WO2022139265A1 - Structure de refroidissement d'élément de batterie - Google Patents

Structure de refroidissement d'élément de batterie Download PDF

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Publication number
WO2022139265A1
WO2022139265A1 PCT/KR2021/018606 KR2021018606W WO2022139265A1 WO 2022139265 A1 WO2022139265 A1 WO 2022139265A1 KR 2021018606 W KR2021018606 W KR 2021018606W WO 2022139265 A1 WO2022139265 A1 WO 2022139265A1
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WO
WIPO (PCT)
Prior art keywords
conductive layer
battery cell
inlet
outlet
cooling
Prior art date
Application number
PCT/KR2021/018606
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English (en)
Korean (ko)
Inventor
이호성
강희승
한욱민
Original Assignee
고려대학교 산학협력단
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Publication of WO2022139265A1 publication Critical patent/WO2022139265A1/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
    • H01M10/655—Solid structures for heat exchange or heat conduction
    • H01M10/6556—Solid parts with flow channel passages or pipes for heat exchange
    • H01M10/6557—Solid parts with flow channel passages or pipes for heat exchange arranged between the 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
    • H01M10/61—Types of temperature control
    • H01M10/613—Cooling or keeping cold
    • 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
    • H01M10/651—Means for temperature control structurally associated with the cells characterised by parameters specified by a numeric value or mathematical formula, e.g. ratios, sizes or concentrations
    • 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
    • H01M10/655—Solid structures for heat exchange or heat conduction
    • H01M10/6554—Rods or plates
    • H01M10/6555—Rods or plates arranged between the 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
    • H01M10/656—Means for temperature control structurally associated with the cells characterised by the type of heat-exchange fluid
    • H01M10/6567—Liquids
    • 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 present invention relates to a battery cell cooling structure.
  • the present invention is a personal basic study of the Ministry of Science and ICT (Project Unique No.: 1711108021, Project No.: 2019R1C1C1011195, Research Project Name: Optimization of a thermal management system for a next-generation high energy density battery to which a complex phase change heat transfer package is applied, Project management institution: Korea It was derived from research conducted as part of the Research Foundation, research period: 2020.03.01. ⁇ 2021.02.28.).
  • Batteries are being used in various fields such as energy storage systems (ESS) and power sources for electric vehicles, and in particular, the energy density of electric vehicles is increasing.
  • ESS energy storage systems
  • power sources for electric vehicles and in particular, the energy density of electric vehicles is increasing.
  • the battery As the energy density is improved, the battery generates heat locally due to heating in a situation where charging and discharging are repeated under high current, resulting in a temperature difference inside the battery. ) and cycle life. In addition, when the temperature of the battery increases, the efficiency and reliability of the battery decrease, so the battery cell needs to be properly cooled through heat exchange.
  • Patent No. 10-2094709 As a prior art related to battery cooling, there is registered Patent No. 10-2094709 (hereinafter referred to as prior art), which is a technique for reducing the temperature gradient between battery cells by applying additional components such as a heat pipe and a phase change material. is starting
  • the present invention provides a hybrid TIM (thermal interface material, heat transfer material) structure capable of minimizing the gradient between the inlet side temperature and the outlet side temperature of the battery cell in consideration of the temperature deviation within the battery cell due to the inlet/outlet temperature difference of the coolant.
  • Another object of the present invention is to provide a cooling plate structure having a channel design capable of reducing temperature variations within a battery cell.
  • the present invention for the purpose of solving the above problems is a cooling plate including an inlet through which cooling water is introduced, a fluid pipe through which the cooling water flows through the inlet, and an outlet through which the cooling water is discharged through the fluid pipe, and a battery cell. and a heat conduction module provided between the cooling plate and providing heat exchange between the cooling water and the battery cell, wherein the heat conduction module includes a first conductive layer formed toward the inlet and the outlet side rather than the first conductive layer, and a second conductive layer having higher thermal conductivity than the first conductive layer.
  • the present invention having the above configuration and characteristics minimizes the gradient between the inlet side temperature and the outlet side temperature of the battery cell due to the difference in the inlet/outlet temperature of the coolant through the hybrid TIM composed of materials having different thermal conductivity.
  • the unique TIM layer and cooling plate design effectively prevent aggravation of temperature deviation due to heating caused by heat exchange of cooling water.
  • the temperature deviation within the cell is effectively reduced without adding a cooling device, thereby reducing the size and complexity of the system and further reducing the cost.
  • 1A to 1C are views of a conventional battery cooling structure.
  • Figure 2 is a diagram showing each configuration of the present invention separately.
  • 3A to 3B are an embodiment of the heat conduction module of the present invention.
  • 4A and 4B are diagrams for explaining the effect of applying a hybrid TIM.
  • 6A and 6B are diagrams for explaining the effect according to the application of the present invention.
  • FIGS. 1A to 1C are diagrams related to a conventional battery cooling structure.
  • the simulation conditions are as follows.
  • Cooling water inlet temperature 25°C
  • Coolant mass flow 0.32 g/s
  • Thermal conductivity of battery cells anisotropic (15 W/m K in plane direction, 1 W/m K in thickness direction)
  • the conventional cooling method is a method of cooling the battery cell by supplying cooling water to the heat exchanger shown in FIG.
  • the active method was used in the entire area.
  • the TIM having various thermal conductivity A hybrid TIM method that is attached to the
  • the present invention relates to a cooling structure of a battery cell (B), and as shown in FIG. 2, a cooling plate (1) through which cooling water for heat exchange flows and is provided between the battery cell (B) and the cooling plate (1). and a heat conduction module (2) providing heat exchange between the coolant and the battery cell (B).
  • a battery is a device that stores the electricity generated by an alternator and sends it out to power the electrical system of a vehicle (especially an electric vehicle).
  • heat is generated in the battery.
  • a battery such as a lithium-ion battery having a high energy density
  • heat is locally generated due to Joule heating during charging and discharging, resulting in a temperature difference inside the battery. This temperature difference can adversely affect the performance (capacity degradation) and cycle life of the battery.
  • the temperature of the battery increases, the efficiency and reliability of the battery decrease, so the battery cell B needs to be properly cooled through heat exchange.
  • the present structure may be provided on one side or both sides of the battery cell B, and in particular, when the present structure is provided on both sides of the battery cell B, it is symmetrical about the battery cell B as shown in FIG. 2 . structure may be provided.
  • the cooling plate 1 which is one configuration of the present structure, includes an inlet 11 through which the cooling water flows, a fluid pipe 12 through which the cooling water flows through the inlet 11, and a fluid pipe 12 through which the cooling water flows. and an outlet 13 for exhaust (see FIG. 5 ).
  • the detailed structure of the cooling plate 1 will be described later.
  • the heat conduction module 2 is a configuration that provides heat exchange between the coolant and the battery cell B, and may also be referred to as a thermal interface material (TIM), as shown in FIG. As shown, it is provided between the battery cell (B) and the cooling plate (1).
  • the heat conduction module 2 is preferably provided so as to maximize heat exchange efficiency by contacting the cooling plate 1 on one surface and the battery cell B on the other surface, but is not necessarily limited to contact.
  • the heat conduction module 2 is composed of a plurality of materials having different thermal conductivity from each other.
  • the first embodiment composed of two materials and the second embodiment composed of three materials This will be described in detail through examples.
  • the heat conduction module 2 moves toward the outlet 13 rather than the first conductive layer 21 formed toward the inlet 11 , and the first conductive layer 21 .
  • the formed second conductive layer 22 may be included.
  • the second conductive layer 22 is made of a material having higher thermal conductivity than the first conductive layer 21 .
  • the first conductive layer 21 is preferably made of a material having a relatively low thermal conductivity, and the heat conduction of the first conductive layer 21 is The degree may be determined according to design specifications, and for example, may be made of a polymer material known to have low thermal conductivity.
  • the second conductive layer 22 heat exchange should be performed more actively compared to the first conductive layer 21 , which is the heating of the coolant that has already undergone heat exchange at the inlet side, and the coolant by heat conduction between the cooling plates 1 .
  • the second conductive layer 22 should have higher thermal conductivity than the first conductive layer 21 , and a metal material known to have high thermal conductivity may be added for example, but it is not necessarily limited in this way.
  • the area of the first conductive layer 21 may be smaller than the area of the second conductive layer 22 . This is because, if the section of the first conductive layer 21 in which heat exchange is less is configured to be too long, the section in which heat exchange is less is too long, which may cause overheating of the battery cell (B), and the first conductive layer (21)
  • the specific ratio between the area of the second conductive layer 22 and the area of the second conductive layer 22 may be appropriately selected through repeated experiments and design improvement, and for example, the area of the second conductive layer 22 is the area of the first conductive layer 21 . ) may be formed to be at least twice as large as the area of .
  • each conductive layer when the width (horizontal length) of each conductive layer is assumed to be the same, the length (d21, vertical length) of the first conductive layer is shorter than the length (d22, vertical length) of the second conductive layer, so that the area is small You can check what is configured.
  • the heat conduction module 2 ′ is formed toward the outlet 13 rather than the second conductive layer 22 and has higher heat conduction than the second conductive layer 22 . It may further include a third conductive layer 23 having a degree.
  • the second embodiment is an implementation in which the heat conduction module 2' is composed of three or more different materials, which implies that it may have four or more layers.
  • the first to third conductive layers 21, 22, and 23 may be fabricated integrally or connected by bonding or the like.
  • the change in thermal conductivity according to heating of the cooling water is further subdivided.
  • the most passive heat exchange is performed in the first conductive layer 21 with the lowest thermal conductivity, and more active heat exchange in the second conductive layer 22 . This is performed, and the third conductive layer 23 is configured to perform the most active heat exchange.
  • the heat conduction module 2' is preferably configured such that the area of the first conductive layer 21 is smaller than the area of the third conductive layer 23, which is the same as in the first embodiment described above. Similarly, this is to prevent the battery cell B from being overheated because the section of the first conductive layer 21 in which heat exchange is passively made is too long.
  • the area of the first conductive layer 21 through which the coldest cooling water flows is preferably smaller than the area of the third conductive layer 23 through which the hottest cooling water flows, and more preferably, the first conductive layer 21 ), the area of the second conductive layer 22 may be larger than the area of the second conductive layer 22 , and the area of the third conductive layer 23 may be larger than the area of the second conductive layer 22 .
  • each conductive layer is the same, the length d22 of the second conductive layer is greater than the length d21 of the first conductive layer, and the length d22 of the second conductive layer is greater than the length d22 of the first conductive layer.
  • the length d23 of the third conductive layer is long, it can be seen that the area thereof increases toward the outlet side.
  • each conductive layer is closely related to the design of the cross-sectional area of the fluid pipe 12 of the cooling plate 1 to be described later, and is particularly applicable with the structure of the fluid pipe 12 of the cooling plate 1 . can provide more effective improvement.
  • 4A and 4B are diagrams for explaining the effect of applying a hybrid TIM.
  • Cooling water inlet temperature 20°C
  • Coolant mass flow 0.24 g/s
  • Thermal conductivity of battery cells anisotropic (15 W/m K in plane direction, 1 W/m K in thickness direction)
  • the baseline graph of FIG. 4A and the simulation result of 'existing single Tim application' of FIG. 4B shows that a TIM (heat transfer material) with high thermal conductivity is attached over the entire area between the cooling plate and the battery cell in a conventional manner.
  • a TIM heat transfer material
  • the low inlet temperature of the coolant excessively cools a specific part of the battery cell, which causes a large temperature difference within the battery cell.
  • the 'developed TIM attachment method application' graph of FIG. 4a and the 'developed hybrid TIM application' simulation result of Go 4b show the lower part of the battery that is in contact with the cooling water inlet of the cooling plate among the 265mm horizontal length of the battery.
  • TIM having low thermal conductivity (0.1 W/m ⁇ K) is applied to 55mm, and TIM having high thermal conductivity (3 W/m ⁇ K) is applied to the remaining 210mm.
  • the cooling plate 1 includes an inlet 11 through which coolant is introduced, a fluid pipe 12 connected to the inlet 11 through which the coolant flows, and an outlet connected to the fluid pipe 12 through which the coolant is discharged. (13) is included. As shown in FIG. 5 , the cooling plate 1 is configured such that the coolant circulated by the circulation driver 4 flows into the inlet 11 and is discharged to the outlet 13 along the fluid pipe 12 , and the outlet 13 ), the heated cooling water is cooled through the cooling unit 3 and flows back into the inlet 11 by the circulation driver 4 .
  • the fluid pipe 12 may include a converging channel part 121 connected to the inlet 11 and configured to have a smaller cross-sectional area toward the outlet 13 .
  • This converging channel part 121 is formed in the form of a converging channel having the largest cross-sectional area on the inlet side and the smallest cross-sectional area on the outlet side. Sufficient heat exchange can be achieved through the slow flow rate, whereby sufficient heat exchange is achieved between the coolant and the battery cell B in the first conductive layer 21 having relatively low thermal conductivity.
  • the cross-sectional area of the inlet side should be larger, that is, the contact area should be large.
  • the fluid pipe 12 is connected to the outlet 13 and includes a diverging channel portion 122 configured to have a larger cross-sectional area toward the outlet 13 .
  • the diverging channel unit 122 is formed in the form of a diverging channel with the smallest inlet cross-sectional area and the largest outlet cross-sectional area. While the difference in heat flux received by the side becomes very small, in the case of a divergent channel, the heat flux increases at the inlet side with a small cross-sectional area, and decreases at the outlet side with a large cross-sectional area.
  • the cross-sectional area of the diverging channel part 122 gradually increases toward the outlet side, a decrease in the flow rate may occur.
  • a fin or a dimple that can speed up the flow rate may be inserted.
  • a converging channel part 121 is provided on the inlet side of the fluid pipe 12 and the diverging channel part 122 is connected to the outlet side of the converging channel part 121. That is, the fluid pipe 12 is connected to the inlet 11 and the cross-sectional area becomes smaller toward the outlet 13 side. That is, it may include a diverging channel portion 122 configured to increase the cross-sectional area.
  • the existence of the converging channel part 121 does not have any difficulty in configuring the diverging channel part 122, and the implementation using a rapid contraction tube. It offers the advantage of less pressure drop.
  • the length d121 of the converging channel portion is shorter than the length d122 of the diverging channel portion, where the lengths d121 and d122 of the converging channel portion and the diverging channel portion are configured.
  • the reference is based on the movement distance of the coolant, and in FIG. 5 , the length of the coolant can be simplified to a vertical length because it is a pipe in which the movement path of the coolant is configured in only one direction. This is because, for a reason similar to the area of each layer of the thermoelectric module, if the convergence channel part 121 with poor heat exchange is too long, the inlet side of the battery cell B may be overheated.
  • cooling plate 1 may further include fins or dimples to increase the contact area or form turbulence.
  • 6A and 6B are diagrams for explaining the effect according to the application of the present invention.
  • Cooling water inlet temperature 25 °C
  • Coolant mass flow 0.32 g/s
  • Thermal conductivity of battery cells anisotropic (15 W/m K in plane direction, 1 W/m K in thickness direction)
  • the upper part of FIG. 6a is a simulation performed by applying TIM (3 W/m ⁇ K) having high thermal conductivity over the entire section.
  • a TIM having low thermal conductivity (0.1W/mK) is applied to the area marked with low thermal conductivity (about 10 mm), and a TIM having relatively high thermal conductivity is applied to the remaining area to conduct a simulation. did it
  • Temp. stand. Dev refers to the standard deviation of the temperature within the battery cell, and by extracting the temperature value of each part of the battery cell from the simulation, the average temperature value of the battery and the temperature dispersion of the battery cell can be calculated. can be calculated
  • FIGS. 6A and 6B are views summarizing the effect of reducing the temperature gradient according to the present structure as a whole.
  • the temperature difference and Temp. stand. It can be seen that Dev has decreased by more than 20%.
  • the temperature at the inlet side of the battery cell B does not decrease rapidly, and the temperature gradient is reduced through this.
  • the present structure effectively reduces the temperature variation within the cell without adding an excessive cooling device, thereby reducing the size and complexity of the system and providing a cost reduction effect.
  • this structure can maximize the application effect when high-level thermal management is required for batteries such as electric vehicles and ESS systems.
  • the battery cell cooling structure according to the embodiment of the present invention has been described as a specific embodiment, this is merely an example, and the present invention is not limited thereto, and it is interpreted as having the widest scope according to the basic idea disclosed in the present specification.
  • a person skilled in the art may implement a pattern of a shape not specified by combining or substituting the disclosed embodiments, but this also does not depart from the scope of the present invention.
  • those skilled in the art can easily change or modify the disclosed embodiments based on the present specification, and it is clear that such changes or modifications also fall within the scope of the present invention.

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  • Engineering & Computer Science (AREA)
  • Manufacturing & Machinery (AREA)
  • Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Electrochemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Physics & Mathematics (AREA)
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  • General Physics & Mathematics (AREA)
  • Mathematical Analysis (AREA)
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  • Secondary Cells (AREA)
  • Battery Mounting, Suspending (AREA)

Abstract

Une structure de refroidissement d'élément de batterie selon un mode de réalisation de la présente invention comprend : une plaque de refroidissement comprenant une entrée à travers laquelle s'écoule de l'eau de refroidissement, un tuyau de fluide relié à l'entrée et à travers lequel s'écoule l'eau de refroidissement, et une sortie reliée au tuyau de fluide et à travers laquelle l'eau de refroidissement est évacuée ; et un module de conduction de chaleur disposé entre un élément de batterie et la plaque de refroidissement pour fournir un échange de chaleur entre l'eau de refroidissement et l'élément de batterie, le module de conduction de chaleur comprenant une première couche conductrice formée en direction de l'entrée, et une seconde couche conductrice formée en direction de la sortie à partir de la première couche conductrice et ayant une conductivité thermique supérieure à celle de la première couche conductrice.
PCT/KR2021/018606 2020-12-23 2021-12-09 Structure de refroidissement d'élément de batterie WO2022139265A1 (fr)

Applications Claiming Priority (2)

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KR10-2020-0181827 2020-12-23
KR1020200181827A KR102481835B1 (ko) 2020-12-23 2020-12-23 배터리 셀 냉각 구조

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Citations (5)

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KR20100041452A (ko) * 2008-10-14 2010-04-22 주식회사 엘지화학 냉각 효율성이 향상된 전지모듈 어셈블리
KR101206272B1 (ko) * 2010-11-22 2012-11-30 주식회사 한국쿨러 전기 차량용 전지셀의 히트 싱크 및 그를 이용한 전지셀 모듈
JP2013038066A (ja) * 2011-08-09 2013-02-21 Sb Limotive Co Ltd バッテリモジュール
KR101806447B1 (ko) * 2014-12-04 2018-01-10 주식회사 엘지화학 전지팩
JP2019135707A (ja) * 2018-02-05 2019-08-15 三菱自動車工業株式会社 電池モジュール

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US9196938B2 (en) * 2010-07-06 2015-11-24 Samsung Sdi Co., Ltd. Battery module
US8852783B2 (en) 2013-02-13 2014-10-07 Lg Chem, Ltd. Battery cell assembly and method for manufacturing the battery cell assembly
KR102274518B1 (ko) * 2017-09-29 2021-07-06 주식회사 엘지에너지솔루션 전지 셀 표면 냉각을 위한 불균일 유로를 구비한 쿨링 자켓 및 이를 포함하는 배터리 모듈

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20100041452A (ko) * 2008-10-14 2010-04-22 주식회사 엘지화학 냉각 효율성이 향상된 전지모듈 어셈블리
KR101206272B1 (ko) * 2010-11-22 2012-11-30 주식회사 한국쿨러 전기 차량용 전지셀의 히트 싱크 및 그를 이용한 전지셀 모듈
JP2013038066A (ja) * 2011-08-09 2013-02-21 Sb Limotive Co Ltd バッテリモジュール
KR101806447B1 (ko) * 2014-12-04 2018-01-10 주식회사 엘지화학 전지팩
JP2019135707A (ja) * 2018-02-05 2019-08-15 三菱自動車工業株式会社 電池モジュール

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KR102481835B1 (ko) 2022-12-26

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