WO2021215572A1 - Système de chauffage pour batterie de chauffage pour véhicule électrique et batterie pour véhicule électrique le comprenant - Google Patents

Système de chauffage pour batterie de chauffage pour véhicule électrique et batterie pour véhicule électrique le comprenant Download PDF

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WO2021215572A1
WO2021215572A1 PCT/KR2020/006342 KR2020006342W WO2021215572A1 WO 2021215572 A1 WO2021215572 A1 WO 2021215572A1 KR 2020006342 W KR2020006342 W KR 2020006342W WO 2021215572 A1 WO2021215572 A1 WO 2021215572A1
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battery
heater
electric vehicle
bms
contactor
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PCT/KR2020/006342
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English (en)
Korean (ko)
Inventor
김민철
남상현
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에너테크인터내셔널 주식회사
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Publication of WO2021215572A1 publication Critical patent/WO2021215572A1/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
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/657—Means for temperature control structurally associated with the cells by electric or electromagnetic means
    • 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
    • B60L58/27—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 heating
    • 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
    • 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
    • H01M10/48—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
    • 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
    • H01M10/486—Accumulators combined with arrangements for measuring, testing or indicating the condition of cells, e.g. the level or density of the electrolyte for measuring 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
    • H01M10/61—Types of temperature control
    • H01M10/615—Heating or keeping warm
    • 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
    • H01M10/63—Control systems
    • H01M10/637—Control systems characterised by the use of reversible temperature-sensitive devices, e.g. NTC, PTC or bimetal devices; characterised by control of the internal current flowing through the cells, e.g. by switching
    • 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
    • H01M10/64—Heating or cooling; Temperature control characterised by the shape of the cells
    • H01M10/647—Prismatic or flat cells, e.g. pouch cells
    • 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
    • H01M10/653—Means for temperature control structurally associated with the cells characterised by electrically insulating or thermally conductive materials
    • 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
    • H01M10/658—Means for temperature control structurally associated with the cells by thermal insulation or shielding
    • 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
    • H01M50/50—Current conducting connections for cells or batteries
    • H01M50/572—Means for preventing undesired use or discharge
    • 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
    • H01M50/50—Current conducting connections for cells or batteries
    • H01M50/572—Means for preventing undesired use or discharge
    • H01M50/574—Devices or arrangements for the interruption of current
    • H01M50/581—Devices or arrangements for the interruption of current in response to temperature
    • H—ELECTRICITY
    • H05—ELECTRIC TECHNIQUES NOT OTHERWISE PROVIDED FOR
    • H05B—ELECTRIC HEATING; ELECTRIC LIGHT SOURCES NOT OTHERWISE PROVIDED FOR; CIRCUIT ARRANGEMENTS FOR ELECTRIC LIGHT SOURCES, IN GENERAL
    • H05B1/00—Details of electric heating devices
    • H05B1/02—Automatic switching arrangements specially adapted to apparatus ; Control of heating devices
    • H—ELECTRICITY
    • H05—ELECTRIC TECHNIQUES NOT OTHERWISE PROVIDED FOR
    • H05B—ELECTRIC HEATING; ELECTRIC LIGHT SOURCES NOT OTHERWISE PROVIDED FOR; CIRCUIT ARRANGEMENTS FOR ELECTRIC LIGHT SOURCES, IN GENERAL
    • H05B1/00—Details of electric heating devices
    • H05B1/02—Automatic switching arrangements specially adapted to apparatus ; Control of heating devices
    • H05B1/0202—Switches
    • H05B1/0205—Switches using a fusible material
    • H—ELECTRICITY
    • H05—ELECTRIC TECHNIQUES NOT OTHERWISE PROVIDED FOR
    • H05B—ELECTRIC HEATING; ELECTRIC LIGHT SOURCES NOT OTHERWISE PROVIDED FOR; CIRCUIT ARRANGEMENTS FOR ELECTRIC LIGHT SOURCES, IN GENERAL
    • H05B1/00—Details of electric heating devices
    • H05B1/02—Automatic switching arrangements specially adapted to apparatus ; Control of heating devices
    • H05B1/0202—Switches
    • H05B1/0213—Switches using bimetallic elements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/91—Electric 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
    • H01M10/42—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
    • H01M2200/00—Safety devices for primary or secondary batteries
    • H01M2200/10—Temperature sensitive devices
    • H01M2200/103—Fuse
    • 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
    • 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 heater system for heating an electric vehicle so that a battery operation can be made in a low-temperature environment where battery operation is difficult in an electric vehicle, and a battery for an electric vehicle having the same, and more particularly, to a battery for an electric vehicle having the same, which can simplify the overall configuration and increase safety It relates to a heater system having a configuration and an electric vehicle battery having the same.
  • a battery is basically a device made to make chemical energy compatible with electrical energy, and the use of a secondary battery capable of charging and discharging together is a basic premise due to the characteristics of a vehicle.
  • the chemical reaction that takes place inside the battery is affected by environmental conditions like general chemical reactions, and in particular, it is greatly affected by temperature. For example, in a high temperature range where self-stability is lowered due to an abnormal reaction and self-damage may occur, the battery itself may be damaged and a vehicle fire may occur.
  • the battery may not exhibit sufficient efficiency, and eventually, driving the vehicle itself may become difficult.
  • Lithium-ion battery packs which are most used for electric vehicles, have poor performance at low temperatures in winter under conditions such as Korea, where there are four distinct seasons, making it difficult to provide sufficient power to the vehicle. and the charging time is increased. For example, even when the temperature is about -6°C, the battery cannot be fully charged due to the increase in resistance when charging the battery. Therefore, there is also a problem of an increase in battery maintenance cost.
  • the electric vehicle uses a means such as a heater for heating the battery as a means for maintaining the battery temperature in a predetermined band in order to cope with the problems of efficiency reduction and vehicle inability due to a decrease in ambient temperature.
  • a heater may be operated using an external power source for a separate heater, or a heat pump system using heat from a battery and an inverter for driving a motor may be used.
  • the method of operating the heater using an external power source requires a separate power source and requires a space for installing the separate power source, and there is a problem in that the cost for this is also increased.
  • the method of using a heat pump also requires a separate configuration for the heat pump, and moreover, there is not much heat generated from the battery and inverter, so it takes a lot of time to quickly change the battery state to a normal state for driving the vehicle, and it is not effective in terms of effectiveness. There is a bad problem.
  • An object of the present invention is to provide a means for efficiently solving problems in which performance of a battery for an electric vehicle is deteriorated in a low-temperature environment and efficiency is reduced.
  • the present invention provides a heater system for heating to maintain a temperature range suitable for battery operation and an electric vehicle battery having the same, but having a heater system having a configuration that can reduce the hassle and cost of installation and maintenance operation, and comprising the same
  • An object of the present invention is to provide a battery for an electric vehicle.
  • a heater system for heating a battery for an electric vehicle of the present invention for achieving the above object
  • the battery constituting the power source of the electric vehicle, the heater connected in series with the battery, the contactor installed in the wire between the battery and the heater and responsible for the switching function, and combined with the battery to control the operation of the battery and to give the contactor a switching signal.
  • a battery management system (BMS) capable of detecting the battery temperature is provided with a temperature sensor capable of transmitting a related signal to the BMS.
  • the heater system of the present invention may further include a thermal protector that detects overheating of the heater and blocks the heater operation.
  • it may further include a current sensor that is installed on a part of the conducting wire between the battery and the heater to transmit a signal according to the amount of current to the BMS.
  • the contactor may be connected to a low voltage through the voltage change of the battery or may be driven by a separate low voltage auxiliary battery.
  • the BMS can keep the contactor closed, and when a certain temperature is exceeded, the bimetal switch can be opened to cause the BMS to switch the contactor to the open state.
  • the contactor may be provided with a solenoid switch mechanically operated by receiving an electrical signal.
  • a switch-on signal that is, a signal for putting the switch in a closed state
  • the program may be performed according to the temperature detected by the temperature sensor of the battery.
  • the signal is in the form of a pulse and the magnitude of the pulse is constant.
  • a method of controlling the amount of electricity delivered according to the duty cycle (usage rate) may be transmitted to
  • the battery for an electric vehicle of the present invention is characterized in that it comprises the heater system of the present invention.
  • a heat sink is disposed between a plurality of pouch-type or prismatic battery cells having a large area compared to the thickness so that at least one side of the battery cell is in contact with the heat conduction plate, and At least a portion may be provided with a battery module configured to contact the heater to transfer the heat of the heater to the battery cells, and the heater may be a heater block or heater capable of touching a plurality of battery cells and a plurality of heat conduction plates installed side by side while overlapping each other. It may be formed in the form of a plate (heater plate).
  • the hot plate may have a form in which a heater heating wire is installed on a linear part in contact with the heat conduction plate, and a silicon heat conduction film or plate as a heat conductor as a medium for adhesion to the surface in contact with the heat conduction plate may be installed on the hot plate.
  • An insulating material such as urethane foam, which prevents heat conduction, may be installed on the opposite surface of the surface in contact with the heat conduction plate of the hot plate.
  • the configuration of the heater system can be simplified by attaching an electric direct current heater operated by the power of the battery itself, which provides power to the electric vehicle, directly to the battery, and high voltage can be used to generate a lot of heat in a short time. Therefore, it is possible to shorten the heating time of the battery and increase user convenience.
  • the user can use the battery efficiently for a longer period of time by heating the battery within the guarantee temperature for use by applying an electric heater and then operating the electric vehicle in a normal state, thereby preventing deterioration in performance and lifespan of the lithium-ion battery and deterioration in efficiency. and reduce the cost of replacing the battery.
  • FIG. 1 is a schematic configuration diagram showing the main configuration of a heater system according to an embodiment of the present invention
  • FIG. 2 is an exemplary configuration conceptual diagram showing an embodiment of a heater system blocking configuration by a thermal protector in the present invention
  • FIG. 3 is an exploded perspective view showing an exemplary configuration of a battery for an electric vehicle having a heater system of the present invention
  • FIG. 4 is an exemplary view of the heater configuration of the battery as shown in FIG. 3 viewed from various directions.
  • FIG. 5 is a flowchart illustrating an example of a method for operating a heater according to the present invention.
  • FIG. 1 is a box diagram conceptually illustrating a heater system according to an embodiment of the present invention.
  • the heater system is a location where the heater system is installed and is a target of heating the battery 10, the BMS 103 that controls the battery, the heater 100, a temperature sensor (not shown), and a thermal protector which is one of the temperature breaker. 105 , a contactor 102 , a current sensor 104 , and a fuse 101 .
  • the heater 100 is directly connected to an electric terminal of a battery to be heated, and receives direct electric energy to generate heat.
  • a fuse 101 that is blown when an overcurrent flows
  • a current sensor 104 that checks the amount of current flowing in the wire
  • a contactor 102 that acts as a kind of switch that regulates the wire.
  • the BMS 103 may be viewed as integral with the battery, but is displayed separately here, and may signal to be responsible for the operation and control of the battery. The BMS and, in this regard, the signal can operate at a different low voltage than the high voltage of the battery itself.
  • the BMS 103 is connected to the contactor 102 to give an opening/closing signal to the contactor, and receives information about the battery temperature from a temperature sensor (not shown) attached to the cell of the battery and transmits it to other elements of the heater system. It can send the necessary motion signal.
  • the BMS heats the battery cells by flowing a current from the battery to the heater.
  • the heater operation is automatically performed when the key of the car is turned on (on) by the BMS recognizing the temperature of the cell.
  • the BMS may give a signal so that the contactor is in a closed state so that a current flows through the wire connected to the heater.
  • the contactor When the contactor is in the closed state, current flows and the heater generates heat through resistance wires such as nichrome wire embedded in the heater plate to heat the cell.
  • the switch-on operation of the contactor may be performed by a signal given through a program built into the BMS itself.
  • This signal may be a constant signal of a certain magnitude, but may also be a periodic pulse type signal.
  • the BMS knows the current temperature through the temperature sensor installed in the battery, calculates the difference from the proper temperature of the battery, derives the amount of heat to be applied to the battery to compensate for the difference, and uses a heater to supply this amount of heat. You can send the required signal by calculating the current and time to send.
  • the pulse signal can be sent to the contactor by setting the supply time of one pulse, the pulse period, and the duration of the periodic pulse supply.
  • the current supply type can be designed through a program so that the supply time decreases as the battery temperature increases overall, and thus the amount of electricity supplied per hour decreases.
  • the supply of current from the battery to the heater may be interrupted by devices such as an ammeter and a fuse. In this case, they can be one of multiple safeguards to prevent heater overheating.
  • the ammeter there is an ammeter among the series connection wires connecting the heater and the battery.
  • the ammeter detects an abnormal current such as overcurrent
  • the signal of the ammeter is transmitted to the BMS, and when the BMS receives this signal, it sends a signal to the contactor
  • the fuse can cut off the overcurrent by directly generating heat when an overcurrent flows through the series-connected conductor, melting itself and breaking the conductor.
  • a thermal protector is installed in the heater to check whether the temperature of the heater itself is not overheated while electricity is supplied to the battery. For example, if there is a bimetal type thermal protector, when the heater overheats and exceeds a certain temperature, the bimetal inside the thermal protector constituting the overheat prevention circuit is deformed to open the bimetal switch and the current flowing through the overheat protection circuit is cut off. .
  • This overheat protection circuit can activate the contactor's current blocking function either directly or via the BMS. For example, a current cut-off by a bimetal switch in the overheat protection circuit is sensed by the BMS, and then the BMS may give a signal to the contactor to cut off the electrical energy transferred from the battery to the heater.
  • the overheat prevention circuit may directly cause switching of the contactor 202 irrespective of the BMS.
  • the current supply and cut-off by switching the contactor is not made simply by the BMS signal by the program built into the BMS as described above, but a separate means related to the overheat prevention circuit, such as the contactor operating coil ( 201), for example, may be achieved by means such as a solenoid coil switch.
  • the contactor has a switch part that is physically and mechanically switched by the electromagnetic force generated from the solenoid coil, and when the current flowing in the overheat prevention circuit is blocked by the thermal protector 205 such as a bimetal, the electromagnetic force of the solenoid coil disappears, As the switch portion is deformed by the action of, for example, elasticity, it may be in an open state to cut off current from the battery to the heater 200 .
  • FIG. 3 is an exploded perspective view illustrating an example of a battery for an electric vehicle having a heater system of the present invention, and exemplarily shows a more specific configuration of the battery and parts constituting the heater system.
  • individual pouch cells are combined to form a battery module, and the battery modules form one battery pack or subpack.
  • a cell the smallest structural unit capable of charging and discharging having energy for battery production is expressed as a cell, and a battery of a desired specification, that is, a battery pack, is made by combining these cells.
  • a battery pack is made by connecting several pouch cells, a type of lithium ion polymer secondary battery, in series and in parallel.
  • the thin peripheral or sealing portion of the individual pouch cell is sandwiched between the left subframe and the right subframe constituting one individual frame in the form of a quadrangular frame, so that the individual frame forms a pouch assembly together with the pouch cell. do.
  • the pouch assembly both large-area surfaces of the pouch cell are exposed, and the electrode terminals of the pouch cell are exposed through the gap between the left and right subframes in front and rear of the pouch cell.
  • a heat sink made of an aluminum plate having excellent thermal conductivity is positioned between the two pouch assemblies, and the heat sink can exchange heat by contacting the pouch large area surfaces (left and right side surfaces) of the two adjacent pouch assemblies.
  • the front end of the aluminum plate is exposed to the front through a gap between two adjacent individual frames and has an enlarged portion with an enlarged area to increase heat exchange efficiency with the heater.
  • the enlarged part can be made in a T-shape or an L-shape in a plan view viewed from above or a flat cross-section cut horizontally. It can be formed to have
  • the individual frames In a state in which a plurality of pouch assemblies are arranged and overlapped left and right so that the large-area faces face each other, and a plurality of individual frames of the pouch assembly are also arranged in the left and right sides, the individual frames have through holes penetrating the individual frames in the left and right directions.
  • a single long bolt penetrates these holes and a nut is filled at the end of the bolt, so that a plurality of pouch assemblies form a battery module as indicated by the first arrow on the right in FIG. 3 .
  • a plate-shaped protection panel is installed at the left and right ends of the plurality of arranged pouch assemblies to protect the battery module.
  • the protective panel also has through-holes aligned with the through-holes of individual frames, so that it can be coupled together with a plurality of pouch assemblies using bolts and nuts.
  • the electrode terminal of the pouch cell is not clearly shown here, it is connected to the circuit part for the battery module, which is a connector to the BMS and largely forms a part of the BMS through a general wire or FPCB-type wire.
  • the circuit part for the battery module may be installed on a cover plate that covers the plurality of pouch assemblies in whole or in part on the upper part of the battery module.
  • a plurality of heat sinks 300 (aluminum plates) exposed between individual frames in a plurality of pouch assemblies are positioned side by side, and a thermal pad 301 is coupled thereto.
  • the two battery modules formed in this way are put in a container-shaped case as indicated by the second arrow on the left of FIG. 3 in a state where the thermal pad 301 is combined, or a separate protective or fixing bracket, panel, or frame to form an exterior. combined to form a battery pack.
  • the electrode terminals of the battery are collectively connected in series and parallel to the electrical terminals for external supply of the battery pack, the electrical terminals of the BMS, and also to the heater through the electrical terminals, as is well known.
  • a heater more specifically, a heater plate 302 including a heating element constituting a heater system, may be coupled to the front surface of the battery module to which the thermal pad is coupled so as to be in close contact.
  • the heater plate 302 is usually made of a thermally conductive rigid body including a heating element that generates heat by converting the battery current into Joule heat, and the enlarged part of the aluminum plate constituting the heat sink is also a rigid body. , if both contact surfaces are not very even, it is easy to create a part that floats when in contact, and a fine air layer is formed in this part, which lowers the heat conduction efficiency.
  • a soft thermal pad between the enlarged part and the heater plate that partially deforms when a slight pressure is applied and ensures adhesion to easily conduct heat between the two by filling the gap.
  • a silicon pad having excellent thermal conductivity may be generally used.
  • the silicon pad has adhesiveness, so that it can be well coupled to the heater plate and the enlarged part without a separate means.
  • the thermal pad also acts to prevent thermal runaway. That is, if the heater does not come into contact with the heat transfer material (heat sink), it causes a risk of thermal runaway of the heater itself. prevent thermal runaway.
  • the rear side of the battery module may also have the same configuration as the front side and connected to the heater, and in case the battery requires cooling rather than heating, a separate thermal conductor cooling plate is installed instead of the heater plate and is connected through a heat sink and a thermal pad. can make it
  • the cooling plate forms a part of the cooling system and may be connected to a radiator device for increasing cooling efficiency, and may be directly cooled by cooling wind by a cooling fan or by circulating cooling water.
  • one side of the heater plate becomes a heating element attachment surface 400 that generates heat, and on the opposite surface (opposite surface attached to the heating element: 401), urethane foam such as a sponge for preventing heat transfer and preventing damage due to vibration, etc. of synthetic resin foam layer is installed.
  • urethane foam such as a sponge for preventing heat transfer and preventing damage due to vibration, etc. of synthetic resin foam layer is installed.
  • a wire connector for power supply and a thermal protector 403 are installed.
  • the synthetic resin foam is not installed because the silicone material is already covered where the thermal protector is installed.
  • the heater plate is provided with a power wire for connecting a battery, which is a heater power source, and a heater heating element, and a signal wire 402 connected to the thermal protector 403 .
  • the heater is a DC resistance heater having a fixed resistance value, and the heater power is variable according to the battery power (battery voltage * current flowing in the battery) applied to the resistor. do.
  • the heater power is determined according to user requirements and the characteristics of the battery used.
  • the user may require a specific amount of time it takes to heat the battery to the minimum temperature required for the desired battery output.
  • the heater system as described with reference to FIGS. 1 and 2 of the present invention can be applied, and if the operating method is described in a different aspect from the previous description through this embodiment, the heater system is powered by a battery using battery power.
  • An electric direct current heater (heater plate) that raises the temperature of It consists of a heat sink, which is an aluminum plate made of a cermet, a temperature sensor that senses the temperature of the cell, which is the smallest unit constituting the battery, and a BMS (Battery Management System) that controls the operation and stop of the heater through the temperature sensor. .
  • the heater itself has a built-in temperature control element called a thermal protector that blocks the heater operation when the temperature exceeds a certain level.
  • the BMS 103 is operated when the key of the vehicle is turned on, and thereafter, it diagnoses all states of the battery and prepares to proceed with the user's request. At this time, the temperature of all cells constituting the battery is also monitored by the BMS in real time.
  • BMS operates the heater and stops the heater when all of the cells reach the guaranteed temperature.
  • the heater has as outputs a line that supplies operating power (power wire) and a thermal protector line (overheat prevention circuit line, part of signal wire) that shuts off when a certain temperature is reached and controls the temperature.
  • the line supplying power is connected and disconnected using a heater driving switch or contactor 102, which is controlled by the BMS.
  • the thermal protector line is connected to the contactor driving coil 201 of the contactor, which is a switch for driving the heater, to block the operation when the temperature of the heater is physically higher than the limit temperature even in the BMS failure state.
  • the BMS constantly monitors the current input to the heater power line through the current measuring sensor 104, and stops the heater operation when the limit condition is exceeded.
  • the heater operation sequence will be described in more detail below.
  • BMS stops the heater operation when the temperature of even one cell among all the cells becomes 20°C or higher. This prevents the heater from continuously operating due to temperature imbalance of the battery. BMS stops the heater operation when the current input to the heater exceeds the limit value. BMS stops the heater operation when the heater operation time exceeds the limit value. The heater is automatically operated by the BMS internal algorithm or program.
  • FIG. 5 is a flowchart illustrating a process or algorithm serving as a reference for operation of a heater system.
  • it starts from the step S500 of determining whether a connector for external power input for driving the heater is connected and a command message to operate the heater is received.
  • this step is an option used only when an external power source is used, and is not required when using the battery's own power as in the present application.
  • the temperature of all cells constituting the battery is sensed, and it is determined whether the heater operation condition is satisfied (S501).
  • the power switch (contactor) for driving the heater is turned on to operate the heater (S502).

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Abstract

Sont divulgués un système de chauffage destiné à chauffer une batterie de véhicule électrique, et une batterie de véhicule électrique le comprenant, le système de chauffage comprenant : une batterie qui sert de source d'alimentation du véhicule électrique ; un dispositif de chauffage qui est électriquement connecté en série à la batterie ; un contacteur qui est installé dans un câblage entre la batterie et le dispositif de chauffage, et qui est responsable d'une fonction de commutation ; un BMS qui est couplé à la batterie pour commander le fonctionnement de la batterie, et peut fournir un signal de commutation au contacteur ; et un capteur de température qui peut détecter la température de la batterie et transmettre un signal associé au BMS. Ici, lorsque le contacteur reçoit un signal provenant du BMS et effectue une commutation, la commutation est effectuée par un programme préparé à l'avance avant un signal de mise sous tension, et le programme peut être réalisé en fonction de la température détectée par le capteur de température de la batterie.
PCT/KR2020/006342 2020-04-24 2020-05-14 Système de chauffage pour batterie de chauffage pour véhicule électrique et batterie pour véhicule électrique le comprenant WO2021215572A1 (fr)

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KR1020200049915A KR102364203B1 (ko) 2020-04-24 2020-04-24 전기자동차용 배터리 가열을 위한 히터 시스템을 구비하는 전기자동차용 배터리 시스템
KR10-2020-0049915 2020-04-24

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