DE102020124833A1 - Coupling element for a high-voltage battery, high-voltage battery and motor vehicle - Google Patents

Abstract

The invention relates, inter alia, to a high-voltage battery (3) for a motor vehicle (4), having a first battery module (2) and a second battery module (5), the first battery module (2) being connected to the second battery module ( 5) is electrically coupled, the coupling element (1) having a high-voltage conductor (6) with a first high-voltage coupling (7) which is coupled to a first high-voltage connection (8) of the first battery module (2), and the high-voltage conductor (6) has a second high-voltage clutch (9) which is coupled to a second high-voltage connection (10) of the second battery module (5), and wherein (a) the coupling element (1) has an integrated degassing channel (42), the degassing channel (42) for discharging formed during an event (E) in the first battery module (2) and/or in the second battery module (5) developing gases (G) from the first battery module (2) and/or from the second battery module (5), and/or er(b) the first high-voltage connection (8) and the second high-voltage connection (10) are designed and/or fastened in the first battery module (2) and the second battery module (5) in such a way that one of the two high-voltage connections (8, 10) an event (E) in one of the two battery modules (2, 5) releases the coupling element (1) from a passage (19, 26) of the battery module (2, 5), in which the event (E) occurs, so that the released Implementation (19, 26) is brought into communication with the environment and at the event (E) evolving gases (G) can be released into the environment.

Description

The present invention relates to a coupling element for electrically coupling a first battery module of a high-voltage battery for a motor vehicle to a second battery module of the high-voltage battery. Furthermore, the invention relates to a high-voltage battery for a motor vehicle with such a coupling element and a motor vehicle with such a high-voltage battery.

In the development of high-voltage batteries, several, sometimes conflicting goals are usually pursued. One goal is to provide a high-voltage battery with the highest possible capacity in order to be able to achieve a longer range in a motor vehicle. Since the installation space for a high-voltage battery on the motor vehicle is very limited, another goal is to keep the dimensions of the high-voltage battery as small as possible. One way to achieve these goals is to increase the energy density of the active material in the battery cells of the high-voltage battery. Alternatively or additionally, an attempt is made to make the volume of the battery cells as large as possible and to make the battery housing of the high-voltage battery surrounding the battery cells as small as possible. In addition, all mechanical load cases of the high-voltage battery must be guaranteed without excessive side reactions in the battery cells, without fire and without short circuits.

In order to achieve optimal power density and energy density, structural components of the high-voltage battery must be designed to save space and, if possible, without unnecessary redundancies. In addition to the installation space for the battery cells, sufficient installation space must also be reserved for electrical interconnections of the battery cells and for control units.

Load-bearing battery modules have proven to be a good compromise between high capacity, small space requirements and high operational reliability. In load-bearing battery modules, load paths from crash situations, such as a pole crash on one side of the motor vehicle, are relocated and integrated directly into a module housing of the battery module, so that more space is available in the battery housing for the battery cells. A further development of a load-bearing battery module is known as a "smart battery unit" (SBU) and has an integrated underride protection (UFS).

In the case of high-voltage batteries with SBUs, high-voltage coupling of the SBUs usually takes place via high-voltage connections which are arranged vertically, i.e. aligned in the z-direction or height direction. This requires additional installation space for the high-voltage connections, high-voltage plugs and high-voltage cabling on an upper side of the battery housing above the SBUs. This is particularly problematic in motor vehicles that do not have a center tunnel or a particularly space-saving design of the body, so that the battery housing must be designed as flat as possible.

The targeted and orderly removal of hot gases in the event of an event from the self-contained and sealed SBU represents another special challenge in this context. This applies equally to all other, including current and conventional battery systems. In the event of an event, the hot gases in current or conventional battery systems flow in an undirected manner from the battery module into the surrounding battery system housing and from there are usually discharged to the outside via a number of distributed degassing openings.

The undirected flow of hot gases in the event of an event from the damaged cells or the damaged cell or the corresponding module into the battery housing and within the battery housing is not targeted, but is subject to the thermodynamic processes themselves, so that the risk is increased further battery modules are included in the event and increase the damage and its effects.

A targeted and orderly routing of the hot gases in the event of an event within a battery housing is difficult to implement. The topic of security against thermal propagation and its effects has only recently received increased attention. A structured battery system with self-contained and sealed elements - in this case the SBUs - is superior to conventional battery systems in this context, since it inherently involves spatial separation.

Not only would the undirected discharge be disadvantageous if several distributed degassing openings were provided for the SBUs for the above reasons, the SBUs are also designed to be load-bearing and therefore several such degassing openings are also disadvantageous from a structural point of view.

It is therefore the object of the present invention to eliminate or at least partially eliminate the disadvantages described above in a high-voltage battery. In particular, it is an object of the present invention to provide a high-voltage battery for a motor vehicle on a simple che and inexpensive way has a high level of operational reliability.

The above object is solved by the patent claims. Accordingly, the object is achieved by a coupling element for electrically coupling a first battery module of a high-voltage battery for a motor vehicle to a second battery module of the high-voltage battery with the features of claim 1, by a high-voltage battery for a motor vehicle with the features of claim 4 and by a motor vehicle with the features of claim 10 solved. Further features and details of the invention result from the dependent claims, the description and the drawings. Features and details that are described in connection with the coupling element according to the invention also apply, of course, in connection with the high-voltage battery according to the invention and the motor vehicle according to the invention and vice versa, so that the disclosure of the individual aspects of the invention is or can always be referred to alternately.

According to a first aspect of the invention, the object is achieved by a coupling element for electrically coupling a first battery module of a high-voltage battery for a motor vehicle to a second battery module of the high-voltage battery. The coupling element has a high-voltage conductor with a first high-voltage coupling for electrically coupling to a first high-voltage connection of the first battery module and a second high-voltage coupling for electrically coupling to a second high-voltage connection of the second battery module. The coupling element has an integrated degassing channel, the degassing channel being designed to discharge gases that develop in the first battery module and/or in the second battery module during an event from the first battery module and/or from the second battery module.

The degassing channel is a channel that runs inside the coupling element and the gas that develops in one of the battery modules can simply be discharged to the outside of the coupling element or out of the coupling element and thus to the environment. In this case, the battery modules cannot have any further openings or lead-throughs to the environment apart from the degassing channel or its opening to the environment, so that the gas can flow in a particularly targeted manner and can also be ensured.

Correspondingly, the integrated degassing channel can be set up in such a way that it discharges the gases that develop into the environment. For this purpose, an outlet of the degassing channel can communicate fluidically with the environment. It can be provided that the coupling element for coupling to the battery modules is designed and set up in such a way that the outlet of the degassing channel into the environment is always located between the battery modules or their module housings, so that the gases can escape into the environment between the battery modules or Module housings can escape. Correspondingly, in a high-voltage battery it can be provided that the outlet or several outlets of the degassing channel is or are located between the battery modules or its module housings when the coupling element is installed.

In the context of the invention, an event is understood to be an occurrence of damage to at least one cell of the battery module, which results in a temperature increase with the development of smoke or gas up to a fire within the battery module. Such damage can occur mechanically, through overcharging of the at least one cell, through an external short circuit, thermal effects on the at least one cell, dendrite formation and the like. Although the damage itself cannot be prevented, the consequences can be mitigated according to the invention by discharging the gas generated as a result of the event into the environment and the thermal reaction taking place in the battery module can be slowed down.

The high-voltage conductor is preferably designed in such a way that the first high-voltage clutch and the second high-voltage clutch are arranged parallel to one another. Thus, the first high-voltage connection of the first battery module with the first high-voltage clutch and the second high-voltage connection of the second battery module with the second high-voltage clutch can be electrically coupled to one another in a single joining step or a single joining direction. The first high-voltage clutch and the second high-voltage clutch are particularly preferably arranged axially with respect to one another. The high-voltage conductor preferably has a material with particularly high electrical conductivity, such as copper, aluminum or the like. A width and/or height of the high-voltage conductor and/or the coupling element is preferably between 10 mm and 40 mm. The high-voltage conductor preferably has a reduced width and/or height towards its end regions in the longitudinal direction. For this purpose, the high-voltage conductor preferably has one or more shoulders and/or one or more bevels. A joining movement of the coupling element with the first battery module or second battery module can thus be limited in a form-fitting manner. In addition, in this way electrical contact is made between the first high-voltage clutch and the first High-voltage connection or the second high-voltage clutch can be improved with the second high-voltage connection. A length of the high-voltage conductor and/or the coupling element is preferably between 30 mm and 120 mm. Operating currents of the high-voltage battery for operating an electric motor of the motor vehicle can be conducted through the battery modules via the high-voltage conductor.

The first high-voltage clutch and/or the second high-voltage clutch are preferably designed in accordance with a male connector. Accordingly, the first high-voltage connection and/or the second high-voltage connection are/are preferably designed in the form of a female plug, in particular a socket. The first high-voltage clutch and/or the second high-voltage clutch preferably has a round, triangular or rectangular, in particular square, cross section.

It is preferred that the degassing channel has a horizontal degassing section extending from the first high-voltage clutch to the second high-voltage clutch for receiving the gases from the first battery module and/or from the second battery module. The horizontal degassing section extends along the coupling element. Correspondingly, the hot gases produced during an event can be taken in and discharged from both battery modules by means of only one degassing channel, which can run with the horizontal degassing section from one end to the other end of the coupling element. Independent of the battery module, the gases can be discharged into the environment in a reliable and targeted manner.

It is also preferred that the degassing channel has a vertical degassing section connected to the horizontal degassing section between the first high-voltage clutch and the second high-voltage clutch for discharging the gases that have been taken in from the coupling element, the first battery module and the second battery module. In the case of a round coupling element, the horizontal degassing section can be designed to run completely around a central axis or an axis of rotation of the coupling element. The vertical degassing section, on the other hand, cannot be designed to run all the way around the central axis or axis of rotation of the coupling element, but rather have interruptions or connecting webs that structurally connect the two halves of the coupling element. Unlike the horizontal degassing section, the vertical degassing section does not run along the coupling element, but rather to its circumference or to the outside. One or more openings of the vertical degassing section are thereby in communication with the environment. The horizontal degassing section is located between the two battery modules, so that the gases produced in one of the two battery modules during an event can be discharged between the battery modules to the environment.

It is also preferred that the coupling element has a low-voltage conductor with a first low-voltage coupling for coupling to a first low-voltage connection of the first battery module and a second low-voltage coupling for coupling to a second low-voltage connection of the second battery module. Basically, the SBUs usually have to be networked with each other via low-voltage connections in order to enable data transfer through the SBUs. However, compared to the solution proposed here, the low-voltage connections are usually implemented separately from the high-voltage connections and require additional installation space and additional assembly work due to an increased number of components to be assembled. Another disadvantage is that such high-voltage batteries are difficult to dismantle. Individual battery modules can only be replaced with great effort. In addition, this is problematic in the event of an accident, since it is fundamentally impossible for the emergency services to quickly remove the battery cells from the high-voltage battery in order to avoid an additional hazard at the scene of the accident. With the proposed design of the coupling element with the low-voltage conductor, however, the above disadvantages are overcome. As a result, a coupling element with a high-voltage line, low-voltage line and degassing function can be provided in one.

The low-voltage conductor is preferably designed in such a way that the first low-voltage clutch and the second low-voltage clutch are arranged parallel to one another. Thus, the first low-voltage connection of the first battery module with the first low-voltage clutch and the second low-voltage connection of the second battery module with the second low-voltage clutch can be coupled to one another in a single joining step or a single joining direction. The first low-voltage clutch and the second low-voltage clutch are particularly preferably arranged axially with respect to one another. The low-voltage conductor preferably has a material with particularly high optical conductivity, such as transparent plastic or the like. The low-voltage conductor is preferably in the form of a rod. A width and/or height of the low-voltage conductor is preferably between 2 mm and 4 mm. A length of the low-voltage conductor is preferably between 30 mm and 120 mm. It can be provided according to the invention that the length of the low-voltage conductor is at least the length of the high-voltage equivalent. Electrical data and/or electrical control commands for the high-voltage battery can be routed through the battery modules via the low-voltage conductor.

The first low-voltage coupling and/or the second low-voltage coupling preferably have a plate-shaped contact surface for making planar contact with a plate-shaped mating contact surface of the first low-voltage connection and/or the second low-voltage connection. The first low-voltage clutch and/or the second low-voltage clutch preferably have a round or rectangular, in particular square, cross section.

The low-voltage conductor is preferably designed as an optical fiber for transmitting light waves. Light waves have the advantage that the currents flowing through the high-voltage conductor do not impair the communication of the low-voltage conductor, so that the high-voltage conductor and low-voltage conductor can also be arranged very close to one another. This ensures safe and reliable data transmission via the low-voltage conductor.

A coupling element with a high-voltage conductor and a low-voltage conductor has the advantage over conventional coupling elements that simultaneous high-voltage coupling and low-voltage coupling of the battery modules can be achieved with simple means and in a cost-effective manner. The integration of the high-voltage conductor and the low-voltage conductor in a compact component makes it possible to design the battery housing in a particularly space-saving manner. In addition, individual battery modules can be assembled and disassembled particularly easily, so that removing the battery modules in the event of an accident or replacing a defective battery module is improved. In addition, the module housings therefore only require one feedthrough for the electrical connections, so that the stability and tightness of the module housing can be improved. In addition, the number of sealing means required for sealing the module housing can be reduced in this way. With a corresponding design of a battery management system, a high-voltage coupling and a low-voltage coupling of the battery modules to the battery management system can also be implemented by means of the coupling element according to the invention.

According to a preferred further development of the invention, it can be provided in a coupling element that the low-voltage conductor is arranged inside the high-voltage conductor. It can be provided according to the invention that the low-voltage conductor extends alongside a longitudinal axis of the high-voltage conductor. This has the advantage that with a corresponding configuration of the first low-voltage connection, contact is made with the low-voltage conductor depending on a relative rotational orientation of the coupling element to the first battery module, for example when the coupling element is fixed to the first battery module by corresponding rotation. The high-voltage conductor preferably has a cavity in which the low-voltage conductor is arranged. The cavity preferably has a holding area which is designed to hold the low-voltage conductor within the cavity. The holding area is preferably designed to contact the low-voltage conductor in at least three areas that are spaced apart from one another, preferably over the entire circumference. The holding area preferably extends over the entire length of the cavity, so that an outer surface of the low-voltage conductor makes complete contact with an inner surface of the cavity. It can be provided according to the invention that the low-voltage conductor is introduced into the cavity by an injection molding process. This has the advantage that the low-voltage conductor is protected against external influences using simple means and in a cost-effective manner.

It is particularly preferred according to the invention that the low-voltage conductor is arranged coaxially to the high-voltage conductor. Accordingly, the low-voltage conductor preferably extends along a longitudinal axis of the high-voltage conductor. The longitudinal axis of the high-voltage conductor preferably corresponds to a longitudinal axis of the coupling element. A coupling of the low-voltage conductor to the first low-voltage connection can therefore take place independently of a rotational position of the coupling element relative to the first battery module. This has the advantage that it is easier to manufacture the coupling element using simple means and in a cost-effective manner. Manufacturing costs can thus be reduced in an advantageous manner.

More preferably, the high-voltage conductor is designed as a turned part and/or rotationally symmetrical about an axis of rotation. Within the scope of the invention, a rotationally symmetrical design is also understood to mean a substantially rotationally symmetrical design in which complete rotational symmetry is achieved by locally removing material, such as through a bore, a groove or the like, or by locally adding material, such as by means of additive Manufacturing process is eliminated. Accordingly, the coupling element preferably has a circular cross section and extends along and around the longitudinal axis. This has the advantage that the coupling element can be produced using simple means and in a cost-effective manner.

In a particularly preferred embodiment of the invention, in a kupplungsele be provided that the coupling element has a first latching element, the first latching element being designed to come into engagement with a first counter-latching element of the first battery module by rotation of the coupling element about the axis of rotation of the coupling element. The mechanism consisting of the latching element and counter-latching element can be designed, for example, in accordance with a bayonet catch. It can be provided according to the invention that the latching element or the counter-latching element has a gate, such as a heart curve or the like. It can be provided according to the invention that the latching element or the counter-latching element has a latching pin. The coupling element preferably has a second latching element for correspondingly latching with a second counter-latching element of the second battery module. This has the advantage that the coupling element can be detachably fixed to the first battery module using simple means and in a cost-effective manner. As a result, the coupling element can be provided, for example, already pre-assembled on the first battery module, so that the effort involved in assembling the high-voltage battery is reduced.

According to a preferred embodiment of the invention, the coupling element has a peripheral first seal for sealing against a first passage of a first module housing of the first battery module. The first seal is preferably arranged on the high-voltage conductor, in particular on an outer surface of the high-voltage conductor, preferably coaxially to the longitudinal axis. The first seal is preferably arranged on the first high-voltage clutch. Such a first seal is particularly advantageous in the case of a rotationally symmetrical high-voltage conductor. The high-voltage conductor preferably has a circumferential first groove, with the first seal being arranged at least partially within the first groove. The first seal is preferably designed as an O-ring or the like. The coupling element preferably has a peripheral second seal for sealing against a second passage of a second module housing of the second battery module. The second seal is preferably arranged on the high-voltage conductor, in particular on an outer surface of the high-voltage conductor, preferably coaxially to the longitudinal axis. The second seal is preferably arranged on the second high-voltage clutch. Such a second seal is particularly advantageous in the case of a rotationally symmetrical high-voltage conductor. The high-voltage conductor preferably has a circumferential second groove, with the second seal being arranged at least partially within the second groove. The second seal is preferably designed as an O-ring or the like. A first seal has the advantage that a first module interior of the first battery module can be sealed off from the outside with simple means and in a cost-effective manner.

The coupling element particularly preferably has a first holding section for engaging a spring-loaded first holding element of the first battery module in a coupling position of the coupling element. The first holding section preferably has a preferably circumferential undercut or groove running transversely to the longitudinal axis. More preferably, the first holding section has a bevel in order to improve coupling and/or decoupling of the coupling element from the first battery module. The first holding element has, for example, a latching lug which can be pressed against the first holding section by means of a spring of the first holding element. The first holding element is preferably designed to slide along a surface of the coupling element when the coupling element is joined to the first battery module and to engage in the first holding section. The coupling element preferably has a second holding section for engaging a second holding element of the second battery module in the coupling position of the coupling element. The second holding section preferably has a preferably circumferential undercut or groove running transversely to the longitudinal axis.

More preferably, the second holding section has a bevel in order to improve coupling and/or decoupling of the coupling element from the second battery module. The second holding element has, for example, a latching lug which can be pressed against the second holding section by means of a spring of the second holding element. The second holding element is preferably designed to slide along a surface of the coupling element when the coupling element is joined to the second battery module and to engage in the second holding section. This has the advantage that the retention of the coupling element in the coupling position is improved with simple means and in a cost-effective manner. In order to detach the coupling element, a holding resistance must first be overcome.

According to a second aspect of the invention, the object is achieved by a high-voltage battery for a motor vehicle. The high-voltage battery has a first battery module and a second battery module. The first battery module is electrically coupled to the second battery module via a coupling element. The coupling element has a high-voltage conductor with a first high-voltage clutch, which is coupled to a first high-voltage connection of the first battery module, and the high-voltage conductor has a second high-voltage clutch on, which is coupled to a second high-voltage connection of the second battery module.

The coupling element can have an integrated degassing channel, the degassing channel being designed to discharge gases that develop in the first battery module and/or in the second battery module during an event from the first battery module and/or from the second battery module. In other words, the coupling element can be formed in the high-voltage battery according to the first aspect of the invention.

Alternatively or additionally, however, the first high-voltage connection and the second high-voltage connection can also be designed and/or fastened in the first battery module and the second battery module in such a way that one of the two high-voltage connections releases the coupling element from a passage in the battery module in the event of an event in one of the two battery modules in which the event occurs so that the enabled performance is placed in communication with the environment and gases evolving at the event can be released into the environment. The task set at the beginning can also be solved in this way. The coupling element can of course be designed according to the features disclosed in the context of this description and with or without the degassing channel.

By designing and/or fastening the high-voltage connections in this way, it is possible for the bushings through which the coupling element is passed or in which it sits and closes them to the environment, in particular by means of the seal, to be released or opened. The event causes the development of gas and thus an increase in temperature and pressure in the battery module affected by the event. The increasing pressure pushes the coupling element on its face in the direction of the other battery module. Through the appropriate design or attachment of the high-voltage connection in the other battery module, it can be provided that both bushings are released and/or the coupling element falls into one of the battery modules. The gases formed in one of the battery modules as a result of the event can now flow into the environment.

In particular, it can also be provided that the high-voltage connection of the battery module, in which the event occurs, is disconnected from the high-voltage clutch of the coupling element or is disconnected from the electrical connection. This prevents the battery cells of the battery module affected by the event from continuing to be supplied with power and possibly causing the event to accelerate further. For this purpose, the electrical contact between the high-voltage connection and the high-voltage clutch or the latter can be set up in such a way that they can be displaced relative to one another in a linear direction along the axis of rotation or a central axis of the coupling element. A corresponding displacement or a corresponding shifting movement of the coupling element due to the pressure build-up following the event in the other battery module then ensures that the high-voltage clutch is disengaged from the high-voltage connection of that battery module in which the event occurs.

By releasing the corresponding passage in the wall of the module housing of the battery module, in which the coupling element is located or sitting, by shifting or horizontal movement or translation of the coupling element, the hot gases can be discharged in a targeted and orderly manner in the event of an event the battery module affected by the event without affecting other components of the high-voltage battery. It is particularly advantageous that two bushings per battery module are available in two separate directions, which can also be reached by both battery modules within the same range. Due to the shifting of the coupling element, there is the possibility of a short circuit, so that suitable measures, such as e.g. B. insulation coatings, must be taken in the bushings or within the battery modules or their module housing in falling coupling element. This is possible in a simple form by using appropriate plastic coatings and/or components.

It is preferred that the first high-voltage connection and/or the second high-voltage connection has at least one weakening. The weakening can in particular be a weakening of the material, for example in the form of a reduced material thickness or of a material with low strength. The weakening can be designed in such a way that it fails at a defined adjustable load. The load is set in such a way that it withstands normal loads when driving the motor vehicle or, for example, in a crash, but fails in the event of an event in one of the battery modules with a corresponding build-up of pressure. In this way, the counter-support of the coupling element on the high-voltage connection can be canceled and the bushing or bushings can be released.

In particular, it is preferred that the at least one weakening is a predetermined breaking point. When the weakening gives way or the predetermined breaking point breaks, the coupling element loses its grip or its attachment to the high-voltage connection to which it was connected by means of its high-voltage coupling. On the other end of the battery module affected by the event, the pressure generated by the event pushes the high-voltage coupling out of the high-voltage connection. The coupling element loses its hold, becomes loose and falls into the neighboring battery module due to the pressure in the battery module affected by the event. This releases the opposite lead-throughs of the battery modules. It is particularly advantageous here that this predetermined breakage of the high-voltage connection leads to the already mentioned electrical decontacting of the coupling element and high-voltage connection in the battery module affected by the event. The predetermined breaking point in the high-voltage connection is a particularly cost-effective and technically easy-to-implement measure for providing the design of the high-voltage connections according to the previously mentioned embodiment, so that the battery module affected by the event can be passed through.

Alternatively or additionally, it is preferred that the first high-voltage connection and/or the second high-voltage connection is fastened to a fastening element which is designed to be elastic and/or has at least one weakening. Here, too, the weakening can be a predetermined breaking point. Correspondingly, a component downstream in the fastening of the high-voltage connection can itself have the weakening in order to achieve the technically desired effect of detaching the coupling element from the bushings.

The elastic design of the fastening element is also particularly preferred. The elastic fastening element yields in the pressure direction, which is predetermined by the pressure generated in the battery module detected by the event with the gas development, and can thus, with sufficient pressure or yielding, cause a displacement or shifting of the coupling element as far as the battery module, the not affected by the event, allow it to authorize execution in the battery module covered by the event. This also allows the bushings to be released in a technically simple and reliable manner.

It is preferred that the elastically designed fastening element is a spring, in particular a mechanical spring, since it is a particularly cost-effective and thermally extremely stable elastic fastening element. The spring can accordingly be mounted in the battery module or on the module housing or another component of the respective battery module and can therefore also be referred to as a spring mount. The displacement path for the coupling element is released accordingly by the spring bearing of the high-voltage connection. This spring bearing is designed in such a way that with a defined adjustable load, which can correspond to the previously defined load of the weakening, the spring compresses and in this way the counter bearing of the coupling element is displaced without electrical contact between the high-voltage coupling of the coupling element and the to interrupt the high-voltage connection. It is particularly advantageous that the spring bearing can also fulfill a function in the normal state, namely to improve the connection of the high-voltage clutch to the high-voltage connection through the contact pressure it exerts.

The first battery module has a first module housing in which battery cells are arranged and preferably connected to one another. The first module housing preferably has a first passage through which a first high-voltage connection and a first low-voltage connection of the first battery module are accessible from the outside. The first high-voltage connection is electrically coupled to the first high-voltage clutch of the coupling element. A first low-voltage connection can be coupled to the first low-voltage clutch of the coupling element. The first battery module is preferably designed as a load-bearing battery module.

The second battery module has a second module housing in which battery cells are arranged and preferably connected to one another. The second module housing preferably has a second passage through which a second high-voltage connection and a second low-voltage connection of the second battery module are accessible from the outside. The second high-voltage connection is electrically coupled to the second high-voltage clutch of the coupling element. A second low-voltage connection can be coupled to the second low-voltage clutch of the coupling element. The second battery module is preferably designed as a load-bearing battery module. The high-voltage battery preferably has further battery modules which, corresponding to the first battery module and the second battery module, are electrically coupled to one another, in particular in series, via coupling elements. The coupling elements are preferably arranged on a horizontal plane, ie the x-y plane.

All the advantages that have already been described for a coupling element according to the first aspect of the invention result from the high-voltage battery according to the invention. Accordingly, the high-voltage battery according to the invention has the advantage over conventional high-voltage batteries that a high level of operational reliability is provided with simple means and in a cost-effective manner. The use of coupling elements, in which the high-voltage conductor and the low-voltage conductor are integrated into a compact component, for interconnecting the battery modules makes it possible to design the battery housing in a particularly space-saving manner. In addition, the individual battery modules of the high-voltage battery can be assembled and disassembled particularly easily, so that it is easier to remove the battery modules in the event of an accident or to replace a defective battery module. In addition, the module housings therefore only require one feedthrough for the electrical connections, so that the stability and tightness of the module housing can be improved. In addition, the number of sealing means required for sealing the module housing can be reduced in this way. With a corresponding design of a battery management system, a high-voltage coupling and a low-voltage coupling of the battery modules to the battery management system can also be implemented by means of the coupling element according to the invention.

• 1 in einer Schnittdarstellung ein Kopplungselement,
• 2 in einer Schnittdarstellung ein erstes Batteriemodul,
• 3 in einer Schnittdarstellung ein erstes Batteriemodul und ein zweites Batteriemodul, welche mittels eines Kopplungselements miteinander gekoppelt sind,
• 4 in einer Schnittdarstellung ein erstes Batteriemodul und ein mittels eines Kopplungselements mit dem ersten Batteriemodul gekoppeltes zweites Batteriemodul, wobei in dem zweiten Batteriemodul ein Event auftritt,
• 5 die 4 mit dem Kopplungselement in dem ersten Batteriemodul und einem Gasaustritt aus dem zweiten Batteriemodul,
• 6 einen Ausschnitt der 4, wobei die Hochvoltanschlüsse der Batteriemodule Sperrelemente aufweisen,
• 7 die 6 mit dem Kopplungselement in dem ersten Batteriemodul und einem Gasaustritt aus dem zweiten Batteriemodul,
• 8 eine Seitenansicht auf einen der Hochvoltanschlüsse der Batteriemodule aus 7,
• 9 eine Draufsicht auf den in 8 gezeigten Hochvoltanschluss,
• 10 die 4 mit einer alternativen Ausführung des ersten Batteriemoduls,
• 11 die 5 mit der alternativen Ausführung des ersten Batteriemoduls gemäß 10,
• 12 die 6 mit einer alternativen Ausführung der beiden Batteriemodule gemäß 10,
• 13 die 7 mit einer alternativen Ausführung der beiden Batteriemodule gemäß 10,
• 14 eine Draufsicht auf den in 12 gezeigten Hochvoltanschluss des Batteriemoduls,
• 15 eine Seitenansicht auf den Hochvoltanschluss aus 14,
• 16 eine Schnittdarstellung eines ersten alternativen Kopplungselements,
• 17 eine Draufsicht auf das ersten alternative Kopplungselement aus 16,
• 18 eine Schnittdarstellung eines zweiten alternativen Kopplungselements,
• 19 eine Draufsicht auf das zweite alternative Kopplungselement,
• 20 in einer Seitenansicht eine bevorzugte Ausführungsform eines erfindungsgemäßen Kraftfahrzeugs.

Exemplary embodiments of a coupling element according to the invention, a high-voltage battery according to the invention and a motor vehicle according to the invention are explained in more detail below with reference to drawings. They each show schematically:

• 1 a coupling element in a sectional view,
• 2 in a sectional view a first battery module,
• 3 in a sectional view, a first battery module and a second battery module, which are coupled to one another by means of a coupling element,
• 4 in a sectional view, a first battery module and a second battery module coupled to the first battery module by means of a coupling element, with an event occurring in the second battery module,
• 5 the 4 with the coupling element in the first battery module and a gas outlet from the second battery module,
• 6 a section of 4 , whereby the high-voltage connections of the battery modules have blocking elements,
• 7 the 6 with the coupling element in the first battery module and a gas outlet from the second battery module,
• 8th a side view of one of the high-voltage connections of the battery modules 7 ,
• 9 a top view of the in 8th shown high-voltage connection,
• 10 the 4 with an alternative design of the first battery module,
• 11 the 5 with the alternative embodiment of the first battery module according to 10 ,
• 12 the 6 with an alternative design of the two battery modules according to 10 ,
• 13 the 7 with an alternative design of the two battery modules according to 10 ,
• 14 a top view of the in 12 shown high-voltage connection of the battery module,
• 15 a side view of the high-voltage connection 14 ,
• 16 a sectional view of a first alternative coupling element,
• 17 a plan view of the first alternative coupling element 16 ,
• 18 a sectional view of a second alternative coupling element,
• 19 a plan view of the second alternative coupling element,
• 20 in a side view a preferred embodiment of a motor vehicle according to the invention.

Elements with the same function and mode of action are in the 1 until 20 each provided with the same reference numerals.

In 1 a coupling element 1 is shown schematically in a sectional view. The coupling element 1 has a high-voltage conductor 6 . One half of the high-voltage conductor 6 on the left in this view is shown in section. The high-voltage conductor 6 has a first high-voltage coupling 7 for electrical coupling to a first high-voltage connection 8 (cf. 3 ) of a first battery module 2 (cf. 3 ) on. The high-voltage conductor 6 extends along an axis of rotation R. On an outer surface, the first high-voltage coupling 7 has an optional first latching element 16 for holding the coupling element 1 on a first passage 19 (cf. 2 ) in interaction with a first counter-locking element 17 of the first battery module 2. The locking element 16 and counter-locking element 17 can be brought into engagement with one another and released from one another by, for example, rotating the coupling element 1 about the axis of rotation R. Furthermore, the coupling element 1 has a first seal 18 for sealing the first passage 19 in conjunction with a first module housing 20 (cf. 2 ) of the first battery module 2.

At one end opposite the first high-voltage coupling 7, the high-voltage conductor 6 has a second high-voltage coupling 9 for electrical coupling to a second high-voltage connection 10 (cf. 3 ) of a second battery module 5 (cf. 3 ) on. In the first high-voltage clutch 7 there is a first low-voltage clutch 12 of a low-voltage conductor 11 of the coupling element 1 for coupling to a first low-voltage connection 13 (cf. 3 ) of the first battery module 2 arranged coaxially to the axis of rotation R. In the second high-voltage clutch 9 there is a second low-voltage clutch 14 of the low-voltage conductor 11 for coupling to a second low-voltage connection 15 (cf. 3 ) of the second battery module 5 arranged coaxially to the axis of rotation R.

2 shows a first battery module 2 schematically in a sectional view. The first battery module 2 has a first module housing 20 with a first passage 19 for inserting the coupling element 1 . In the illustration, the first module housing 20 is shown in a dismantled state. In the assembled state, the first bushings 19 are aligned and form a common first bushing 19.

In 3 a first battery module 2 and a second battery module 5, which are coupled to one another by means of a coupling element 1 according to the invention, are shown schematically in a sectional view. The coupling element 1 is shown in a coupling position K. In the coupled position, the first high-voltage clutch 7 is electrically coupled to the first high-voltage connection 8 of the first battery module 2 . In addition, the first high-voltage clutch 7 has a first holding section 21 designed as a step, which is held in the coupling position K by means of a first holding element 22, which is designed, for example, as a spring plate. The first low-voltage coupling 12 is designed as an optical fiber and is optically coupled to the first low-voltage connection 13 of the first battery module 2 . The first seal 18 is designed as an O-ring and is sealed against the first module housing 20 in the first passage 19 . The second high-voltage clutch 9 is electrically coupled to the second high-voltage connection 10 of the second battery module 5 . The second low-voltage coupling 14 is designed as an optical fiber and is optically coupled to the second low-voltage connection 15 of the second battery module 5 . A second seal 25 for sealing against a second passage 26 of a second module housing 27 of the second battery module 5 is arranged on an outer surface of the second high-voltage clutch 9 . The first module housing 20 is designed with a first underride protection 28 and the second module housing 27 is designed with a second underride protection 29 .

4 shows the arrangement of the first battery module 2 and the second battery module 5 for a high-voltage battery 3 of 20 at an event E in the second battery module 5. The 4 it can be seen that the first high-voltage connection 8 is in two parts. A first high-voltage connection part 30 is connected to a second high-voltage connection part 31 . The first high-voltage connection part 30 is a plug connector, preferably female, for receiving or plugging in the first high-voltage coupling 7, which is preferably male. The second high-voltage connection part 31 is a current-carrying plate on which the current provided by the first high-voltage clutch 7 can be tapped off in the first battery module 2 . The first high-voltage connection part 30 has a vertical extension and the second high-voltage connection part 31 has a horizontal extension, i.e. orthogonal to that of the first high-voltage connection part 30. In this respect, alternatively, a vertical high-voltage connection part 30 of the first high-voltage connection 8 and a horizontal high-voltage connection part 31 of the first high-voltage connection 8 can be spoken of will.

how 9 shows, there are several weakenings 37 in the form of predetermined breaking points 37 in the connection between the first high-voltage connection part 30 and the second high-voltage connection part 31. If event E in the second battery module 5 causes a pressure increase in the second battery module 5, which, due to the lack of a vent opening in cannot be compensated for by the second battery module 5, a pressure D is exerted on the end face of the coupling element 1, which is located in the second battery module 5. This pressure forces the coupling element 1 in the direction of the first battery module 2, where it is held by the first high-voltage connection 8, which is connected to a corresponding tap, which is a current-carrying busbar or busbar 41 (as in 15 ) can be or another fastener can be held. If the pressure D is sufficiently high, however, the predetermined breaking points 37 of the first high-voltage connection 7 give in and the two high-voltage connection parts 30, 31 become detached from one another. The hold of the coupling element 1 on the current-carrying rail 41 or a fastening element is lost.

how 5 shows, the coupling element 1 is consequently pushed into the first battery module 2 or it falls in there. For this purpose, the high-voltage connection part 30 can be moved at least far enough for the bushing 26 in the second module housing 27 of the second battery module 5 to be fully released. The weakening or predetermined breaking points 37 are therefore preferably designed in such a way that the first high-voltage connection part 30 of the first high-voltage connection 8 breaks at the predetermined breaking points 37 in order to prevent the To prevent coupling element 1 and to allow full penetration of the coupling element 1 into the first module housing 20 of the first battery module 2 . The bushings 19, 26, which have previously been closed by the seals 18, 25, are thereby opened to the environment. The gas G formed in event E can now, as in 5 shown, escape from the second passage 26 to the environment. Thereby, the pressure D in the second battery module 5 can be lowered and a worse development of the event E in the battery module 5 can be prevented.

6 now shows a section of the 4 , In which both high-voltage connections 8, 10 are each identical and configured as described above. Correspondingly, the second high-voltage connection 10 in turn has a third high-voltage connection part 33 and a fourth high-voltage connection part 34 . As a result, the first passage 19 can be released when an event E occurs in the first battery module 2 in order to release gas G from the first battery module 2 into the environment.

Unlike that 4 the high-voltage connections 8, 10 also each have a first blocking element 32 and a second blocking element 35. Again 9 can be removed, these blocking elements 32, 35 are each arranged on the first high-voltage connection part 30 and the third high-voltage connection part 33. They are arranged and set up to prevent the respective high-voltage connection 8 , 10 from jamming in the respective bushing 19 , 26 . This could otherwise be twisted and jammed with an underside in the direction of a wall of the respective battery module 2, 5.

7 shows again the scenario of 5 with the difference between the two blocking elements 32, 35 on the high-voltage terminals 8, 10 according to 6 .

8th shows a side view of the first high-voltage connection 8 , the second high-voltage connection 10 being designed in the same way as the first high-voltage connection 8 . The first high-voltage connection part 30 has a recess 36 for introducing and making electrical contact with the first high-voltage clutch 7 . The second high-voltage connection part 31 is attached to the first high-voltage connection part 30 and runs vertically and orthogonally with respect to the first high-voltage connection part 30, which runs vertically.

9 shows a top view of the first high-voltage connection 8 from FIG 8th . In the connection area between the first high-voltage connection part 30 and the second high-voltage connection part 31 there are several weakenings 37 in the form of predetermined breaking points 37 on the second high-voltage connection part 31. The predetermined breaking points 37 are created by corresponding perforations between them and break when a corresponding force is exerted on the first High-voltage connector 30 or with the appropriate pressure of the first high-voltage clutch 7, which the first high-voltage connector 30 against the second high-voltage connector 31, which, as in 15 shown attached to a live busbar 41 . As a result, the first high-voltage connection part 30 breaks off from the second high-voltage connection part 31 and the coupling element 1 falls into one of the two battery modules 2, 5, as described above with reference to FIG 4 until 7 has been explained.

Optionally, a surround 38 , in particular C-shaped or clamp-shaped, can be arranged around the first high-voltage connection part 30 or on the second high-voltage connection part 31 . This encircling 38 enables the current-carrying cross-sections, which have been reduced as a result of the perforations for the predetermined breaking points 37, to be compensated for without the second high-voltage connection part 31 having to be increased in strength, which in turn would adversely affect the predetermined breaking properties of the predetermined breaking points 37.

10 shows an alternative embodiment of the first battery module 2, wherein the second battery module 5 can be constructed in the same way as the first battery module 2, as shown in FIGS 12 and 13 is evident.

Instead of the breaking points 37 according to the 3 until 9 comes in the alternative version of the 10 a first elastic fastening element 39 is used, which releases the path for the coupling element 1 when a pressure D is exerted as a result of an event E from the second battery module 5 into the first battery module 2. The elastic fastening element is shown and designed here as a first spring 39 . The spring 39 is in turn fastened within the first battery module 2, for example on a cell or wall of the first battery module 2, not shown, so that it can be compressed. The pressure D must compress the first spring 39 until the passage 26 of the second battery module 5 is released, as shown in 11 is shown. The electrical contacting of the first high-voltage clutch 7 with the first high-voltage connection 8 remains intact.

how 13 shows, however, solves the electrical contact between the second high-voltage clutch 9 and the second high-voltage connection 10. This can alternatively by running a comparatively long busbar 41 and using a first spring 39 with alternatively, sufficient spring stiffness can also be omitted, so that the electrical contact remains in tact.

As the 12 and 13 also show are in the alternative versions of the two battery modules 2, 5 according to 10 and 11 and with the same purpose as with the 7 and 8th additional blocking elements 32, 35 are used. These are, unlike in the 7 and 8th , Not on the high-voltage connections 8, 10 itself, but on the walls of the battery modules 2, 5 and their module housing 20, 27 attached. In particular, they can be configured monolithically with the module housings 20 , 27 . The blocking elements 32, 35 prevent the high-voltage connections 8, 10 from being displaced in the direction of the module housing 20, 27 as a result of the pressure D in the event E in one of the two battery modules 2, 5. This protects against a short circuit or transmission of current to the respective battery module 2, 5 and thus to the entire motor vehicle 4. In addition, the leadthroughs 19, 26 for degassing are not reduced in size or restricted.

14 shows a plan view of the first high-voltage connection 8, which is constructed identically to the second high-voltage connection 10, which in turn has a second elastic fastening element 40 or a second spring 40, like that 12 and 13 is removable. 15 shows a side view of the first high-voltage connection 8, which, as in the previous statements, has a recess 36 and the two high-voltage connection parts 30, 31. An electrical or current-carrying busbar 41 makes contact with the first high-voltage connection 8 and ensures that it is fastened within the battery module 2.

16 shows a sectional view of a first alternative coupling element 1 for use between the battery modules 2, 5 of the previous versions. The left half of the coupling element 1 is shown in section, while the right half is shown in a plan view. The right half can be constructed from the inside the same as the left half.

Such a coupling element 1 can be used as an alternative to the weakenings 37 presented in the high-voltage connections 8, 10 and the elastic fastening elements 39 in order to allow the gases G developing during an event E in one of the two battery modules 2, 5 to be vented.

The coupling element 1 according to the 16 is shown here with a low-voltage conductor 11 which is coaxial with the high-voltage conductor 6 . Nevertheless, the coupling element 1 can also be formed without the low-voltage conductor 11 .

The coupling element 1 has a degassing channel 42 which has a horizontal degassing section 42a and a vertical degassing section 42b. The horizontal degassing section 42a is in fluid communication with the battery modules 2, 5. As a result, the gas G produced during event E can be introduced into the coupling element 1, which, due to the increasing pressure D, chooses the path into the horizontal degassing section 42a.

In the installed state, the coupling element 1 is located with its vertical degassing section 42b, which is fluidically connected to the horizontal degassing section 42a, between the battery modules 2, 5 and is therefore open to the environment. The gas G can consequently escape into the environment via the path from the horizontal degassing section 42a to the vertical degassing section 42b.

17 shows a plan view of the end face of the coupling element 1 16 . It can be seen here that the horizontal degassing section 42a is a section that runs completely around the axis of rotation R or the low-voltage conductor 11 . The vertical degassing section 42b, on the other hand, is interrupted in its circulation around the axis of rotation R or low-voltage conductor 11 with corresponding connecting webs that connect the left half and right half of the coupling element 1 to one another.

The hot gases G in the event of an event E flow out of the battery module 2, 5 affected by the event E into the horizontal degassing section 42a and from there on into the vertical degassing section 42b, which are fluidically connected to one another, and from there outwards into the environment . As a result, in the event of an event E, the hot gases G can be discharged in a targeted and orderly manner from the battery module 2, 5 affected by the event E, without affecting other components of the high-voltage battery 3.

It is particularly advantageous that two degassing channels 42 of the battery modules 2, 5 are available in two separate directions, which can also be reached by both battery modules 2, 5 within the same range. The size and shape of the degassing channels 42 can be designed variably and can be produced easily and inexpensively by milling metal in the case of coupling elements 1 made of metal. As an alternative to a metallic design of the coupling elements 1, a plastic core with applied metal layers for transporting the electrical energy can be chosen. This enables the production of the plastic core with the degassing channel 42 in 3D printing or injection molding. Both methods are very inexpensive, allow great freedom in the design of the structure and also enable very precise manufacture.

The degassing function can be implemented in different geometries of the coupling element 1 with different advantages. Depending on the given boundary conditions, including the vehicle, different variants can be used. A cross-section that prevents incorrect installation, for example according to the geometry of the 18 and 19 .

Since the battery modules 2, 5 form sealed units connected to themselves and the degassing channels 42 form a bridge across them, suitable measures can be taken to prevent environmental influences (in particular water) from outside via the degassing channel 42 in the coupling element 1 can get inside the battery module 2, 5 inside. This can be prevented outside of the battery module 2, 5, for example. Alternatively, if the amounts of ambient/environmental influences that are to be expected are small, a reservoir can also be provided inside the battery module 2, 5 in order to collect them inside the battery module 2, 5.

18 and 19 show in a sectional view analogous to that 16 and in a plan view analogous to that 17 an embodiment of a second alternative coupling element 1. Unlike the first alternative coupling element 1 with an overall round cross-section, the second alternative coupling element 1 has a triangular cross-section. In this second alternative embodiment, the coupling element 1 has two degassing channels 42 . These are also again formed with horizontal degassing sections 42a and vertical degassing sections 42b.

20 shows a preferred embodiment of a motor vehicle 4 according to the invention schematically in a side view. Motor vehicle 4 has a drive system 23 with an electric motor 24 and a high-voltage battery 3 . The high-voltage battery 3 has at least a first battery module 2 and a second battery module 5 which are coupled to one another via a coupling element 1 .

Reference List

1

coupling element

2

first battery module

3

high-voltage battery

4

motor vehicle

5

second battery module

6

high-voltage conductor

7

first high-voltage clutch

8th

first high-voltage connection

9

second high-voltage clutch

10

second high-voltage connection

11

low-voltage conductor

12

first low-voltage clutch

13

first low-voltage connection

14

second low-voltage clutch

15

second low-voltage connection

16

first locking element

17

first counter-locking element

18

first seal

19

first implementation

20

first module housing

21

first holding section

22

first holding element

23

drive system

24

electric motor

25

second seal

26

second execution

27

second module housing

28

first underrun protection

29

second underrun protection

30

first high-voltage connection part, vertical high-voltage connection part

31

second high-voltage connection part, horizontal high-voltage connection part

32

first blocking element

33

third high-voltage connector

34

fourth high-voltage connection part

35

second blocking element

36

recess

37

weakening, predetermined breaking point

38

embrace

39

first elastic fastener, first spring

40

second elastic fastener, second spring

41

busbar

42

degassing channel

42a

horizontal degassing section

42b

vertical degassing section

D

print

E

events

G

gas

K

coupled position

R

axis of rotation

Claims (10)

Coupling element (1) for electrically coupling a first battery module (2) of a high-voltage battery (3) for a motor vehicle (4) to a second battery module (5) of the high-voltage battery (3), having a high-voltage conductor (6) with a first high-voltage clutch (7) for electrical coupling to a first high-voltage connection (8) of the first battery module (2) and a second high-voltage coupling (9) for electrical coupling to a second high-voltage connection (10) of the second battery module (5), characterized in that the coupling element (1) has a has an integrated degassing channel (42), the degassing channel (42) for discharging gases (G) developing during an event (E) in the first battery module (2) and/or in the second battery module (5) from the first battery module ( 2) and/or is formed from the second battery module (5). Coupling element (1) after claim 1 , wherein the degassing channel (42) has a horizontal degassing section (42a) extending from the first high-voltage clutch (7) to the second high-voltage clutch (9) for receiving the gases (G) from the first battery module (2) and/or from the second Has battery module (5). Coupling element (1) after claim 2 , wherein the degassing channel (42) has a vertical degassing section (42b) connected to the horizontal degassing section (42a) between the first high-voltage clutch (7) and the second high-voltage clutch (9) for discharging the absorbed gases (G) from the coupling element (1), the first battery module (2) and the second battery module (5) out. High-voltage battery (3) for a motor vehicle (4), having a first battery module (2) and a second battery module (5), the first battery module (2) being electrically coupled to the second battery module (5) via a coupling element (1), wherein the coupling element (1) has a high-voltage conductor (6) with a first high-voltage clutch (7) which is coupled to a first high-voltage connection (8) of the first battery module (2), and the high-voltage conductor (6) has a second high-voltage clutch (9). Which is coupled to a second high-voltage connection (10) of the second battery module (5), and wherein (a) the coupling element (1) has an integrated degassing channel (42), the degassing channel (42) for dissipating gas that develops during an event (E) in the first battery module (2) and/or in the second battery module (5). Gases (G) from the first battery module (2) and / or from the second battery module (5) is formed, and / or (b) the first high-voltage connection (8) and the second high-voltage connection (10) are designed and/or fastened in the first battery module (2) and the second battery module (5) in such a way that one of the two high-voltage connections (8, 10) is Event (E) in one of the two battery modules (2, 5) releases the coupling element (1) from a passage (19, 26) of the battery module (2, 5), in which the event (E) occurs, so that the released implementation (19, 26) is brought into communication with the environment and gases (G) developing during the event (E) can be released into the environment. High-voltage battery (3) after claim 4 , wherein the first high-voltage connection (8) and / or the second high-voltage connection (10) has at least one weakening (37). High-voltage battery (3) after claim 5 , wherein the at least one weakening (37) is a predetermined breaking point (37). High-voltage battery (3) according to one of Claims 4 until 6 , wherein the first high-voltage connection (8) and/or the second high-voltage connection (10) is fastened to a fastening element (39, 40), which is designed to be elastic and/or has at least one weakening. High-voltage battery (3) after claim 7 , wherein the elastically designed fastening element (39, 40) is a spring (39, 40). High-voltage battery (3) according to one of Claims 4 until 8th , wherein the coupling element (1) has a low-voltage conductor (11) with a first low-voltage coupling (12) for coupling to a first low-voltage connection (13) of the first battery module (2) and a second low-voltage coupling (14) for coupling to a second low-voltage connection (15) of the second battery module (5). Motor vehicle (4), having a drive system (23) with an electric motor (24) for driving the motor vehicle (4) and a high-voltage battery (3) for providing electrical energy for operating the electric motor (24), the high-voltage battery (3) according to a the Claims 4 until 9 is trained.

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