Structural assembly incorporating battery modules for battery electric propulsion systems

Abstract

A structural assembly for a battery electric propulsion system, comprising: a first attachment interface and a second attachment interface spaced apart from one another, each interface being configured for mounting the structural assembly to an entity using the battery electric propulsion system; and a plurality of elongated battery modules, each battery module extending in a longitudinal direction between and being attached at its opposite ends to the first and second attachment interfaces, wherein each battery module is configured to function as a structural cross-beam providing load-bearing support between the first and second attachment interfaces.

Description

[0001] STRUCTURAL ASSEMBLY INCORPORATING BATTERY MODULES FOR BATTERY ELECTRIC PROPULSION SYSTEMS

[0002] TECHNICAL FIELD

[0003] The present invention relates generally to battery systems for battery electric propulsion systems, in particular for use in electric vehicles.

[0004] BACKGROUND

[0005] There are numerous areas for improvement in the field of battery electric propulsion systems.

[0006] Electric vehicles (EVs) often incorporate large battery packs within the chassis to supply propulsion power. Traditional pack designs typically include one or more enclosures containing battery cells, which are then mounted onto a dedicated battery tray or frame. These battery enclosures are frequently non- structural in nature and require separate cross-beams or other supportive members to ensure the vehicle chassis can withstand mechanical loads and stresses (e.g., road vibrations, cornering forces, or crash events).

[0007] In such conventional designs, battery modules and structural support elements are designed independently. This separation tends to increase overall weight and complexity, not only from the additional bracketing, fasteners, and reinforcing frames that must be incorporated into the vehicle structure, but also from sealing measures needed to protect and interface each module. Moreover, dedicating extra space to structural components often reduces the available packaging volume within the vehicle, limiting how battery modules can be arranged and constraining passenger or cargo areas.

[0008] Efforts to optimize EV chassis designs have led to various approaches wherein battery modules are more closely integrated with the vehicle underbody. However, existing solutions typically still rely on either a robust frame surrounding the battery modules or partial loadsharing between the battery enclosure and the chassis. These approaches do not fully exploit the potential to make each battery module carry significant structural loads. As a result, there remains a need for an arrangement that merges the functions of energy storage and structural reinforcement in a single, streamlined assembly.

[0009] Moreover, battery packs in electric vehicles and other electric-powered devices are typically designed with a fixed capacity to meet a specific operational range or powerrequirement. Conventional battery assemblies are often monolithic or built with modules that are not intended to be easily exchanged or upgraded once installed. As a result, scalability in terms of the ability to increase or decrease total battery capacity, can be extremely limited or require extensive structural modifications.

[0010] Moreover, in many existing systems, if a fault is detected in one portion of the battery pack (e.g., in a module that fails or degrades prematurely), the entire pack must often be removed and serviced as a single unit. This can lead to lengthy downtimes, higher costs, and complex supply chain logistics, especially in high-volume applications or specialty electric vehicles with varying operational demands.

[0011] Certain battery pack architectures do allow some modularity, for instance, individual modules may be replaced if they fail. However, these designs typically do not offer a straightforward method to reconfigure the number of modules for different capacity requirements or performance tiers. In other words, while a module could be replaced with a like-for-like spare, it is usually impractical to add new modules for increased capacity or remove modules for weight and cost savings. This limitation restricts manufacturers, fleet operators, and end-users from adapting to changing operational profiles or extending the life span of an existing propulsion system with minimal re-engineering.

[0012] Furthermore, battery systems in electric vehicles are increasingly being pushed to accommodate faster replacement or swapping in order to minimize downtime. A primary obstacle is that many conventional packs are monolithic or only partially modular, making them cumbersome to remove and replace. Even so-called “modular” battery systems often demand the technician to remove multiple fasteners, detach cables, or realign complicated mechanical interfaces before a sub-module can be serviced or exchanged.

[0013] These time-intensive procedures undermine the very advantages that electric propulsion systems promise. Fleet operators, for example, often face serious financial and logistical hurdles when vehicles must be taken offline for extended periods merely to replace a faulty battery module. Furthermore, today’s fixed-pack configurations provide little flexibility for adapting a vehicle’s energy storage capacity to suit evolving operational demands, such as changing route lengths or load requirements.

[0014] SUMMARY

[0015] In view of the drawbacks of the prior art, various aspects of the invention presented herein will be described below.There is a growing need to develop improved architectures wherein each battery module itself acts as a cross-beam or load-bearing component, reducing or eliminating the use of separate structural rails while preserving or enhancing crashworthiness, rigidity, and thermal management. Overcoming the aforementioned drawbacks would lead to lighter, more spaceefficient vehicles, with simpler assembly processes and potentially lower manufacturing costs.

[0016] In that aspect, the present invention relates to a structural assembly for a battery electric propulsion system, in particular for use in an electric vehicle, which includes a first attachment interface and a second attachment interface. These interfaces are spaced apart to facilitate mounting onto an entity using the battery electric propulsion system. A plurality of elongated battery modules extends in a longitudinal direction between, and is attached at, the opposite ends of the two interfaces. Each battery module functions as a structural cross-beam that both stores energy and bears mechanical loads. This arrangement reduces overall weight and complexity by eliminating the need for separate cross-beams.

[0017] The battery modules collectively carry and transfer mechanical loads within the structural framework, enhancing overall rigidity and mitigating the risk of mechanical failure under stress. Because each module’s height and mounting position relative to the chassis can differ, the specific loads and leverage effects vary across the assembly. In this dual-function system, the enclosure material is selected to provide adequate mechanical strength while also offering sufficient thermal conductivity for heat dissipation. The modules may employ various battery chemistries - including lithium-ion, solid-state, or other advanced chemistries, and adopt different form factors (such as cylindrical, prismatic, or pouch cells) to optimize energy density, load-bearing capacity, and overall design requirements.

[0018] The structural assembly can be employed in various applications, where weight reduction and space efficiency are critical. For example, these may include electric vehicles, aerospace applications, marine, heavy industries, urban mobility or unmanned vehicles. By integrating the battery modules directly as cross-beam supports, the assembly minimizes the need for separate battery compartments, thus reducing overall vehicle weight and freeing up interior volume.

[0019] In that aspect, the invention also relates to a method of manufacturing a structural assembly for a battery electric propulsion system, in particular for use in an electric vehicle, the structural assembly having a first attachment interface and a second attachment interface spaced apart from each other, and including a plurality of elongated battery modules arranged between the first and second attachment interfaces so as to function as structural cross-beams that provide load-bearing support. The method comprises forming the first and second attachmentinterfaces so that they are spaced apart to receive the plurality of battery modules; constructing or providing the plurality of battery modules with sufficient mechanical strength to bear structural loads and store electrical energy; and securing each battery module between the first and second attachment interfaces so that the modules enable the structural assembly to support loads. This allows the battery modules to serve dual roles of energy storage and structural reinforcement, thereby reducing the number of separate components needed for vehicle integrity.

[0020] Furthermore, there is also a recognized need for a versatile structural assembly that can accommodate multiple battery configurations without requiring a completely new platform design. Accordingly, there is a demand for a reconfigurable battery system that addresses the above-mentioned drawbacks, enabling manufacturers to scale capacity for different markets or end-users to tailor power storage to evolving needs. The present invention is intended to meet or improve upon these requirements.

[0021] In that aspect of the invention, a structural assembly for a battery electric propulsion system is provided, comprising: a first attachment interface and a second attachment interface, spaced apart from one another, each interface being configured for mounting the structural assembly to an entity using the battery electric propulsion system; at least one battery module installed between the attachment interfaces; a control unit configured to detect a number of installed battery modules and to optimize energy distribution accordingly; wherein the structural assembly is configurable to at least two capacity variants, each variant differing in the number of battery modules installed therein. This allows manufacturers or operators to easily adapt the overall energy capacity to different performance requirements. Therefore, it is possible to reconfigure the assembly for higher or lower capacity without replacing the entire structure. Such configuration provides a scalable solution that can be customized for various vehicle or device platforms.

[0022] For example, each variant (S, M, XL) can be designed to deliver a different approximate energy capacity (e.g., 250 kWh for XL, 150 kWh for M, and 100 kWh for S), although exact values may vary depending on battery chemistry and cell arrangement. Despite these differences in energy capacity, the structural features across all variants remain consistent. Specifically, the modules incorporate the same mounting hole patterns, connector geometry, and positioning pin interfaces, ensuring that each variant can be secured to the attachment interfaces with minimal or no design changes to the vehicle or device. This consistency allows manufacturers to source modules of different capacities from a single, standardized platform,thereby reducing inventory complexity, facilitating upgrades, and speeding up assembly-line processes.

[0023] In order to support seamless interchangeability of different module variants, the invention includes a universal docking interface designed to accommodate the range of module sizes (XL, M, S). This interface ensures that each battery module, regardless of its length or capacity, can mate reliably with the same mounting plates. A particular feature of the docking interface is an arrangement of self-aligning connectors and positioning pins that compensate for any dimensional variance among the module types. For instance, the positioning pins may be spring-mounted or designed with slotted engagements, allowing the pins to align precisely even if the module has a slightly different footprint. The result is a secure mechanical coupling that maintains the load-bearing function across all module variants while simplifying the assembly process by relying on standardized attachment features.

[0024] Beyond enabling straightforward replacement of modules, the interconnection plates function as a modular expansion interface, allowing users to add more modules to increase total energy capacity without the need for major structural changes. For instance, the system may initially be installed with a limited number of modules (e.g. in the small configuration) to meet basic power requirements. Later, if higher capacity becomes necessary, additional rows or columns of modules can be attached to the same plates to form an expanded battery array. This scalable architecture benefits both manufacturers - who can use a single chassis design to cover multiple product lines - and end-users, who can upgrade or adjust the battery pack size according to their evolving needs.

[0025] Finally, the modular system described herein can be adapted to a wide range of applications beyond road vehicles. By adjusting the number of installed modules or their orientation within the structural assembly, the same core structural assembly may be leveraged for renewable energy systems, stationary energy storage, aerospace, or industrial machinery. The lightweight yet robust design, combined with straightforward assembly and upgradability, makes the invention equally suitable for compact, space-constrained devices (where S modules might be optimal) and for large-scale systems requiring high power output (where one or even more XL assemblies can be aggregated).

[0026] In a preferred embodiment, the structural assembly further comprises self-aligning connectors. This allows for rapid and error-resistant installation of battery modules. Therefore, it is possible to minimize assembly time and reduce the risk of misalignment. Such configuration provides robust mechanical and electrical coupling even in high-volume manufacturing scenarios.In a further preferred embodiment, the battery modules include color-coded or labeled connectors. This allows maintenance personnel to quickly identify correct connections and module orientations. Therefore, it is possible to prevent wiring errors and expedite servicing. Such configuration provides straightforward module replacement and reduces the likelihood of user mistakes.

[0027] In a further preferred embodiment, the control unit comprises a diagnostic system to provide real-time monitoring of voltage, temperature, and / or charge status for each battery module. This allows continuous oversight of the battery modules’ health and performance. Therefore, it is possible to detect anomalies early and initiate protective measures. Such configuration provides enhanced operational safety and optimized battery longevity.

[0028] In still another preferred embodiment of the invention, the diagnostic system is configured to isolate a faulty battery module. This allows the structural assembly to continue functioning at a reduced capacity while the faulty module is bypassed. Therefore, it is possible to avoid a complete shutdown of the system. Such configuration provides heightened reliability and minimizes operational downtime.

[0029] In that aspect, the invention also relates to a method for reconfiguring a structural assembly as described herein. The method comprises extracting the structural assembly from the battery electric propulsion system, partially disassembling the structural assembly, removing at least one existing battery module or installing at least one additional battery module in response to a desired change in power demand, initiating the battery module by determining, with the control unit, a new total number of battery modules installed, and finally installing the structural assembly back into the battery electric propulsion system. This allows the total energy capacity of the battery electric propulsion system to be conveniently adjusted to meet evolving operational requirements. Therefore, it is possible for manufacturers or end-users to rapidly upgrade or downgrade the power storage capacity without replacing the entire assembly or chassis. Such a configuration provides a scalable and cost-effective solution that can be tailored to various performance needs over the lifetime of the vehicle or device.

[0030] Additionally, a similar procedure can be used to service the structural assembly by identifying and removing a faulty battery module, replacing it with a functioning module, and re-initiating to confirm proper integration with the remaining modules. This allows maintenance operations to be carried out efficiently and reliably. Therefore, it is possible to extend the system’s service life and minimize downtime. Such an approach provides ongoing flexibility for repair and part replacement without major structural modifications.Furthermore, there is a growing need to develop improved power-supplying assemblies, wherein each battery module itself acts as a cross-beam or load-bearing component, reducing or eliminating the need for separate structural rails while preserving or enhancing crashworthiness, rigidity, and thermal management. Additionally, to protect the integrated battery structure and associated connectors from environmental ingress, it is desirable to provide a tightly sealed enclosure around the attachment interfaces, connectors, and module junctions. Overcoming the aforementioned drawbacks and ensuring a sufficiently high ingress protection rating (e.g., IP67, which is dust-tight and capable of withstanding temporary immersion in water up to 1 meter for 30 minutes) would lead to lighter and more space-efficient vehicles, with simpler assembly processes, potentially lower manufacturing costs, and enhanced durability in challenging operating environments such as those with high dust and moisture levels. Moreover, by integrating energy storage (e.g., advanced lithium-ion or solid-state cells) and mechanical support in a single structural unit, the design can eliminate the need for additional protective casings, focusing instead on a robust module arrangement that provides both load-bearing functionality and reliable sealing under mechanical stress. These new-generation energy storage technologies offer extended lifespans, reduced maintenance needs, and enhanced resilience to environmental stressors - helping ensure minimal degradation over time in diverse application contexts.

[0031] In that aspect, the invention provides a structural assembly for a battery electric propulsion system, comprising: a first attachment interface and a second attachment interface, spaced apart from one another, each interface configured for mounting the structural assembly to an entity using the battery electric propulsion system; a plurality of battery modules mounted between the attachment interfaces and interconnected by connectors; a first cover arranged on the exterior side of the first attachment interface and a second cover arranged on the exterior side of the second attachment interface so as to enclose substantially all connectors and form a sealed enclosure around internal battery modules. This arrangement allows a robust and compact integration of battery modules within a protective enclosure, thereby minimizing external contamination and mechanical damage. Therefore, it is possible to streamline assembly processes and ensure a more reliable structural design. Such configuration provides an optimized solution for both mechanical stability and environmental protection in demanding operational contexts.

[0032] In a preferred embodiment, the structural assembly is configured to provide an ingress protection rating of at least IP67. This ensures the assembly remains dust-tight and resistant to water intrusion up to a prescribed depth, allowing for safe operation in harsh or variableenvironmental conditions. Therefore, it is possible to mitigate failure risks and enhance the overall durability of the battery system. Such configuration provides long-term reliability under demanding use scenarios.

[0033] In another preferred embodiment, the structural assembly as defined above further comprises a sealing between the cover and the corresponding attachment interface. This allows the covers and attachment interfaces to be tightly joined, thereby preventing gaps that might let in moisture or particles. Therefore, it is possible to enhance the IP67 rating by securing all interface boundaries. Such configuration provides a robust seal that maintains environmental integrity even under vibration or shifting loads.

[0034] The structural assembly preferably includes localized gaskets or O-rings arranged around the attachment openings to prevent water and dust intrusion. This eliminates potential microleak paths at fastener locations or mount holes that would otherwise compromise the enclosure’s tightness. Therefore, it is possible to maintain a uniform seal across all mechanical interfaces. Such configuration provides improved contamination control while supporting secure and reliable assembly methods.

[0035] The structural assembly preferably includes at least one coolant connector and its corresponding coolant channel port fitted with dedicated gasket rings or O-rings selected to maintain an IP67 seal under vibrations and temperature fluctuations. This allows stable coolant flow without risking fluid leaks or external contamination. Therefore, it is possible to preserve effective cooling performance while ensuring the enclosure remains fully sealed. Such configuration provides robust thermal management capability in conjunction with a watertight and dustproof design.

[0036] In that aspect, the invention also relates to a method of manufacturing a structural assembly for a battery electric propulsion system, the structural assembly comprising a first attachment interface and a second attachment interface spaced apart from each other, and a plurality of battery modules arranged between the first and second attachment interfaces and connected with each other, the method comprising:

[0037] forming the first and second attachment interfaces so that they are spaced apart to receive the battery modules;

[0038] constructing or providing the battery modules;

[0039] securing each battery module between the first and second attachment interfaces and interconnecting the battery modules; andapplying a first cover on the exterior side of the first attachment interface and a second cover on the exterior side of the second attachment interface so as to enclose substantially all connectors and form a sealed enclosure around the battery modules.

[0040] Furthermore, there is a growing need for a battery pack architecture that allows quick and secure module replacements - on the order of minutes - while also offering robust mechanical support, built-in safety provisions, and simplified diagnostic capabilities. Ideally, such a system would permit both rapid reconfiguration of overall capacity and isolation of individual modules in the event of faults.

[0041] In that aspect, the present invention provides a quick-change system for high-voltage (HV) batteries that is built around a structural assembly designed to facilitate easy battery module mounting (at the manufacturing stage) and swapping (during subsequent operation). This allows optimizing operations at the manufacturing plants, as well as at service points. This structural assembly may include optional automation features, advanced alignment guides, versatile docking interfaces, and integrated thermal management to further enhance usability and safety.

[0042] In certain embodiments, the system includes:

[0043] - manually operable or optionally automated mechanical locking and release mechanisms for secure attachment and detachment of HV battery modules, aligned with safety protocols to ensure that only de-energized modules are handled;

[0044] - a modular, scalable framework featuring alignment guides, shock-absorbing interfaces, and adaptable connectors for multiple battery sizes or capacities;

[0045] - diagnostic and control features integrated into each battery module and the overall assembly, including mechanical safety interlocks, integrated diagnostic ports, and high-voltage isolation circuits for safe handling and rapid troubleshooting;

[0046] - thermal management systems, which may involve built-in cooling channels, heat-exchange surfaces, or active temperature regulation for improved performance and safety;

[0047] - incremental upgrade capabilities, wherein multiple battery modules can be added or removed independently, facilitating gradual or on-demand capacity expansion;

[0048] - access panels and compartments to simplify maintenance and expedite battery swaps, with optional mobile docking or quick-change platforms for field operations.

[0049] In this way, an operator can add or remove battery modules based on updated capacity needs, isolate a damaged module without sidelining the entire vehicle, and benefit from high-voltage isolation and safety interlocks. Various additional features - such as automated lockingupgrades, alignment grooves, and mobile quick-change platforms - may further refine the system’s utility and flexibility.

[0050] In that aspect, the invention relates to a structural assembly for use in a battery electric propulsion system. The assembly comprises a first attachment interface and a second attachment interface, each including a plate configured to mount onto a vehicle chassis or frame; a plurality of guiding elements arranged between the first and second attachment interfaces that define respective alignment channels for receiving a plurality of battery modules; and a quickrelease mechanism configured to releasably secure the first and second attachment interfaces to the propulsion system. This configuration provides a straightforward means of installing or removing the entire battery assembly quickly, minimizing downtime and simplifying maintenance procedures.

[0051] In a preferred embodiment, the guiding elements are guiding rails, wherein each of the battery modules is insertable and removable by sliding along the guiding rails. This allows for a smoother and more reliable alignment of modules, thereby reducing the likelihood of connection errors or misalignment during module swaps.

[0052] In another preferred embodiment, the quick-release mechanism comprises spring-biased latches and corresponding pins that engage upon alignment. Such a mechanism makes it possible to attach or detach the battery assembly without specialized tools, simplifying field operations and reducing service times.

[0053] In yet another preferred embodiment, the structural assembly further comprises at least one mechanical safety interlock operably connected to a high-voltage isolation circuit, wherein the mechanical safety interlock prevents detachment of the assembly unless the battery modules are de-energized. This feature ensures safe handling and protects operators from high-voltage hazards during battery swaps or maintenance.

[0054] In a further preferred embodiment, at least one of the plates comprises access panels or compartments that provide direct access to high-voltage terminals, low-voltage control connectors, and diagnostic ports of each battery module. Therefore, it is possible for technicians to perform diagnostic checks and connect or disconnect modules rapidly, expediting troubleshooting and repairs.

[0055] In another preferred embodiment, a shock-absorbing interface is disposed between each battery module and the guiding rails, the shock-absorbing interface being configured to reduce vibration and impact loads transmitted to the battery modules. Such a configuration provides enhanced module protection, thereby improving overall battery reliability and lifespan in demanding operating environments.The invention, in another aspect, also pertains to a battery electric propulsion system is provided, comprising a chassis having mounting rails and the above-described structural assembly secured to the mounting rails via the quick-release mechanism. This allows the structural assembly to be integrated seamlessly into the vehicle design, enabling quick changes of entire battery packs or modules for enhanced operational flexibility.

[0056] In another preferred aspect of the invention, a method is provided for reconfiguring energy storage in a battery electric propulsion system comprising the structural assembly of any of the preceding paragraphs. The method involves determining a revised capacity requirement, releasing the structural assembly by disengaging the quick-release mechanism, removing or adding at least one battery module, reattaching the plate and securing all modules within the guiding rails, and finally mounting the reconfigured assembly back onto the propulsion system. This allows fleet operators or vehicle owners to rapidly adapt the vehicle’s energy capacity to evolving operational demands, thereby optimizing performance, reducing costs, and minimizing downtime.

[0057] Below is a more detailed description of some features of the present invention.

[0058] The structural assembly provides a main framework that includes two attachment interfaces (plates) and defines respective channels for receiving multiple battery modules, along with a quick-release mechanism for rapid mounting and dismounting. Functionally, the structural assembly serves as both the battery support and, in certain configurations, a vehicle load-bearing element that can contribute to chassis rigidity. In terms of its relationship with other features, the structural assembly underpins and connects all remaining components, such as guiding rails, quick-release hardware, and any shock-absorbing inserts. A specific example of implementation could be a robust, extruded aluminum frame with integrated reinforcement ribs, sized to fit under a vehicle floor or along the sides of an electric bus, allowing multiple battery modules to slide in and lock into place.

[0059] - The guiding elements are implemented as rails or track-like structures between the first and second attachment interfaces, enabling battery modules to be inserted or removed by sliding them along these rails. The functionality of these rails is to ensure accurate alignment and secure retention of the battery modules, preventing lateral or vertical motion once locked. In relationship to other features, these rails interact directly with the battery modules, cooperating with the quick-release mechanism and mechanical interlocks to ensure correct positioning. As a specific example, each rail could be a channel extrusion with a keyed shape that matches protrusions on the battery module housing, thereby guaranteeing error-free orientation and simplified replacement in field operations.A quick-release mechanism is a tool-less, preferably a latch-and-pin design that locks the structural assembly to the vehicle chassis. Its functionality is to provide a fast, reliable way to secure or remove the entire battery assembly or individual battery modules. Interacting closely with the guiding rails and the mounting plates, the mechanism ensures that modules remain fixed under normal operating conditions but can be released within seconds if a module swap is needed. For instance, an example implementation may utilize several spring-biased latches mounted in “socket assemblies” on the vehicle frame, each engaging a corresponding pin on the battery assembly plate. Automated actuators could be added to retract the latches, allowing remote release in a fleet maintenance scenario.

[0060] A mechanical safety interlock is operably linked to a high-voltage isolation circuit, preventing structural assembly detachment unless the battery modules are confirmed to be deenergized. The functionality here is critical for operator safety: it ensures that no one can remove a module or the entire assembly while high-voltage lines are still live. In relation to the quickrelease mechanism, the interlock physically or electronically blocks latch retraction until certain system conditions - e.g., zero current flow or verified isolation - are met. As a specific example, the interlock could be a solenoid-driven bar or a sensor-actuated lock that only disengages when the vehicle control unit detects safe voltage levels, thus thwarting any accidental releases in energized states.

[0061] The following features are common to various aspects of the invention presented above. In one preferred form, each attachment interface is configured as a plate oriented substantially perpendicular to the longitudinal direction of the battery modules. Such an orientation improves structural rigidity and ensures straightforward alignment of the battery modules during assembly. The plates may include a series of openings that correspond to connectors, pins, or fasteners on the battery modules. This configuration allows for quick and accurate positioning of each module, thereby simplifying both manufacturing and maintenance.

[0062] Among the openings, there can be a central opening aligned with the signal terminals of each battery module. This provides convenient access to the modules’ low-voltage control signals without imposing additional structural constraints. Another set of openings can receive spring-mounted positioning pins on the modules, which helps pre-position the modules securely and reduces the risk of misalignment. Additional busbar openings and attachment openings accommodate high-voltage busbar terminals, coolant channel ports, or mounting screws, ensuring that electrical connections and fluid lines can be integrated efficiently.Each battery module typically has an electrical connector end interface fitted with signal terminals, positioning pins, busbar terminals, and threaded holes, as well as a coolant connector end interface that includes similar positioning pins, coolant channel ports, and threaded holes. Separating the electrical and coolant connections at opposite ends of the module simplifies wiring and coolant routing. The use of spring-mounted positioning pins makes it possible to snap modules into place and then secure them with screws, speeding up the overall assembly process.

[0063] A preferred arrangement of the battery modules is in multiple rows and columns. In each row, adjacent modules may be connected in series through busbar connectors, providing a straightforward path for high-voltage power transfer. In each column, adjacent modules can be linked via signal connectors, thereby creating vertical communication pathways for low-voltage signals among the modules. This systematic layout allows for both easy assembly and reliable operation of the vehicle’s power and control subsystems.

[0064] On the coolant side, the coolant channel ports of modules in a given row are fluidly coupled by coolant connectors, enabling coolant to flow sequentially through those modules. A coolant distribution unit may then supply cooling fluid to multiple flow paths, each feeding one or more rows of modules. This setup ensures effective heat extraction and uniform operating temperatures across the entire battery pack.

[0065] Each battery module advantageously incorporates a bottom cover having a C-shaped cross-section, a mica sheet for high-temperature insulation, and a holder that accommodates a plurality of battery cells in a grid pattern. A sensor layer can track parameters such as temperature, while first and second busbars (such as positive and negative busbars) collect current from the cells. A sealing gasket lies below a cooling plate, which serves as a top cover and incorporates an internal cooling channel connected to the coolant channel ports. This layered construction integrates robust insulation, efficient current collection, and a built-in cooling pathway that helps keep the cells at optimal temperatures.

[0066] The internal cooling channels within the housing can be connected to an external cooling system, further promoting efficient temperature control.

[0067] A battery management system unit may be installed in the electrical connector end interface to monitor and control the battery cells. In some embodiments, the BMS can instead be physically attached to the front of the cells to shorten wiring distances and streamline thermal management. In either configuration, the BMS enables real-time supervision of temperature and voltage conditions, reducing the risk of damage and ensuring better performance. Additionally, an electrical connector insert (which may contain the BMS mounted on it) in thesame end interface provides a compact connector arrangement for the signal terminals and the busbar terminals, thereby minimizing wiring complexity.

[0068] Either or both of the attachment interfaces can be manufactured to the same design, enabling use of identical plates. This standardization cuts tooling costs and streamlines production. The battery modules can be arranged in an NxM array to satisfy various design or capacity requirements, with each module providing cross-beam support. Finally, the entire structural assembly can be mounted inside a dedicated seat.

[0069] The methods described above may further comprise aligning each battery module with the first and second attachment interfaces using positioning pins and corresponding openings, thereby simplifying installation and reducing the risk of misalignment. Therefore, it is possible to streamline the assembly process and minimize errors in module placement, saving time and reducing production complexity.

[0070] The methods may further include connecting the designed combination of signal connectors, busbar connectors, or coolant connectors between adjacent battery modules, thereby establishing respective pathways for low-voltage signals, high-voltage power, and coolant flow. This allows seamless integration of electrical and thermal management networks, ensuring efficient power distribution and temperature control within the assembly.

[0071] In another preferred embodiment, the step of connecting busbar connectors may comprise coupling battery modules in series along a row for high-voltage power transfer and coupling battery modules via signal connectors in columns for low-voltage communication, or vice versa. Such configuration provides a clear and organized layout for both power distribution and signal transmission, reducing wiring complexity and improving maintainability.

[0072] The method may comprise arranging coolant connectors so that coolant fluid sequentially flows through battery modules in a given row, thereby eliminating the need for separate external coolant routing modules. This allows more efficient thermal regulation of the battery modules, leading to enhanced reliability and simplified cooling infrastructure.

[0073] Below are detailed features of individual elements of the systems as described herein. The structural assembly is the overall framework designed to integrate energy storage (battery modules) with the vehicle’s load-bearing structure. Its primary function is to provide mechanical support and stability while housing the battery modules in a layout that facilitates electrical connections, coolant flow, and ease of assembly. The structural assembly typically spans between the vehicle’s chassis or body mounts in a dedicated seat area. It works inconjunction with attachment interfaces, battery modules, and various connectors to create a unified, space-efficient system that meets both structural and power-storage requirements. In one exemplary implementation, the assembly may form the floor structure beneath the vehicle’s passenger compartment, doubling as both a load-bearing beam array and a high-capacity battery pack.

[0074] The structural assembly is to be installed in a vehicle body, which refers to the main chassis or frame of an electric vehicle (or other transport platform). It provides the overarching support for all vehicle systems and defines the spatial constraints within which the assembly fits. By integrating with the vehicle body, the assembly can leverage existing structural hardpoints and aerodynamic contours. In practical implementations, the vehicle body may be of a passenger car, a truck, or an aerospace vehicle or other applications as mentioned throughout this description.

[0075] The attachment interfaces are spaced-apart structural elements that secure the battery modules at both ends. They transfer loads between the modules and the vehicle body. Each interface may be shaped to match specific mounting points in the chassis, ensuring correct alignment and load distribution. In some configurations, the attachment interfaces take the form of plates or brackets, with standardized layouts of openings for fasteners and connectors. An example implementation includes using robust steel or aluminum plates as the attachment interfaces to handle shear and bending loads effectively. The plates may be identical in design, simplifying manufacturing. For instance, a flat aluminum or composite plate featuring a pattern of openings can be used on both the electrical connector side and the coolant connector side to standardize the assembly process. In each plate openings are precisely located to align with corresponding features on the battery modules.

[0076] Battery modules are elongated, load-bearing energy storage units that span between the first and second attachment interfaces. They serve the dual purpose of providing structural rigidity and storing electrical energy. Each module typically houses an internal array of battery cells, along with cooling features and electrical connector interfaces. In one example, the modules are arranged in rows and columns, acting as cross-beams within the structural assembly. The modules can be made of metal or composite materials that provide necessary stiffness while protecting the internal battery cells from environmental factors.

[0077] A bottom cover serves as a structural component of each battery module, typically forming the base and side walls of the module’s enclosure. While one preferred embodiment features a “C” cross-section, alternative shapes - including boxed enclosures with openings on opposite sides, double-U sections, or diagonal box geometries, separate bottom and side walls- may be used to suit specific load paths, packaging constraints, or manufacturing considerations. An aluminium extruded "C” cross-section is of particular advantage as it eases manufacturing and reduces mass production costs. This cover protects the internal battery cells from external impacts and contributes to overall module rigidity. Additionally, slot guidance features can be incorporated to facilitate alignment of the cooling plate, reducing the number of bolts needed for assembly. In conjunction with a sealing gasket, these slots create a flexible joint in which the gasket’s counterforce acts against the slot, helping to share loads across the cooling plate. In some designs, the bottom cover may be composed of aluminum for its balance of strength, light weight, and heat dissipation, whereas in others a composite material may be chosen to maximize stiffness or meet additional performance requirements.

[0078] The mica sheet is a high-temperature insulation layer placed inside the module, typically adjacent to the bottom cover. Its function is to provide fire-retardant and electrical insulation properties, ensuring that heat or electrical faults in one section do not easily propagate through the assembly. An example use is layering the mica sheet between the bottom cover and the battery cells, where it can serve as both a thermal and dielectric barrier.

[0079] Battery cells are the fundamental energy storage elements contained within each module. They can be lithium-ion cells, solid-state cells, or other advanced chemistries depending on design requirements. Typically arranged in a grid pattern within the holder, these cells convert chemical energy into electrical energy and vice versa.

[0080] The holder is a structural insert or frame that organizes and secures the battery cells within each module. It ensures precise spacing and alignment. One implementation might involve a molded plastic grid with holes sized for cylindrical cells, whereas another might be a clamping mechanism for pouch cells, preventing shifting under vibration. In some designs, the holder can also be formed from pre-molded foam or foam injected during assembly, with cells pre-arranged in a smaller support structure. Furthermore, the holder may feature a non-uniform structure along its height to reinforce specific load paths

[0081] The sensor layer typically comprises a printed circuit or flexible substrate carrying temperature sensors (and potentially other sensors) that monitor cell conditions within each battery module. These sensors feed real-time data to the BMS to ensure safety, balance, and optimal performance. An exemplary implementation includes thermistors attached at multiple points across the holder, connected via thin wires or flex circuits, offering detailed thermal profiles during charging and discharging.

[0082] Busbars collect and distribute current from the battery cells, forming the electrical series or parallel connections needed to achieve desired voltage and capacity. They are typically twodistinct busbars per module - one for the positive side and one for the negative side. They must be carefully designed for low electrical resistance and uniform current flow. An example design might employ laser-welded copper or aluminum plates that are shaped to match the cell terminals, minimizing voltage drops and thermal hotspots.

[0083] The sealing gasket is situated between the cooling plate and the rest of the battery module’s enclosure to prevent coolant leaks and protect internal components from environmental ingress (moisture or debris). The gasket is typically made of elastomeric material, such as silicone or EPDM, chosen for chemical resistance and durability. In some designs, the gasket includes an integrated lip that fits precisely into a channel on the cooling plate, ensuring a reliable fluid seal under normal vehicle vibrations.

[0084] The cooling plate, acting as a top cover, encloses the battery cells and integrates a cooling channel for thermal management. Made of aluminum or a thermally conductive composite, this plate dissipates heat from the cells and directs coolant flow through internal passages. It not only protects the battery cells from external factors but also ensures efficient heat exchange by providing a large contact area. In practical designs, the plate may be formed by bonding two sheets of metal with a machined or stamped channel in between.

[0085] The cooling channel is the internal fluid path integrated into the cooling plate. When connected to external coolant channel ports via coolant connectors, it enables coolant flow to remove heat from the battery cells. This ensures the modules maintain a stable operating temperature, prolonging cell life and performance. For example, the cooling channel can be designed in a serpentine or parallel pattern to evenly distribute coolant across the surface area of the battery cells, balancing temperatures throughout each module.

[0086] In a further aspect, a thermally conductive layer may be applied directly beneath the cooling plate to enhance heat conduction between the plate and the components below it. This layer can be introduced just prior to installing the cooling plate, flowing into and filling any air gaps around the battery cells or busbars. By ensuring intimate contact across the mating surfaces, the thermally conductive layer significantly improves cooling efficiency and overall thermal management of the module.

[0087] The electrical connector end interface is located at one longitudinal end of each battery module, where various electrical components and connectors converge. It typically hosts the signal terminals, busbar terminals, the battery management system unit, and in some cases an electrical connector insert. This end interface makes it straightforward to connect low-voltage control wiring and high-voltage busbars without having to route cables through the entiremodule. An example use is placing the BMS unit directly within or adjacent to this interface, simplifying data and power exchange.

[0088] Signal terminals provide low-voltage connections for communication and monitoring functions within each battery module. They connect to the vehicle’s control network and / or to adjacent modules via signal connectors. Data such as temperature, voltage, and state-of-charge are transferred through these terminals. A possible implementation includes a multi-pin connector integrated in the electrical end interface so that during assembly, a single step can mate multiple signal lines at once.

[0089] Busbar terminals are high-current electrical connections used to link battery modules in series or parallel configurations. These terminals, typically protruding from or integrated into the electrical connector end interface, connect to busbar connectors for power transfer. By arranging multiple modules in a line, the busbar terminals align with corresponding openings in the plates.

[0090] A battery management system can be housed at or near the electrical connector end interface, for example housed on the electrical connection which is joined with the end interface. It monitors and regulates essential parameters of each battery module such as cell voltages, currents, and temperatures. It may also perform balancing actions and communicate with the vehicle’s central controller. In an implementation, each module might include a local BMS that shares data with a main vehicle controller, or multiple modules might network to a centralized BMS, depending on the design requirements.

[0091] At the opposite longitudinal end of each battery module is the coolant connector end interface, which accommodates coolant channel ports and may also include positioning pins and threaded holes. This separation of coolant and electrical connections enhances safety, reduces complexity in cable routing, and simplifies assembly. In some designs, this interface will be a plastic or metal endcap with integrated coolant manifolds, offering a reliable fluid seal when the modules are installed.

[0092] Coolant channel ports are fluid inlets / outlets located in the coolant connector end interface. These ports connect to coolant connectors that link multiple modules in series or parallel cooling loops. They direct a cooling medium (e.g., liquid coolant, such as water or glycol) through internal passages in the cooling plate to regulate the cells’ temperature. Atypical implementation might use quick-disconnect fittings to enable fast and leak-free connections during assembly or maintenance.

[0093] Positioning pins on the electrical side and on the coolant side help align each battery module with the corresponding openings in the plates. For example, spring-loaded pins mayallow modules to snap into a pre-assembly position before final fastening. This feature avoids misalignment and speeds up the assembly process. In practice, these pins may be made of steel or a reinforced polymer, selected for their durability under repeated insertions and vibrations.

[0094] Threaded holes on the electrical end and on the coolant end can be provided to receive mounting screws or bolts passing through attachment openings in the plates. They provide the primary mechanical fastening points that secure each battery module within the structural assembly. An example implementation includes high-strength steel inserts molded or fitted into the module’s end interfaces, ensuring the threads remain robust even under repeated torque or external vibration.

[0095] Signal connectors link the low-voltage signal terminals of adjacent battery modules to enable data communication and monitoring across the battery array. They may take the form of short harnesses, printed flexible circuits, or plug-in connector blocks. In certain designs, signal connectors line up vertically along columns of modules, forming parallel data channels that feed into the overall vehicle control system or a central BMS.

[0096] Busbar connectors are conductive links that join the high-voltage busbar terminals of adjacent battery modules. These connectors carry significant current and must offer minimal electrical resistance and high mechanical reliability. They typically consist of copper or aluminum bars or flexible braided conductors. In a multi-row configuration, busbar connectors might be arranged so that each row of modules is connected in series, with the row-to-row transitions managed by signal connectors or dedicated bridging busbars.

[0097] Coolant connectors create fluid pathways between consecutive coolant channel ports of battery modules. They can be rigid tubes, flexible hoses, or quick-disconnect couplings depending on packaging constraints. In many system designs, each row of modules is in a serial coolant flow circuit, with the coolant connectors facilitating a continuous path for heat exchange. An example implementation may involve slim stainless-steel or plastic tubes with Ciring seals for leak-free operation.

[0098] The present invention makes use of covers that are provided on the exterior sides of the first and second attachment interfaces, extending to envelop and protect the connectors - such as busbar connectors, signal connectors, and coolant interfaces - while forming part of a multilayer sealing mechanism. Gaskets and optionally adhesives can be installed around these covers to form a dust-tight and watertight boundary that prevents contaminants from entering the structural battery enclosure under normal operating conditions or during immersion up to a prescribed depth (e.g., 1 meter) for a specified time (e.g., 30 minutes). By encompassing substantially the entire lateral surfaces of the attachment interfaces and their associatedconnectors, an IP67-rated enclosure can be achieved, ensuring reliable operation of all internal components in environments with high dust, moisture, and variable mechanical loads.

[0099] Beyond these main perimeter gaskets, smaller seals or O-rings can be installed around individual threaded openings and / or at the interface between the plates and the battery module terminals. By ensuring each fastener point and connector port includes its own localized seal, the assembly can more effectively guarantee IP67 compliance even under mechanical stresses or shifting loads.

[0100] In some configurations, strategically placed structural reinforcement features and impactabsorption zones within or around the covers enhance mechanical integrity, further protecting the modules and connectors from collision or vibration damage. Additionally, integrated safety features - such as overheat protection circuits and short-circuit prevention devices - cooperate with the sealed design and thermal management components to mitigate fire and electrical failure hazards in harsh environments. Beyond the main covers, additional gaskets or O-rings are also positioned at potential leakage points - such as threaded holes, busbar terminals, signal connectors, and coolant channel ports - to bolster the IP67 integrity of each interface and connector assembly.

[0101] The choice of materials for the housing, including corrosion-resistant metals such as aluminum alloys or stainless steel, and composite polymers (e.g., reinforced thermoplastics), can significantly enhance durability and longevity of the assembly in extreme environmental conditions. These materials not only support the required load-bearing and impact-resistance properties but also integrate seamlessly with the IP67 sealing strategies (e.g., multi-layer gaskets, adhesives). Moreover, the modular design approach allows individual battery modules or sub-assemblies to be easily assembled, replaced, or repaired without compromising the overall IP67 rating or the mechanical integrity of the system. By integrating structural reinforcement into the modules and housing, the assembly effectively combines energy storage and robust structural performance in a single, unified unit. At the same time, advanced thermal management solutions - such as embedded cooling plates with internal coolant channels and optional phase change materials positioned adjacent to high-heat zones - work to dissipate or absorb excess heat, thus preventing localized overheating and prolonging battery life. The high energy density of modern lithium-ion or solid-state cells further enhances the vehicle’s efficiency, allowing for weight- and space-saving benefits without compromising on performance or safety.

[0102] From a manufacturing perspective, constructing a structural enclosure with integrated advanced lithium-ion or solid-state battery cells involves careful coordination of multiple stepsto ensure both mechanical integrity and IP67 compliance. These steps include material selection and preparation, precise module assembly to achieve optimal cell alignment, and the application of sealing mechanisms (e.g., multi-layer gaskets, adhesives) around interfaces and connectors. Rigorous inspection and testing procedures - such as dust ingress tests and immersion tests -are conducted to confirm the IP67 rating. By adopting weight- and space-saving design features during the manufacturing process, the assembly can be tailored to a wide range of applications beyond automotive, including aerospace, marine, or stationary energy storage, all while capitalizing on extended lifespan and reduced maintenance that advanced battery chemistries can offer.

[0103] These and other features, aspects and advantages of the invention will become better understood with reference to the following drawings, descriptions and claims.

[0104] BRIEF DESCRIPTION OF DRAWINGS

[0105] The invention will be described in detail with reference to example embodiments shown in a drawing, wherein:

[0106] FIG. l is a perspective view of a structural assembly according to an embodiment of the invention.

[0107] FIGS. 2A and 2B are exploded perspective views of the structural assembly of FIG. 1, showing respective views from the electrical connector side (FIG. 2A) and the coolant connector side (FIG. 2B).

[0108] FIGS. 3 A and 3B are enlarged fragmentary views of the electrical connector side (FIG.

[0109] 3 A) and the coolant connector side (FIG. 3B), respectively.

[0110] FIG. 4 is an exploded perspective view of an individual battery module usable within the structural assembly.

[0111] FIG. 5 is a flowchart illustrating an example method of manufacturing and installing the structural assembly in accordance with an embodiment of the invention.

[0112] FIGS. 6 A to 6D show different capacity variants of the structural assemblies, with a small variant (FIG. 6A, FIG. 6D), a medium variant (FIG. 6B) and an extra large variant (FIG. 6C).

[0113] FIG. 7 is a schematic block diagram illustrating the functional interconnection between a control unit and one or more battery modules.

[0114] FIG. 8 illustrates a method for reconfiguring a structural assembly used in battery electric propulsion systems.FIGS. 9 A and 9B show a cross-section of the structural assembly at a location where the battery modules are installed.

[0115] FIG. 10 is a flowchart illustrating an example method of manufacturing and installing the structural assembly with covers in accordance with an embodiment of the invention.

[0116] FIG. 11 is a perspective view of a structural assembly according to another embodiment of the invention.

[0117] FIG. 12 is an enlarged view of a quick-release mechanism used to secure the assembly. FIG. 13 is an exploded view of the quick-release mechanism’s components.

[0118] FIG. 14 is a schematic block diagram of the functional interconnection between a control unit and battery modules.

[0119] FIG. 15 illustrates a method for reconfiguring the structural assembly by adding or removing modules.

[0120] FIG. 16 is a schematic representation of a vehicle body having a seat, wherein the structural assembly of the embodiments presented herein can be mounted.

[0121] DETAILED DESCRIPTION

[0122] The following detailed description is of the best currently contemplated modes of carrying out the invention. The description is not to be taken in a limiting sense, but is made merely for the purpose of illustrating the general principles of the invention.

[0123] Fig. 1 illustrates an overall view of a structural assembly 10, which may serve as the main support system for a vehicle, such as a land or aerospace vehicle. The structural assembly 10 comprises a plurality of battery modules 20, each arranged as a cross-beam between a pair of attachment interfaces 11, 12, through which the structural assembly 10 can be mounted within the vehicle.

[0124] Figs. 2Aand 2B schematically show an exploded view of the structural assembly 10. Fig.

[0125] 2A illustrates the view from the electrical connector side, and Fig. 2B shows the view from the coolant connector side. For improved clarity, Figs. 3 A and 3B respectively show enlarged views of the electrical connector side and the coolant connector side.

[0126] The attachment interfaces 11, 12 are in the form of plates 111, 121 whose main planes are substantially perpendicular to the longitudinal axes of the battery modules 20. The battery modules 20 have the form of elongated boxes with electrical connectors at one end and coolant connectors at the other end. Each plate 111, 121 is designed to receive and secure the battery modules 20 in a manner that allows them to bear structural loads typically handled by conventional cross-beams.In the example embodiment shown, both plates 111, 121 share the same shape for manufacturing efficiency, but alternative embodiments may use different plate designs on the coolant and electrical connector sides. Similarly, although the embodiment presented here shows a 6x6 arrangement of battery modules (6 rows and 6 columns), other embodiments may include different numbers or geometrical arrangements of battery modules.

[0127] Each plate 111, 121 has a plurality of openings corresponding to the arrangement of the battery modules 20. A central opening 112, 122 is used for accessing low-voltage electrical control signal connections via signal terminals 212 of the battery modules 20 or may simply remain as a dummy opening. A pair of symmetrically arranged positioning openings 113, 123 is provided on each side for coupling with positioning pins 213, 223 of the battery modules 20. Positioned farther apart, a pair of symmetrically arranged busbar openings 114, 124 is provided for accessing high-voltage power busbar connections via busbar terminals 214 of the battery modules 20, or for accessing coolant channel ports 224 of the battery modules 20 on the coolant side. Finally, at the ends of each group, there are attachment openings 115, 125 for mounting screws (not shown), which are screwed into the corresponding threaded holes 215, 225 in the battery modules 20.

[0128] Correspondingly, the battery modules 20, at their electrical connector end, are provided with central signal terminals 212. Adjacent to these terminals, there is a pair of symmetrically arranged positioning pins 213, such as spring-mounted pins that can be pushed inside the module against a biasing spring, allowing the module to be easily pre-positioned at plate 111 before being firmly secured. Farther apart, a pair of symmetrically arranged high-voltage power busbar terminals 214 is provided, along with threaded holes 215 for receiving mounting screws. At the coolant connector end, each battery module 20 is also provided with a pair of symmetrically arranged positioning pins 223 that are similar to the positioning pins 213. Beyond those pins, a pair of symmetrically arranged coolant channel ports 224 is provided for connecting coolant fluid to the module’s internal coolant channel. Threaded holes 225 are located on the sides of the module end interface for receiving mounting screws.

[0129] At the electrical connector side, signal connectors 132 and busbar connectors 134 are provided. The signal connectors 132, such as short signal wires, connect the signal terminals 212 of adjacent battery modules 20 so that the battery management systems (BMSs) and other circuits in the modules can communicate with one another. The busbar connectors 134 link the busbar terminals 214 of adjacent battery modules 20 to transmit power. In this arrangement, all battery modules in a row are connected in series by busbar connectors, for example, modules 1-2-3-4-5-6 in the topmost row, then modules 6-5-4-3-2-1 in the next row, and so on.Column-by-column interconnections are made by the signal connectors, for example, modules 1-2-3-4-5-6 in the leftmost column, then modules 6-5-4-3-2-1 in the next column, etc. The leftmost top and bottom busbar connectors 134 are used to connect the first and the last battery modules of the series to the vehicle’s power supply terminals.

[0130] At the coolant connector side, coolant connectors 144, such as short pipes, couple the coolant channel ports 224 of adjacent battery modules 20 so that coolant fluid can flow through each module’s internal coolant channel. These coolant connectors 144 are arranged in series along each row, for example, connecting modules 1-2-3-4-5-6 of the topmost row, then modules 6-5-4-3-2-1 of the next row, and so on. The rightmost connectors are adapted for connection to a coolant distribution unit (not shown). This coolant distribution unit may provide three separate flow paths, for instance, one for supplying coolant to the two topmost rows of modules, another for supplying the two middle rows, and a third for supplying the two bottommost rows.

[0131] Fig. 4 shows an exploded view of a single battery module 20. The battery module 20 comprises two end interfaces: an electrical end interface 210 and a coolant end interface 220, each equipped with terminals and connectors 212-215, 223-225 as described above. The interfaces 210, 220 are typically made of durable plastic that accommodates any necessary connectors, which may themselves be of metal (for instance, threaded inserts). The electrical end interface 210 further houses an electrical connector insert 216 and a battery management system unit 217.

[0132] A bottom cover 231, having a longitudinal form with a C-shaped cross-section, serves as a bottom and side protector for the interior components. It may be made of aluminum or another suitable material. A mica sheet 232, which substantially covers the entire internal area of the battery module 20, is placed adjacent to the bottom cover 231 as a high-temperature insulation barrier for improved thermal stability and to prevent electrical shorts between cells. As a flame retardant, it also provides additional fire protection within the battery assembly.

[0133] A plurality of battery cells 241 is arranged within a holder 242 in the form of a perforated template that defines a grid pattern for accommodating each cell. A sensor layer 243 is positioned next to the battery cells 241. This sensor layer 243 may include temperature sensors or other types of sensors to monitor conditions within the battery module and to transmit collected data to the BMS unit 217. By way of example, the sensor layer 243 may be a wired structure with sensors placed around the periphery of the battery module.

[0134] A first busbar 244 and a second busbar 245 are provided to collect electrical current from the battery cells 241. The busbars 244, 245 include a shaped network of terminals for connectionto the positive or negative terminals of each battery cell, arranged in accordance with the grid layout of the holder 242.

[0135] A sealing gasket 251 is placed on top of the module and is covered by a cooling plate 252, which also serves as a top cover. The cooling plate 252 includes a cooling channel 253 arranged in a meandering pattern that covers substantially the entire surface of the battery module. The inlet and outlet of the cooling channel 253 are connected to the coolant channel ports 224.

[0136] Referring now to Fig. 5, a flowchart is provided illustrating an example method of manufacturing a structural assembly 10 for an electric vehicle as described above. In a first step S 11, the structural framework of the electric vehicle is configured to define suitable load paths. This configuration includes determining the optimal positioning for the first attachment interface 11 and the second attachment interface 12 so that they can carry the mechanical loads typically experienced by a vehicle chassis. In a second step S12, each battery module 20 is designed and constructed to withstand mechanical stresses arising from normal vehicle operation (such as road vibrations and impacts). The battery modules 20 are accordingly constructed from materials with adequate strength, such as composite materials, steel sheet metal, or other rigid, lightweight materials (e.g., aluminum alloys) that combine high energy density and mechanical rigidity. Thermal management may be addressed by designing and / or integrating coolant channels 253, thermal barriers, and heat sinks or plates (e.g., cooling plate 252) within each battery module 20.

[0137] In a third step SI 3, the battery modules 20 are physically secured between the first attachment interface 11 and the second attachment interface 12 using fasteners (e.g., screws threaded into holes 215, 225). In the next step S14, the signal connectors 132, busbar connectors 134, and coolant connectors 144 are connected between adjacent battery modules 20, thereby establishing respective pathways for low-voltage signals, high-voltage power, and coolant flow. Finally, in step SI 5, the completed structural assembly 10 is installed in the vehicle body 40. A person skilled in the art will appreciate that some steps may be combined or reordered depending on manufacturing constraints or design preferences.

[0138] A person skilled in the art will appreciate that some steps may be combined or rearranged depending on manufacturing constraints or design preferences. For instance, the battery modules 20 may be pre-assembled off-site and tested prior to installation, or the structural assembly 10 may be partially built and then tested in sub-assemblies to ensure alignment, structural integrity, and electrical continuity.The structural assembly as described above can be provided in several variants, depending on the needs of the particular vehicle to be powered. Figs. 6A- 6C show three example variants of the structural assembly, namely a small (S) variant (Fig. 6A), a medium (M) variant (Fig.

[0139] 6B) and an extra large (XL) variant (Fig. 6C). For example, the small variant may comprise only two rows of battery modules 20 that occupy 1 / 3 of the available volume between the attachment interfaces, the medium variant may comprise four rows of battery modules 20 that occupy 2 / 3 of the available volume between the attachment interfaces and the extra large variant may comprise six rows of battery modules that occupy the full volume available between the attachment interfaces. Due to the modular nature of the structural assembly and connectors used to connect the battery modules, any desired number of modules can be used with the connection principles as outlined above for the XL variant. In case of a variant that does not occupy the full volume available between the attachment interfaces 11, 12, the free space can be left empty or can be filled out with dummy battery modules, that function only as structural cross-beams to provide adequate mechanical strength, but do not contain any battery cells therein for the purpose of cost reduction.

[0140] Depending on the necessity, the individual battery modules 20 may have various sizes. For example, as shown in Fig. 6D, a battery module 20 may have a height equal to the total height of the attachment interfaces 11, 12 and occupy more than one column of openings.

[0141] A control unit can be installed within the structural assembly to monitor and manage the power output based on the installed configuration of the battery modules. During initialization of operation, it can determine the number and capacity of battery modules, by communicating via the signal connectors 132. The control unit can automatically adjust (in order to optimize) energy distribution, taking into account the different capacities and maximum discharge currents of the installed modules. This adaptive feature ensures that the system delivers consistent performance even when modules of different variants are used in combination or swapped out over time.

[0142] To facilitate easy servicing, the battery modules and connectors can be color-coded or labeled, ensuring that technicians can quickly identify each module type and the corresponding connectors during installation or maintenance. A built-in diagnostic system within the control unit may monitor and report real-time data on voltage, temperature, and state of charge for each individual battery module 20. In case of a fault, the diagnostic system can isolate a malfunctioning module without necessitating a complete pack shutdown, thereby minimizing downtime. Technicians can simply remove the faulty module and replace it with a functioning one of the type.FIG. 7 is a schematic block diagram illustrating the functional interconnection between a control unit C and one or more battery modules 20. Each battery module 20 includes an integrated battery management system (BMS), which monitors local battery cell conditions and communicates with the control unit C. The control unit C may be implemented as a dedicated microcontroller, an electronic control module, or part of a broader vehicle control system. It is responsible for detecting the number of installed battery modules 20, coordinating power distribution among them, and optimizing charging and discharging parameters based on system requirements. The BMS inside each module 20 continuously measures cell voltages, currents, and temperatures, storing and processing these data to ensure safe operation.

[0143] A high-voltage (HV) bus interconnects the battery modules for power flow, while a low-voltage communication bus links the BMS units to the control unit C. Through this communication bus, the BMS can communicate with other BMSs and transmit real-time voltage, temperature, and state-of-charge information to the control unit C. In turn, the control unit C sends control signals to each BMS, for instance to balance cells, adjust charge / discharge limits, or isolate a faulty module if an anomaly is detected.

[0144] The software within the control unit C recognizes how many modules 20 are present, enabling small, medium, or large configurations of the structural assembly, and automatically optimizes energy distribution based on the available capacity.

[0145] In operation, the control unit C continually evaluates telemetry from all installed modules 20. When additional modules are added to increase capacity, the control unit C detects these new modules and updates the overall management strategy accordingly. Conversely, if a module is removed or experiences a fault, the system can isolate it and continue operating in a reduced-capacity mode until service or replacement.

[0146] Fig. 8 illustrates a method for reconfiguring a structural assembly used in battery electric propulsion systems. The method enables adjusting the assembly’s energy storage capacity (and consequently power output) by adding or removing battery modules. A control unit C automatically detects the new number of installed modules and optimizes system parameters accordingly.

[0147] In step S21, the operator, vehicle control system, or an external management system determines that the existing battery configuration no longer meets current or future power / energy requirements. For instance, if additional driving range is needed, or if load requirements have decreased. In step S22 the structural assembly 10 is extracted from the vehicle. The assembly typically initially includes a certain number of battery modules configured for an existing capacity variant. In step S23, the assembly is partially disassembled,such as by disconnecting the connectors at one side and removing the corresponding plate 111, 121 on that side. Thereby it is possible, in step S24, to remove or add battery modules 20, depending on whether a higher or lower capacity is desired. During this step, self-aligning connectors and color-coded or labeled interfaces may help ensure that modules are correctly positioned and properly coupled. In step S25 the structural assembly is reassembled by attaching the plate 111, 121 and connecting the battery modules with respective connectors. Next, the battery module is initiated in step S26 such that the control unit C can scan or otherwise communicate with each installed battery module 20, determining the new total number and properties of modules present. Based on the detected number of modules, the control unit C updates parameters for charging, discharging, and balancing. This can include adjusting voltage thresholds, reconfiguring contactors, or modifying the maximum current draw to match the newly-installed capacity. The structural assembly is mounted back to the powered device in step S27 so that the structurally reconfigured battery system is now ready for use with updated capacity. The vehicle or device can be powered, and the operator may notice increased or decreased range and performance according to the newly installed modules.

[0148] As shown in Figs. 1, 9A and 9B, to further enhance environmental resistance, the structural assembly 10 may additionally include protective covers 151, 152 mounted on the exterior faces of the plates 111, 121. These covers 151, 152 are dimensioned to extend laterally over substantially the entire side surface of each plate, thereby enclosing the various connectors (e.g., signal connectors 132, busbar connectors 134), and coolant connectors) and any exposed module terminals. One or more gaskets 153, 154, which can be multi-layer or composed of different elastomeric materials, are disposed around the perimeter of the covers 151, 152 to seal against the respective plate surfaces and peripheral edges. In some embodiments, adhesive bonding is applied between the gasket layers or between the gasket and covers, reinforcing the seal to withstand temperature fluctuations, road vibrations, and other mechanical stresses. This multi-layer sealing approach ensures that potential leak paths are minimized, preventing both dust and water ingress. By achieving an IP67 rating, the assembly can reliably operate in harsh environments, including those with high particulate contamination or exposure to temporary submersion in water (up to 1 meter depth for up to 30 minutes). In certain embodiments, each cover 151, 152 is designed to be removable for easier maintenance and inspection, while still maintaining a watertight seal when reinstalled. Rigorous environmental testing - such as dust chamber tests and immersion tests - may be carried out on assembled units to confirm IP67 compliance and overall durability. Additionally, optional integrated impact-absorption zones orreinforced ribs may be formed into the covers 151, 152, mitigating damage from collisions or road debris while preserving the enclosure’s sealing integrity. These structural elements also help protect essential thermal management components - such as cooling channels or phase change material reservoirs - from external damage.

[0149] Consequently, the covers 151, 152 protect the structural assembly from the outside. The terminal connectors, such as the end coolant connectors 144 for the three groups of coolant flows and the end busbar connectors 134 are accessible from the internal side of the plates 111, 121 for connection to the respective cooling and power systems internal to the device that is powered by the structural assembly.

[0150] The sealing mechanism can be further reinforced by applying targeted adhesives (e.g., silicone-based, polyurethane-based, or epoxy -based) along critical seams where the plates 111, 121 meet the covers 151, 152 or where gaskets 153, 154 are seated. In some implementations, an internal compression bracket or clamp system is used to apply uniform pressure on the gaskets and adhesive layers, thereby maintaining the IP67 seal even under fluctuating temperatures and mechanical loads (e.g., repeated vehicle shocks or torsional stresses). This combination of gasket design, multi-layer sealing, and optional adhesive bonding ensures a robust seal that maintains its integrity over the lifespan of the vehicle or equipment. Importantly, because the battery modules 20 serve as structural cross-beams, the sealed housing can be integrated directly into the vehicle frame without requiring extra, separate enclosures. Certain variants may also include reinforced flanges or stiffeners around high-stress regions, allowing the assembly to support both mechanical loads and energy storage without compromising the sealing barrier. Complementary safety features, such as current-limiting fuses or automatic disconnect switches, can be integrated within the sealed enclosure to rapidly isolate a failing module or cell if thermal runaway or an electrical short-circuit is detected. To address smaller but critical pathways for fluid ingress, dedicated O-rings or gasket rings can be installed at all coolant connectors 144, coolant channel ports 224, and associated threaded holes 225. A similar approach can be taken for the electrical connector end interface 210, in particular around the signal terminals 212 and busbar terminals 214, where each high- or low-voltage terminal is surrounded by a specific gasket or weatherproof seal to prevent moisture infiltration.

[0151] The selection of housing materials for the battery modules 20, as well as the attachment interfaces 11, 12 and covers 151, 152, is driven by the need to balance corrosion resistance, weight, thermal properties, and cost considerations. Examples include aluminum, stainless steel, composite polymers, and hybrids thereof. Aluminum may be favored for its high strength-to-weight ratio and natural corrosion resistance, while composite polymers can offer improvedimpact absorption and simplified manufacturing for complex geometries. Additionally, the integration of anti-corrosion treatments, anodizing (for metals), or specialized coatings (for polymers) can further improve environmental longevity. This material flexibility, in combination with a modular design that allows each battery module 20 to be individually serviced or replaced, supports ease of maintenance and extends the system’s operational lifetime without sacrificing the IP67 seal or structural rigidity. To ensure adequate heat dissipation under high-load or high-temperature conditions, the housing may be designed with built-in cooling channels (e.g., channels 253 in the cooling plate 252) or additional thermal conduction paths. In certain embodiments, phase change materials (PCMs) are positioned around high-heat components - such as busbars 244, 245 or densely packed battery cell zones -to stabilize temperatures by absorbing excess heat during peak loads and releasing it slowly once conditions normalize.

[0152] From a safety perspective, the structural battery assembly 10 also includes multiple mechanisms to mitigate overheating and short-circuit failures. The battery management system (BMS) constantly monitors temperature data from sensor layers 243, adjusting coolant flow rates or activating additional cooling measures when abnormal heat patterns are detected. Should a local hot spot persist, or if a short-circuit is identified, the BMS can initiate protective actions such as current limitation, forced module shutdown, or isolation of the affected cells 241. Phase change materials, embedded within the module design or as separate inserts, further help absorb heat surges and delay thermal runaway events. By combining these active and passive safety measures within a sealed, structurally reinforced enclosure, the assembly ensures safe and efficient operation even in harsh environmental conditions or under rigorous usage profiles.

[0153] Within each battery module 20, additional gasket solutions can be used to safeguard internal components from moisture or debris that may enter through micro-gaps or assembly seams. For instance, thin-profile gaskets or sealing foams may be placed between the bottom cover 231 and the cooling plate 252, complementing the main sealing gasket 251 already situated around the cooling plate’s perimeter. Likewise, smaller seals or adhesive beads may be applied where the sensor layer 243 or busbars 244, 245 penetrate through internal walls, ensuring that any compartmentalized zones remain protected from liquid or particulate intrusion. By employing these localized gaskets within the module enclosure itself, the assembly significantly reduces the risk of internal leaks that could undermine thermal management features or damage sensitive electronics. In practice, multi-stage inspections during manufacturing validate that each gasket or seal is correctly positioned and unbroken,thereby reinforcing the module’s internal tightness and contributing to the overall IP67 rating of the larger structural assembly 10.

[0154] Referring now to Fig. 10, a flowchart is provided illustrating an example method of manufacturing a structural assembly 10 for an electric vehicle as described above. In a first step S31, the structural framework of the electric vehicle is configured to define suitable load paths. This configuration includes determining the optimal positioning for the first attachment interface 11 and the second attachment interface 12 so that they can carry the mechanical loads typically experienced by a vehicle chassis. In a second step S32, each battery module 20 is designed and constructed to withstand mechanical stresses arising from normal vehicle operation (such as road vibrations and impacts). The battery modules 20 are accordingly constructed from materials with adequate strength, such as composite materials, steel sheet metal, or other rigid, lightweight materials (e.g., aluminum alloys) that combine high energy density and mechanical rigidity. Thermal management may be addressed by designing and / or integrating coolant channels 253, thermal barriers, and heat sinks or plates (e.g., cooling plate 252) within each battery module 20.

[0155] In a third step S33, the battery modules 20 are physically secured between the first attachment interface 11 and the second attachment interface 12 using fasteners (e.g., screws threaded into holes 215, 225). In the next step S34, the signal connectors 132, busbar connectors 134, and coolant connectors 144 are connected between adjacent battery modules 20, thereby establishing respective pathways for low-voltage signals, high-voltage power, and coolant flow. In step S35, gaskets 153, 154 are applied around the perimeter of the plates 111, 121 and the covers 151, 152. In a subsequent step S36, the covers 151, 152 are secured to the plates, compressing the gaskets 153, 154 and completing the enclosure. Thereafter, in step S37, the assembled structural assembly 10 can undergo rigorous dust and water-ingress testing. This may involve placing the assembly in a dust chamber for a specified duration or partially submerging the assembly up to 1 meter for up to 30 minutes. A final inspection checks for evidence of dust or water penetration. The test can be performed on all structural assemblies or only randomly-selected ones for occasional quality checks. Finally, in step S38, the completed structural assembly 10 is installed in the vehicle body 40. A person skilled in the art will appreciate that some steps may be combined or reordered depending on manufacturing constraints or design preferences.

[0156] Figs. 11-13 illustrate an exemplary embodiment of a structural assembly 10 that may serve as the main support system for a vehicle, such as a land or aerospace vehicle. In thisembodiment, the structural assembly 10 supports and houses a plurality of battery modules 20 in a manner that allows for quick installation, removal, or reconfiguration. As described in further detail below, the assembly 10 is designed to provide both mechanical stability and ease of access, ensuring that battery modules 20 can be rapidly serviced, replaced, or upgraded when necessary.

[0157] The structural assembly 10 includes two attachment interfaces 31, 32 arranged at opposite ends. Each attachment interface 31, 32 is formed by a plate 311 oriented substantially perpendicular to the longitudinal axes of the battery modules 20. These plates 311 are configured to mount onto corresponding rails 321 (see below) secured to a chassis or frame of the vehicle. The plates 311 may also serve as protective barriers for the battery modules 20, shielding them from external impact or environmental contaminants. Additionally, each plate 311 can include a matrix of openings 312, giving easy access to high-voltage terminals, low-voltage control connectors, coolant fluid ports, and integrated diagnostic ports of each battery module 20. This arrangement streamlines maintenance tasks and reduces the likelihood of connection errors.

[0158] Each battery module 20 is generally shaped as an elongated box, extending between the two attachment interfaces 31, 32. Battery modules 20 are dimensioned so that they fit precisely into guiding rails 33 (described below) that hold and align the modules in place. Beyond housing the internal battery cells, each battery module 20 includes appropriate connectors at least at one end for both power and data signals. The modules 20 themselves are robust enough to act as structural cross-beams once secured in position, thereby enhancing the overall rigidity of the assembly 10 and reducing the need for additional support members. In some embodiments, the modules 20 may include integrated cooling channels or heat-exchange surfaces to maintain optimal operating temperatures and ensure effective thermal management.

[0159] Between the plates 311, a plurality of guiding rails 33 is arranged to create designated sockets or tracks for the battery modules 20. Alternatively, guiding elements other than the rails can be used, such as stops, grooves, or similar alignment features to ensure correct positioning and prevent misalignment of the battery modules 20 during installation between the plates 311. In one embodiment, each guiding rail 33 is composed of an extruded metal profile with an open channel sized to receive the edges of the battery modules 20. The rails 33 ensure proper alignment of each module 20 when slid into place and help distribute mechanical loads evenly across the structural assembly 10. Additionally, the rails 33 and the modules 20 together form multiple cross-beams, increasing torsional and bending stiffness of the entire arrangement.Depending on the intended application, the guiding rails 33 may incorporate vibration-damping inserts or shock-absorbing coatings to reduce mechanical stress on the battery modules 20.

[0160] Along the top and bottom edges of each plate 311, a quick-release mechanism is provided for rapid attachment or detachment of the structural assembly 10 from the vehicle’s chassis or frame. As shown in the enlarged views of Figs. 12 and 13, each quick-release mechanism includes a rail 321 secured to the vehicle chassis using bolts or other known fasteners. The rail 321 contains a series of openings 322 sized to accommodate socket assemblies 323. Each socket assembly 323 houses a pivotable, spring-biased latch 324. Corresponding pins 314 are mounted on the plate 311 in positions matching the openings 322 along the rail 321. In some embodiments, these latches 324 can be actuated by upgradeable automated actuators or sensors for hands-free operation, further reducing manual intervention.

[0161] Mechanical safety interlocks are integrated into the quick-release mechanism to prevent battery removal unless the circuit is de-energized. For example, a high-voltage isolation circuit may sense when the system is powered, inhibiting the release bar or automated actuator from disengaging the latches 324. Only when the control unit C and the battery management systems (BMS) confirm that the modules are safe to handle will the mechanical interlock permit physical removal of the assembly 10. This ensures that operators are not exposed to live high-voltage terminals during module swaps.

[0162] In operation, an operator aligns the pins 314 on the plate 311 with the openings 322 in the rail 321 and simply presses the plate 311 against the rail 321 until each pin 314 is locked by the spring-biased latch 324. This press-and-lock design enables a secure, tool-less attachment of the structural assembly 10. To remove the assembly 10, the operator or an automated mechanism biases the latches 324 out of engagement, for example by pulling on a dedicated release bar or triggering an electronic actuator connected to the socket assemblies 323, thereby freeing the pins 314. Once all pins 314 are disengaged (and only if the system is de-energized), the entire structural assembly 10 can be withdrawn for servicing, upgrade, or replacement.

[0163] The described quick-release mechanism and modular construction facilitate multiple variants of the structural assembly 10 to suit different power or energy requirements. In one variant (size S), only a fraction of the available volume between the plates 311 is occupied by battery modules 20, leaving space or blank inserts elsewhere to minimize weight and cost. In another variant (size M), additional battery modules 20 fill more of the available volume. In the largest variant (size XL), substantially the entire space is occupied by battery modules 20 to maximize energy capacity. Because of this docking interface versatility, the system canaccommodate evolving battery technologies; for instance, new modules with higher energy densities can directly slot into existing rails without requiring major structural modifications.

[0164] Further enhancing the system’s adaptability, incremental upgrades can be performed by adding or removing modules independently. Fleet operators may start with a minimal number of modules (e.g., four modules for short routes) and later expand to a higher capacity (e.g., six or eight modules) as operational needs grow. Multiple battery modules can also be replaced simultaneously or on a rolling schedule, facilitating ongoing upgrades without significant vehicle downtime.

[0165] As part of a holistic safety strategy, thermal management systems are integrated into both the battery modules and the structural assembly 10. These may include liquid-cooling channels, phase-change materials, or air-cooling passages. By proactively managing heat, the system reduces the risk of thermal runaway events and allows for higher discharge rates in demanding applications. Additionally, shock absorbers, gaskets, or thermal insulation layers can be fitted at the mating surfaces to reduce vibration and shield the modules from temperature extremes.

[0166] Fig. 14 is a schematic block diagram, similar to Fig. 7, illustrating the functional interconnection between a control unit C and one or more battery modules 20. Each battery module 20 includes an integrated battery management system (BMS), which monitors local battery cell conditions and communicates with the control unit C. The control unit C may be implemented as a dedicated microcontroller, an electronic control module, or part of a broader vehicle control system. It is responsible for detecting the number of installed battery modules 20, coordinating power distribution among them, and optimizing charging and discharging parameters based on system requirements.

[0167] A high-voltage (HV) bus interconnects the battery modules for power flow, while a low-voltage communication bus links the BMS units to the control unit C. Through this communication bus, the BMS can communicate with other BMSs and transmit real-time voltage, temperature, and state-of-charge information to the control unit C. In turn, the control unit C sends control signals to each BMS, for instance to balance cells, adjust charge / discharge limits, isolate a faulty module, or lock / unlock the quick-release mechanism if the system determines the module is safe to remove. Each module’s integrated diagnostic port can provide direct readouts for testing procedures, allowing technicians to quickly assess battery health and function without fully removing the module from the assembly.

[0168] Testing procedures are typically invoked after modules are installed or replaced. The control unit C triggers a series of functional checks - verifying voltage, temperature sensors, communications, and HV isolation. If all checks pass, the system transitions to an operationalmode, enabling vehicle startup. If a fault is detected, the system can automatically isolate the affected module, alert the operator, and log diagnostic codes for future service reference.

[0169] Fig. 15 illustrates a method for reconfiguring a structural assembly used in battery electric propulsion systems. The method enables adjusting the assembly’s energy storage capacity (and consequently power output) by adding or removing battery modules. A control unit C automatically detects the new number of installed modules and optimizes system parameters accordingly.

[0170] In step S41, the operator, vehicle control system, or an external management system determines that the existing battery configuration no longer meets current or future power / energy requirements. For instance, if additional driving range is needed, or if load requirements have decreased. In step S42, the structural assembly 10 is extracted from the vehicle by releasing the plates 311 from the rails 321. The assembly typically initially includes a certain number of battery modules configured for an existing capacity variant.

[0171] In step S43, the assembly is partially disassembled, such as by disconnecting the connectors at one side and removing the corresponding plate 311 at this side. Access panels or compartments may be opened, either manually or by automated actuators, to expose the necessary connection points. Thereby it is possible, in step S44, to remove or add battery modules 20, depending on whether a higher or lower capacity is desired. During this step, selfaligning connectors, alignment guides, and color-coded or labeled interfaces may help ensure that modules are correctly positioned and properly coupled.

[0172] In step S45, the structural assembly is reassembled by attaching the plate 311 and connecting the battery modules with respective connectors. The mechanical safety interlocks and high-voltage isolation circuits verify that the system remains safe to energize. Next, in step S46, the control unit C performs testing procedures to scan or otherwise communicate with each installed battery module 20, determining the new total number and properties of modules present. Based on the detected number of modules, the control unit C updates parameters for charging, discharging, and balancing. This can include adjusting voltage thresholds, reconfiguring contactors, or modifying the maximum current draw to match the newly -installed capacity.

[0173] In step S47, the structural assembly is mounted back to the powered device so that the structurally reconfigured battery system is now ready for use with updated capacity. The vehicle or device can then be powered, and the operator may notice increased or decreased range and performance according to the newly installed modules. If the assembly is swapped in a fieldsetting, the mobile docking or quick-change platform can expedite these steps by providing an ergonomic, stable interface for guiding the assembly in and out of the vehicle seat 41.

[0174] The modular framework inherently supports incremental upgrades. Because multiple battery modules can be independently removed or inserted, fleet operators can keep the same structural assembly 10 over an extended product life, merely exchanging modules for newer generations. This approach significantly reduces total cost of ownership while ensuring continuous operational availability.

[0175] Fig. 16 shows an example of a vehicle body 40, which has a seat 41 for mounting therein the structural assemblies 10 of the embodiments described above.

[0176] In certain applications, an additional mobile docking or quick-change platform (not shown) may be used in a service bay or remote location to facilitate rapid module swaps. This platform can be compact or even foldable, allowing field operations such as roadside module replacements.

[0177] While the invention has been described with respect to a limited number of embodiments, it will be appreciated that many variations, modifications and other applications of the invention may be made. Therefore, the claimed invention as recited in the claims that follow is not limited to the embodiments described herein.

Claims

1. 37CLAIMS1. A structural assembly for a battery electric propulsion system, comprising:a first attachment interface and a second attachment interface spaced apart from one another, each interface being configured for mounting the structural assembly to an entity using the battery electric propulsion system; anda plurality of elongated battery modules, each battery module extending in a longitudinal direction between and being attached at its opposite ends to the first and second attachment interfaces,wherein each battery module is configured to function as a structural cross-beam providing load-bearing support between the first and second attachment interfaces.

2. The structural assembly of claim 1, wherein the first attachment interface and the second attachment interface each comprise a respective plate oriented substantially perpendicular to the longitudinal direction of the battery modules.

3. The structural assembly of claim 2, wherein each plate includes a plurality of openings arranged to align with corresponding connectors, pins, or fasteners of the battery modules.

4. The structural assembly of claim 3, wherein each plate comprises a central opening positioned to align with signal terminals of the battery modules.

5. The structural assembly of claim 3, wherein each plate comprises at least one pair of positioning openings configured to receive positioning pins of each battery module.

6. The structural assembly of claim 3, wherein each plate comprises busbar openings and attachment openings arranged to receive high-voltage busbar terminals, coolant channel ports, and / or mounting screws.

7. The structural assembly of claim 3, wherein each battery module includes:an electrical connector end interface provided with signal terminals, positioning pins, busbar terminals, and threaded holes; anda coolant connector end interface provided with positioning pins, coolant channel ports, and threaded holes.

8. The structural assembly of claim 7, wherein at least some of the positioning pins are springmounted pins configured to be depressed against a biasing spring, thereby facilitating prepositioning of each battery module onto the respective plate.

9. The structural assembly of claim 7, wherein the battery modules are arranged in a plurality of rows and columns.

10. The structural assembly of claim 9, wherein each battery module in a given row is electrically connected in series to adjacent modules in that row via busbar connectors.

11. The structural assembly of claim 9, wherein each battery module in a given column is connected to adjacent modules in that column via signal connectors.

12. The structural assembly of claim 9, wherein the coolant channel ports of the battery modules in each row are fluidly coupled in series by coolant connectors so that coolant flows sequentially through the battery modules of that row.

13. The structural assembly of claim 12, further comprising a coolant distribution unit adapted to supply coolant fluid to multiple flow paths, each flow path being connected to at least one row of battery modules.

14. The structural assembly of any of claims 7-13, wherein each battery module comprises: a bottom cover having a substantially C-shaped cross-section;a mica sheet disposed adjacent to the bottom cover as a high-temperature insulation barrier;a holder arranged to receive a plurality of battery cells in a grid pattern;a sensor layer including at least one temperature sensor;first and second busbars arranged to collect current from the battery cells;a sealing gasket; anda cooling plate that serves as a top cover and includes an internal cooling channel communicating with the coolant channel ports.

15. The structural assembly of claim 14, wherein each battery module further comprises a battery management system unit disposed in the electrical connector end interface, the battery management system unit being connected to the sensor layer for monitoring operating conditions of the battery cells.

16. The structural assembly of claim 14, wherein each battery module further includes an electrical connector insert in the electrical connector end interface to facilitate connection of the signal terminals and the busbar terminals.

17. The structural assembly of any of claims 1-16, wherein at least one of the first attachment interface or the second attachment interface shares an identical shape with the other, enabling both plates to be manufactured using the same design.

18. The structural assembly of any of claims 1-17, wherein the plurality of battery modules is arranged as an N*M array, such that each battery module provides cross-beam functionality for load-bearing support.

19. The structural assembly of any of claims 1-18, wherein the structural assembly is configured to be mounted within a dedicated seat.

20. An electric vehicle having a body and a seat with the structural assembly according to any of claims 1 to 19 mounted therein.

21. A method of manufacturing a structural assembly for a battery electric propulsion system, the structural assembly comprising a first attachment interface and a second attachment interface spaced apart from each other, and a plurality of elongated battery modules arranged between the first and second attachment interfaces so as to function as structural cross-beams providing load-bearing support, the method comprising:forming the first and second attachment interfaces so that they are spaced apart to receive the plurality of battery modules;constructing or providing the plurality of battery modules with sufficient mechanical strength to bear structural loads and store electrical energy; andsecuring each battery module between the first and second attachment interfaces, thereby enabling the battery modules to provide load-bearing support in the structural assembly.

22. The method of claim 21, further comprising connecting at least one of signal connectors, busbar connectors, or coolant connectors between adjacent battery modules, thereby establishing pathways for low-voltage signals, high-voltage power, or coolant flow.

23. The method of claim 22, wherein connecting step further comprises coupling battery modules in series in each row via busbar connectors for high-voltage power transfer and coupling battery modules in columns via signal connectors for low-voltage communication.

24. The method of claim 23, wherein connecting step additionally includes arranging coolant connectors so as to enable sequential coolant flow through battery modules in a given row, avoiding separate external coolant routing modules.

25. A structural assembly for a battery electric propulsion system, comprising:a first attachment interface and a second attachment interface spaced apart from one another, each interface being configured for mounting the structural assembly to an entity using the battery electric propulsion system;at least one battery module installed between the first and second attachment interfaces; anda control unit configured to detect a number of installed battery modules and to optimize energy distribution accordingly;wherein the structural assembly is configurable to at least two capacity variants, each variant differing in the number of installed battery modules.

26. The structural assembly of claim 25, wherein each battery module is configured to function as a structural cross-beam, providing load-bearing support between the first and second attachment interfaces.

27. The structural assembly of any of claims 25-26, further comprising self-aligning connectors.

28. The structural assembly of any of claims 25-27, wherein at least some of the battery modules include color-coded or labeled connectors.

29. The structural assembly of any of claims 25-28, wherein the control unit comprises a diagnostic system to provide real-time monitoring of voltage, temperature, or charge status for each battery module.

30. The structural assembly of claim 29, wherein the diagnostic system is configured to isolate a faulty battery module.

31. The structural assembly of any of claims 25-30, wherein the first attachment interface and the second attachment interface each comprise a respective plate oriented substantially perpendicular to the longitudinal direction of the battery modules.

32. The structural assembly of claim 31, wherein each plate includes a plurality of openings arranged to align with corresponding connectors, pins, or fasteners of the battery modules.

33. The structural assembly of claim 32, wherein each plate comprises a central opening positioned to align with signal terminals of the battery modules.

34. The structural assembly of claim 32, wherein each plate comprises at least one pair of positioning openings configured to receive positioning pins of each battery module.

35. The structural assembly of claim 32, wherein each plate comprises busbar openings and attachment openings arranged to receive high-voltage busbar terminals, coolant channel ports, or mounting screws.

36. The structural assembly of any of claims 25-35, wherein each battery module includes: an electrical connector end interface provided with signal terminals, positioning pins, busbar terminals, and threaded holes; anda coolant connector end interface provided with positioning pins, coolant channel ports, and threaded holes.

37. The structural assembly of claim 34, wherein at least some of the positioning pins are springmounted pins configured to be depressed against a biasing spring to facilitate pre-positioning of each battery module onto each plate.

38. The structural assembly of any of claims 25-37, wherein the battery modules are arranged in a plurality of rows and columns.

39. The structural assembly of claim 38, wherein each battery module in a given row is electrically connected in series to adjacent battery modules in that row via busbar connectors.

40. The structural assembly of claim 38, wherein each battery module in a given column is connected to adjacent battery modules in that column via signal connectors.

41. The structural assembly of claim 38, wherein the coolant channel ports of the battery modules in each row are fluidly coupled in series by coolant connectors so that coolant flows sequentially through the battery modules of that row.

42. The structural assembly of claim 41, further comprising a coolant distribution unit adapted to supply coolant fluid to multiple flow paths, each flow path being connected to at least one row of battery modules.

43. The structural assembly of any of claims 25-42, wherein each battery module further comprises a battery management system unit for monitoring operating conditions of battery cells.

44. The structural assembly of claim 31, wherein the first attachment interface and the second attachment interface share an identical shape, enabling both plates to be manufactured using the same design.

45. The structural assembly of claim 26, wherein the battery modules are arranged as an N*M array such that each battery module provides cross-beam functionality for load-bearing support.

46. The structural assembly of any of claims 25-45, wherein the structural assembly is configured to be mounted within a dedicated seat.

47. An electric vehicle comprising a body and a seat with the structural assembly of any of claims 25-46 mounted therein.

48. A method for reconfiguring the structural assembly according to any of claims 25-46, the method comprising:extracting the structural assembly from the battery electric propulsion system; partially disassembling the structural assembly;removing at least one existing battery module or installing at least one additional battery module in response to a desired change in power demand;initiating the battery module by determining, with the control unit, a new total number of battery modules installed; andinstalling the structural assembly back to the battery electric propulsion system.

49. A structural assembly for a battery electric propulsion system, comprising:a first attachment interface and a second attachment interface, spaced apart from one another, each interface being configured for mounting the structural assembly to an entity using the battery electric propulsion system;a plurality of battery modules mounted between the attachment interfaces and interconnected by connectors; anda first cover arranged on an exterior side of the first attachment interface and a second cover arranged on an exterior side of the second attachment interface so as to enclose substantially all connectors and form a sealed enclosure around the battery modules.

50. The structural assembly of claim 49, configured to provide an ingress protection rating of at least IP67.

51. The structural assembly of any of claims 49-50, further comprising a seal between each cover and the corresponding attachment interface.

52. The structural assembly of any of claims 49-51, wherein the battery modules are elongated and each extends in a longitudinal direction between, and is attached at opposite ends to, the first and second attachment interfaces, and is configured to function as a structural cross-beam providing load-bearing support between the first and second attachment interfaces.

53. The structural assembly of any of claims 49-52, wherein the first attachment interface and the second attachment interface each comprise a respective plate oriented substantially perpendicular to the longitudinal direction of the battery modules.

54. The structural assembly of claim 53, wherein each plate comprises a plurality of openings arranged to align with corresponding connectors, pins, or fasteners of the battery modules.

55. The structural assembly of claim 54, wherein each plate comprises a central opening positioned to align with signal terminals of the battery modules.

56. The structural assembly of claim 53, wherein each plate comprises at least one pair of positioning openings configured to receive positioning pins of each battery module.

57. The structural assembly of claim 54, wherein each plate comprises busbar openings and attachment openings arranged to receive high-voltage busbar terminals, coolant channel ports, or mounting screws.

58. The structural assembly of claim 57, wherein each attachment interface further comprises localized gaskets or O-rings arranged around the attachment openings to prevent water and dust intrusion.

59. The structural assembly of claim 54, wherein each battery module comprises:an electrical connector end interface provided with signal terminals, positioning pins, busbar terminals, and threaded holes; anda coolant connector end interface provided with positioning pins, coolant channel ports, and threaded holes.

60. The structural assembly of claim 59, wherein at least some of the positioning pins are springmounted pins configured to be depressed against a biasing spring, thereby facilitating prepositioning of each battery module onto the respective plate.

61. The structural assembly of claim 59, wherein the battery modules are arranged in a plurality of rows and columns.

62. The structural assembly of claim 61, wherein each battery module in a given row is electrically connected in series to adjacent battery modules in that row via busbar connectors.

63. The structural assembly of claim 61, wherein each battery module in a given column is connected to adjacent battery modules in that column via signal connectors.

64. The structural assembly of claim 61, wherein the coolant channel ports of the battery modules in each row are fluidly coupled in series by coolant connectors so that coolant flows sequentially through the battery modules of that row.

65. The structural assembly of claim 64, wherein at least one coolant connector and its corresponding coolant channel port are fitted with dedicated gasket rings or O-rings selected to maintain an IP67 seal under vibrations and temperature fluctuations.

66. The structural assembly of claim 64, further comprising a coolant distribution unit adapted to supply coolant fluid to multiple flow paths, each flow path being connected to at least one row of battery modules.

67. The structural assembly of any of claims 49-66, wherein each battery module comprises:a bottom cover having a substantially C-shaped cross-section;a mica sheet disposed adjacent to the bottom cover as a high-temperature insulation barrier;a holder arranged to receive a plurality of battery cells in a grid pattern;a sensor layer comprising at least one temperature sensor;first and second busbars arranged to collect current from the battery cells;a sealing gasket; anda cooling plate that serves as a top cover and comprises an internal cooling channel communicating with the coolant channel ports.

68. The structural assembly of any of claims 49-67, wherein the structural assembly is configured to be mounted within a dedicated seat.

69. An electric vehicle having a body and a seat with the structural assembly of any of claims 49-68 mounted therein.

70. A method of manufacturing a structural assembly for a battery electric propulsion system, the structural assembly comprising a first attachment interface and a second attachment interface spaced apart from each other, and a plurality of battery modules arranged between the first and second attachment interfaces and connected with each other, the method comprising:forming the first and second attachment interfaces so that they are spaced apart to receive the battery modules;constructing or providing the battery modules;securing each battery module between the first and second attachment interfaces and interconnecting the battery modules; andapplying a first cover on the exterior side of the first attachment interface and a second cover on the exterior side of the second attachment interface so as to enclose substantially all connectors and form a sealed enclosure around the battery modules.

71. The method of claim 70, further comprising connecting at least one of signal connectors, busbar connectors, or coolant connectors between adjacent battery modules, thereby establishing pathways for low-voltage signals, high-voltage power, or coolant flow.

72. The method of any of claims 70-71, further comprising coupling battery modules in series in each row via busbar connectors for high-voltage power transfer and coupling battery modules in columns via signal connectors for low-voltage communication.

73. The method of any of claims 70-72, further comprising arranging coolant connectors so as to enable sequential coolant flow through battery modules in a given row, avoiding separate external coolant routing modules.

74. A structural assembly for use in a battery electric propulsion system, the structural assembly comprising:a first attachment interface and a second attachment interface, each including a plate configured to mount onto a vehicle chassis or frame;a plurality of guiding elements arranged between the first attachment interface and the second attachment interface, the guiding elements defining respective alignment channels for receiving a plurality of battery modules; anda quick-release mechanism configured to releasably secure the first and second attachment interfaces to the propulsion system.

75. The structural assembly of claim 74, wherein the guiding elements are guiding rails, and each battery module is insertable and removable by sliding along the guiding rails.

76. The structural assembly of any of claims 74-75, wherein the quick-release mechanism comprises spring-biased latches and corresponding pins that engage upon alignment.

77. The structural assembly of any of claims 74-76, further comprising at least one mechanical safety interlock operably connected to a high-voltage isolation circuit, wherein the mechanical safety interlock prevents detachment of the structural assembly unless the battery modules are de-energized.

78. The structural assembly of any of claims 74-77, wherein at least one of the plates comprises access panels or compartments that provide direct access to high-voltage terminals, low-voltage control connectors, and diagnostic ports of each battery module.

79. The structural assembly of any of claims 74-78, further comprising a shock-absorbing interface disposed between each battery module and the guiding rails, the shock-absorbing interface being configured to reduce vibration and impact loads transmitted to the battery modules.

80. A battery electric propulsion system, comprising:a chassis having mounting rails;the structural assembly of any of claims 74 to 79 secured to the mounting rails via the quick-release mechanism.

81. A method for reconfiguring energy storage in a battery electric propulsion system comprising the structural assembly of any of claims 74 to 79, the method comprising:determining a revised capacity requirement for the propulsion system;releasing the structural assembly by disengaging the quick-release mechanism; removing or adding at least one battery module by sliding the battery module along the guiding elements once a plate is detached;48reattaching the plate and securing all battery modules within the guiding elements; and mounting the structural assembly back onto the propulsion system and locking the quick-release mechanism.

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