Classifications

• • H—ELECTRICITY
  • H01—ELECTRIC ELEMENTS
  • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
  • H01M10/00—Secondary cells; Manufacture thereof
  • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
  • H01M10/48—Accumulators combined with arrangements for measuring, testing or indicating the condition of cells, e.g. the level or density of the electrolyte
• • H—ELECTRICITY
  • H01—ELECTRIC ELEMENTS
  • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
  • H01M50/00—Constructional details or processes of manufacture of the non-active parts of electrochemical cells other than fuel cells, e.g. hybrid cells
  • H01M50/20—Mountings; Secondary casings or frames; Racks, modules or packs; Suspension devices; Shock absorbers; Transport or carrying devices; Holders
  • H01M50/249—Mountings; Secondary casings or frames; Racks, modules or packs; Suspension devices; Shock absorbers; Transport or carrying devices; Holders specially adapted for aircraft or vehicles, e.g. cars or trains
• • H—ELECTRICITY
  • H01—ELECTRIC ELEMENTS
  • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
  • H01M10/00—Secondary cells; Manufacture thereof
  • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
  • H01M10/48—Accumulators combined with arrangements for measuring, testing or indicating the condition of cells, e.g. the level or density of the electrolyte
  • H01M10/482—Accumulators combined with arrangements for measuring, testing or indicating the condition of cells, e.g. the level or density of the electrolyte for several batteries or cells simultaneously or sequentially
• • H—ELECTRICITY
  • H01—ELECTRIC ELEMENTS
  • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
  • H01M10/00—Secondary cells; Manufacture thereof
  • H01M10/60—Heating or cooling; Temperature control
  • H01M10/61—Types of temperature control
  • H01M10/617—Types of temperature control for achieving uniformity or desired distribution of temperature
• • H—ELECTRICITY
  • H01—ELECTRIC ELEMENTS
  • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
  • H01M10/00—Secondary cells; Manufacture thereof
  • H01M10/60—Heating or cooling; Temperature control
  • H01M10/62—Heating or cooling; Temperature control specially adapted for specific applications
  • H01M10/625—Vehicles
• • H—ELECTRICITY
  • H01—ELECTRIC ELEMENTS
  • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
  • H01M10/00—Secondary cells; Manufacture thereof
  • H01M10/60—Heating or cooling; Temperature control
  • H01M10/65—Means for temperature control structurally associated with the cells
  • H01M10/656—Means for temperature control structurally associated with the cells characterised by the type of heat-exchange fluid
  • H01M10/6567—Liquids
• • H—ELECTRICITY
  • H01—ELECTRIC ELEMENTS
  • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
  • H01M10/00—Secondary cells; Manufacture thereof
  • H01M10/60—Heating or cooling; Temperature control
  • H01M10/65—Means for temperature control structurally associated with the cells
  • H01M10/656—Means for temperature control structurally associated with the cells characterised by the type of heat-exchange fluid
  • H01M10/6569—Fluids undergoing a liquid-gas phase change or transition, e.g. evaporation or condensation
• • H—ELECTRICITY
  • H01—ELECTRIC ELEMENTS
  • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
  • H01M10/00—Secondary cells; Manufacture thereof
  • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
  • H01M10/425—Structural combination with electronic components, e.g. electronic circuits integrated to the outside of the casing
• • H—ELECTRICITY
  • H01—ELECTRIC ELEMENTS
  • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
  • H01M10/00—Secondary cells; Manufacture thereof
  • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
  • H01M10/425—Structural combination with electronic components, e.g. electronic circuits integrated to the outside of the casing
  • H01M2010/4271—Battery management systems including electronic circuits, e.g. control of current or voltage to keep battery in healthy state, cell balancing
• • H—ELECTRICITY
  • H01—ELECTRIC ELEMENTS
  • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
  • H01M2220/00—Batteries for particular applications
  • H01M2220/20—Batteries in motive systems, e.g. vehicle, ship, plane
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
  • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
  • Y02E60/10—Energy storage using batteries

Definitions

• the invention relates to the field of batteries and, more precisely, to battery modules for a motor vehicle.
• a major drawback lies in the risk of thermal runaway of electrical energy storage cells, particularly for lithium-ion batteries. Concretely, if the temperature increases too much, a chain reaction inside the electrical energy accumulation cell ends up vaporizing the electrolyte which leads to internal overpressure of the electrical energy accumulation cell. In the most severe cases, several or even all of the electrical energy storage cells are subject to thermal runaway which can lead to a fire in the battery and, incidentally, in the organs surrounding the battery, i.e. say in particular all or part of the motor vehicle in which the battery is mounted.
• the invention aims in particular to propose a battery module capable of detecting as early as possible the risk of thermal runaway of the electrical energy storage cells contained in the battery module.
• the subject of the invention is a battery module for a motor vehicle comprising a housing enclosing electrical energy storage cells, characterized in that the battery module comprises a device for monitoring a characteristic of a fluid contained in the housing of the module in order to diagnose a deterioration of at least one of the electrical energy accumulation cells enclosed in the housing of the module), in that the monitoring device comprises at least one detection element mounted on the housing of the module and intended to determine the presence of a pollution fluid escaped from at least one of the electrical energy accumulation cells different from the fluid contained in the housing of the module and in that the detection element comprises an electrical conductivity sensor in order to measure a variation in electrical conductivity in the fluid contained in the housing of the module generated by the pollution fluid escaped from at least one of the electrical energy accumulation cells.
• the battery is formed of several modules electrically connected in parallel or in series, which has several advantages. First of all, it is simpler to thermally regulate several battery modules than a single volume comprising the same number of electrical energy storage cells. It is also simpler to install several battery modules in the motor vehicle than a single volume comprising the same number of electrical energy storage cells. Finally, it is simpler to be able to change a module containing faulty electrical energy storage cells rather than changing the entire battery for only a small portion of faulty electrical energy storage cells. We thus understand that the diagnosis of the monitoring device will make it possible to quickly check any faulty electrical energy accumulation cells by already knowing the battery module to be checked.
• each module can, according to the invention, detect the deterioration of at least one of its electrical energy accumulation cells in order to manage the stopping of the thermal runaway of the battery.
• the obvious solution to resolve a thermal runaway problem would be to monitor the temperature of the electrical energy storage cells. However, this is not the solution followed by the invention because, effectively, the increase in temperature takes place very shortly before the fire.
• an exhaust valve is generally provided, often formed by a frangible part intended to break from a predetermined internal pressure, to allow the excess pressure to communicate outside the electrical energy accumulation cell. Once the exhaust valve is open, the electrical energy storage cell is no longer functional.
• the invention therefore takes advantage of this observation to not monitor the temperature of each electrical energy storage cell, but to monitor at least one characteristic other than the temperature of the fluid present in the battery module, such as electrical conductivity. and, optionally further, the composition, pressure or transparency to determine whether a pollution fluid such as a gas has escaped from at least one of the electrical energy accumulation cells of the module in order to diagnose at possible thermal runaway sooner.
• the monitoring device is compatible with a wide variety of types of thermal regulation systems.
• the detection element can be mounted both inside and outside the housing of each module depending on the location or type of the battery.
• several identical detection elements may be present on the same module in order to improve the diagnosis.
• An electrical conductivity sensor is preferred because it is more reliable in detecting its characteristic in the fluid compared to other characteristics. Thus, it is less sensitive to other fluid characteristics (e.g. color, transparency, etc.) that could interfere/modify the characteristic measurements. In other words, an electrical conductivity sensor provides fewer false measurements than other types of sensor in the context of the invention.
• the monitoring device will be able to diagnose a possible thermal runaway.
• an electrical conductivity sensor in the particular case where the fluid is air, can also detect an increase in the level of humidity in the air which could lead to a short circuit (breakdown of the air) which generally precedes thermal runaway.
• an electrical conductivity sensor not only diagnoses thermal runaway, but can also prevent it. No other type of sensor, such as a temperature sensor or a pressure sensor, can do this.
• the invention may also include one or more of the following optional features, taken alone or in combination.
• the detection element may further comprise a concentration sensor in order to measure the concentration of pollution fluid escaped from at least one of the electrical energy accumulation cells in the fluid contained in the module housing.
• the detection element may further comprise a pressure sensor in order to measure a pressure variation in the fluid contained in the housing of each module generated by the pollution fluid escaped from at least one of the energy accumulation cells electric.
• a pressure sensor in order to measure a pressure variation in the fluid contained in the housing of each module generated by the pollution fluid escaped from at least one of the energy accumulation cells electric.
• the detection element may further comprise an optical sensor in order to measure a variation in light transmission in the fluid contained in the housing of each module generated by the pollution fluid escaped from at least one of the energy accumulation cells electric.
• an optical sensor in order to measure a variation in light transmission in the fluid contained in the housing of each module generated by the pollution fluid escaped from at least one of the energy accumulation cells electric.
• the monitoring device may comprise at least one guide element mounted on the housing of the module and intended to deflect the pollution fluid escaped from at least one of the electrical energy accumulation cells towards the detection element in order to make more reliable detection and limit the number of detection elements.
• the guide element can form a part of the upper cover of the housing of each module to impose a passage of the pollution fluid in front of each detection element. The guide element can thus form a collector forcing all the pollution fluids to pass in front of each detection element.
• the fluid contained in the module housing may be air in the gas phase or a dielectric heat transfer fluid in the liquid phase intended to thermally regulate at least part of the electrical energy storage cells included in the battery module.
• the invention also relates to a thermal regulation system of a battery module for a motor vehicle as presented above, characterized in that the regulation system comprises a control unit electrically connected to the device for monitoring the fluid contained in the module housing in order to selectively control the operation of the thermal regulation system as a function of the diagnosed deterioration of at least one of the electrical energy accumulation cells enclosed in the module housing.
• the subject of the invention is a motor vehicle characterized in that it comprises a thermal regulation system as presented above.
• FIG. 1 is a schematic top view of an example of a vehicle in which a thermal regulation system of a battery module according to the invention is mounted;
• FIG. 1 is a schematic perspective view of an example of battery modules according to a first embodiment of the invention.
• FIG. 1 is a schematic sectional view of an example of a battery module according to a second embodiment of the invention.
• orientations are the orientations of the figures.
• the terms “upper”, “lower”, “left”, “right”, “above”, “below”, “forward” and “backward” are generally understood to be in relation to the meaning of representation of the figures.
• the invention applies to any type of battery thermal regulation system 1 3, in particular those intended to equip a motor vehicle 4 of the tourism type, SUV ("Sport Utility Vehicles"), two wheels (in particular motorcycles), airplanes, industrial vehicles chosen from vans, "heavy goods vehicles” - i.e. metro, bus, road transport vehicles (trucks, tractors, trailers), off-road vehicles such as agricultural or civil engineering vehicles -, or other transport or handling vehicles.
• SUV Sport Utility Vehicles
• two wheels in particular motorcycles
• airplanes industrial vehicles chosen from vans, "heavy goods vehicles” - i.e. metro, bus, road transport vehicles (trucks, tractors, trailers), off-road vehicles such as agricultural or civil engineering vehicles -, or other transport or handling vehicles.
• the automobile vehicle 4 can be of the electric type, that is to say with at least one electric motor powered by at least one battery, of the hybrid type, that is to say with at least one internal combustion engine powered by at least one fuel (petrol, liquefied petroleum gas, diesel, natural gas for vehicles, bio-fuel such as ethanol obtained from plant material, etc.) and assisted by at least one electric motor powered by at least one at least one battery and/or the on-board network of the automobile vehicle 4, of the fuel cell type, that is to say at least one electric motor powered by at least one battery and/or by a fuel cell powered by dihydrogen (such as that coming from a pressure tank) and dioxygen (such as that coming from ambient air), or even of the rechargeable hybrid type, that is to say with at least one internal combustion engine powered by at least one fuel (petrol, liquefied petroleum gas, diesel, natural gas for vehicles, biofuel such as ethanol obtained from plant material, etc.) and at least one electric motor powered by the on-board network of the automobile vehicle 4 and/or at least one recharge
• thermo regulation system 1 we mean all types of systems 1 making it possible to manage the flow, the temperature and the pressure of a heat transfer fluid intended, by movement of said heat transfer fluid around a part of the cells 9 of accumulation of electrical energy of a battery 3 (exchange by immersion in a dielectric heat transfer fluid, exchange by pulsed air, exchange by air - exchanger), to be thermally exchanged with all or part of the cells 9 for accumulating electrical energy in order to to control its temperature, that is to say typically heating and/or cooling, following predetermined control, all or part of the electrical energy accumulation cells 9 present in at least one battery module 7 3.
• heat transfer fluid is meant a fluid of the thermal regulation system 1 making it possible to exchange by contact the cold and/or the heat of at least part of the cells 9 for accumulating electrical energy of a battery 3 Typically, the heat transfer fluid can circulate around all or part of the electrical energy storage cells 9 by at least partial filling of a battery module 7 3.
• dielectric heat transfer fluid is meant a fluid intended to remain in liquid form in the battery module 7 of the thermal regulation system 1 in order to exchange by contact the cold and/or the heat of at least part of the cells 9 for accumulating electrical energy of a battery 3.
• the dielectric heat transfer fluid is monophasic, that is to say it will not change phase (will remain liquid) in the temperature range considered in normal operation such as, for example, between -40°C and 60°C.
• the heat transfer fluid is dielectric, that is to say it preferably has an electrical resistivity ⁇ at least equal to 1 ⁇ 10 9 ohm meters (1 G ⁇ m) at a temperature of 300 kelvins (300 K) or, conversely, an electrical conductivity ⁇ at most equal to 1 ⁇ 10 - 9 siemens per meter (1 nS ⁇ m - 1 ) at a temperature of 300 kelvins (300 K), so as not to disrupt the electrical connections between in particular the cells 9 present in the same module 7 of battery 3.
• This type of dielectric heat transfer fluid can be similar to those used for electrical transformers. It will therefore not be further described in this description because it is known in itself.
• the dielectric heat transfer fluid can for example be a product of the Novec® 7500 type sold by the company 3M®, of the F18 or F20 type sold by the Total® company or of the DF7 or DFK type sold by the MiVolt® company.
• characteristic of a fluid we mean a physicochemical characteristic of the fluid and not the mass or volume of the fluid.
• electrical energy accumulation cell 9 we mean all types of electrochemical accumulators capable of storing electrical energy and, in a reversible manner, of restoring the stored electrical energy.
• battery module 7 is meant a box 8 bringing together at least two electrical energy storage cells 9 electrically connected in series or in parallel.
• a circulation of heat transfer fluid is provided in at least one module 7 of battery 3 in order to thermally regulate at least part of the cells 9 for accumulating electrical energy received in the battery module 7 3.
• battery 3 we mean all of the modules 7 electrically connected in series or in parallel and, incidentally, all of the electrical energy accumulation cells 9 included in the modules 7.
• powertrain 2 we mean the assembly comprising the engine(s) intended to directly or indirectly drive the wheels of the automobile vehicle 4 as well as the accessories of each engine such as, for example, the alternator, cooling system, gearbox or lubrication system.
• a system 1 for thermal regulation of a battery 3 is mounted in a motor vehicle 4.
• an electrical connection element 5 is provided on the body of the automobile vehicle 4 to allow the battery 3 to be recharged.
• the thermal regulation system 1 and/or the battery 3 can be fluidly and/or electrically connected to the powertrain 2.
• all the characteristics and technical effects of the thermal regulation system 1 make it possible to guarantee optimal operation of the exchanges of electrical energy between the battery 3 and the components of the vehicle 4 automobile such as, for example, while the motor vehicle is driving or during recharging with electrical energy while the motor vehicle is parked.
• the thermal regulation system 1 can be, advantageously according to the invention, of several types.
• the heat transfer fluid contained in the housing 8 of the module 7 can be air in the gas phase or a dielectric heat transfer fluid in the liquid phase intended to thermally regulate at least part of the electrical energy accumulation cells 9 included in the module 7 of battery 3.
• the modules 7 of battery 3 also allow the electrical connection of the cells 9 for accumulating electrical energy to the rest of the automobile vehicle 4 in order to guarantee its supply of electrical energy. These electrical connections are made by waterproof connectors.
• the battery modules 7 3 each comprise a housing 8 formed of a lower hollow base 8b (receiving the electrical energy accumulation cells 9) closed by an upper cover 8a in a sealed manner in order to offer protection to the cells 9 for accumulation of electrical energy against mechanical incidents (crash, mechanical shock, etc.) as well as protection in the event of fire (limits the progression of flames external to each battery module 7 3 so that the latter do not do not reach the electrical energy accumulation cells 9).
• the regulation system 1 comprises a control unit 11 electrically connected to a device 19 for monitoring the fluid contained in the housing 8 of the battery module 7 3 in order to selectively control the operation of the thermal regulation system 1 in function of the diagnosed deterioration of at least one of the electrical energy accumulation cells 9 enclosed in the housing 8.
• the regulation system 1 can be of the immersion type of the electrical energy accumulation cells 9, that is to say that each battery module 7 3 comprises a housing 8 enclosing cells 9 for accumulating electrical energy in dielectric heat transfer fluid.
• the electrical energy accumulation cells 9 of each battery module 7 3 are totally immersed in dielectric heat transfer fluid forming part of a fluid network 6.
• several battery modules 7 3 are fluidly connected to the rest of the fluid network 6 by fluid connections to a common input ramp 10 and to a common output ramp 12.
• three battery modules 7 3 are placed in parallel in the fluid network 6 in order to allow a fair and homogeneous supply of dielectric heat transfer fluid for each of the battery modules 7 3, thus guaranteeing homogeneous thermal regulation of the storage cells 9 'electric energy.
• This parallel arrangement also allows the reduction of pressure losses in the fluidic network 6.
• the fluidic connection section between the common input ramp 10 and its module 7 of associated battery 3 is of different size depending on its distance relative to its connection to the fluid network 6 in order to obtain an equivalent flow of dielectric heat transfer fluid between the modules 7 of battery 3.
• the regulation system 1 can be of the heat exchanger type 18 with the heat transfer fluid included around the electrical energy accumulation cells 9, that is to say that each battery module 7 3 comprises a housing 8 enclosing electrical energy storage cells 9 and a heat exchanger 18.
• the electrical energy storage cells 9 of each battery module 7 3 are therefore heated or cooled by the heat exchanger 18 forming part of a fluid network 6 of the thermal regulation system 1 via the heat transfer fluid present in the housing 8.
• several modules 7 of battery 3 are fluidly connected to the rest of the fluid network 6 by hydraulic connections to a common entry ramp 10 and to a common exit ramp 12.
• modules 7 of battery 3 are placed in parallel in the fluid network 6 in order to allow a fair and homogeneous supply of heat transfer fluid for each of the heat exchangers 18 of the battery modules 7 3, thus guaranteeing homogeneous thermal regulation of the electrical energy accumulation cells 9 .
• This parallel arrangement also allows the reduction of pressure losses in the fluid network 6 between the inlet 10' and the outlet 12' of the heat exchanger 18 in the housing 8.
• the thermal regulation system 1 makes it possible to maintain the electrical energy accumulation cells 9 at their optimal temperature in order to guarantee optimized (maintaining the best energy efficiency) and robust (charging and discharging) operation. optimal for a longer lifespan) of the battery 3 whatever the external conditions in which the automobile vehicle 4 operates, that is to say even if it is very cold or very hot.
• the immersion example of the first embodiment is more effective for heat exchanges because the specific exchange surface is greater and the evacuation outside each battery module 7 3 by circulation of the dielectric heat transfer fluid is fast which allows great efficiency and responsiveness of regulation capable of satisfying both the charging (at the fast charging terminal) and the discharging (electrical consumption of the automobile vehicle 4 at high load) of high electrical power of the battery.
• the heat exchange is very efficient because it takes place directly by convection of the heat transfer fluid on the envelope of each electrical energy accumulation cell 9.
• regulation by immersion is also safer against the propagation of possible fire from the battery 3 in the automobile vehicle 4.
• each battery module 7 3 comprises a device 19 for monitoring a characteristic of the fluid contained in the housing 8 of the module 7 different from the temperature in order to diagnose the deterioration of at least one of the cells 9 d accumulation of electrical energy locked in the housing 8.
• the battery 3 is formed of several modules 7 electrically connected in parallel or in series, which presents several advantages.
• First of all it is simpler to thermally regulate several battery modules 7 3 than a single volume comprising the same number of electrical energy accumulation cells 9. It is also simpler to install several battery modules 7 in the automobile vehicle 4 than a single volume comprising the same number of cells 9 for storing electrical energy.
• the diagnosis of the monitoring device 19 will make it possible to quickly verify possible faulty electrical energy accumulation cells 9 by already knowing the battery module 7 3 to be checked.
• each battery module 7 can, according to the invention, detect the deterioration of at least one of its electrical energy accumulation cells 9 in order to manage the stopping of the battery as soon as possible. thermal runaway of the battery 3.
• the obvious solution to resolve a thermal runaway problem would be to monitor the temperature of the electrical energy accumulation cells 9. However, this is not the solution followed by the invention.
• an exhaust valve 21 is generally provided. , often formed by a frangible part intended to break from a predetermined internal pressure, to allow the excess pressure to communicate outside the cell 9 for accumulating electrical energy. Once the exhaust valve 21 is open, the electrical energy storage cell 9 is therefore no longer functional.
• the invention therefore takes advantage of this observation not to monitor the temperature of each electrical energy accumulation cell 9, but to monitor at least one characteristic other than the temperature of the fluid present in the battery module 7 3 such that the electrical conductivity and, optionally in addition, the composition, the pressure or the transparency to determine whether a fluid such as a gas has escaped from at least one of the electrical energy accumulation cells 9 of the module 7 of battery 3 in order to diagnose a possible thermal runaway as early as possible.
• a temperature sensor on each electrical energy accumulation cell 9 and the single temperature measurement in the housing 8 does not make it possible to detect a thermal runaway with certainty and early enough.
• an anomaly is detected after the destruction of at least one of the electrical energy storage cells 9.
• the thermal runaway is located immediately among the modules 7 of the battery 3 and sufficiently early to prevent it from propagating to the other electrical energy accumulation cells 9 of the module 7 of battery 3 and/or to the other battery modules 7 3.
• the monitoring device 19 is compatible with a wide variety of types of thermal regulation systems 1 as explained above.
• the monitoring device 19 comprises at least one detection element 13 mounted on the housing 8 of the module 7 and intended to determine the presence of a pollution fluid escaped from at least one of the cells 9 for accumulating different electrical energy of the fluid contained in the housing 8 of the battery module 7.
• the detection element 13 can be mounted both inside and outside the housing 8 depending on the location or type of the battery 3.
• several detection elements 13 identical may be present on the same module 7 in order to improve the diagnosis of the control unit 11.
• the detection element 13 comprises at least one electrical conductivity sensor in order to measure a variation in conductivity in the fluid contained in the housing 8 generated by the pollution fluid escaped from at least one of the cells 9 d accumulation of electrical energy.
• the monitoring device 19 will be able to diagnose a possible thermal runaway.
• the electrical conductivity sensor may be an electrode sensor.
• An electrical conductivity sensor is preferred because it is more reliable in detecting its characteristic in the fluid compared to other characteristics. Thus, it is less sensitive to other fluid characteristics (e.g. color, transparency, etc.) that could interfere/modify the characteristic measurements. In other words, an electrical conductivity sensor provides fewer false measurements than other types of sensor in the context of the invention.
• an electrical conductivity sensor can also detect an increase in the level of humidity in the air which can lead to a short circuit (air breakdown) which generally precedes thermal runaway.
• an electrical conductivity sensor not only diagnoses thermal runaway, but can also prevent it. No other type of sensor, such as a temperature sensor or a pressure sensor, can do this.
• the detection element 13 may further comprise a concentration sensor in order to measure the concentration of pollution fluid escaped from at least one of the cells 9 for accumulating electrical energy in the fluid contained in the housing 8.
• a concentration sensor in order to measure the concentration of pollution fluid escaped from at least one of the cells 9 for accumulating electrical energy in the fluid contained in the housing 8.
• the detection element 13 may further comprise a pressure sensor in order to measure a pressure variation in the fluid contained in the housing 8 generated by the pollution fluid escaped from at least one of the cells 9 d accumulation of electrical energy.
• a pressure sensor in order to measure a pressure variation in the fluid contained in the housing 8 generated by the pollution fluid escaped from at least one of the cells 9 d accumulation of electrical energy.
• the detection element 13 may further comprise an optical sensor in order to measure a variation in light transmission in the fluid contained in the housing 8 generated by the pollution fluid escaped from at least one of the cells 9 d accumulation of electrical energy.
• the monitoring device 19 will be able to diagnose a possible thermal runaway.
• this last type of sensor allows other additional detections.
• the monitoring device 19 will be able to detect smoke by the decrease in brightness or, on the contrary, flames by the increase in brightness.
• the monitoring device 19 will be able to detect gas bubbles escaping from cells 9 for accumulating electrical energy by the variation in brightness.
• the monitoring device 19 may comprise at least one guide element 17 mounted on the housing 8 and intended to deflect the pollution fluid escaped from at least one of the electrical energy accumulation cells 9 towards the detection element 13 in order to make detection more reliable and limit the number of detection elements 13. It is understood that the guide element 17 can form a part of the upper cover 8a of the housing 8 to impose a passage of the pollution fluid in front of each detection element 13. The guide element 17 can thus form a collector forcing all the pollution fluids to pass in front of each detection element 13.
• the guide element 17 can thus include a deflector 16 above a part of the electrical energy accumulation cells 9 in order to force any pollution fluid generated by one of the cells 9 from accumulation of electrical energy to pass into the detection zone 14 of the detection element 13 before escaping towards the outlet 15.
• the guide element 17 can also only force any pollution fluid generated by one of the electrical energy accumulation cells 9 to escape towards the outlet 15 in order to pass into a zone 14 for detection of the detection element 13 positioned outside the housing 8 of the module 7, preferably near the outlet 15.
• a temperature detection element T02 can be used for, for example, thermally weighting a sensor such as a pressure sensor and/or an electrical conductivity sensor.

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• Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Chemical Kinetics & Catalysis (AREA)
• Electrochemistry (AREA)
• General Chemical & Material Sciences (AREA)
• Manufacturing & Machinery (AREA)
• Aviation & Aerospace Engineering (AREA)
• Microelectronics & Electronic Packaging (AREA)
• Secondary Cells (AREA)
• Battery Mounting, Suspending (AREA)
• Electric Propulsion And Braking For Vehicles (AREA)

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Publications (1)

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• 2022
  • 2022-04-22 FR FR2203768A patent/FR3134920B1/fr active Active
• 2023
  • 2023-04-21 EP EP23721371.5A patent/EP4511902A1/de active Pending
  • 2023-04-21 US US18/857,648 patent/US12407053B2/en active Active
  • 2023-04-21 WO PCT/EP2023/060401 patent/WO2023203184A1/fr not_active Ceased
  • 2023-04-21 JP JP2024562129A patent/JP7780670B2/ja active Active
  • 2023-04-21 KR KR1020247038683A patent/KR102795856B1/ko active Active
  • 2023-04-21 CN CN202380032040.1A patent/CN118975012A/zh active Pending
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