WO2010032313A1 - Unité mobile portant une batterie secondaire - Google Patents

Unité mobile portant une batterie secondaire Download PDF

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Publication number
WO2010032313A1
WO2010032313A1 PCT/JP2008/067012 JP2008067012W WO2010032313A1 WO 2010032313 A1 WO2010032313 A1 WO 2010032313A1 JP 2008067012 W JP2008067012 W JP 2008067012W WO 2010032313 A1 WO2010032313 A1 WO 2010032313A1
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WO
WIPO (PCT)
Prior art keywords
secondary battery
duct
exhaust gas
mobile unit
port
Prior art date
Application number
PCT/JP2008/067012
Other languages
English (en)
Japanese (ja)
Inventor
巧 大矢
橋本　勉
克雄 橋▲崎▼
Original Assignee
三菱重工業株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 三菱重工業株式会社 filed Critical 三菱重工業株式会社
Priority to PCT/JP2008/067012 priority Critical patent/WO2010032313A1/fr
Publication of WO2010032313A1 publication Critical patent/WO2010032313A1/fr

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    • 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
    • H01M50/30—Arrangements for facilitating escape of gases
    • H01M50/308—Detachable arrangements, e.g. detachable vent plugs or plug systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/64—Constructional details of batteries specially adapted for electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/26—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by cooling
    • 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
    • H01M10/52—Removing gases inside the secondary cell, e.g. by absorption
    • 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
    • H01M50/00—Constructional details or processes of manufacture of the non-active parts of electrochemical cells other than fuel cells, e.g. hybrid cells
    • H01M50/30—Arrangements for facilitating escape of gases
    • H01M50/392—Arrangements for facilitating escape of gases with means for neutralising or absorbing electrolyte; with means for preventing leakage of electrolyte through vent holes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D2259/00—Type of treatment
    • B01D2259/45—Gas separation or purification devices adapted for specific applications
    • B01D2259/4566—Gas separation or purification devices adapted for specific applications for use in transportation means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D53/00—Separation of gases or vapours; Recovering vapours of volatile solvents from gases; Chemical or biological purification of waste gases, e.g. engine exhaust gases, smoke, fumes, flue gases, aerosols
    • B01D53/02—Separation of gases or vapours; Recovering vapours of volatile solvents from gases; Chemical or biological purification of waste gases, e.g. engine exhaust gases, smoke, fumes, flue gases, aerosols by adsorption, e.g. preparative gas chromatography
    • B01D53/04—Separation of gases or vapours; Recovering vapours of volatile solvents from gases; Chemical or biological purification of waste gases, e.g. engine exhaust gases, smoke, fumes, flue gases, aerosols by adsorption, e.g. preparative gas chromatography with stationary adsorbents
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
    • B60H2001/003—Component temperature regulation using an air flow
    • 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
    • H01M10/52—Removing gases inside the secondary cell, e.g. by absorption
    • H01M10/523—Removing gases inside the secondary cell, e.g. by absorption by recombination on a catalytic material
    • 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
    • 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
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Definitions

  • the present invention relates to a mobile body equipped with a secondary battery, and more particularly to an exhaust gas treatment device for a secondary battery mounted on the mobile body.
  • a rechargeable secondary battery may be mounted as a drive source.
  • a non-aqueous electrolyte type secondary battery containing an organic solvent as an electrolytic solution such as a lithium secondary battery
  • the battery may be deteriorated, or the internal pressure may rise due to evaporation of the organic solvent and the battery may burst. Therefore, such secondary batteries are provided with safety measures when the internal temperature rises.
  • Japanese Patent Application Laid-Open No. 11-31540 discloses a non-aqueous electrolyte secondary battery characterized by containing a substance that absorbs hydrogen inside the battery. According to the description of Japanese Patent Application Laid-Open No. 11-31540, if hydrogen is present inside the battery, the hydrogen and the positive electrode material react to produce water and deteriorate the battery, but contain a substance that absorbs hydrogen. Water is not generated and the battery does not deteriorate.
  • Japanese Patent Laid-Open No. 7-192775 discloses that a gas adsorbent is disposed between a safety valve and a battery lid in a non-aqueous electrolyte secondary battery including a safety valve inside the battery lid.
  • Japanese Patent Application Laid-Open No. 2003-68266 discloses a power storage device in which a plurality of secondary batteries having a safety valve on the upper surface are incorporated in a rack, each of which has a channel groove formed inside a partition member of the rack. An opening communicating with the flow path groove is formed in each partition member of the rack opposite to the rack, and suction means connected to the flow path groove is connected to the rack via an adsorption tank filled with an adsorbent. Is described.
  • gas is released from the secondary battery to the outside.
  • the gas at this time may contain a gas generated by a chemical change of the organic solvent at a high temperature. If such a gas is discharged to the outside as it is, it can be considered to affect the surrounding environment, so it is necessary to take measures in consideration of the influence on the surroundings.
  • a secondary battery mounted on a mobile body requires a large capacity, so a large-sized secondary battery is used.
  • a large amount of gas may be ejected in an emergency such as an increase in internal temperature. Therefore, in a mobile body equipped with a secondary battery, in consideration of an emergency, it is necessary to have a configuration that does not affect the surroundings even if a large amount of gas is ejected.
  • an object of the present invention is to provide a technique capable of further improving safety in an emergency in a mobile body equipped with a secondary battery.
  • the secondary battery mounted moving body of the present invention is connected to the jet port (2) when a vehicle and a secondary battery module provided in the vehicle body and having a jet port for jetting exhaust gas are mounted.
  • the vehicle body is provided with an exhaust port.
  • the first duct is connected to the exhaust port. According to this invention, when the exhaust gas is exhausted from the secondary battery module to the first duct in an emergency, the exhaust gas in the first duct is rendered harmless by the detoxification section.
  • the exhaust gas can be exhausted in a state in which it is rendered harmless outside the vehicle.
  • the secondary battery mounted moving body of the present invention further includes a second duct that is provided in the vehicle body and arranged to spray a cooling fluid onto the secondary battery module.
  • the secondary battery module is cooled by spraying the cooling fluid onto the secondary battery module.
  • the detoxification part preferably includes a cooling part for cooling the exhaust gas.
  • the vehicle body is provided with a first air intake for taking in air from the outside of the vehicle, the first duct is connected to the first air intake, and the cooling unit is the first air intake. It is preferable to provide a fan provided in the middle of the first duct so as to generate an air flow from the outlet to the exhaust port.
  • the cooling unit includes a cooling gas cylinder (13) connected to the first duct.
  • the cooling unit preferably includes a radiator interposed in the first duct between the jet port and the exhaust port.
  • the mobile unit equipped with the secondary battery of the present invention further includes a temperature sensor that measures the temperature of the exhaust gas or the secondary battery module, and a control device that controls the operation of the cooling unit based on the measurement result of the temperature sensor. It is preferable.
  • the detoxification section preferably includes a dilution section that dilutes the exhaust gas sent to the first duct.
  • the vehicle body is provided with a first air intake for taking in air from the outside of the vehicle, the first duct is connected to the first air intake, and the diluting portion is the first air intake. It is preferable to provide a fan provided in the middle of the first duct so as to generate an air flow from the opening to the exhaust opening.
  • the dilution section includes a dilution gas cylinder connected to the first duct.
  • the mobile unit equipped with the secondary battery of the present invention further includes a concentration sensor that measures the exhaust gas concentration in the first duct, and a dilution unit control device that controls the operation of the dilution unit based on the measurement result of the concentration sensor. It is preferable.
  • the dilution section is preferably provided with a combustion catalyst layer that is interposed between the jet outlet and the exhaust outlet in the first duct and burns the exhaust gas.
  • the dilution section is preferably provided with an adsorbent material layer that is interposed between the jet outlet and the exhaust outlet in the first duct and adsorbs the exhaust gas.
  • An exhaust gas treatment method for a secondary battery includes a step of ejecting exhaust gas from a secondary battery module mounted on a moving body in an emergency, a step of detoxifying exhaust gas ejected in the step of ejecting, and And exhausting the exhaust gas detoxified in the detoxifying step to the outside of the vehicle.
  • a technology capable of further improving safety in an emergency in a mobile body equipped with a secondary battery.
  • FIG. 1 is a schematic diagram showing a secondary battery mounted moving body according to the first embodiment.
  • FIG. 2 is a schematic view showing a secondary battery mounted moving body according to the second embodiment.
  • FIG. 3 is a schematic diagram showing a secondary battery mounted moving body according to the third embodiment.
  • FIG. 4 is a schematic diagram showing a secondary battery mounted moving body according to the fourth embodiment.
  • FIG. 1 is a schematic configuration diagram of a mobile unit equipped with a secondary battery according to the present embodiment.
  • the secondary battery mounted mobile body of this embodiment is exemplified by an electric vehicle and a battery forklift.
  • This secondary battery-equipped moving body includes a vehicle body and an exhaust gas treatment device provided in the vehicle body.
  • the exhaust gas treatment apparatus includes a first duct 3 and a second duct 9 (9A, 9B).
  • the first duct 3 and the second duct 9 are provided with a fan 11 and a fan 8, respectively.
  • a battery storage chamber 18 is provided in the vehicle body.
  • a plurality of secondary battery modules (1-1 to 1-3) are mounted as driving sources for the moving body.
  • the vehicle body is provided with a first air intake port 5, a second air intake port 7, a first exhaust port 4, and a second exhaust port 12.
  • Each of the plurality of secondary battery modules (1-1 to 1-3) includes a lithium secondary battery containing lithium ions as an electrolyte and using an organic solvent as an electrolyte.
  • Each secondary battery module 1 is provided with a spout 2 to which a safety valve 6 is attached.
  • the safety valve 6 is for releasing the accumulated internal pressure when the internal pressure is accumulated in the battery. When the internal pressure in the battery is normal, the safety valve 6 is closed and the secondary battery module is sealed. On the other hand, when the internal pressure in the battery exceeds the pressure at which the safety valve 6 operates, the safety valve 6 is opened, and the exhaust gas is ejected from the battery through the ejection port 2.
  • the first duct 3 is connected to the first air intake port 5 at one end and to the first exhaust port 4 at the other end.
  • the first duct 3 is branched between the first air intake port 5 and the first exhaust port 4, and is connected to the jet outlet 2 of each secondary battery module 1 at the branched point.
  • the gas ejected to the first duct 3 through the ejection port 2 is usually at a high pressure and a high flow velocity, depending on the specifications of the safety valve 6. It is not preferable that high-pressure, high-flow-rate gas is exhausted outside the vehicle. Therefore, it is preferable that the first duct 3 is designed so that the pressure and flow velocity of the exhaust gas are sufficiently reduced. Specifically, it is preferable that the inner diameter is designed in consideration of the diameter of the ejection port 2 and the specification of the safety valve 6.
  • the first duct 3 is preferably laid out so that the pressure of the exhaust gas does not face the cabin side in order to protect the cabin (not shown) in the vehicle body from the pressure due to the exhaust gas.
  • the first duct 3 is preferably composed of a metal tube having alkali resistance.
  • the exhaust gas of the lithium secondary battery may contain a lithium ion component and is considered to have alkalinity. If the 1st duct 3 is comprised with the metal pipe which has alkali resistance, corrosion of piping by alkaline exhaust gas can be prevented.
  • An example of such an alkaline metal tube is a stainless steel tube.
  • the fan 11 is provided to generate an air flow in the first duct 3.
  • air is taken into the first duct 3 from the first air intake 5.
  • the air flowing through the first duct 3 is exhausted from the exhaust port 4 to the outside.
  • the second duct 9 is provided to cool the plurality of secondary battery modules 2.
  • the second duct 9 includes a second duct portion 9A that communicates between the second air intake port 7 and the battery storage chamber 18, and a second duct portion 9B that communicates between the battery storage chamber 18 and the exhaust port 12. .
  • the fan 8 is provided to generate an air flow in the second duct 9.
  • air is taken into the second duct portion 9 ⁇ / b> A from the second air intake 7 and sent to the battery storage chamber 18.
  • the air introduced into the battery storage chamber 18 is blown to each secondary battery module 1 to cool each secondary battery module 1.
  • the air that has passed through the battery storage chamber 18 is exhausted from the exhaust port 12 to the outside of the vehicle via the second duct portion 9B.
  • a secondary battery module 1 generates heat due to a collapse due to an accident or a short circuit due to overcharge. Then, the internal temperature of the secondary battery module 1 rises rapidly. At this time, gas is generated when the organic solvent that is the electrolytic solution evaporates or the constituent members of the secondary battery module 1 burn. Due to the generation of gas, the internal pressure of the secondary battery module 1 increases. When the internal pressure of the secondary battery module 1 reaches the pressure at which the safety valve 6 operates, the safety valve 6 operates. As a result, the gas in the secondary battery module 1 is ejected into the first duct 3. At this time, the gas (exhaust gas) introduced into the first duct 3 has a relatively high concentration and a high temperature.
  • the air is taken into the first duct 3 by the fan 11.
  • the exhaust gas introduced from the secondary battery module 1 into the first duct 3 is cooled and diluted by the air taken in by the fan 11. Thereby, exhaust gas is rendered harmless.
  • the exhaust gas rendered harmless in the first duct 3 is exhausted to the outside through the first exhaust port 4. Since this exhaust gas is detoxified, it does not affect the environment around the moving body.
  • each secondary battery module 1 is also cooled by the second duct 9. That is, when the fan 8 is operated, air is blown to each secondary battery module 1 in the battery storage chamber 18 to cool each secondary battery module. As a result, an increase in the internal temperature of each secondary battery module 1 is suppressed, and the exhaust gas itself is prevented from being ejected.
  • first duct 3 and the second duct 9 are completely separated.
  • the first duct 3 and the second duct 9 may share one air intake port.
  • FIG. 2 is a schematic diagram showing the configuration of the mobile unit equipped with the secondary battery of the present embodiment.
  • a temperature sensor 15, a cooling unit control device 16, a cooling gas cylinder 13, a valve 14, and a radiator 17 are added as compared with the first embodiment.
  • the first air intake 5 in the first embodiment is not provided. Since other points can be the same as those in the first embodiment, a detailed description thereof will be omitted.
  • the cooling gas cylinder 13 is connected to the first duct 3 via a valve 14.
  • the cooling gas cylinder 13 is filled with a cooling gas.
  • the valve 14 is closed, but in an emergency, the valve 14 is opened and the cooling gas is introduced into the first duct 3.
  • Carbon dioxide has a large heat specific gravity and has a digestive action. Due to the large thermal specific gravity, the temperature of the exhaust gas introduced into the first duct 3 can be quickly lowered. Moreover, even if the exhaust gas introduce
  • the radiator 17 is provided to lower the temperature of the exhaust gas by heat exchange.
  • the radiator 17 for example, a water-cooled type is used.
  • the radiator 17 includes a cooling portion, a heat radiating portion, and a pump for circulating cooling water between the cooling portion and the heat radiating portion.
  • the cooling portion is interposed in the first duct 3 between the ejection port 2 and the exhaust port 4 of each secondary battery module 1. That is, the cooling unit of the radiator 17 is disposed on the downstream side of the ejection port 2 of each secondary battery module 1.
  • the heat radiating part is arranged at a position where heat is taken away by the outside air.
  • the exhaust gas in the first duct 3 is cooled by passing through the cooling portion of the radiator 17.
  • the temperature sensor 15 is provided so as to measure the temperature in the first duct 3 in the vicinity of the spout 2 of each secondary battery module 1.
  • the exhaust gas temperature at the time of ejection from each secondary battery module 1 is measured by the temperature sensor 15.
  • the measurement result by the temperature sensor 15 is notified to the cooling unit control device 16.
  • the cooling unit control device 16 is, for example, a computer including a CPU and a memory, and realizes its function by an installed program.
  • the cooling unit control device 16 opens and closes the valve 14 based on the result notified from the temperature sensor 15. Specifically, when the temperature notified from the temperature sensor 15 exceeds a preset temperature, it is determined that the exhaust gas is ejected into the first duct 3 and the valve 14 is opened. Further, when the temperature exceeds a preset temperature, the pump of the radiator 17 is operated, and the gas in the first duct 3 is cooled by the radiator 17.
  • the exhaust gas treatment apparatus of the present embodiment operates as follows in an emergency.
  • each secondary battery module 1 rises and the safety valve 6 is opened, high-temperature exhaust gas is introduced from each secondary battery module 1 into the first duct 3.
  • the temperature of the jet outlet 2 in the first duct 3 is increased by the exhaust gas.
  • the cooling unit control device 16 detects an increase in temperature via the temperature sensor 15.
  • the cooling unit control device 16 opens the valve 14. Thereby, the cooling gas is introduced into the first duct 3 from the cooling gas cylinder 13.
  • the cooling unit control device 16 operates the pump of the radiator 17.
  • the exhaust gas in the first duct 3 is cooled by the cooling gas and is also cooled by passing through the cooling part of the radiator 17.
  • the exhaust gas rendered harmless by being cooled is exhausted from the exhaust port 4 to the outside.
  • the exhaust gas in the first duct 3 is cooled and rendered harmless by the cooling gas introduced from the cooling gas cylinder 13 and the radiator 17.
  • the cooling unit control device 16 automatically opens the valve 14 and operates the radiator 17 by the temperature sensor 15, so that the exhaust gas enters the first duct 3 from each secondary battery module 1. When introduced, the exhaust gas can be immediately cooled.
  • the cooling unit control device 16 determines the opening degree of the valve 14 and the time for opening the valve 14 based on the difference between the temperature notified from the temperature sensor 15 and the preset temperature. May be controlled. That is, when the temperature in the first duct 3 is sufficiently lowered after the valve 14 is opened, the opening degree of the valve 14 may be decreased or closed. In this way, the amount of the cooling gas introduced into the first duct 3 can be set to an amount necessary for lowering the temperature of the exhaust gas, and the introduction of the cooling gas is prevented. .
  • the temperature sensor 15 is each secondary battery module 1. It may be provided to measure its own temperature. By measuring the temperature of each secondary battery module 1 itself, it is possible to detect an emergency state before exhaust gas is ejected from each secondary battery module 1. As a result, the cooling gas can be introduced into the first duct 3 before the safety valve 6 is opened, and the exhaust gas in the first duct 3 can be cooled more reliably. Further, the temperature sensor 15 may be provided in the vicinity of the exhaust port 4 so as to measure the gas temperature exhausted from the exhaust port 4. If the temperature sensor 15 is disposed at such a position, the cooling unit control device 16 can monitor whether or not the exhaust gas is normally cooled.
  • the cooling unit control device 16 controls the valve 14 and the radiator 17 .
  • the cooling unit control device 16 may be configured to control the rotation speed of the fan 11. Even with such a configuration, it is possible to automatically detect that the exhaust gas has been ejected into the first duct 3 and cool the exhaust gas.
  • FIG. 3 is a schematic diagram showing the configuration of the mobile unit equipped with the secondary battery of the present embodiment. As shown in FIG. 3, a combustion catalyst layer 20 is added as compared to the first embodiment. Since other points can be the same as those in the first embodiment, a detailed description thereof will be omitted.
  • the combustion catalyst layer 20 is a layer for detoxifying the exhaust gas in the first duct 3 by burning it.
  • the combustion catalyst layer 20 is provided between the jet port 2 and the exhaust port 4 in the first duct 3.
  • Examples of the combustion catalyst layer 20 include a material having a high specific surface area porous material such as alumina, zirconia, silica alumina, and silica as a carrier and a noble metal such as palladium or platinum supported thereon.
  • the exhaust gas ejected into the first duct 3 in an emergency is burned by the combustion catalyst layer 20 and exhausted from the exhaust port 4.
  • components of exhaust gas ejected from the secondary battery module 1 in an emergency components of particulate matter (PM) such as carbon dioxide, carbon monoxide, methane, propane, hydrocarbon, ethylmethyl carbonate, carbon black, and the like are conceivable.
  • Exhaust gas containing these components is burned and decomposed by passing through the combustion catalyst layer 20. As a result, the concentration of components of harmful substances in the exhaust gas can be reduced (diluted) to make the exhaust gas harmless.
  • an adsorbent material layer 21 for adsorbing exhaust gas components may be provided.
  • Examples of such an adsorbent material layer 21 include activated carbon.
  • the provision of the adsorbent material layer 21 can also reduce the concentration of harmful components in the exhaust gas and make the exhaust gas harmless. Further, both the combustion catalyst layer 20 and the adsorbent material layer 21 may be disposed in the first duct 3.
  • FIG. 4 is a schematic diagram showing the configuration of the mobile unit equipped with the secondary battery of the present embodiment. As shown in FIG. 4, as compared with the first embodiment, a dilution gas cylinder 22, a valve 23, a dilution unit control device 25, and a concentration sensor 24 are added. Further, the first air intake 5 is not provided. Since other points can be the same as those in the first embodiment, a detailed description thereof will be omitted.
  • the dilution gas cylinder 22 is connected to the first duct 3 via a valve 23.
  • the dilution gas cylinder 22 is filled with a dilution gas for reducing the concentration of exhaust gas. Carbon dioxide is exemplified as the dilution gas.
  • the valve 23 When the valve 23 is opened, the dilution gas is supplied from the dilution gas cylinder 22 to the first duct 3.
  • the exhaust gas When the exhaust gas is ejected into the first duct 3, the exhaust gas is diluted with the dilution gas, and the harmful components in the exhaust gas are reduced in concentration.
  • the concentration sensor 24 is attached in the vicinity of the exhaust port 4 so as to measure the concentration of the gas exhausted from the exhaust port 4. The measurement result by the concentration sensor 24 is notified to the dilution unit control device 25.
  • the concentration sensor 24 measures the concentration of harmful components (for example, carbon monoxide and hydrocarbons) and combustible components (for example, oxygen) in the exhaust gas of the secondary battery module 1.
  • the dilution unit control device 25 is provided for operating the valve 23 based on the measurement result notified from the concentration sensor 24. Specifically, if the value of the gas concentration notified from the concentration sensor 24 is a value that exceeds a preset gas concentration, it is determined that exhaust gas is being ejected from the secondary battery module 1, Valve 23 is opened.
  • the dilution unit control device 25 can be configured by a computer including a CPU, a ROM (Read Only Memory), a RAM (Random Access Memory), and the like, for example.
  • the exhaust gas ejected from the secondary battery module 1 in an emergency is introduced into the first duct 3.
  • the dilution unit control device 25 Based on the measurement result by the concentration sensor 24, the dilution unit control device 25 detects that the exhaust gas has been ejected into the first duct 3, and opens the valve 23.
  • the valve 23 When the valve 23 is opened, the dilution gas is introduced into the first duct 3 from the dilution gas cylinder 22, and the exhaust gas in the first duct 3 is diluted. Dilution reduces the concentration of harmful components in the exhaust gas and renders the exhaust gas harmless.
  • the harmless exhaust gas is exhausted from the exhaust port 4 to the outside. This prevents the surroundings from being affected. It is also possible to prevent combustible components from burning and burning to surrounding constituent materials.
  • the dilution unit control device 25 may control the opening / closing operation of the valve 23 so that the harmful component concentration is set to a predetermined value or less based on the measurement result of the harmful component concentration. For example, when the concentration of harmful components is high, the opening degree of the valve 23 is increased so that a large amount of dilution gas is introduced into the first gas. Thus, by controlling the opening / closing operation of the valve 23, the concentration of harmful components can be reliably reduced. Further, if the opening of the valve 23 is made small when the harmful component concentration becomes sufficiently low, it is possible to prevent the dilution gas from being introduced into the first duct more than necessary.
  • the dilution unit control device 25 may control the opening / closing operation of the valve 23 so that the exhaust gas concentration in the first duct 3 is lower than the concentration in the combustible range based on the concentration measurement result of the combustible component.
  • the secondary battery loaded mobile body of the first embodiment may be provided with the dilution unit control device 25 and the concentration sensor 24 described in the fourth embodiment.
  • the dilution unit control device 25 can dilute the exhaust gas by controlling the amount of rotation of the fan 11 and the like to send air into the first duct 3 as a dilution gas.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • General Chemical & Material Sciences (AREA)
  • Electrochemistry (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Power Engineering (AREA)
  • Sustainable Energy (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Manufacturing & Machinery (AREA)
  • Secondary Cells (AREA)
  • Gas Exhaust Devices For Batteries (AREA)

Abstract

L'invention porte sur une technique pour une unité mobile, qui peut améliorer la sécurité de l'unité mobile portant une batterie secondaire, à un niveau plus élevé en cas d'urgence. L'unité mobile comprend une carrosserie de véhicule, un premier conduit disposé dans la carrosserie de véhicule, et un orifice d'éjection pour éjecter un gaz d'échappement, et relié à l'orifice d'échappement lorsqu'un module de batterie secondaire est monté, et une unité de prévention de dommage pour amener le gaz d'échappement dans le premier conduit sans dommage. Le premier conduit est relié à un orifice d'échappement pour décharger le gaz d'échappement éjecté de l'orifice d'éjection, vers l'extérieur de la carrosserie de véhicule.
PCT/JP2008/067012 2008-09-19 2008-09-19 Unité mobile portant une batterie secondaire WO2010032313A1 (fr)

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PCT/JP2008/067012 WO2010032313A1 (fr) 2008-09-19 2008-09-19 Unité mobile portant une batterie secondaire

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Application Number Priority Date Filing Date Title
PCT/JP2008/067012 WO2010032313A1 (fr) 2008-09-19 2008-09-19 Unité mobile portant une batterie secondaire

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WO2010032313A1 true WO2010032313A1 (fr) 2010-03-25

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JP2012049038A (ja) * 2010-08-27 2012-03-08 Toshiba Corp 二次電池装置
JP2014149959A (ja) * 2013-01-31 2014-08-21 Honda Motor Co Ltd 蓄電装置の冷却構造
EP2942226A1 (fr) * 2014-05-06 2015-11-11 Airbus Operations GmbH Système d'échappement des batteries d'aéronef
DE102014212173A1 (de) 2014-06-25 2016-01-14 Robert Bosch Gmbh Gasreinigungseinheit für Lithium-Zelle
CN108346817A (zh) * 2017-01-25 2018-07-31 松下知识产权经营株式会社 电池系统
WO2020116089A1 (fr) * 2018-12-04 2020-06-11 パナソニックＩｐマネジメント株式会社 Bloc-batterie et système d'alimentation en énergie
JP2020198738A (ja) * 2019-06-04 2020-12-10 株式会社Ｓｕｂａｒｕ バッテリガス放出装置
JP2021051910A (ja) * 2019-09-25 2021-04-01 株式会社Ｓｕｂａｒｕ 車両用バッテリパック
JP7419539B2 (ja) 2020-03-02 2024-01-22 寧徳時代新能源科技股▲分▼有限公司 排気ガス処理システム及び装置

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Cited By (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2012049038A (ja) * 2010-08-27 2012-03-08 Toshiba Corp 二次電池装置
JP2014149959A (ja) * 2013-01-31 2014-08-21 Honda Motor Co Ltd 蓄電装置の冷却構造
US10074880B2 (en) 2013-01-31 2018-09-11 Honda Motor Co., Ltd. Cooling structure of electricity storage device
CN105098116A (zh) * 2014-05-06 2015-11-25 空中客车作业有限公司 飞机电池排放系统
EP2942226A1 (fr) * 2014-05-06 2015-11-11 Airbus Operations GmbH Système d'échappement des batteries d'aéronef
DE102014212173A1 (de) 2014-06-25 2016-01-14 Robert Bosch Gmbh Gasreinigungseinheit für Lithium-Zelle
CN108346817A (zh) * 2017-01-25 2018-07-31 松下知识产权经营株式会社 电池系统
WO2020116089A1 (fr) * 2018-12-04 2020-06-11 パナソニックＩｐマネジメント株式会社 Bloc-batterie et système d'alimentation en énergie
JP7382586B2 (ja) 2018-12-04 2023-11-17 パナソニックＩｐマネジメント株式会社 電源システム
JP2020198738A (ja) * 2019-06-04 2020-12-10 株式会社Ｓｕｂａｒｕ バッテリガス放出装置
JP7339778B2 (ja) 2019-06-04 2023-09-06 株式会社Subaru バッテリガス放出装置
JP2021051910A (ja) * 2019-09-25 2021-04-01 株式会社Ｓｕｂａｒｕ 車両用バッテリパック
JP7316167B2 (ja) 2019-09-25 2023-07-27 株式会社Subaru 車両用バッテリパック
JP7419539B2 (ja) 2020-03-02 2024-01-22 寧徳時代新能源科技股▲分▼有限公司 排気ガス処理システム及び装置

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