Frame for battery module of electric vehicle

Abstract

The present invention relates to an electric vehicle battery module frame. Specifically, the present invention relates to an electric vehicle battery module frame that has excellent dimensional accuracy and strength to stably support and protect an electric vehicle battery module, improves battery performance by stably maintaining the temperature of the electric vehicle battery module through excellent heat dissipation, is advantageous for weight reduction, and can reduce manufacturing costs.

Description

Technology Field

[0001] The present invention relates to an electric vehicle battery module frame. Specifically, the present invention relates to an electric vehicle battery module frame that has excellent dimensional accuracy and strength to stably support and protect an electric vehicle battery module, improves battery performance by stably maintaining the temperature of the electric vehicle battery module through excellent heat dissipation, is advantageous for weight reduction, and can reduce manufacturing costs. Background Technology

[0002] For electric vehicles, battery stability and performance serve as the most important factors determining the marketability of the vehicle, such as driving range. In particular, battery performance is significantly affected by ambient temperature, and generally, it must be maintained at a temperature between 0 and 40°C to achieve adequate performance.

[0003] However, batteries generate heat during charging or discharging (operation), which can raise the ambient temperature and degrade battery performance. Additionally, because it is necessary to protect the battery from external impacts such as accidents or vibrations of the electric vehicle itself, a frame is used to mount, stably support, and protect the battery.

[0004] A conventional battery module frame can be formed in the shape of a metal box capable of accommodating multiple battery cells constituting the battery module, and such a metal frame can stably protect the battery cells from external impacts with high mechanical strength and can rapidly dissipate heat emitted from the battery cells out of the battery module with high thermal conductivity.

[0005] Generally, for an electric vehicle to achieve the same driving range as an internal combustion engine vehicle, it requires about 360 to 400 kg of battery, with the battery module frame accounting for about 10 to 20% of that weight. Therefore, if the weight of the battery module frame can be reduced, more battery cells can be installed, which can lead to an increase in driving range.

[0006] Therefore, conventional metal battery module frames are being changed from conventional iron materials with a specific gravity of 7.8 g / cm³ to lightweight aluminum materials with a specific gravity of 2.7 g / cm³ for weight reduction. However, aluminum materials generally have low productivity because forming is difficult, and since they are manufactured by an extrusion process, there is a problem of increased processing costs due to additional processes such as chamfering, which involves beveling or rounding the corners of members with angular cross-sections.

[0007] In particular, electric vehicle battery module frames must form a precisely standardized space to accommodate a fixed number of battery cells in order to stably protect the battery modules from shocks caused by vibrations of the electric vehicle, and must ensure dimensional stability with very precise tolerances, such as the spacing between battery cells and their placement within the battery pack, for instance, with a tolerance of ±0.3 mm. However, battery module frames made of metal materials, which are conventionally difficult to form, have a problem in that it is difficult to sufficiently ensure such dimensional precision.

[0008] Recently, there has been a trend toward weight reduction by applying plastic materials that are lighter than aluminum; however, plastics generally have much lower thermal conductivity than metals, which leads to a problem of degraded heat dissipation characteristics. Although thermally conductive fibers or additives capable of partially improving heat dissipation performance are used by filling plastics, these materials are expensive and still have the disadvantage of having insufficient heat dissipation performance compared to conventional metal materials.

[0009] Therefore, there is an urgent need for an electric vehicle battery module frame that can stably support and protect the battery module with excellent dimensional precision and strength, improve battery performance by maintaining the temperature of the battery module stably through excellent heat dissipation, and is advantageous for weight reduction and manufacturing cost reduction. The problem to be solved

[0010] The present invention aims to provide an electric vehicle battery module frame that can stably support and protect an electric vehicle battery module by having excellent dimensional accuracy and strength.

[0011] In addition, the present invention aims to provide an electric vehicle battery module frame capable of improving battery performance by stably maintaining the temperature of the electric vehicle battery module through an excellent heat dissipation effect.

[0012] Furthermore, the present invention aims to provide an electric vehicle battery module frame that is advantageous for weight reduction and can reduce manufacturing costs. means of solving the problem

[0013] To solve the above problem, the present invention,

[0014] The electric vehicle battery module frame comprises an upper housing having an open bottom surface and a hollow space for mounting a battery module inside, and a lower plate coupled to the open bottom surface of the upper housing, wherein the upper housing may be made of a plastic material, the lower plate may be made of a metal material or a thermally conductive plastic material, and the lower plate has a thermal conductivity of 0.5 to 1,000 W / m·K.

[0015] Herein, an electric vehicle battery module frame is provided, characterized in that the upper housing and the lower plate are joined by insert injection molding.

[0016] Additionally, the electric vehicle battery module frame is characterized in that the surface of the lower plate that is joined to the upper housing is at least partially curved or has a notch or hole formed therein, and the length when the curved surface is flattened is at least 10% larger than the length between the two ends before flattening.

[0017] In addition, the electric vehicle battery module frame is provided, characterized in that the surface of the lower plate that is coupled to the upper housing has a surface roughness (Ra) of 6 or higher, a surface roughness (Rmax) of 25 or higher, and a surface roughness (Rz) of 25 or higher.

[0018] Furthermore, the above-described upper housing is characterized by having a tensile strength of 30 to 500 MPa according to ASTM D638, a flexural strength of 50 to 400 MPa according to ASTM D790, a combustion time of 60 seconds or less according to the UL-94 V test, a heat deformation temperature of 50 to 300℃ according to ASTM D648, an Izod impact strength of 1 kJ / ㎡ or more according to ASTM D256, and a shrinkage rate of 0.03 to 3% according to ASTM D955.

[0019] Herein, the plastic material forming the upper housing comprises one or more engineering plastics selected from the group consisting of polyamide (PA), modified polyphenylene oxide (mPPO), polybutyl terephthalate (PBT), polyethyl terephthalate (PET), polycarbonate (PC), and epoxy, and one or more reinforcing additives selected from the group consisting of glass fiber, carbon fiber, aramid fiber, carbon nanotube, graphene, and carbon black, thereby providing an electric vehicle battery module frame.

[0020] Additionally, the electric vehicle battery module frame is provided, characterized in that the engineering plastic comprises modified polyphenylene oxide (mPPO), the modified polyphenylene oxide (mPPO) comprises a composite resin mixed with a polyphenylene oxide (PPO) base resin and an additional resin of polystyrene (PS) or polyamide (PA), and the weight ratio of the base resin to the additional resin is 95:5 to 20:80.

[0021] Herein, an electric vehicle battery module frame is provided, characterized in that the content of the reinforcing additive is 3 to 100 parts by weight based on 100 parts by weight of the engineering plastic.

[0022] Meanwhile, the above-mentioned thermally conductive plastic material comprises one or more engineering plastics selected from the group consisting of polyamide (PA), modified polyphenylene oxide (mPPO), polybutyl terephthalate (PBT), polyethyl terephthalate (PET), polycarbonate (PC), and epoxy, and one or more thermally conductive additives selected from the group consisting of carbon fiber, carbon nanotube, graphene, aluminum nitride, boron nitride, silicon carbide, carbon black, and metal powder, characterized in that it comprises an electric vehicle battery module frame.

[0023] In addition, the electric vehicle battery module frame is provided, characterized in that the content of the thermally conductive additive is 3 to 200 parts by weight based on 100 parts by weight of the engineering plastic.

[0024] Meanwhile, the present invention provides an electric vehicle battery module frame characterized by having a cooling plate disposed on the lower portion of the lower plate, wherein a refrigerant flow path through which refrigerant can flow is formed.

[0025] Herein, an electric vehicle battery module frame is provided, characterized in that the ratio of the planar cross-sectional area of ​​the refrigerant flow path to the total planar cross-sectional area, measured at the cross-section where the planar cross-sectional area of ​​the refrigerant flow path is maximized among the cross-sections of the cooling plate, is 50% or more. Effects of the invention

[0026] The electric vehicle battery module frame according to the present invention exhibits excellent dimensional precision and strength through the combination of an upper housing made of a specific plastic material and a lower plate having a thermal conductivity of a certain level or higher, thereby enabling stable support and protection of the electric vehicle battery module, while simultaneously improving battery performance by stably maintaining the temperature of the electric vehicle battery module through an excellent heat dissipation effect.

[0027] In addition, the electric vehicle battery module frame according to the present invention exhibits excellent effects that are advantageous for weight reduction and can reduce manufacturing costs through the use of a specific plastic material. Brief explanation of the drawing

[0028] FIG. 1 schematically illustrates an exploded perspective view of one embodiment of an electric vehicle battery module frame according to the present invention. Figure 2 schematically illustrates a perspective view of an electric vehicle battery module frame shown in Figure 1. FIG. 3 schematically illustrates an exploded perspective view relating to another embodiment of an electric vehicle battery module frame according to the present invention. FIG. 4 is a schematic perspective view of the electric vehicle battery module frame illustrated in FIG. 3. FIG. 5 schematically illustrates an embodiment in which a cooling plate is placed on the lower part of the electric vehicle battery module frame shown in FIG. 2. Specific details for implementing the invention

[0029] Hereinafter, preferred embodiments of the present invention will be described in detail. However, the present invention is not limited to the embodiments described herein and may be embodied in other forms. Rather, the embodiments introduced herein are provided to ensure that the disclosed content is thorough and complete, and to ensure that the spirit of the present invention is sufficiently conveyed to those skilled in the art. Throughout the specification, the same reference numerals indicate the same components.

[0030] FIG. 1 schematically illustrates an exploded perspective view of one embodiment of an electric vehicle battery module frame according to the present invention, and FIG. 2 schematically illustrates a perspective view of the electric vehicle battery module frame shown in FIG. 1.

[0031] As illustrated in FIGS. 1 and 2, the electric vehicle battery module frame (100) according to the present invention may include a 'C'-shaped upper housing (110) having an open bottom surface and an empty space in which a battery module containing a plurality of battery cells can be mounted, and the front and back surfaces are open so that the battery module can be inserted, and a lower plate (120) coupled to the open bottom surface of the upper housing (110).

[0032] Here, the upper housing (110) may be made of a plastic material. Since the upper housing (110) is made of a plastic material, injection molding is possible unlike conventional metal frames, so the dimensional accuracy is greatly improved. This allows for a tighter seal between the inner wall of the upper housing (110) and the battery module, thereby minimizing the empty space between them. This enables the battery module to be supported and protected more stably even during vibrations of the electric vehicle, and prevents the heat dissipation effect from being reduced due to the empty space.

[0033] Specifically, the above plastic material may have reinforcing additives such as glass fiber, carbon fiber, aramid fiber, carbon nanotube, graphene, carbon black, preferably glass fiber added to engineering plastics such as polyamide (PA), modified polyphenylene oxide (mPPO), polybutyl terephthalate (PBT), polyethyl terephthalate (PET), polycarbonate (PC), epoxy, preferably modified polyphenylene oxide (mPPO).

[0034] Here, the content of the reinforcing additive may be 3 to 100 parts by weight, preferably 5 to 80 parts by weight, and more preferably 5 to 70 parts by weight, based on 100 parts by weight of the engineering plastic. If the content of the reinforcing additive is less than 3 parts by weight, the intended mechanical properties such as tensile strength and flexural strength of the upper housing (110) cannot be satisfied, whereas if it exceeds 100 parts by weight, the wear of the screw, mold, etc. of the injection molding machine during the injection molding to manufacture the upper housing (110) is severe, which reduces productivity, and the specific gravity of the plastic material increases, which increases the weight of the upper housing (110), and some mechanical properties such as impact strength may decrease.

[0035] In particular, the modified polyphenylene oxide (mPPO) may include a composite resin in which an additional resin such as polystyrene (PS) or polyamide (PA) is mixed with a polyphenylene oxide (PPO) base resin, and the weight mixing ratio of the polyphenylene oxide resin (PPO) and the additional resin such as polystyrene (PS) or polyamide (PA) may be 95:5 to 20:80, preferably 90:10 to 20:80, and more preferably 80:20 to 20:80.

[0036] Here, when the weight mixing ratio exceeds 95:5, the processing temperature of the plastic material is high, which reduces moldability and increases manufacturing costs, whereas when it is less than 20:80, the heat deformation temperature of the plastic material is low, which reduces heat resistance and mechanical properties such as impact strength.

[0037] The above plastic material may have excellent mechanical strength to protect the battery module from external impact, for example, a tensile strength of 30 to 500 MPa, preferably 50 to 400 MPa, more preferably 70 to 300 MPa, measured under a load of 20 kN at a speed of 5 mm / min according to the standard ASTM D638, and a flexural strength of 50 to 400 MPa, preferably 80 to 300 MPa, more preferably 100 to 250 MPa, measured under a load of 20 kN at a speed of 5 mm / min according to the standard ASTM D790.

[0038] Here, if the tensile strength of the plastic material is less than 30 MPa, the minimum mechanical properties required to protect the battery module from external impact may not be satisfied, whereas if it exceeds 500 MPa, the injection processability may be reduced due to an excessive amount of additives and manufacturing costs may increase unnecessarily.

[0039] In addition, if the flexural strength of the plastic material is less than 50 MPa, it may be difficult to withstand mechanical stress caused by thermal expansion of the battery module, whereas if it exceeds 400 MPa, injection processability may be reduced and manufacturing costs may increase unnecessarily due to an excessive amount of additives.

[0040] Meanwhile, the above plastic material may have excellent flame retardancy capable of withstanding fire, for example, a burning time of 60 seconds or less after primary contact with a flame 20 mm long for 10 seconds according to the standard UL-94 V test, preferably a burning time of 30 seconds or less, more preferably a burning time of 90 seconds or less after secondary contact with a flame 10 seconds, and a burning time of 60 seconds or less, and a high heat deformation temperature capable of withstanding heat emitted from a battery module, for example, a heat deformation temperature of 50 to 300°C, preferably 80 to 270°C, more preferably 100 to 250°C, which is the temperature at which the specimen sags 0.254 mm while the oil is heated at a rate of 120°C / hr after preheating the specimen by immersing it in oil for 5 minutes according to the standard ASTM D648.

[0041] Here, if the heat deformation temperature of the plastic material is less than 50°C, deformation such as warping of the upper housing (110) may occur due to the heat generated in the battery module, whereas if it exceeds 300°C, the melting point is too high, so compounding and injection moldability are significantly reduced and manufacturing costs may increase unnecessarily.

[0042] In addition, the plastic material may have excellent low-temperature impact characteristics that allow it to be used in low-temperature environments, for example, an Izod impact strength of 1 kJ / m² or more, preferably 3 kJ / m² or more, and more preferably 5 kJ / m² or more, measured when the specimen is cut by striking it with a hammer after being left in a chamber at -30°C for 30 minutes or more according to the standard ASTM D256.

[0043] Here, if the Izod impact strength of the plastic material is less than 1 kJ / m², the battery module cannot be adequately protected, such as by damage caused by collision accidents in low-temperature environments like winter. Meanwhile, while it is desirable for the low-temperature impact strength to be as high as possible, it is desirable to maintain an appropriate level due to the trade-off with tensile strength, flexural strength, flame retardancy, etc.

[0044] In addition, the plastic material may have a shrinkage rate that exhibits excellent dimensional accuracy, for example, a shrinkage rate of 0.03 to 3%, preferably 0.05 to 2%, and more preferably 0.1 to 1%, measured after injection into a mold at a temperature of 23±2℃ and a humidity of 50±5% according to the standard ASTM D955 and separation after 24±0.5 hours. If the shrinkage rate is less than 0.03%, characteristics such as injection productivity are degraded due to an excessive amount of additives, whereas if it exceeds 3%, it is difficult to satisfy a dimensional accuracy of ±0.3 mm.

[0045] The upper housing (110) may be formed in a 'U' shape with the front and back sides open so that a battery module can be inserted, but the front and back sides may be covered with a front plate and a rear plate made of the same plastic material as the upper housing (110).

[0046] The upper housing (110) can be combined with a lower plate (120) made of a different material from the upper housing (110), and the upper housing (110) and the lower plate (120) can be combined by insert injection molding.

[0047] That is, the lower plate (120) is manufactured in advance and inserted into the injection mold, and then the plastic material of the upper housing (110) is injected into the mold to form a box-shaped structure. At this time, in order to increase the adhesion between different materials, irregularities may be formed on the adhesive surface or the surface roughness of the adhesive surface may be roughened to increase the adhesion area.

[0048] The lower plate (120) may be made of a metal material with high thermal conductivity such as aluminum, copper, or iron, but may also be made of a plastic material filled with a thermally conductive additive including carbon fiber, carbon nanotube, graphene, aluminum nitride, boron nitride, silicon carbide, carbon black, aluminum, and metal powder such as aluminum, preferably in an engineering plastic such as polyamide (PA), modified polyphenylene oxide (mPPO), polybutyl terephthalate (PBT), polyethyl terephthalate (PET), polycarbonate (PC), or epoxy. In order to secure the heat dissipation characteristics of the battery module frame, the lower plate (120) may be made of a material having a thermal conductivity of 0.5 to 1,000 W / m·K, preferably 1 to 600 W / m·K, and more preferably 2 to 300 W / m·K, whether made of a metal material or a plastic material.

[0049] If the thermal conductivity of the material forming the lower plate (120) is less than 0.5 W / m·K, the heat dissipation characteristics may be insufficient, which may cause a decrease in the performance of the battery module, whereas if it exceeds 1,000 W / m·K, the problem of reduced processability and unnecessary increase in manufacturing costs may occur due to the addition of an excessive amount of thermally conductive additive.

[0050] Specifically, when the lower plate (120) is formed from a plastic material, the content of the thermal conductive additive may be 3 to 200 parts by weight, preferably 5 to 170 parts by weight, and more preferably 10 to 150 parts by weight, based on 100 parts by weight of the engineering plastic. Here, if the content of the thermal conductive additive is less than 3 parts by weight, it is difficult to achieve a thermal conductivity of 0.5 W / m·K or higher, and if it exceeds 200 parts by weight, the specific gravity of the plastic material exceeds 2 g / cm³, so the lightweighting of the battery module frame may be insufficient.

[0051] The surface of the lower plate (120) that is joined to the upper housing (110) is suitable to be at least partially curved, not flat, or have notches or holes formed therein. For example, when the curved surface is flattened, the length may be at least 10%, preferably at least 20%, and more preferably at least 30% larger than the length between the two ends before flattening. This is to maximize the contact area where the lower plate (120) and the upper housing (110) are joined so that they can be more firmly bonded and joined.

[0052] Specifically, the surface roughness (Ra) of the bonding surface of the lower plate (120) may be 6 or more, preferably 25 or more, the surface roughness (Rmax) may be 25 or more, preferably 100 or more, and the surface roughness (Rz) may be 25 or more, preferably 100 or more.

[0053] FIG. 3 schematically illustrates an exploded perspective view of another embodiment of an electric vehicle battery module frame according to the present invention, and FIG. 4 schematically illustrates a perspective view of the electric vehicle battery module frame shown in FIG. 3.

[0054] As illustrated in FIGS. 3 and 4, the electric vehicle battery module frame (100') according to the present invention may have a lower plate (120') having a 'C' shape such as an upper housing (110'), and by having both the lower plate (120') and the upper housing (110') having a 'C' shape, the dimensional accuracy of the internal empty space in which the battery module is mounted can be further improved.

[0055] FIG. 5 schematically illustrates an embodiment in which a cooling plate is placed on the lower part of the electric vehicle battery module frame shown in FIG. 2.

[0056] As shown in FIG. 5, a cooling plate (300) may be disposed on the lower part of the lower plate (120) in which a refrigerant such as cooling water can flow through a refrigerant channel formed therein.

[0057] The above cooling plate (300) has a refrigerant flow path (310) formed therein through which a refrigerant, such as cooling water, can flow, and may be made of a metal material such as aluminum. Since the above lower plate (120) has a higher thermal conductivity than the above upper housing (110), it can perform the function of dissipating heat by rapidly absorbing most of the thermal energy from the battery module and transferring it to the cooling plate (300).

[0058] Here, the ratio of the planar cross-sectional area of ​​the refrigerant flow path (310) to the total planar cross-sectional area measured at the cross-sectional area of ​​the refrigerant flow path (310) that is maximized among the cross-sectional areas of the cooling plate (300) may be about 50% or more, preferably about 70% or more, and accordingly, the heat dissipation ratio, that is, the ratio of the heat amount of the cooling plate (300) to the total heat amount of the battery module frame, may be 70% or more, preferably 80% or more, and if the cross-sectional ratio is less than 50% or the heat dissipation ratio is less than 70%, the rapid thermal energy absorption of the lower plate (300) and the resulting heat dissipation characteristics may be insufficient.

[0060] [Example]

[0062] 1. Preparation Example

[0064] A battery module frame of the same size was manufactured using the configuration listed in the table below.

[0066] Example 1 Example 2 Comparative Example 1 Comparative Example 2 upper housing Plastic 1 Plastic 1 Plastic 1 aluminum lower plate aluminum Plastic 2 Plastic 1 aluminum cooling plate aluminum aluminum aluminum aluminum

[0067] - Plastic 1: Modified polyphenylene oxide + glass fiber (Thermal conductivity: 0.4 W / m·K) - Plastic 2: Thermally conductive plastic (Thermal conductivity: 1 W / m·K)

[0068] - Aluminum: 6,000 series aluminum

[0070] 2. Evaluation of Heat Dissipation Characteristics

[0072] In each of the examples and comparative examples, a thermocouple was attached to the center of each side of the battery module frame, and while moving cooling water (density: 1069 kg / m²; kinematic viscosity: 0.002758 kg / ms; flow rate: 0.02 m / s) through a cooling plate, heat was applied through the electric heating of the battery module mounted inside, and the temperature of each thermocouple was measured to calculate the amount of heat generated and the heat dissipation ratio on each side. The measurement results are as shown in Table 2 below.

[0074] upper surface lower surface Left side Back Example 1 Cooling water surface area ratio (%) 50 70 50 70 50 70 50 70 Heat generation (W) 8.4 8.7 73.2 74.9 3.9 3.6 1.7 1.5 Heat dissipation ratio (%) 9.1 8.4 79.2 80.7 4.2 3.8 1.8 1.7 Maximum temperature (°C) 37.4 36.3 36.9 35.6 36.8 35.6 37.4 36.3 Example 2 Cooling water surface area ratio (%) 50 70 50 70 50 70 50 70 Heat generation (W) 9.7 9.4 70.2 71.9 4.6 4.3 1.8 1.6 Heat dissipation ratio (%) 10.5 10.1 75.7 77.5 4.9 4.9 1.9 2.0 Maximum temperature (°C) 39.9 38.3 38.5 36.2 37.9 36.9 38 37.4 Comparative Example 1 Cooling water surface area ratio (%) 50 70 50 70 50 70 50 70 Heat generation (W) 10.8 10 68.1 70.2 4.9 4.4 2.1 1.9 Heat dissipation ratio (%) 11.6 10.8 73.4 75.7 5.3 4.7 2.3 2.1 Maximum temperature (°C) 41.5 40.1 38.7 36.5 40.2 38.5 40.6 39.9 Comparative Example 2 Cooling water surface area ratio (%) 50 70 50 70 50 70 50 70 Heat generation (W) 8.3 7.8 73.4 74.8 3.9 3.6 1.6 1.5 Heat dissipation ratio (%) 9 8.4 79.2 80.7 4.2 3.9 1.8 1.6 Maximum temperature (°C) 37.1 35.2 36.5 35.5 36.8 35.8 36.9 36

[0076] As described in Table 1 above, the battery module frames of Examples 1 and 2, in which the upper housing is made of plastic material and the lower plate is made of aluminum or thermally conductive plastic material, were found to have superior heat dissipation characteristics compared to Comparative Example 1, in which both the upper housing and the lower plate are made of plastic material, and not significantly different heat dissipation characteristics compared to Comparative Example 2, in which both are made of aluminum material, while achieving a weight reduction of approximately 39%.

[0078] Although this specification has been described with reference to preferred embodiments of the present invention, those skilled in the art may make various modifications and changes to the present invention without departing from the spirit and scope of the present invention as described in the claims below. Therefore, if a modified embodiment basically includes the components of the claims of the present invention, it should be considered to be included within the technical scope of the present invention. Explanation of the symbols

[0079] 110: Upper housing 120: Lower plate 200: Battery module 300: Cooling plate 310: Refrigerant Flow Path

Claims

Claim 1 An electric vehicle battery module frame comprising: an upper housing having an open bottom surface and an empty space for mounting a battery module inside; and a lower plate coupled to the open bottom surface of the upper housing, wherein the upper housing is made of a plastic material and the lower plate is made of a metal material, wherein the upper housing and the lower plate are coupled by insert injection molding, wherein the surface of the lower plate coupled to the upper housing is at least partially curved or has a notch or hole formed therein, and the length when the curved surface is flattened is at least 10% larger than the length between the two ends before flattening, and wherein the surface of the lower plate coupled to the upper housing has a surface roughness (Ra) of 6 or more, a surface roughness (Rmax) of 25 or more, and a surface roughness (Rz) of 25 or more. Claim 2 delete Claim 3 delete Claim 4 delete Claim 5 An electric vehicle battery module frame according to claim 1, wherein the upper housing has a tensile strength of 30 to 500 MPa according to ASTM D638, a flexural strength of 50 to 400 MPa according to ASTM D790, a burn time of 60 seconds or less according to the UL-94 V test, a heat deformation temperature of 50 to 300℃ according to ASTM D648, an Izod impact strength of 1 kJ / ㎡ or more according to ASTM D256, and a shrinkage rate of 0.03 to 3% according to ASTM D955. Claim 6 delete Claim 7 delete Claim 8 delete Claim 9 delete Claim 10 delete Claim 11 An electric vehicle battery module frame according to claim 1, characterized in that a cooling plate is disposed on the lower portion of the lower plate, through which a refrigerant can flow, the cooling plate is positioned. Claim 12 An electric vehicle battery module frame according to claim 11, characterized in that the ratio of the planar cross-sectional area of ​​the refrigerant flow path to the total planar cross-sectional area, measured at the cross-section where the planar cross-sectional area of ​​the refrigerant flow path is maximized among the cross-sections of the cooling plate, is 50% or more.

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