, the woven fabric layer and / or the woven fabric 21 - if present - is arranged on the side of the heat insulating elements 1A, 1C, 1D facing the inside 13. Preferably, the heat insulating elements 1A, 1C, 1D are arranged inside the housing 9 and / or on the inside 13 of the housing 9. The heat insulating elements 1A to 1D are preferably each arranged between one battery cell 12 and / or between a plurality of battery cells 12 and the housing 9. The battery cells 12 are preferably at least substantially completely and / or on all sides sealed and / or surrounded by one or more of the heat insulating elements 1A to 1D. The battery 8 and / or the housing 9 may have an outlet 23 for the escape of gas. This is illustrated as an example in FIG. 3.

[0038] The outlet 23 is preferably provided on the housing lid 11 and / or on the front side of the battery 8 and / or the housing 9. Preferably, the outlet 23 is formed by an opening passing through the housing lid 11 and / or the heat insulation element 1A. The outlet 23 allows the gas to escape from the housing 9 and thus reduces the risk of explosion. The outlet 23 may have a filter 24 for gas and / or a valve 25, in particular a one-way valve. It can be ensured by the valve that the gas can escape from the battery 8, but the gas cannot enter the battery 8. Figures 4 and 5 schematically illustrate the test preparation and / or test arrangement for performing temperature measurement on the heat insulation element 1 according to the present proposal.

[0039] In the tests carried out, the heat insulation function and / or heat insulation capacity of the proposed heat insulation element 1 were investigated. For this purpose, heat was specifically introduced into the housing 9 and / or the corresponding structure via a heating body 16, preferably a heating foil, in order to simulate the temperature conditions corresponding to uncontrolled heat generation and / or thermal runaway. The obtained temperature diagrams and / or temperature curves are shown in Figure 6 for the heat insulation element 1 with the first layer structure and in Figure 7 for the heat insulation element 1 with the second layer structure.

[0040] In the test preparation shown in Figure 4, in order to simulate uncontrolled heat generation and / or thermal runaway, a heating body 16 was inserted between a battery cell 12' - provided at the second position starting from the heat insulation element 1 - and a battery cell 12'' - provided at the third position starting from the heat insulation element 1 - and continuously heated to a temperature above 120°C, preferably above 200°C. At the same time, the resulting temperature curves and / or temperature rises of the heat insulation element 1 on the low-temperature side 17 facing away from the heating body 16 on the one hand and on the high-temperature side 18 facing the heating body 16 on the other hand were measured using a measuring device, in particular a thermocouple, and two measurements were carried out for each layer structure. The curves M1 and M2 in FIG. 6 illustrate the resulting temperature curves at the low-temperature side 17 of the heat-insulating element 1 having the first layer structure for each measurement, and the curves M1 and M2 in FIG. 7 illustrate the corresponding temperature curves for the heat-insulating element 1 having a different and / or second layer structure. Generally, the test setup illustrated in FIG. 4 is intended to investigate and / or verify the heat-insulating function regarding the suppression and / or delay of heat energy transfer to the adjacent battery cells 12 in the housing 9. The second test setup is different from the first test setup in that, as illustrated in FIG. 5, temperature curves are determined with the heat-insulating element 1 operating above the battery cell 12. This is intended to investigate and / or verify the heat-insulating function and / or the heat insulation for the interior adjacent to the battery 8, particularly the passenger compartment 15.

[0041] For this purpose, similar to the first experimental setup, in order to simulate uncontrolled heat generation and / or thermal runaway, a heating element 16, particularly a heating foil, is arranged between the adjacent battery cells 12 and heated to at least 120°C, preferably at least 200°C. On the one hand, the temperature profile and / or the temperature rise are recorded using measuring means, particularly thermocouples, at the low-temperature side 19 of the heat-insulating element 1 away from the heating element 16 and on the other hand at the high-temperature side 20 of the heat-insulating element 1 facing the heating element 16. The curve M3 in FIG. 6 illustrates the resulting temperature curve at the low-temperature side 19 of the heat-insulating element 1 having the first layer structure, and the curve M3 in FIG. 7 illustrates the resulting temperature curve for the second layer structure.

[0042] In the temperature diagram illustrated in FIG. 6, the following heat-insulating element 1 having the first layer structure was used:

Table 1

[0043] As described above, in order to avoid damage and / or short circuits and / or to prevent complete destruction and / or explosion of the battery 8, and in particular to protect the passenger compartment 15 from the release of heat, gas and / or fragments for a particularly long time, a temperature below 120°C, in particular below 80°C, should be maintained as long as possible on the low-temperature sides 17 and / or 19. The maximum temperature for all measurements was measured at 115.4°C on curve M3 (i.e., on the low-temperature side 19, in FIG. 5) after about 30 minutes. In this case, the maximum temperature on the high-temperature side 20 on the opposite side was 837°C. On curve M1 (first measurement on the low-temperature side 17, FIG. 4), the maximum temperature of 92.75°C was reached after about 20 minutes. In this case, the maximum temperature on the high-temperature side 18 on the opposite side was 730°C. On curve M2 (second measurement on the low-temperature side 17, FIG. 4), the maximum temperature of 89°C was reached after about 20 minutes. In this case, the maximum temperature on the high-temperature side 18 on the opposite side was 728°C. Curves M1 and M2 deviate only slightly from each other - as expected - since they are two measurements of the same test series (test preparation, FIG. 4).

[0044] A comparison of one curve M3 (test preparation, FIG. 5) with the other curves M1 and M2 (test preparation, FIG. 4) first shows that the maximum temperature (115.4°C) was measured on the low-temperature side 19. However, this temperature is only reached after more than 30 minutes - thus significantly later than in the case of the other curves M1 and M2. Until about 25 minutes after the heat is introduced, curve M3 clearly lies below the other two curves M1 and M2 and then only rises. In this regard, in particular in the first 20 to 25 minutes, efficient heat insulation on the low-temperature side 19 is enabled, and thus a high level of heat insulation for the interior adjacent to the outer side and / or for the passenger compartment 15.

[0045] In addition, the results show that since the maximum limit temperature of 120 °C is not reached for all the curves M1 to M3, heat transfer to and / or thermal runaway of the adjacent battery cells 12 is efficiently delayed and / or suppressed. This eliminates or at least minimizes the risk of damage and / or short circuit. Furthermore, the first layer structure can be realized at a relatively low cost.

[0046] Within the framework of the second temperature diagram illustrated in FIG. 7, the proposed heat insulating element 1 having the following second layer structure was used: [Table 2] The X-axis represents the passage of time in minutes. The axis starts from "0", starting from the point where the heating foils 14 and / or 15 are switched on, and starts the heat generation in the corresponding group of battery cells 12A to E (see FIG. 5). The Y-axis represents the temperature in °C. The curves start just above 20 °C, which is essentially the ambient temperature. The maximum temperature for all measurements was determined to be 76.5 °C at 10 minutes on curve M1 (i.e., the first measurement on the low-temperature side 17, FIG. 4). In this case, the maximum temperature on the high-temperature side 18 on the opposite side was 1300 °C. For curve M2, the maximum temperature of 75 °C was reached at 35 minutes on the low-temperature side 17 (in the second measurement according to FIG. 4). In this case, the maximum temperature on the high-temperature side 20 on the opposite side was 1000 °C. For curve M3, the maximum temperature of 70 °C was reached at 55 minutes on the low-temperature side 19. In this case, the maximum temperature on the high-temperature side 20 on the opposite side was 730 °C. As a result, since the preferred maximum limit temperature of 80 °C was not reached in all cases, even the accelerated degradation of the adjacent battery cells was avoided or at least reduced.

[0047] The comparison of one curve M3 (test preparation, Figure 5) with the other curves M1 and M2 (test preparation, Figure 4) shows that not only does the lowest maximum temperature (70 °C) exist on the low-temperature side 19 (curve M3), but this maximum temperature also occurs very late, at around 55 minutes. Nevertheless, the lowest temperature (730 °C) was also determined on the corresponding high-temperature side 20. Furthermore, it can be seen from Figure 7 that one significant temperature rise of curves M1 - M3 was only recorded after a time T of about 11 to 12 minutes.

[0048] The course described in Figure 6 is also confirmed on the low-temperature side 19, especially in the heat input during the first few minutes - up to about 45 minutes in Figure 7 - where the temperature is significantly lower than that of the low-temperature side 17 (curves M1 and M2). In this regard, the heat-insulating element 1 with the second-layer structure enables particularly effective heat insulation against the adjacent interior and / or area, especially the passenger compartment 15.

[0049] The comparison of the curves M1 - M3 in Figure 7 (second-layer structure) with the corresponding curves in Figure 6 (first-layer structure) also shows that a further improved heat-insulating function can be achieved with the second-layer structure. In particular, a reduction in the maximum temperature has been achieved, and the difference in curve M3 (first-layer structure: 115.4 °C compared to second-layer structure: 70.0 °C) is particularly significant. This demonstrates a particularly advantageous use of the second-layer structure as surface insulation. Generally, the multi-layer structure of the intermediate material 4, especially with a polyimide layer arranged internally as the intermediate layer 6, enables the second-layer structure to achieve an optimal reduction in heat transfer and thus a particularly efficient heat-insulating function. The polyimide layer protected by the non-woven fabric retains its structure even after a thermal explosion, and as a result, electrical insulation is maintained.

[0050] Overall, the tests show that the proposed heat-insulating element 1 is suitable for suppressing heat in the battery 8, for surface placement and / or insulation, i.e., especially for protecting the heat of the adjacent passenger compartment 15. The efficiency is optimal with the second-layer composite, and the first-layer composite allows for a relatively low-cost implementation with a similarly effective heat-insulating function. The present invention also relates to the proposed method of using the heat insulation element 1 on and / or within a battery 8, preferably a lithium-ion battery, in particular a traction battery for an electric vehicle. In particular, the heat insulation element 1 is placed on the surface of the housing 9 to provide heat insulation on the surface. Alternatively or additionally, the heat insulation element 1 for heat insulation is arranged between two adjacent battery cells 12. In particular, the heat insulation element 1 is preferably attached and / or fixed to the housing lid 11 and / or the upper part of the housing 9 with an adhesive. Particularly preferably, the heat insulation element 1 is mounted on the inner side 13 of the housing lid 11 facing the inside of the housing, especially over its entire surface. Preferably, the heat insulation element 1 is mounted and / or aligned horizontally and / or vertically on the inner side 13. In particular, at least one first heat insulation element 1A and at least one second heat insulation element 1B are used. The first heat insulation element 1A closes and / or thermally insulates the interior of the housing on the surface, and the second heat insulation element 1B is arranged between adjacent battery cells 12A - E. Preferably, the second heat insulation element 1B is attached to the first heat insulation element 1A, especially horizontally and / or vertically, preferably by adhesion, piercing or welding. As described above, the individual aspects of the present invention can be combined as desired, but can also be realized independently of each other. Preferred embodiments of the present invention are as follows. 〔1〕A first coating layer (2), a second coating layer (3), and a compressible and / or flexible intermediate material (4) disposed between the coating layers (2, 3) and including at least one heat-resistant fiber layer (5), wherein the multilayer heat insulation element (1) for thermal insulation of a battery (8) comprises: the fiber layer (5) is formed of a needle-punched nonwoven fabric, and / or the coating layers (2, 3) are weak in bending, and the heat insulation element (1) is compressible and flexibly flexible as a whole A multilayer heat insulation element, characterized in that. 〔2〕The heat insulation element according to 〔1〕above, characterized in that the fiber layer (5) is made of glass fiber or silicate fiber or a mixture thereof. 〔3〕The heat insulation element according to 〔1〕 or 〔2〕 above, characterized in that the fibers of the fiber layer (5) have a length of more than 30 mm, preferably more than 40 mm, particularly substantially 50 mm to 60 mm. 〔4〕The heat insulation element according to any one of 〔1〕 to 〔3〕 above, characterized in that the fibers have an average diameter of at least 4 μm, preferably at least 5 μm, particularly 6 μm to 15 μm. 〔5〕The heat insulation element according to any one of 〔1〕 to 〔4〕 above, characterized in that the fiber layer (5) is binder-free and / or free of melt beads. 〔6〕The heat insulation element according to any one of 〔1〕 to 〔5〕 above, characterized in that the intermediate material (4) has a multilayer structure including at least two fiber layers (5) separated from each other by an intermediate layer (6) that is heat-resistant, has high dielectric strength, and / or is weak in bending. 〔7〕The heat insulation element according to 〔6〕 above, characterized in that the intermediate layer (6) is composed of a heat-resistant and / or heat-reflective metal layer, preferably an aluminum layer, particularly an aluminum foil. 〔8〕The heat insulation element according to 〔6〕 above, characterized in that the intermediate layer (6) is composed of a heat-resistant and / or high-dielectric-strength plastic layer, preferably a polyimide layer, particularly a polyimide film. 〔9〕The heat insulation element according to any one of 〔1〕 to 〔8〕 above, characterized in that at least one of the coating layers (2, 3) is impermeable to water vapor, preferably airtight, and / or is designed to be water-repellent and / or waterproof. 〔10〕The heat insulation element according to any one of 〔1〕to 〔9〕above, characterized in that the coating layer (2, 3) has a thickness of less than 1 mm, preferably less than 0.5 mm, particularly less than 0.1 mm. 〔11〕The heat insulation element according to any one of 〔1〕to 〔10〕above, characterized in that at least one coating layer (2, 3) is formed as a heat-resistant metal layer, preferably an aluminum foil. 〔12〕The heat insulation element according to any one of 〔1〕to 〔11〕above, characterized in that at least one coating layer (2, 3) is formed as a heat-resistant plastic layer, preferably a polyimide film. 〔13〕The heat insulation element according to any one of 〔1〕to 〔12〕above, characterized in that at least one coating layer (2, 3) is formed as a heat-resistant cloth layer, preferably a glass cloth foil. 〔14〕The heat insulation element according to any one of 〔1〕to 〔13〕above, characterized in that at least one coating layer (2, 3), particularly both coating layers (2, 3), is designed as a heat-resistant mica layer, preferably a mica paper layer or a mica plate. 〔15〕The heat insulation element according to any one of 〔1〕to 〔14〕above, characterized in that at least one coating layer (2, 3) or the additional layer (21) is formed by a woven fabric (21). 〔16〕The heat insulation element according to 〔15〕above, characterized in that the woven fabric (21) is a metal mesh, particularly a wire mesh made of stainless steel and / or aluminum, and / or contains metal fibers, particularly stainless steel fibers and / or aluminum fibers. 〔17〕The heat insulation element according to 〔15〕or 〔16〕above, characterized in that the woven fabric (21) is a glass fiber cloth and / or contains glass fibers. 〔18〕The heat insulation element according to any one of 〔15〕to 〔17〕above, characterized in that the woven fabric (21) is a carbon fiber cloth and / or contains carbon fibers. 〔19〕The heat insulation element according to any one of 〔15〕to 〔18〕above, characterized in that the woven fabric (21) is a silicate cloth and / or contains silicate fibers. 〔20〕The heat insulation element according to any one of 〔1〕to 〔19〕above, characterized in that the first coating layer (2) is designed as a mica layer, preferably a mica paper layer, and the second coating layer (3) is designed as an aluminum layer, preferably an aluminum foil. 〔21〕The heat insulation element according to any one of 〔1〕to 〔19〕above, wherein the first coating layer (2) is formed as a mica layer, preferably a mica paper layer or a mica plate, and the second coating layer (3) is formed as a polyimide layer, preferably a polyimide film. 〔22〕The heat insulation element according to any one of 〔1〕to 〔19〕above, wherein the first coating layer (2) is formed as a woven fabric (21), preferably a metal mesh, a glass fiber cloth, a carbon fiber cloth or a silicate cloth, and the second coating layer (3) is formed as an aluminum layer, preferably an aluminum foil. 〔23〕The heat insulation element according to any one of 〔1〕to 〔19〕above, wherein the first coating layer (2) is formed as a woven fabric (21), preferably a metal mesh, a glass fiber cloth, a carbon fiber cloth or a silicate cloth, and the second coating layer (3) is formed as a polyimide layer, preferably a polyimide film. 〔24〕The heat insulation element according to any one of 〔1〕to 〔19〕above, wherein the first coating layer (2, 3) is formed as a heat-resistant mica layer, preferably a mica paper layer or a mica plate, and the second coating layer (3) is formed as a woven fabric (21), preferably a metal mesh, a glass fiber cloth, a carbon fiber cloth, a silicate cloth or a blended fabric. 〔25〕The heat insulation element according to any one of 〔1〕to 〔24〕above, wherein the heat insulation element (1) has, in addition to the coating layers (2, 3), an additional layer (22) of a woven fabric (21), preferably a metal mesh, a glass fiber cloth, a carbon fiber cloth, a silicate cloth or a blended fabric. 〔26〕The heat insulation element according to 〔25〕above, wherein the additional layer (22) is disposed outside the heat insulation element (1). 〔27〕The heat insulation element according to any one of 〔1〕to 〔26〕above, wherein the coating layers (2, 3) and the intermediate material (4) are connected to each other using adhesive bonding. 〔28〕The heat insulation element according to any one of 〔1〕to 〔27〕above, wherein at least one of the coating layers (2, 3) and / or the intermediate layer (6) has an insulation withstand voltage of more than 1 kV / mm, preferably more than 1.5 kV / mm, particularly more than 2 kV / mm. 〔29〕The heat insulation element (1) is less than 1500 g / m 2 preferably less than 1300 g / m 2 particularly less than 1000 g / m 2 The heat insulation element according to any one of items [1] to

[28] above, characterized by having a mass per unit area of less than.

[30] The fiber layer (5) and / or the intermediate material (4) has a mass per unit area of less than 1000 g / m 2 less than, preferably less than 800 g / m 2 less than, particularly less than 600 g / m 2 The heat insulation element according to any one of items [1] to

[29] above, characterized by having a mass per unit area of less than.

[31] The heat insulation element (1) and / or the fiber layer (5) has a mass per unit area of more than 150 g / m 2 more than, preferably more than 200 g / m 2 more than, particularly preferably more than 300 or 400 g / m 2 The heat insulation element according to any one of items [1] to

[30] above, characterized by having a mass per unit area of more than.

[32] The heat insulation element (1) has a thickness of less than 7 mm, preferably less than 6 mm, particularly 2 - 3 mm, according to any one of items [1] to

[31] above.

[33] The heat insulation element (1) has an insulation breakdown voltage of more than 20 kV / mm, preferably more than 30 kV / mm, particularly 40 - 70 kV / mm, according to any one of items [1] to

[32] above.

[34] The heat insulation element (1) is at least somewhat adhesive or has an adhesive layer (7) on at least one flat side, according to any one of items [1] to

[33] above.

[35] A housing (9), at least one multi-layer heat insulation element (1) disposed in and / or on the housing (9) for heat insulation and fire protection, A battery (8), preferably a lithium-ion battery, particularly a traction battery for an electric vehicle, comprising: The battery, characterized in that the heat insulation element (1) is designed according to any one of items [1] to

[34] above.

[36] The heat insulation element (1) at least partially, preferably completely and / or over the entire surface, overlaps or covers and / or thermally insulates the battery (8), the housing (9), the housing lid (11) and / or the battery cell (12), and / or thermally insulates them, according to the battery described in

[35] above.

[37] The battery according to

[35] or

[36] above, characterized in that the heat insulation element (1) is attached and / or fixed, preferably adhered, to the housing lid (11) and / or the upper part of the housing (9). 〔38〕The battery according to any one of 〔36〕 or 〔37〕, characterized in that the heat insulation element (1) is inside the housing lid (11) and / or the housing (9), and is attached to the inner side (13) facing the inside of the housing, in particular over its entire surface. 〔39〕The battery according to any one of 〔35〕 to 〔38〕, characterized in that the heat insulation element (1) for heat insulation is arranged between two adjacent battery cells (12) of the battery (8). 〔40〕The battery according to any one of 〔35〕 to 〔39〕, characterized in that the heat insulation element (1) is provided and / or arranged at the lower side of the internal space and / or at the base of the inner side (13) of the housing (9), in particular over its entire surface. 〔41〕The battery according to any one of 〔35〕 to 〔40〕, characterized in that at least one first heat insulation element (1A) and at least one second heat insulation element (1B) are provided, the first heat insulation element (1A) closing and / or heat insulating the inside of the housing on the outside, and the second heat insulation element (1B) being arranged between adjacent battery cells (12). 〔42〕The battery according to 〔41〕, characterized in that the second heat insulation element (1B) is attached to the first heat insulation element (1A) in a heat insulation manner, preferably horizontally and / or vertically, and preferably by adhesion, stitching or welding. 〔43〕The battery according to any one of 〔35〕 to 〔42〕, characterized in that a plurality of heat insulation elements (1B) are provided, each being arranged between adjacent battery cells (12), in particular between all battery cells (12). 〔44〕The battery according to any one of 〔35〕 to 〔43〕, characterized in that at least one first heat insulation element (1A) and at least one further and / or third heat insulation element (1C) are provided, the first heat insulation element (1A) being arranged at the upper side inside the housing (9) and / or on the housing lid (11) of the housing (9), and the further and / or third heat insulation element (1C) being provided and / or arranged at the lower side of the internal space and / or at the bottom of the inner side (13) of the housing (9). 〔45〕At least one first heat-insulating element (1A) and at least one further and / or fourth heat-insulating element (1D) are provided, the first heat-insulating element (1A) being provided above the internal space (13) of the housing and / or on the housing lid (11) of the housing (9), and the further and / or fourth heat-insulating element (1D) being provided and / or arranged on the inner side (13) and / or on one or more side walls of the housing (9), the battery according to any one of paragraphs

[35] to

[44] . 〔46〕The battery cells (12) of the battery (8) are at least substantially completely and / or on all sides sealed or surrounded by one or more heat-insulating elements (1, 1A, 1B, 1C, 1D), the battery according to any one of paragraphs

[35] to

[45] . 〔47〕The battery (8) and / or the housing (9) has an outlet (22) for the escape of gas, the battery according to any one of paragraphs

[35] to

[46] . 〔48〕The outlet (22) includes a filter (23) and / or a valve (24), the battery according to

[47] . 〔49〕Use of a multi-layer heat-insulating element (1) for heat insulation of a battery (8), comprising a long-fiber needle-punched nonwoven fabric as a fiber layer (5) and / or the multi-layer and overall flexible and compressible heat-insulating element (1) according to any one of paragraphs [1] to

[33] being arranged between adjacent battery cells (12) and / or above the battery cells (12) for heat insulation, the use.

Description of Symbols

[0051] 1 Heat insulation element 1A (First) heat insulation element 1B (Second) heat insulation element 1C (Third) heat insulation element 1D (Fourth) heat insulation element 2 First coating layer 3 Second coating layer 4 Intermediate material 5 Fiber layer 6 Intermediate layer 7 Adhesive layer 8 Battery 9 Housing 10 Lower housing part 11 Housing lid / Upper housing part 12, 12’, 12” Battery cells 13 Inside 14 Vehicle 15 Passenger compartment 16 Heating element 17 Low-temperature side vertical surface 18 High-temperature side vertical surface 19 Low-temperature side horizontal plane (above the battery) 20 High-temperature side horizontal plane (above the battery) 21 Woven fabric 22 Additional layer 23 Outlet 24 Filter 25 Valve M curve T time X axis Y axis

Claims

1. a first coating layer (2); a second coating layer (3); a compressible and flexible intermediate material (4) disposed between the first coating layer (2) and the second coating layer (3) and including at least one heat-resistant fiber layer (5); A multilayer heat insulation element (1) for heat insulation and / or fire protection of a traction battery of an electric vehicle, comprising: wherein the heat-resistant fiber layer (5) is formed of a needle-punched nonwoven fabric; wherein at least one of the first coating layer (2) and the second coating layer (3) is a heat-resistant mica layer; Multilayer heat insulation element.

2. The multilayer heat insulation element according to claim 1, wherein the heat-resistant fiber layer (5) is made of glass fiber, made of silicate fiber, or made of a mixture of glass fiber and silicate fiber.

3. The multilayer heat insulation element according to claim 1 or 2, wherein the fibers of the heat-resistant fiber layer (5) have a length exceeding 30 mm.

4. The multilayer heat insulation element according to any one of claims 1 to 3, wherein the fibers of the heat-resistant fiber layer (5) have an average diameter of at least 4 μm.

5. The multilayer heat insulation element according to any one of claims 1 to 4, wherein the heat-resistant fiber layer (5) has a heat resistance exceeding 250 °C.

6. The multilayer heat insulation element according to any one of claims 1 to 5, wherein the multilayer heat insulation element (1) has a compression hardness of less than 40 kPa.

7. The multilayer heat insulation element according to any one of claims 1 to 6, wherein at least one of the first coating layer (2) and the second coating layer (3) has an insulation withstand voltage of more than 1 kV / mm.

8. The multilayer heat insulation element according to any one of claims 1 to 7, wherein at least one of the first coating layer (2) and the second coating layer (3) is designed to be impermeable to water vapor, airtight, water-repellent and / or waterproof.

9. The multilayer heat insulation element according to any one of claims 1 to 8, wherein the multilayer heat insulation element (1) has a thickness of less than 7 mm.

10. The multilayer heat insulation element according to any one of claims 1 to 9, wherein at least one of the first coating layer (2) and the second coating layer (3) is formed as a heat-resistant metal layer or an aluminum foil.

11. The multilayer heat insulation element according to any one of claims 1 to 10, wherein at least one of the first coating layer (2) and the second coating layer (3) is formed as a heat-resistant plastic layer or a polyimide film.

12. The multilayer heat insulation element according to any one of claims 1 to 11, wherein at least one of the first coating layer (2) and the second coating layer (3) is formed as a heat-resistant cloth layer or a glass cloth foil.

13. The multilayer heat insulation element according to any one of claims 1 to 12, wherein at least one of the first coating layer (2) and the second coating layer (3) is formed by a woven fabric (21).

14. The multilayer heat insulation element according to claim 13, wherein the woven fabric (21) is a metal mesh and / or contains metal fibers.

15. The multilayer heat insulation element according to any one of claims 1 to 14, wherein the multilayer heat insulation element (1) has an additional layer of a woven fabric (21), and the woven fabric (21) contains or consists of at least one of glass fibers, carbon fibers, silicate fibers, or a mixture thereof.

16. The multilayer heat insulation element according to any one of claims 1 to 15, wherein the coating layers (2, 3) and the intermediate material (4) are connected to each other using an adhesive bond.

17. The multilayer heat insulation element according to any one of claims 1 to 16, wherein the multilayer heat insulation element (1) is at least somewhat adhesive or has an adhesive layer (7) on at least one flat side.

18. The multilayer heat insulation element (1) has a unit area mass of less than 1500 g / m 2 The multilayer heat insulation element according to any one of claims 1 to 17, wherein the heat-resistant fiber layer (5) and / or the intermediate material (4) has a unit area mass of less than 1000 g / m2.

19. A housing (9), At least one multilayer heat insulation element (1) disposed inside the housing (9) for thermal insulation and fire protection, A traction battery for an electric vehicle comprising: The battery, wherein the multilayer heat insulation element (1) is designed according to any one of claims 1 to 18.

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