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WO2020218009A1 - Dispositif de refroidissement de batterie - Google Patents

Dispositif de refroidissement de batterie Download PDF

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Publication number
WO2020218009A1
WO2020218009A1 PCT/JP2020/015946 JP2020015946W WO2020218009A1 WO 2020218009 A1 WO2020218009 A1 WO 2020218009A1 JP 2020015946 W JP2020015946 W JP 2020015946W WO 2020218009 A1 WO2020218009 A1 WO 2020218009A1
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WO
WIPO (PCT)
Prior art keywords
temperature
battery
evaporator
working fluid
battery module
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/JP2020/015946
Other languages
English (en)
Japanese (ja)
Inventor
正高 佐藤
鈴木　雄介
清水　肇
義則　毅
康光 大見
功嗣 三浦
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Denso Corp
Original Assignee
Denso Corp
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 Denso Corp filed Critical Denso Corp
Publication of WO2020218009A1 publication Critical patent/WO2020218009A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/04—Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K11/00—Arrangement in connection with cooling of propulsion units
    • B60K11/02—Arrangement in connection with cooling of propulsion units with liquid cooling
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F28—HEAT EXCHANGE IN GENERAL
    • F28D—HEAT-EXCHANGE APPARATUS, NOT PROVIDED FOR IN ANOTHER SUBCLASS, IN WHICH THE HEAT-EXCHANGE MEDIA DO NOT COME INTO DIRECT CONTACT
    • F28D15/00—Heat-exchange apparatus with the intermediate heat-transfer medium in closed tubes passing into or through the conduit walls ; Heat-exchange apparatus employing intermediate heat-transfer medium or bodies
    • F28D15/02—Heat-exchange apparatus with the intermediate heat-transfer medium in closed tubes passing into or through the conduit walls ; Heat-exchange apparatus employing intermediate heat-transfer medium or bodies in which the medium condenses and evaporates, e.g. heat pipes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F28—HEAT EXCHANGE IN GENERAL
    • F28D—HEAT-EXCHANGE APPARATUS, NOT PROVIDED FOR IN ANOTHER SUBCLASS, IN WHICH THE HEAT-EXCHANGE MEDIA DO NOT COME INTO DIRECT CONTACT
    • F28D15/00—Heat-exchange apparatus with the intermediate heat-transfer medium in closed tubes passing into or through the conduit walls ; Heat-exchange apparatus employing intermediate heat-transfer medium or bodies
    • F28D15/02—Heat-exchange apparatus with the intermediate heat-transfer medium in closed tubes passing into or through the conduit walls ; Heat-exchange apparatus employing intermediate heat-transfer medium or bodies in which the medium condenses and evaporates, e.g. heat pipes
    • F28D15/06—Control arrangements therefor
    • 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
    • H01M10/61—Types of temperature control
    • H01M10/617—Types of temperature control for achieving uniformity or desired distribution of temperature
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/62—Heating or cooling; Temperature control specially adapted for specific applications
    • H01M10/625—Vehicles
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/63—Control systems
    • H01M10/633—Control systems characterised by algorithms, flow charts, software details or the like
    • 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
    • H01M10/651—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
    • H01M10/6556—Solid parts with flow channel passages or pipes for heat exchange
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/656—Means for temperature control structurally associated with the cells characterised by the type of heat-exchange fluid
    • H01M10/6569—Fluids undergoing a liquid-gas phase change or transition, e.g. evaporation or condensation
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/66—Heat-exchange relationships between the cells and other systems, e.g. central heating systems or fuel cells
    • H01M10/663—Heat-exchange relationships between the cells and other systems, e.g. central heating systems or fuel cells the system being an air-conditioner or an engine
    • 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 disclosure in this specification relates to a battery cooling device.
  • Patent Document 1 discloses that a cooling device for cooling a battery module mounted on a vehicle has a loop type thermosiphon in which a working fluid circulates between an evaporator and a condenser. This cooling device is configured to reduce the amount of working fluid in the liquid phase supplied to the evaporator in order to prevent supercooling when the battery temperature of the battery module falls below the optimum temperature range. There is.
  • an on-off valve for opening and closing the liquid passage is provided in the liquid passage between the condenser and the evaporator, and the control unit opens and closes the on-off valve for the purpose of preventing supercooling of the battery cell.
  • the control unit opens and closes the on-off valve for the purpose of preventing supercooling of the battery cell.
  • battery temperature control during soaking can be mentioned.
  • the battery module When the battery module is soaked, only external heat dissipation occurs, and only the battery cells arranged on the outside of the battery module are cooled, and the battery cells arranged on the inside are hard to cool, which causes a variation in heat dissipation.
  • the heat capacity In particular, in a configuration equipped with many battery modules due to an increase in the size of the battery pack, it takes a lot of time for the temperature variation between the battery cells during soaking to converge, and the heat capacity also increases as the battery capacity increases. Since it increases, it takes time for cooling itself.
  • the present disclosure has been made in view of the above circumstances, and an object of the present disclosure is to provide a battery cooling device capable of suppressing temperature variation among a plurality of battery cells constituting a battery module.
  • the present disclosure includes an evaporator that absorbs heat from a battery cell to evaporate the working fluid of the liquid phase, and a condenser that is placed above the evaporator and condenses the working fluid of the vaporized phase vaporized by the evaporator.
  • a loop-type thermosiphon having a steam passage for circulating the working fluid of the vapor phase vaporized by the evaporator to the condenser and a liquid passage for circulating the working fluid of the liquid phase vaporized by the condenser to the evaporator.
  • a battery cooling device that cools a battery module consisting of a plurality of battery cells and circulates a working fluid between an evaporator and a condenser.
  • the control unit includes a control unit that controls the opening and closing of the on-off valve based on the temperature of the on-off valve. It has a temperature control means for controlling the opening and closing of the on-off valve so as to suppress the above.
  • control unit calculates the median value of the temperature variation between the plurality of battery cells, and the sum of the temperature of each battery cell and the difference between the median values results in a bias in the temperature distribution in the plurality of battery cells.
  • the temperature control means has a temperature distribution calculation means for obtaining a temperature distribution, and the temperature control means is biased toward a side in which the maximum temperature of a plurality of battery cells is higher than a predetermined value and the temperature distribution is lower than the median value when the battery module is soaked.
  • the on-off valve may be closed.
  • the opening and closing of the on-off valve can be controlled based on the maximum temperature of the battery cell and the temperature distribution. Therefore, when the maximum temperature of the battery cell is high and the temperature distribution is biased to the low side during soaking, the temperature variation should be resolved early by closing the on-off valve and stopping the circulation of the working fluid. Can be done.
  • the temperature control means may open the on-off valve when the maximum temperature is higher than the predetermined value and the temperature distribution is biased to the higher side than the median when the battery module is soaked.
  • the on-off valve can be opened to cool the battery module as a whole.
  • the battery module is mounted on the vehicle
  • the condenser is a radiator that exchanges heat between the working fluid and the outside air of the vehicle
  • the control unit calculates the average temperature in a plurality of battery cells.
  • the temperature control means has a value calculation means, and when the battery module is soaked, if the maximum temperature is higher than a predetermined value and the temperature distribution is biased to a higher side than the median, the outside air temperature of the vehicle is further increased.
  • the on-off valve may be opened when is lower than the average temperature.
  • the on-off valve is opened to open the entire battery module. Can be cooled. As a result, more optimal battery temperature control can be performed in consideration of the outside air temperature.
  • the temperature control means even when the maximum temperature is higher than the predetermined value and the temperature distribution is biased to the higher side of the median or more when the battery module is soaked, the outside air temperature of the vehicle is equal to or higher than the average temperature. If, the on-off valve may be closed.
  • the condenser is a heat exchanger that exchanges heat between the working fluid and the coolant
  • the control unit has an average value calculating means for calculating the average temperature in a plurality of battery cells, and the temperature control means. Opens and closes when the maximum temperature is higher than the predetermined value and the temperature distribution is biased to a higher side than the median value when the battery module is soaked, and when the temperature of the coolant is lower than the average temperature. You may open the valve.
  • the on-off valve is opened to open the battery module. Can be cooled as a whole. As a result, more optimal battery temperature control can be performed in consideration of the temperature of the coolant flowing through the heat exchanger.
  • the temperature control means when the battery module is soaked, the temperature of the coolant is equal to or higher than the average temperature even when the maximum temperature is higher than the predetermined value and the temperature distribution is biased to the higher side of the median or higher. If, the on-off valve may be closed.
  • the on-off valve is closed when the temperature of the coolant is high.
  • the heat exchanger can prevent the working fluid from receiving heat from the coolant. This prevents the battery module from warming up during soaking.
  • a plurality of battery modules are provided, an evaporator is provided for each battery module, and in the loop type thermosiphon, a plurality of evaporators may be connected in parallel.
  • the working fluid is vaporized from the high temperature part of the evaporator, and the temperature variation between the battery cells can be converged.
  • the local high temperature cell can be cooled to a temperature at which the battery is less deteriorated during soaking.
  • FIG. 1 is a schematic diagram showing a schematic configuration of a battery cooling device according to an embodiment.
  • FIG. 2 is a schematic view showing a state in which the working fluid circulates between the evaporator and the condenser. In FIG. 2, the flow when the working fluid circulates is indicated by an arrow.
  • the battery cooling device 1 targets a battery module 3 composed of a plurality of battery cells 2 as a cooling target.
  • the battery cooling device 1 includes a loop-type thermosiphon 10 that transports heat by using a working fluid that changes phase between a liquid phase and a gas phase.
  • the working fluid is a heat transport medium that absorbs or dissipates heat by utilizing latent heat when gas-liquid changes.
  • the battery cell 2 has a square shape.
  • the battery module 3 has a structure in which a plurality of battery cells 2 are arranged so as to be stacked. A plurality of the battery modules 3 are provided in the battery pack 4. That is, a plurality of battery cells 2 are housed in the battery pack 4, and the battery cells 2 arranged at a position close to the outside and the battery cells 2 arranged inside near the central portion are included.
  • the battery pack 4 is an in-vehicle battery mounted on an electric vehicle (EV) or a plug-in hybrid vehicle (PHV).
  • the battery pack 4 stores electric power for supplying the traveling motor. Then, when the vehicle travels, the battery pack 4 supplies electric power to the traveling motor. Further, when charging from an external power source such as a charging stand, power is supplied to the vehicle-mounted battery pack 4 from the external power source.
  • an external power source such as a charging stand
  • heat is generated in each battery cell 2 of the battery module 3 with energization. The heat of the battery cell 2 is transported by the loop type thermosiphon 10 and dissipated.
  • the loop type thermosiphon 10 includes an evaporator 11, a condenser 12, a vapor passage 13 through which the working fluid of the gas phase flows, and a liquid passage 14 through which the working fluid of the liquid phase flows.
  • the working fluid is sealed in the closed loop circuit, and the working fluid can be circulated between the evaporator 11 and the condenser 12.
  • a steam passage 13 is piped so as to connect the steam outlet of the evaporator 11 and the steam inlet of the condenser 12.
  • a liquid passage 14 is piped so as to connect the liquid outlet of the condenser 12 and the liquid inlet of the evaporator 11.
  • the evaporator 11 absorbs the heat generated in the battery cell 2 to evaporate the working fluid of the liquid phase.
  • a liquid phase working fluid is supplied to the inside of the evaporator 11.
  • the outer surface of the evaporator 11 is in contact with the surface of the battery cell 2.
  • an evaporator 11 is provided for each battery module 3.
  • a cooling circuit in which a plurality of evaporators 11 are connected in parallel is formed.
  • Each evaporator 11 is arranged so as to be in contact with the side surface of each battery module 3.
  • the evaporator 11 extends along the stacking direction of the battery cells 2 and is in surface contact with the surface of the battery cells 2 over the entire vertical direction.
  • the heat receiving surface of the evaporator 11 is a flat surface along the vertical direction.
  • the liquid phase working fluid supplied to the inside of the evaporator 11 receives the heat of the battery cell 2 and vaporizes it.
  • heat is transferred from the battery cell 2 to the evaporator 11 due to the transfer of latent heat accompanying the evaporation.
  • the evaporator 11 functions as a cooler that absorbs the heat of the battery cell 2 to cool the battery cell 2.
  • the liquid inlet of the evaporator 11 is provided downward in the vertical direction.
  • the steam outlet of the evaporator 11 is provided above in the vertical direction.
  • the liquid inlet and the steam outlet of the evaporator 11 are arranged on opposite sides.
  • the working fluid of the liquid phase supplied to the evaporator 11 receives the heat of the battery cell 2 and vaporizes it.
  • the steam vaporized inside the evaporator 11 flows upward in the vertical direction and flows out from the steam outlet to the steam passage 13.
  • the heat generated in the battery cell 2 is transported to the condenser 12 by the working fluid of the gas phase.
  • the heat of the battery cell 2 is dissipated by the condenser 12.
  • the condenser 12 is arranged above the evaporator 11 and condenses the working fluid of the gas phase vaporized by the evaporator 11.
  • the condenser 12 is composed of a radiator which is an air-cooled radiator.
  • the condenser 12 composed of a radiator exchanges heat between the working fluid of the gas phase and the outside air of the vehicle. For example, since the traveling wind hits the radiator while the vehicle is traveling, the working fluid of the gas phase can be dissipated.
  • the vapor passage 13 and the liquid passage 14 are formed in an annular shape as a refrigerant passage.
  • the steam passage 13 is a steam pipe that circulates the working fluid of the vapor phase vaporized by the evaporator 11 to the condenser 12.
  • the liquid passage 14 is a liquid pipe that circulates the working fluid of the liquid phase liquefied by the condenser 12 to the evaporator 11.
  • the lower end of the steam passage 13 is connected to the steam outlet of each evaporator 11.
  • the steam passage 13 has a structure in which a plurality of inflow ports are provided so that the working fluids of the gas phase vaporized by each evaporator 11 merge. Then, in the steam passage 13, the piping portion after the steam merges extends upward in the vertical direction.
  • the upper end of the steam passage 13 is connected to the steam inlet of the condenser 12. The working fluid of the gas phase flowing in the steam passage 13 toward the condenser 12 flows upward in the vertical direction and then reaches the condenser 12.
  • the upper end of the liquid passage 14 is connected to the liquid outlet of the condenser 12.
  • the liquid passage 14 extends downward along the vertical direction from the upper end so that the working fluid of the liquid phase liquefied by the condenser 12 flows downward in the vertical direction by its own weight. Further, the lower end of the liquid passage 14 is connected to the liquid inlet of each evaporator 11.
  • the liquid passage 14 has a plurality of connection ports in the lower portion on the evaporator 11 side. The working fluid of the liquid phase that has flowed downward in the vertical direction due to its own weight in the liquid passage 14 flows into the evaporator 11 from each connection port.
  • the liquid passage 14 is provided with a solenoid valve 15 for opening and closing the liquid passage 14.
  • the solenoid valve 15 is an on-off valve that switches between an open state and a closed state. When the solenoid valve 15 is open, the working fluid in the liquid phase can flow through the liquid passage 14, so that the working fluid can circulate between the evaporator 11 and the condenser 12. On the other hand, when the solenoid valve 15 is closed, the working fluid in the liquid phase cannot flow through the liquid passage 14, so that the working fluid cannot circulate between the evaporator 11 and the condenser 12.
  • the solenoid valve 15 is controlled by an electronic control device (hereinafter referred to as ECU) 20.
  • the ECU 20 includes a CPU, a storage unit that stores data such as various programs, and an arithmetic processing unit that performs various operations for controlling the temperature of the battery cell 2. Signals from various sensors are input to the ECU 20. As shown in FIG. 3, the ECU 20 includes an ignition switch 30, a battery temperature sensor 40 that detects the temperature of the battery cell 2, a refrigerant temperature sensor 41 that detects the temperature of the working fluid, and an outside air temperature sensor 42 that detects the temperature of the outside air. Etc. are input.
  • the battery temperature sensor 40 is attached to the surface of the battery cell 2 and detects the battery temperature.
  • the refrigerant temperature sensor 41 is attached to the surface of the steam passage 13 and detects the temperature of the working fluid in the gas phase. Further, the refrigerant temperature sensor 41 is attached to the surface of the liquid passage 14 and detects the temperature of the working fluid in the liquid phase.
  • the temperature of the battery cell 2 may be described as "battery temperature”.
  • the vehicle equipped with the battery cooling device 1 is equipped with an ignition switch 30.
  • the ignition switch 30 accepts a user's operation to start the vehicle drive system (ignition on operation) and stop operation of the drive system (ignition off operation).
  • the ignition on operation may be referred to as "IG-ON”
  • the ignition off operation may be referred to as "IG-OFF”.
  • IG-ON When IG-ON is set, the IG-ON signal is output from the ignition switch 30 to the ECU 20.
  • IG-OFF When IG-OFF is set, the IG-OFF signal is output from the ignition switch 30 to the ECU 20.
  • the ignition switch 30 may be either a start switch (push switch) or an ignition key.
  • the ECU 20 is configured so that when an IG-OFF signal is input from the ignition switch 30, it can be determined that the battery module 3 is at the time of soaking.
  • the battery module 3 When the battery module 3 is soaked, it means that the battery cell 2 is discharged from the battery cell 2 for the vehicle to travel and the battery module 3 is not charged from the external power source while the vehicle is stopped. That is, a state in which electric power is not exchanged with respect to the battery cell 2 can be expressed as a soak time of the battery module 3.
  • the ECU 20 controls the opening and closing of the solenoid valve 15 based on the temperature of the battery cell 2 detected by the battery temperature sensor 40, and adjusts the temperature of the battery module 3 to the optimum temperature.
  • the ECU 20 executes temperature control for adjusting the temperature of the battery module 3 to the optimum temperature by the loop type thermosiphon 10.
  • the temperature control is a control for suppressing a temperature variation among a plurality of battery cells 2 in the battery module 3.
  • the ECU 20 includes a temperature control unit 21 and a calculation unit 22.
  • the temperature control unit 21 controls the opening and closing of the solenoid valve 15 so as to suppress the temperature variation among the plurality of battery cells 2.
  • the calculation unit 22 calculates the temperature distribution in the battery module 3. This temperature distribution can be obtained based on the temperature of each battery cell 2 constituting the battery module 3. For example, when one battery module 3 includes eight battery cells 2, the temperature distribution including the temperatures of the eight battery cells 2 from the first cell to the eighth cell is obtained as shown in FIG. Can be done.
  • the cells 1 to 8 are arranged in order in the stacking direction. Further, in this description, the temperature distribution in the battery module 3 may be described as "battery temperature distribution".
  • the temperature of the sixth cell is the maximum temperature (MAX)
  • the temperature of the eighth cell is the minimum temperature (MIN).
  • the temperature gradually rises from the first cell to the sixth cell, and the temperature drops from the sixth cell to the eighth cell.
  • the ECU 20 uses the temperatures of the plurality of battery cells 2 to calculate the median value of the temperature variation width.
  • the variation width can be expressed as a temperature difference from the maximum temperature.
  • the range of temperature variation can be obtained. That is, the median variation width can be obtained by calculating the median temperature difference from the maximum temperature of the battery cell 2.
  • the ECU 20 is configured so that the difference from the median of the variation width can be obtained for the temperature of each battery cell 2, and the bias of the temperature distribution can be determined by the sum of the differences.
  • the example shown in FIG. 4 shows the temperature distribution when the variation width is biased to a side lower than the median value.
  • the ECU 20 controls the opening and closing of the solenoid valve 15 based on the temperature distribution in the battery module 3.
  • the cooling state of the loop type thermosiphon 10 is controlled, and the temperature variation among the plurality of battery cells 2 is suppressed.
  • the loop type thermosiphon 10 if there is a temperature difference between the condenser 12 on the heat dissipation side and the evaporator 11 on the endothermic side, the working fluid in the liquid phase is vaporized by the evaporator 11 and the working fluid is naturally circulated. Can be done. Further, even when the solenoid valve 15 is closed to stop the circulation, the working fluid is vaporized at the high temperature portion of the evaporator 11 and the temperature variation can be converged.
  • FIG. 5 is a flowchart showing a temperature control flow. The control shown in FIG. 5 is executed by the ECU 20.
  • step S1 determines whether or not IG-OFF has been performed.
  • step S1 it is determined whether or not the IG-OFF signal from the ignition switch 30 has been input to the ECU 20.
  • This step S1 is a determination process for determining that the vehicle has entered the soak state. In the determination process of step S1, it is determined whether to execute the normal cooling control or the cooling control when the drive system is stopped.
  • step S1 When the IG-OFF is turned off (step S1: Yes), the ECU 20 determines whether or not the maximum temperature (MAX value) determined from the temperatures of the plurality of battery cells 2 is higher than the target value (step S2). ..
  • the target value used in step S2 is a value determined from the life characteristics of the battery cell 2.
  • the maximum temperature determined from all the battery cells 2 included in the battery pack 4 can be compared with the target value.
  • step S3 the ECU 20 determines whether or not the temperature distribution in the battery module 3 is concentrated on the lower side. As described above, the ECU 20 can determine the bias of the temperature distribution for the temperature of each battery cell 2 by the sum of the differences from the median variation width. In step S3, as shown in FIG. 4 described above, it is determined whether or not the variation width is biased to a side lower than the median value.
  • step S4 the control of closing the solenoid valve 15 is executed to stop the circulation of the working fluid between the evaporator 11 and the condenser 12.
  • the control of closing the solenoid valve 15 is executed to stop the circulation of the working fluid between the evaporator 11 and the condenser 12.
  • the loop type thermosiphon 10 even if the circulation is stopped, the vaporization of the working fluid proceeds from the high temperature portion of the evaporator 11 and the temperature of the high temperature cell can be lowered, so that the temperature varies among the plurality of battery cells 2. Can be converged.
  • the ECU 20 determines whether or not the outside air temperature of the vehicle is lower than the average temperature of the battery cells 2 in the battery module 3. (Step S5).
  • the calculation unit 22 of the ECU 20 calculates the average temperature of the plurality of battery cells 2 included in the battery module 3 based on the signal from the battery temperature sensor 40. Further, the ECU 20 detects the outside air temperature based on the signal input from the outside air temperature sensor 42.
  • step S6 the control of opening the solenoid valve 15 is executed to circulate the working fluid between the evaporator 11 and the condenser 12.
  • the solenoid valve 15 is opened to cool the battery module 3 as a whole.
  • step S7 the control of closing the solenoid valve 15 is executed to stop the circulation of the working fluid between the evaporator 11 and the condenser 12.
  • the working fluid receives heat from the outside air in the condenser 12 when the outside air temperature is higher than the average battery temperature. Therefore, the circulation of the working fluid is stopped to prevent warming up. If the maximum temperature of the battery cell 2 is equal to or lower than the target value (step S2: No), this control routine proceeds to step S7. Then, when step S7 is executed, this control routine ends.
  • step S8 the ECU 20 opens the solenoid valve 15 (step S8).
  • step S8 the solenoid valve 15 is controlled to be opened, and the working fluid is circulated between the evaporator 11 and the condenser 12, so that the normal cooling performed during discharging and charging is performed.
  • FIG. 6 is an explanatory diagram showing the relationship between the maximum value of the battery temperature, the battery temperature distribution, and the open / closed state of the solenoid valve.
  • the solenoid valve 15 is controlled in a closed state. Even when the maximum temperature of the battery cell 2 is higher than the target value, if the temperature distribution is higher on the higher side, the solenoid valve 15 is controlled to be open. On the other hand, when the maximum temperature of the battery cell 2 is lower than the target value, the solenoid valve 15 is controlled to be in an open state regardless of the temperature distribution.
  • FIG. 7 is a diagram for explaining the variation convergence effect according to the embodiment.
  • FIG. 8 is a diagram for explaining the cooling performance according to the first comparative example.
  • FIG. 9 is a diagram for explaining the cooling performance according to the second comparative example.
  • the solenoid valve 15 is closed at the time of IG-OFF (time t1).
  • time t1 the temperature variation in the battery module 3 can be quickly converged to the median value.
  • the solenoid valve 15 is opened to circulate the working fluid for cooling (time t2).
  • time t2 the average temperature of the battery cell 2 can be lowered to the target value (time t3).
  • the battery cooling device 1 has a configuration in which the opening and closing of the solenoid valve is controlled only by the temperature shown in Patent Document 1 above (first comparative example shown in FIG.
  • the opening and closing of the solenoid valve 15 is controlled by the maximum temperature and the variation (temperature distribution) determined from the plurality of battery cells 2.
  • the variation does not converge even after IG-OFF, and the solenoid valve is closed after the average temperature of the battery cell drops to the target value (time t4).
  • the opening and closing of the solenoid valve is controlled so that the average temperature follows the target value by the PID control.
  • the solenoid valve 15 can be closed to suppress temperature variation.
  • the battery cell 2 can be cooled at an early stage.
  • deterioration of the battery cell 2 can be suppressed, and the battery life can be extended.
  • the condenser 12 is not limited to an air-cooled condenser, but is a heat exchanger that exchanges heat with a coolant (for example, LLC) for cooling equipment mounted on a vehicle. May be configured by.
  • a coolant for example, LLC
  • the condenser 12 heat is exchanged between the working fluid and the coolant, and heat is transferred to the coolant to condense the working fluid.
  • a signal from the temperature sensor that detects the temperature of the coolant is input to the ECU 20. Then, the ECU 20 can carry out the above-mentioned control by using the temperature of the coolant instead of the outside air temperature.
  • step S5 of FIG. 5 it is determined whether or not the temperature of this coolant is lower than the average temperature of the battery cells 2.
  • solenoid valve 15 may be arranged in the steam passage 13 instead of the liquid passage 14.

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  • Mathematical Analysis (AREA)
  • Mathematical Optimization (AREA)
  • Pure & Applied Mathematics (AREA)
  • Secondary Cells (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)

Abstract

La présente invention concerne un dispositif de refroidissement de batterie (1) qui consiste en un thermosiphon de type boucle (10) présentant un évaporateur (11), en un condenseur (12), en un passage d'évaporation (13) et en un passage de liquide (14), un module de batterie (3) consistant en une pluralité de cellules de batterie (2) étant l'objet de refroidissement et en un fluide de travail circulant entre l'évaporateur (11) et le condenseur (12). Le dispositif de refroidissement de batterie (1) consiste : en une vanne électromagnétique (15) disposée dans le passage de fluide (14) et en une unité de commande électronique (ECU) (20) qui commande l'ouverture et la fermeture de la vanne électromagnétique (15) sur la base de la température des cellules de batterie (2). L'ECU (20) possède une unité de régulation thermique qui commande l'ouverture et la fermeture de la vanne électromagnétique (15) de manière à ce que la variation de la température soit supprimée, sur la base de la variation de la température parmi la pluralité de cellules de batterie (2) dans le module de batterie (3) pendant l'immersion du module de batterie (3).
PCT/JP2020/015946 2019-04-26 2020-04-09 Dispositif de refroidissement de batterie Ceased WO2020218009A1 (fr)

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JP2019086771A JP2020184427A (ja) 2019-04-26 2019-04-26 電池冷却装置
JP2019-086771 2019-04-26

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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2021049541A1 (fr) * 2019-09-10 2021-03-18 株式会社デンソー Dispositif d'ajustement de température de batterie
CN114243152A (zh) * 2021-12-07 2022-03-25 国网中兴有限公司 锂电池的冷却及余热回收装置
CN120376832A (zh) * 2025-05-06 2025-07-25 中南大学 一种无泵自驱的浸没式电池热管理系统及控制方法

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP7779195B2 (ja) * 2022-04-28 2025-12-03 株式会社豊田自動織機 電池冷却システム
CN117239299B (zh) * 2023-11-16 2024-02-09 新乡市镇华电力科技有限公司 一种储能电站温度控制装置

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2012221645A (ja) * 2011-04-06 2012-11-12 Panasonic Corp 蓄電システム
JP2014160594A (ja) * 2013-02-20 2014-09-04 Denso Corp 冷却システム
WO2018168276A1 (fr) * 2017-03-16 2018-09-20 株式会社デンソー Appareil de réglage de température de dispositif

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2012221645A (ja) * 2011-04-06 2012-11-12 Panasonic Corp 蓄電システム
JP2014160594A (ja) * 2013-02-20 2014-09-04 Denso Corp 冷却システム
WO2018168276A1 (fr) * 2017-03-16 2018-09-20 株式会社デンソー Appareil de réglage de température de dispositif

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2021049541A1 (fr) * 2019-09-10 2021-03-18 株式会社デンソー Dispositif d'ajustement de température de batterie
CN114243152A (zh) * 2021-12-07 2022-03-25 国网中兴有限公司 锂电池的冷却及余热回收装置
CN114243152B (zh) * 2021-12-07 2024-04-19 国网中兴有限公司 锂电池的冷却及余热回收装置
CN120376832A (zh) * 2025-05-06 2025-07-25 中南大学 一种无泵自驱的浸没式电池热管理系统及控制方法

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