JP6279493B2 - Battery system - Google Patents

Battery system Download PDF

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JP6279493B2
JP6279493B2 JP2014560672A JP2014560672A JP6279493B2 JP 6279493 B2 JP6279493 B2 JP 6279493B2 JP 2014560672 A JP2014560672 A JP 2014560672A JP 2014560672 A JP2014560672 A JP 2014560672A JP 6279493 B2 JP6279493 B2 JP 6279493B2
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contactor
secondary battery
side contactor
electrode side
terminal
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JPWO2014122904A1 (en
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誠人 西川
誠人 西川
公彦 古川
公彦 古川
省吾 平原
省吾 平原
横谷　和展
和展 横谷
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Sanyo Electric Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0069—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to the isolation, e.g. ground fault or leak current
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/04—Cutting off the power supply under fault conditions
    • 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
    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/26—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by cooling
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—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
    • H01M10/62—Heating or cooling; Temperature control specially adapted for specific applications
    • H01M10/625—Vehicles
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/655—Solid structures for heat exchange or heat conduction
    • H01M10/6553—Terminals or leads
    • 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
    • H01M50/204—Racks, modules or packs for multiple batteries or multiple cells
    • H01M50/207—Racks, modules or packs for multiple batteries or multiple cells characterised by their shape
    • H01M50/209—Racks, modules or packs for multiple batteries or multiple cells characterised by their shape adapted for prismatic or rectangular cells
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/545—Temperature
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/547—Voltage
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/549—Current
    • 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
    • H01M10/6568—Liquids characterised by flow circuits, e.g. loops, located externally to the cells or cell casings
    • 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
    • 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
    • H01M50/233—Mountings; Secondary casings or frames; Racks, modules or packs; Suspension devices; Shock absorbers; Transport or carrying devices; Holders characterised by physical properties of casings or racks, e.g. dimensions
    • H01M50/24—Mountings; Secondary casings or frames; Racks, modules or packs; Suspension devices; Shock absorbers; Transport or carrying devices; Holders characterised by physical properties of casings or racks, e.g. dimensions adapted for protecting batteries from their environment, e.g. from corrosion
    • 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
    • H01M50/289—Mountings; Secondary casings or frames; Racks, modules or packs; Suspension devices; Shock absorbers; Transport or carrying devices; Holders characterised by spacing elements or positioning means within frames, racks or packs
    • 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
    • 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
    • H01M50/569—Constructional details of current conducting connections for detecting conditions inside cells or batteries, e.g. details of voltage sensing terminals
    • 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
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    • 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

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  • Engineering & Computer Science (AREA)
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  • Sustainable Energy (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
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  • Manufacturing & Machinery (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Battery Mounting, Suspending (AREA)
  • Secondary Cells (AREA)

Description

本発明は、電池システムに関する。   The present invention relates to a battery system.

近年、ハイブリッド車（ＨＶ）、プラグインハイブリッド車（ＰＨＶ）、電気自動車（ＥＶ）が普及してきている。これらの車にはキーデバイスとして二次電池が搭載される。車載用二次電池としては主に、ニッケル水素電池およびリチウムイオン電池が普及している。今後、エネルギー密度が高いリチウムイオン電池の普及が加速すると予想される。   In recent years, hybrid vehicles (HV), plug-in hybrid vehicles (PHV), and electric vehicles (EV) have become widespread. These cars are equipped with secondary batteries as key devices. Nickel metal hydride batteries and lithium ion batteries are mainly used as in-vehicle secondary batteries. In the future, the spread of lithium ion batteries with high energy density is expected to accelerate.

車載用二次電池は高出力であり、１００Ａを超える大電流の入出力が必要となるため、二次電池の冷却が必要となる。特にＥＶモードがある車両では高容量の二次電池が搭載されるため、二次電池の発熱が蓄積しやすく、優れた冷却能力が必要となる。二次電池の冷却には大別すると空冷式と液冷式がある（例えば、特許文献１、２参照）。   Since the in-vehicle secondary battery has a high output and requires input / output of a large current exceeding 100 A, the secondary battery needs to be cooled. In particular, a vehicle having an EV mode is equipped with a high-capacity secondary battery, so that heat generated by the secondary battery is likely to accumulate, and an excellent cooling capacity is required. The cooling of the secondary battery is roughly classified into an air cooling type and a liquid cooling type (for example, refer to Patent Documents 1 and 2).

特開２０１１−１００６１９号公報JP 2011-100619 A 特開２００９−１３４９３６号公報JP 2009-134936 A

液冷式を採用した代表的な電源装置は、二次電池が収納されるバッテリケース内に、クーラントパイプ等の流路が配置され、流路内をクーラント液等の冷却用液体が循環するように構成される。冷却用液体を冷却する冷却構造としては、放熱フィンやコンプレッサ等の種々の冷却装置を用いた構成が採用できる。二次電池の熱がこの流路内を流れる冷却用液体へ伝熱されることで、電池が冷却される。このような構成では、二次電池と流路との間に介在する部材が少ないほど、二次電池の冷却効率を向上させることができる。そのため、流路は二次電池に近接して配置する必要があり、流路と二次電池とがバッテリケース内に配置されることが多い。   In a typical power supply device adopting a liquid cooling system, a flow path such as a coolant pipe is arranged in a battery case in which a secondary battery is accommodated, and a cooling liquid such as a coolant liquid circulates in the flow path. Configured. As a cooling structure for cooling the cooling liquid, a configuration using various cooling devices such as a heat radiating fin and a compressor can be employed. The battery is cooled by transferring the heat of the secondary battery to the cooling liquid flowing in the flow path. In such a configuration, the cooling efficiency of the secondary battery can be improved as the number of members interposed between the secondary battery and the flow path is smaller. Therefore, it is necessary to arrange the flow path close to the secondary battery, and the flow path and the secondary battery are often arranged in the battery case.

しかしながら、この流路から、冷却媒体である液体が漏れた場合、バッテリケース内の二次電池やジャンクションボックスが浸漬する可能性がある。浸漬した液体により、二次電池の給電ラインが液絡する可能性がある。また、車載用二次電池を収容するバッテリケースは、外部からの浸水や塵埃の浸入を防ぐために防水ケースや密閉ケースとされることがある。特に、このような構造では、バッテリケース内に漏れた液体をバッテリケースから容易に排出することができないため、バッテリケース内の二次電池やジャンクションボックスが浸漬する可能性がさらに高まる。   However, when liquid that is a cooling medium leaks from this flow path, there is a possibility that a secondary battery or a junction box in the battery case may be immersed. There is a possibility that the power supply line of the secondary battery may be in liquid junction due to the immersed liquid. In addition, a battery case that houses a vehicle-mounted secondary battery may be a waterproof case or a sealed case to prevent water from entering or dust from entering from the outside. In particular, in such a structure, since the liquid leaking into the battery case cannot be easily discharged from the battery case, the possibility that the secondary battery or the junction box in the battery case is immersed further increases.

一方、空冷式を採用した代表的な電源装置は、二次電池の表面に沿って冷却風が流れるように、隙間を形成した状態で二次電池をバッテリケース内に配置する。バッテリケース内には、二次電池の表面に沿って形成される隙間と連通するダクトが形成されており、冷却ファンを用いて強制送風することで、二次電池の表面に沿って冷却風が流れるように構成される。空冷式の電源装置は、低コストで製造することができるというメリットがあり、バッテリケースの構成も簡略化されることが多い。そのため、外部からの浸水や塵埃の浸入を完全に防ぐことはできない場合があり、バッテリケース内の二次電池やジャンクションボックスが浸漬する可能性がある。   On the other hand, a typical power supply device adopting an air cooling type arranges a secondary battery in a battery case in a state where a gap is formed so that cooling air flows along the surface of the secondary battery. In the battery case, a duct is formed that communicates with a gap formed along the surface of the secondary battery, and the cooling air is forced along the surface of the secondary battery by forcibly blowing air using a cooling fan. Configured to flow. The air-cooled power supply device has an advantage that it can be manufactured at low cost, and the configuration of the battery case is often simplified. For this reason, it may not be possible to completely prevent water from entering from outside or dust from entering, and the secondary battery or junction box in the battery case may be immersed.

本発明はこうした状況に鑑みなされたものであり、その目的は、バッテリケース内への液体の浸入に対して、安全性を確保する技術を提供することにある。   This invention is made | formed in view of such a condition, The objective is to provide the technique which ensures safety | security with respect to the penetration | invasion of the liquid in a battery case.

上記課題を解決するために、本発明のある態様の電池システムは、外部正極端子及び外部負極端子を備える電池システムであって、正極端子及び負極端子を有する二次電池と、二次電池の正極端子と外部正極端子とを結ぶ電流経路に挿入された正極側コンタクタと、二次電池の負極端子と外部負極端子とを結ぶ電流経路に挿入された負極側コンタクタと、二次電池、正極側コンタクタ、負極側コンタクタ及び前記流路が収納されるケースと、を備える。本電池システムの規定の設置状態にて、正極側コンタクタ及び負極側コンタクタの少なくとも一方が二次電池より高い位置に配置されるよう二次電池、正極側コンタクタ及び負極側コンタクタが設置される。   In order to solve the above problems, a battery system according to an aspect of the present invention is a battery system including an external positive electrode terminal and an external negative electrode terminal, the secondary battery having a positive electrode terminal and a negative electrode terminal, and the positive electrode of the secondary battery. A positive contactor inserted in a current path connecting the terminal and the external positive terminal, a negative contactor inserted in a current path connecting the negative electrode terminal of the secondary battery and the external negative terminal, a secondary battery, and a positive contactor A negative electrode side contactor and a case in which the flow path is accommodated. The secondary battery, the positive electrode side contactor, and the negative electrode side contactor are installed such that at least one of the positive electrode side contactor and the negative electrode side contactor is disposed at a higher position than the secondary battery in a predetermined installation state of the battery system.

本発明によれば、その目的は、液冷式のバッテリシステムの冷却効率の低下を抑制しつつ、安全性を向上させることができる。   According to the present invention, the object of the present invention is to improve safety while suppressing a decrease in cooling efficiency of a liquid-cooled battery system.

本発明の実施の形態に係る電池システムの構造を説明するための模式図である。It is a schematic diagram for demonstrating the structure of the battery system which concerns on embodiment of this invention. 本発明の実施の形態に係る電池システムの回路構成を説明するための図である。It is a figure for demonstrating the circuit structure of the battery system which concerns on embodiment of this invention. 本発明の実施の形態に係る電池システムにおけるコンタクタの制御を説明するためのフローチャートである。It is a flowchart for demonstrating control of the contactor in the battery system which concerns on embodiment of this invention. 本発明の実施の形態に係る電池システムにおける、コンタクタの配置例１を説明するための模式図である。It is a schematic diagram for demonstrating the arrangement example 1 of a contactor in the battery system which concerns on embodiment of this invention. 図１（ｂ）の電池システムが横転した状態を示す模式図である。It is a schematic diagram which shows the state which the battery system of FIG.1 (b) rolled over. 本発明の実施の形態に係る電池システムにおける、コンタクタの配置例２を説明するための模式図である。It is a schematic diagram for demonstrating the arrangement example 2 of a contactor in the battery system which concerns on embodiment of this invention. 本発明の実施の形態に係る電池システムにおける、コンタクタの配置例３を説明するための模式図である。It is a schematic diagram for demonstrating the arrangement example 3 of a contactor in the battery system which concerns on embodiment of this invention. 本発明の実施の形態に係る電池システムにおける、コンタクタの配置例４を説明するための模式図である。It is a schematic diagram for demonstrating the contactor arrangement example 4 in the battery system according to the embodiment of the present invention. 車両の横転を考慮した本発明の実施の形態に係る電池システムにおけるコンタクタの制御を説明するためのフローチャートである。It is a flowchart for demonstrating control of the contactor in the battery system which concerns on embodiment of this invention in consideration of rollover of a vehicle.

図１は、本発明の実施の形態に係る電池システム１００の構造を説明するための模式図である。図１（ａ）は、規定の設置状態にて上から見た図を示し、図１（ｂ）は、規定の設置状態にて横から見た図を示す。具体的には図１（ａ）のＡ方向から見た図を示す。   FIG. 1 is a schematic diagram for explaining the structure of a battery system 100 according to an embodiment of the present invention. FIG. 1A shows a diagram viewed from above in a prescribed installation state, and FIG. 1B shows a diagram seen from the side in a prescribed installation state. Specifically, the figure seen from the A direction of Fig.1 (a) is shown.

電池システム１００はＨＶ、ＰＨＶ、ＥＶに搭載され、走行用モータに給電するための電源装置として使用される。電池システム１００は、二次電池１０、冷却機構、ジャンクションボックス５０を備え、それらは一つのバッテリケース内に収容される。バッテリケースは、外部からの浸水や塵埃の浸入を防ぐために防水ケースや密閉ケースとすることもできる。また、バッテリケースは、車両側のフレームとは別のケースで構成してもよいし、車両側のフレームでバッテリケースを構成してもよい。換言すると、電池システム１００は、二次電池１０、冷却機構、ジャンクションボックス５０を収容したバッテリケースを車両側のフレームに固定する構成とすることもできるし、車両側のフレームでバッテリケースを構成し、車両側のフレームに、二次電池等を配置することで、バッテリケース内に二次電池１０、冷却機構、ジャンクションボックス５０を収容するように構成することもできる。   The battery system 100 is mounted on HV, PHV, and EV, and is used as a power supply device for supplying power to the traveling motor. The battery system 100 includes a secondary battery 10, a cooling mechanism, and a junction box 50, which are housed in one battery case. The battery case may be a waterproof case or a sealed case in order to prevent water from entering and dust from entering. Further, the battery case may be constituted by a case different from the vehicle-side frame, or the battery case may be constituted by the vehicle-side frame. In other words, the battery system 100 can be configured such that the battery case containing the secondary battery 10, the cooling mechanism, and the junction box 50 is fixed to the vehicle-side frame, or the battery case is configured by the vehicle-side frame. By arranging a secondary battery or the like in the vehicle-side frame, the secondary battery 10, the cooling mechanism, and the junction box 50 can be accommodated in the battery case.

二次電池１０は複数の電池セルの直列接続または直並列接続で構成される。例えば、電池セルにはニッケル水素電池、リチウムイオン電池などを用いることができる。本実施の形態では二次電池１０は８個のセルスタック１０ａ〜１０ｈの直列接続により形成され、３００Ｖ以上の高電圧を出力する。各セルスタックは、複数の電池セルの直列接続により形成される。セルスタック１０ａとセルスタック１０ｂは冷却板２０ａを挟んで配置され、同様にセルスタック１０ｃとセルスタック１０ｄは冷却板２０ｂを挟んで配置され、セルスタック１０ｅとセルスタック１０ｆは冷却板２０ｃを挟んで配置され、セルスタック１０ｇとセルスタック１０ｈは冷却板２０ｄを挟んで配置される。   The secondary battery 10 is configured by a series connection or a series-parallel connection of a plurality of battery cells. For example, a nickel hydride battery, a lithium ion battery, or the like can be used for the battery cell. In the present embodiment, the secondary battery 10 is formed by serial connection of eight cell stacks 10a to 10h, and outputs a high voltage of 300V or more. Each cell stack is formed by serial connection of a plurality of battery cells. The cell stack 10a and the cell stack 10b are disposed with the cooling plate 20a interposed therebetween. Similarly, the cell stack 10c and the cell stack 10d are disposed with the cooling plate 20b interposed therebetween, and the cell stack 10e and the cell stack 10f have the cooling plate 20c interposed therebetween. The cell stack 10g and the cell stack 10h are arranged with the cooling plate 20d interposed therebetween.

冷却板２０ａ〜ｄは、図示しない絶縁性の熱伝導シートを介して、セルスタック１０ａ〜１０ｈと熱的に接触するように構成されている。セルスタックを構成する電池セルの外装缶は、アルミニウムやアルミニウム合金で構成され、冷却板も熱伝導性を高めるために金属で形成されるため、冷却板２０ａ〜ｄとセルスタック１０ａ〜１０ｈは、絶縁性の熱伝導シート等を介して絶縁する必要がある。また、熱伝導シートは、セルスタックと冷却板の接触性を向上させる目的も有している。なお、電池セルの外装缶が絶縁性材料で形成される場合は、必ずしも熱伝導シートを用いなくてもよい。冷却板とセルスタックの間に、介在する部材が少ないほど、二次電池の冷却効率を向上させることができる。   The cooling plates 20a to 20d are configured to be in thermal contact with the cell stacks 10a to 10h via an insulating heat conductive sheet (not shown). Since the outer can of the battery cell constituting the cell stack is made of aluminum or an aluminum alloy, and the cooling plate is also made of metal in order to increase thermal conductivity, the cooling plates 20a to 20d and the cell stacks 10a to 10h are It is necessary to insulate via an insulating heat conductive sheet or the like. Moreover, the heat conductive sheet has the objective of improving the contact property of a cell stack and a cooling plate. Note that when the outer can of the battery cell is formed of an insulating material, the heat conductive sheet is not necessarily used. As the number of members interposed between the cooling plate and the cell stack decreases, the cooling efficiency of the secondary battery can be improved.

本実施の形態では冷却方式として液冷式を用いる。バッテリケース内には、二次電池１０を冷却するための冷却用液体（以下、クーラント液という）を流す流路としてクーラントパイプ３０が配設される。クーラントインレット３０ｉに接続された注入用のクーラントパイプ３０と、クーラントアウトレット３０ｏに接続された排出用のクーラントパイプ３０が、各冷却板２０ａ〜２０ｄにそれぞれ接続される。クーラントインレット３０ｉからクーラント液が注入され、注入されたクーラント液はクーラントパイプ３０及び各冷却板２０ａ〜２０ｄ内を循環し、クーラントアウトレット３０ｏから排出される。   In this embodiment, a liquid cooling method is used as a cooling method. In the battery case, a coolant pipe 30 is disposed as a flow path for flowing a cooling liquid (hereinafter referred to as a coolant liquid) for cooling the secondary battery 10. The coolant pipe 30 for injection connected to the coolant inlet 30i and the coolant pipe 30 for discharge connected to the coolant outlet 30o are connected to the respective cooling plates 20a to 20d. The coolant liquid is injected from the coolant inlet 30i, and the injected coolant liquid circulates in the coolant pipe 30 and the cooling plates 20a to 20d, and is discharged from the coolant outlet 30o.

ジャンクションボックス５０は、プラス側コンタクタＲＹｐ、マイナス側コンタクタＲＹｍを含む。ジャンクションボックス５０は例えば、樹脂ケースで覆われる。プラス側コンタクタＲＹｐ、マイナス側コンタクタＲＹｍは大型のリレーで構成される。プラス側コンタクタＲＹｐ、マイナス側コンタクタＲＹｍは二次電池１０と、図示しない車両側の負荷（具体的には、走行用モータ、インバータ、プリチャージコンデンサ）との間の電流経路に設けられ、両者を電気的に遮断するために使用される。具体的には、プラス側コンタクタＲＹｐは二次電池１０のプラス端子と、高電圧（ＨＶ）インタフェースＴ１内の外部プラス端子を結ぶプラス配線４０ｐ上に挿入される。マイナス側コンタクタＲＹｍは二次電池１０のマイナス端子と、高電圧インタフェースＴ１内の外部マイナス端子を結ぶマイナス配線４０ｍ上に挿入される。高電圧インタフェースＴ１は電池システム１００を、車両側と通電させるためのインタフェースである。   Junction box 50 includes a positive contactor RYp and a negative contactor RYm. The junction box 50 is covered with a resin case, for example. The plus side contactor RYp and the minus side contactor RYm are constituted by large relays. The plus side contactor RYp and the minus side contactor RYm are provided in a current path between the secondary battery 10 and a vehicle side load (specifically, a driving motor, an inverter, a precharge capacitor) (not shown). Used to electrically shut off. Specifically, the positive contactor RYp is inserted on the positive wiring 40p that connects the positive terminal of the secondary battery 10 and the external positive terminal in the high voltage (HV) interface T1. The negative contactor RYm is inserted on a negative wiring 40m that connects the negative terminal of the secondary battery 10 and the external negative terminal in the high voltage interface T1. The high voltage interface T1 is an interface for energizing the battery system 100 with the vehicle side.

図２は、本発明の実施の形態に係る電池システム１００の回路構成を説明するための図である。実施の形態に係る電池システム１００はコントローラ２００により制御される。図２ではジャンクションボックス５０内の回路素子がより詳細に示されている。二次電池１０のプラス端子と、高電圧インタフェースＴ１内の外部プラス端子の間には、電流センサＣＴ、プラス側コンタクタＲＹｐ、ヒューズＦ１が挿入される。二次電池１０のマイナス端子と、高電圧インタフェースＴ１内の外部マイナス端子の間には、マイナス側コンタクタＲＹｍが挿入される。   FIG. 2 is a diagram for explaining a circuit configuration of the battery system 100 according to the embodiment of the present invention. Battery system 100 according to the embodiment is controlled by controller 200. FIG. 2 shows the circuit elements in the junction box 50 in more detail. A current sensor CT, a positive contactor RYp, and a fuse F1 are inserted between the positive terminal of the secondary battery 10 and the external positive terminal in the high voltage interface T1. A negative contactor RYm is inserted between the negative terminal of the secondary battery 10 and the external negative terminal in the high voltage interface T1.

電流センサＣＴは、プラス配線に流れる電流の値を検出し、コントローラ２００に出力する。電流センサＣＴには、シャント抵抗やホール素子を用いることができる。ヒューズＦ１は、規定値以上の大電流が流れると溶断し、二次電池１０と車両側の負荷を切り離す。   The current sensor CT detects the value of the current flowing through the plus wiring and outputs it to the controller 200. As the current sensor CT, a shunt resistor or a Hall element can be used. The fuse F1 is blown when a large current of a specified value or more flows to disconnect the secondary battery 10 and the vehicle-side load.

さらにプラス側コンタクタＲＹｐと並列に、電流制限抵抗Ｒ１とプリチャージ用コンタクタの直列回路が接続される。二次電池１０から車両側の負荷への通電を開始する際、コントローラ２００は、プラス側コンタクタＲＹｐ及びマイナス側コンタクタＲＹｍをクローズする前に、まずプリチャージ用コンタクタＲＹｃをクローズする。これにより車両側の図示しないプリチャージコンデンサに電荷が蓄えられる。コントローラ２００は、その後、プラス側コンタクタＲＹｐ及びマイナス側コンタクタＲＹｍをクローズする。この制御手順により走行用モータへの突入電流を抑制できる。   Further, a series circuit of a current limiting resistor R1 and a precharge contactor is connected in parallel with the plus side contactor RYp. When starting energization from the secondary battery 10 to the vehicle-side load, the controller 200 first closes the precharge contactor RYc before closing the plus side contactor RYp and the minus side contactor RYm. As a result, charges are stored in a precharge capacitor (not shown) on the vehicle side. Thereafter, the controller 200 closes the positive contactor RYp and the negative contactor RYm. By this control procedure, the inrush current to the traveling motor can be suppressed.

コントローラ２００は、二次電池１０から車両側の負荷への給電を中止すべき事象が発生したとき、プラス側コンタクタＲＹｐ及びマイナス側コンタクタＲＹｍをオープンして、二次電池１０と車両側の負荷とを切り離す。給電を中止すべき事象としては例えば、電流センサＣＴにより異常電流が検出されたとき、図示しない電圧検出センサにより異常電圧が検出されたとき、図示しない温度センサにより異常温度が検出されたとき、図示しない漏電センサにより漏電が検出されたとき、車両側のＥＣＵから給電停止指示を受信したとき等が挙げられる。   When an event that should stop power supply from the secondary battery 10 to the vehicle-side load occurs, the controller 200 opens the plus-side contactor RYp and the minus-side contactor RYm so that the secondary battery 10 and the vehicle-side load Disconnect. For example, when an abnormal current is detected by the current sensor CT, an abnormal voltage is detected by a voltage detection sensor (not shown), or an abnormal temperature is detected by a temperature sensor (not shown) When a leakage is detected by the leakage sensor that does not, or when a power supply stop instruction is received from the ECU on the vehicle side.

図１に戻る。二次電池１０を収容しているバッテリケースは防水仕様で生成される。これにより外部からの浸水を防ぐことができる。しかしながらクーラントパイプ３０の割れ、クーラントパイプ３０の接続部の隙間からの液漏れ等により、バッテリケースが内部から浸水する可能性がある。これによりジャンクションボックス５０が浸漬し、プラス側コンタクタＲＹｐ及びマイナス側コンタクタＲＹｍが意図しない道通状態となり、高電圧の給電ラインが液絡する可能性がある。具体的には、コンタクタが導通状態となると、ジャンクションボックス内の高電圧の給電ラインに電圧が印加される状態となるため、ジャンクションボックス内に侵入した液体を介して、高電圧の給電ラインが液絡するおそれがある。   Returning to FIG. The battery case that houses the secondary battery 10 is generated in a waterproof specification. Thereby, it is possible to prevent water from entering from the outside. However, there is a possibility that the battery case may be submerged from the inside due to cracks in the coolant pipe 30, liquid leakage from a gap in the connection portion of the coolant pipe 30, and the like. As a result, the junction box 50 is immersed, and the plus-side contactor RYp and the minus-side contactor RYm enter an unintended passage state, and the high-voltage power supply line may be in liquid junction. Specifically, when the contactor is in a conductive state, a voltage is applied to the high voltage power supply line in the junction box, so that the high voltage power supply line is liquidated via the liquid that has entered the junction box. There is a risk of entanglement.

そこで図１（ａ）、（ｂ）に示すように、電池システム１００の規定の設置状態にて、プラス側コンタクタＲＹｐ及びマイナス側コンタクタＲＹｍを、二次電池１０より高い位置に配置する。詳細に説明すると、ジャンクションボックス自体は、必ずしも二次電池１０より高い位置に配置する必要はなく、プラス側コンタクタＲＹｐ及びマイナス側コンタクタＲＹｍが、二次電池１０より高い位置に配置されることが重要である。この構成によれば、仮にジャンクションボックスが浸漬したとしても、プラス側コンタクタＲＹｐ及びマイナス側コンタクタＲＹｍの両方が浸漬されなければ、ジャンクションボックス内の高電圧の給電ラインの液絡を防止できる。厳密には、ジャンクションボックスが浸漬されると、高電圧の給電ラインの液絡が生じるが、すぐにプラス側コンタクタＲＹｐまたはマイナス側コンタクタＲＹｍをオープンにすることで、高電圧の給電ラインに高電圧が印加されなくなり、高電圧の給電ラインの液絡状態を停止することができる。液絡による回路の短絡は、液絡を引き起こしている液体が蒸発するまでの間、ある程度温度上昇が抑制されるため、液絡が生じてもすぐにプラス側コンタクタＲＹｐまたはマイナス側コンタクタＲＹｍをオープンにすることで、二次電池と高電圧の給電ラインとの間の電流経路を電気的に遮断し、電源装置を安全に停止させることができる。   Therefore, as shown in FIGS. 1A and 1B, the plus-side contactor RYp and the minus-side contactor RYm are arranged at a higher position than the secondary battery 10 in the prescribed installation state of the battery system 100. More specifically, the junction box itself does not necessarily need to be arranged at a position higher than the secondary battery 10, and it is important that the plus side contactor RYp and the minus side contactor RYm be arranged at a position higher than the secondary battery 10. It is. According to this configuration, even if the junction box is immersed, if both the plus side contactor RYp and the minus side contactor RYm are not immersed, the liquid junction of the high voltage power supply line in the junction box can be prevented. Strictly speaking, when the junction box is immersed, a liquid junction of the high-voltage power supply line is generated, but by immediately opening the positive-side contactor RYp or the negative-side contactor RYm, the high-voltage power supply line has a high voltage. Is not applied, and the liquid junction state of the high-voltage power supply line can be stopped. The short circuit of the circuit due to the liquid junction suppresses the temperature rise to some extent until the liquid causing the liquid junction evaporates. Therefore, even if a liquid junction occurs, the positive contactor RYp or the negative contactor RYm is immediately opened. By doing so, the current path between the secondary battery and the high-voltage power supply line can be electrically cut off, and the power supply device can be safely stopped.

図３は、本発明の実施の形態に係る電池システム１００におけるコンタクタの制御を説明するためのフローチャートである。電池システム１００の電源がオンされると（Ｓ１０のＹ）、コントローラ２００は、まずプリチャージ用コンタクタＲＹｃをクローズし、次いでプラス側コンタクタＲＹｐ及びマイナス側コンタクタＲＹｍをクローズする（Ｓ１１）。クーラント液漏れが発生し、図示しない漏電センサにより漏電が検知されると（Ｓ１２のＹ）、コントローラ２００はプラス側コンタクタＲＹｐ、マイナス側コンタクタＲＹｍ、プリチャージ用コンタクタＲＹｃをオープンする（Ｓ１４）。それらがオープンするとコントローラ２００は、電源遮断を示すアラート信号をＥＣＵに送信する（Ｓ１５）。漏電が検知されない場合（Ｓ１２のＮ）、ステップＳ１４及びステップＳ１５をスキップする。電池システム１００の電源がオフされると（Ｓ１６のＹ）、コントローラ２００は、プラス側コンタクタＲＹｐ、マイナス側コンタクタＲＹｍ、プリチャージ用コンタクタＲＹｃをオープンする（Ｓ１７）。   FIG. 3 is a flowchart for explaining control of the contactor in battery system 100 according to the embodiment of the present invention. When the battery system 100 is powered on (Y in S10), the controller 200 first closes the precharge contactor RYc, and then closes the positive contactor RYp and the negative contactor RYm (S11). When leakage of coolant occurs and leakage is detected by a leakage sensor (not shown) (Y in S12), the controller 200 opens the positive contactor RYp, the negative contactor RYm, and the precharge contactor RYc (S14). When they are opened, the controller 200 transmits an alert signal indicating power-off to the ECU (S15). When the leakage is not detected (N in S12), step S14 and step S15 are skipped. When the power supply of the battery system 100 is turned off (Y in S16), the controller 200 opens the plus-side contactor RYp, the minus-side contactor RYm, and the precharge contactor RYc (S17).

図４は、本発明の実施の形態に係る電池システム１００における、コンタクタの配置例１を説明するための模式図である。図４（ａ）は、規定の設置状態にて上から見た図を示し、図４（ｂ）は、規定の設置状態にて横から見た図を示す。具体的には図４（ａ）のＡ方向から見た図を示す。配置例１では、図１（ａ）、（ｂ）に示したように電池システム１００の規定の設置状態にて、プラス側コンタクタＲＹｐ及びマイナス側コンタクタＲＹｍを、二次電池１０より高い位置に配置する。なお図面を簡略化するため、プリチャージ用コンタクタＲＹｃを省略して描いているが、プリチャージ用コンタクタＲＹｃはプラス側コンタクタＲＹｐに隣接した位置に配置される。   FIG. 4 is a schematic diagram for explaining a contactor arrangement example 1 in the battery system 100 according to the embodiment of the present invention. FIG. 4A shows a diagram viewed from above in a prescribed installation state, and FIG. 4B shows a diagram seen from the side in a prescribed installation state. Specifically, the figure seen from the A direction of Fig.4 (a) is shown. In the arrangement example 1, the plus-side contactor RYp and the minus-side contactor RYm are arranged at a higher position than the secondary battery 10 in the prescribed installation state of the battery system 100 as shown in FIGS. 1 (a) and 1 (b). To do. In order to simplify the drawing, the precharge contactor RYc is omitted, but the precharge contactor RYc is disposed at a position adjacent to the plus-side contactor RYp.

図５は、図１（ｂ）の電池システム１００が横転した状態を示す模式図である。図５に示すように電池システム１００が横転し、クーラントパイプ３０から液漏れした場合、ジャンクションボックス５０が先に浸漬することになる。図１や図４に示される実施の形態に係る電池システム１００の構成では、図５に例示されるように、車両横転時にジャンクションボックス内に位置する高電圧の給電ラインの液絡を防止することが難しい。事故や運転ミスなどに車両が横転した場合、横転した状態が長時間継続する可能性があり、微量の液漏れであってもジャンクションボックス５０が浸漬する可能性がある。図６乃至図８に示す本発明の実施の形態に係る電池システムは、特に車両の横転を考慮する場合に好適な実施形態である。   FIG. 5 is a schematic diagram showing a state in which the battery system 100 of FIG. As shown in FIG. 5, when the battery system 100 rolls over and leaks from the coolant pipe 30, the junction box 50 is immersed first. In the configuration of the battery system 100 according to the embodiment shown in FIG. 1 and FIG. 4, as illustrated in FIG. 5, the liquid junction of the high-voltage power supply line located in the junction box is prevented when the vehicle rolls over. Is difficult. When the vehicle rolls over due to an accident or a driving mistake, the rollover state may continue for a long time, and the junction box 50 may be immersed even with a small amount of liquid leakage. The battery system according to the embodiment of the present invention shown in FIG. 6 to FIG. 8 is an embodiment suitable particularly when the rollover of the vehicle is taken into consideration.

図６は、本発明の実施の形態に係る電池システム１００における、コンタクタの配置例２を説明するための模式図である。図６（ａ）は、規定の設置状態にて上から見た図を示し、図６（ｂ）は、規定の設置状態にて横から見た図を示す。配置例２では、電池システム１００の規定の設置状態にて、プラス側コンタクタＲＹｐ及びマイナス側コンタクタＲＹｍの一方を、二次電池１０より高い位置に配置し、他方を二次電池１０と略同じ高さの位置に配置する。プラス側コンタクタＲＹｐ及びマイナス側コンタクタＲＹｍの内、プリチャージ用コンタクタＲＹｃが並列接続されているほうのコンタクタを、二次電池１０より高い位置に配置している。本実施の形態ではプリチャージ用コンタクタＲＹｃが並列接続されてプラス側コンタクタＲＹｐを、二次電池１０より高い位置に配置する。   FIG. 6 is a schematic diagram for explaining a contactor arrangement example 2 in the battery system 100 according to the embodiment of the present invention. FIG. 6A shows a diagram viewed from above in a prescribed installation state, and FIG. 6B shows a diagram seen from the side in a prescribed installation state. In the arrangement example 2, one of the positive side contactor RYp and the negative side contactor RYm is arranged at a position higher than the secondary battery 10 in the prescribed installation state of the battery system 100, and the other is set to be approximately the same height as the secondary battery 10. Place it at the position. Of the plus side contactor RYp and the minus side contactor RYm, the contactor to which the precharge contactor RYc is connected in parallel is arranged at a position higher than the secondary battery 10. In the present embodiment, the precharge contactor RYc is connected in parallel, and the positive contactor RYp is arranged at a higher position than the secondary battery 10.

以上説明したように配置例２によれば、プラス側コンタクタＲＹｐとマイナス側コンタクタＲＹｍを上下にずらして配置することにより、図５に示すような電池システム１００の横転時に給電ラインが液絡する可能性を低くできる。プラス側コンタクタＲＹｐ及びマイナス側コンタクタＲＹｍのいずれかが浸漬しなければ、浸漬していないほうのコンタクタをオープンすることにより、ジャンクションボックス内の高電圧の給電ラインに高電圧が印加される状態を停止でき、給電ラインが浸漬されても液絡を阻止できる。   As described above, according to the arrangement example 2, by arranging the plus-side contactor RYp and the minus-side contactor RYm so as to be shifted up and down, the power supply line can be in liquid junction when the battery system 100 as shown in FIG. 5 rolls over. Can be lowered. If either the plus-side contactor RYp or the minus-side contactor RYm is not immersed, the state where a high voltage is applied to the high-voltage power supply line in the junction box is stopped by opening the non-immersed contactor. It is possible to prevent liquid junction even if the power supply line is immersed.

ジャンクションボックス５０自体またはコンタクタを全て防水仕様とすることも考えられるがコスト増になる。配置例２によればコスト増を抑えながら、内部浸水による液絡の可能性を低減でき、安全性を向上できる。また図４の配置例１と比較して、プリチャージ用コンタクタＲＹｃが並列接続されていないほうのコンタクタを下に移動させることにより、配置例１から配置例２への変更の際、設計変更を軽微にとどめることができる。   Although it is conceivable to make the junction box 50 or the contactor all waterproof, the cost increases. According to the arrangement example 2, while suppressing an increase in cost, the possibility of liquid junction due to internal water immersion can be reduced, and safety can be improved. Compared with the arrangement example 1 of FIG. 4, the design change is made when the arrangement example 1 is changed to the arrangement example 2 by moving the contactor to which the precharge contactor RYc is not connected in parallel downward. It can be kept light.

以上の説明では、プラス側コンタクタＲＹｐを、二次電池１０より高い位置に配置する構成について説明したが、マイナス側コンタクタＲＹｍを二次電池１０より高い位置に配置する構成とすることもできる。具体的には、マイナス側コンタクタＲＹｍを二次電池１０より高い位置に配置すると共に、プラス側コンタクタＲＹｐを、マイナス側コンタクタＲＹｍより低い位置に配置する。   In the above description, the configuration in which the plus-side contactor RYp is disposed at a position higher than the secondary battery 10 has been described. However, the minus-side contactor RYm may be disposed at a position higher than the secondary battery 10. Specifically, the minus-side contactor RYm is arranged at a position higher than the secondary battery 10, and the plus-side contactor RYp is arranged at a position lower than the minus-side contactor RYm.

図７は、本発明の実施の形態に係る電池システム１００における、コンタクタの配置例３を説明するための模式図である。図７（ａ）は、規定の設置状態にて上から見た図を示し、図７（ｂ）は、規定の設置状態にて横から見た図を示す。なお図７では図面を簡素化するため、プラス配線４０ｐ、マイナス配線４０ｍの一部を省略して描いている。後述する図８でも同様である。   FIG. 7 is a schematic diagram for explaining a contactor arrangement example 3 in the battery system 100 according to the embodiment of the present invention. Fig.7 (a) shows the figure seen from the top in a regular installation state, and FIG.7 (b) shows the figure seen from the side in a regular installation state. In FIG. 7, in order to simplify the drawing, a part of the plus wiring 40p and the minus wiring 40m is omitted. The same applies to FIG. 8 described later.

配置例３では配置例１と同様に、電池システム１００の規定の設置状態にて、プラス側コンタクタＲＹｐ及びマイナス側コンタクタＲＹｍを、二次電池１０より高い位置に配置する。配置例３ではプラス側コンタクタＲＹｐ及びマイナス側コンタクタＲＹｍの一方を防水仕様とする。   In the arrangement example 3, as in the arrangement example 1, the plus-side contactor RYp and the minus-side contactor RYm are arranged at a higher position than the secondary battery 10 in the prescribed installation state of the battery system 100. In the arrangement example 3, one of the plus side contactor RYp and the minus side contactor RYm is waterproof.

図７（ａ）、（ｂ）では、プリチャージ用コンタクタＲＹｃが並列接続されていないほうのマイナス側コンタクタＲＹｍに、凹部状の防水壁５５を上から被せている。電池システム１００が横転すると、防水壁５５がマイナス側コンタクタＲＹｍの底面および側面を覆うことになり、防水作用を発揮する。規定の設置状態ではマイナス側コンタクタＲＹｍの下面が開放されるが、その下面は配線口となる。下面を閉じてマイナス側コンタクタＲＹｍを密閉すると、いずれかの面に配線口を別途に開ける必要が生じ、コスト増となる。   7A and 7B, a concave waterproof wall 55 is covered from above on the minus-side contactor RYm to which the precharge contactor RYc is not connected in parallel. When the battery system 100 rolls over, the waterproof wall 55 covers the bottom and side surfaces of the negative contactor RYm, and exhibits a waterproof effect. In the specified installation state, the lower surface of the negative contactor RYm is opened, but the lower surface serves as a wiring port. When the lower surface is closed and the negative contactor RYm is sealed, it is necessary to separately open a wiring port on either surface, which increases costs.

以上説明したように配置例３によれば、プラス側コンタクタＲＹｐ及びマイナス側コンタクタＲＹｍの一方を防水仕様にすることにより、両方を防水仕様にする場合より低コストで、内部浸水による液絡対策を実現できる。またプリチャージ用コンタクタＲＹｃが並列接続されていない、回路規模が小さいほうのコンタクタを防水することにより、防水壁５５のサイズ及び設置コストを抑えることができる。   As described above, according to the arrangement example 3, by making one of the plus side contactor RYp and the minus side contactor RYm waterproof, it is possible to reduce the liquid junction due to internal flooding at a lower cost than when both are made waterproof. realizable. Further, by waterproofing the contactor having a smaller circuit scale, to which the precharge contactor RYc is not connected in parallel, the size and installation cost of the waterproof wall 55 can be suppressed.

図８は、本発明の実施の形態に係る電池システム１００における、コンタクタの配置例４を説明するための模式図である。図８（ａ）は、規定の設置状態にて上から見た図を示し、図８（ｂ）は、規定の設置状態にて横から見た図を示す。配置例４では、電池システム１００の規定の設置状態にて、プラス側コンタクタＲＹｐ及びマイナス側コンタクタＲＹｍの少なくとも一方を、二次電池１０より高い位置に配置する。配置例１、３のように両方を高い位置に配置してもよいし、配置例２のように一方のみを高い位置に配置してもよい。図８（ａ）、（ｂ）では両方を高い位置に配置する例を描いている。配置例４では、二次電池１０より高い位置に配置されるプラス側コンタクタＲＹｐ及びマイナス側コンタクタＲＹｍの少なくとも一方を、バッテリケース内の中央部に配置する。   FIG. 8 is a schematic diagram for explaining a contactor arrangement example 4 in the battery system 100 according to the embodiment of the present invention. FIG. 8A shows a view seen from above in a prescribed installation state, and FIG. 8B shows a view seen from the side in a prescribed installation state. In the arrangement example 4, at least one of the plus side contactor RYp and the minus side contactor RYm is arranged at a higher position than the secondary battery 10 in the prescribed installation state of the battery system 100. Both of them may be arranged at a high position as in arrangement examples 1 and 3, or only one of them may be arranged at a high position as in arrangement example 2. 8A and 8B illustrate an example in which both are arranged at a high position. In Arrangement Example 4, at least one of the plus-side contactor RYp and the minus-side contactor RYm arranged at a position higher than the secondary battery 10 is arranged at the central portion in the battery case.

以上説明したように配置例４によれば、図５に示すような完全な横転ではなく、車両および電池システム１００がいずれかの方向に偏った状態で長期間静止することにより発生し得る、内部浸水による液絡対策を実現できる。例えば、事故や運転ミスにより車両の右側壁または左側面を底面として静止することが発生し得る。また前輪が浮いた状態で障害物に乗り上げることもある。また溝などに前のめりの状態で車体の一部が嵌ることもある。配置例４によれば、電池システム１００がいずれの方向に偏った場合でも、バッテリケース内において、プラス側コンタクタＲＹｐ及びマイナス側コンタクタＲＹｍの設置位置が、クーラント液が溜まりやすい位置になることを回避できる。また配置例２または配置例３と組み合わせて使用することにより、完全な横転状態に対する、液絡対策も実現できる。   As described above, according to the arrangement example 4, not the complete rollover as shown in FIG. 5 but the internal state that may occur when the vehicle and the battery system 100 are stationary for a long time in a state biased in any direction. It is possible to realize liquid junction countermeasures by flooding. For example, it may occur that the right side wall or the left side surface of the vehicle becomes a bottom surface due to an accident or a driving mistake. In some cases, the vehicle may ride on obstacles with the front wheels floating. In addition, a part of the vehicle body may be fitted in a groove or the like with the front facing. According to the arrangement example 4, even if the battery system 100 is biased in any direction, in the battery case, the installation positions of the plus side contactor RYp and the minus side contactor RYm are avoided from being easily accumulated in the coolant liquid. it can. Further, by using in combination with the arrangement example 2 or the arrangement example 3, it is possible to realize a liquid junction countermeasure against a complete rollover state.

図９は、車両の横転を考慮した本発明の実施の形態に係る電池システム１００におけるコンタクタの制御を説明するためのフローチャートである。なお、漏電センサによる漏電の検知のフローは、図４と同一であるため、説明を省略する。   FIG. 9 is a flowchart for explaining contactor control in battery system 100 according to the embodiment of the present invention in consideration of vehicle rollover. In addition, since the flow of the detection of the electric leakage by an electric leakage sensor is the same as FIG. 4, description is abbreviate | omitted.

車両が横転すると、ＥＣＵは図示しないジャイロセンサ等の出力値から車両の横転を検知する。車両の横転を検知するとＥＣＵは、電源遮断指示をコントローラ２００に通知する。コントローラ２００はＥＣＵから車両横転に基づく電源遮断指示を受信すると（Ｓ１３のＹ）、プラス側コンタクタＲＹｐ、マイナス側コンタクタＲＹｍ、プリチャージ用コンタクタＲＹｃをオープンする（Ｓ１４）。それらがオープンするとコントローラ２００は、電源遮断を示すアラート信号をＥＣＵに送信する（Ｓ１５）。   When the vehicle rolls over, the ECU detects the rollover of the vehicle from an output value of a gyro sensor or the like (not shown). When detecting the rollover of the vehicle, the ECU notifies the controller 200 of a power-off instruction. When the controller 200 receives a power-off instruction based on vehicle rollover from the ECU (Y in S13), the controller 200 opens the plus-side contactor RYp, the minus-side contactor RYm, and the precharge contactor RYc (S14). When they are opened, the controller 200 transmits an alert signal indicating power-off to the ECU (S15).

漏電および車両の横転が検知されない場合（Ｓ１２のＮ、Ｓ１３のＮ）、ステップＳ１４及びステップＳ１５をスキップする。電池システム１００の電源がオフされると（Ｓ１６のＹ）、コントローラ２００は、プラス側コンタクタＲＹｐ、マイナス側コンタクタＲＹｍ、プリチャージ用コンタクタＲＹｃをオープンする（Ｓ１７）。   When the electric leakage and the vehicle rollover are not detected (N in S12, N in S13), Steps S14 and S15 are skipped. When the power supply of the battery system 100 is turned off (Y in S16), the controller 200 opens the plus-side contactor RYp, the minus-side contactor RYm, and the precharge contactor RYc (S17).

以上、本発明を実施の形態をもとに説明した。こられ実施の形態は例示であり、それらの各構成要素や各処理プロセスの組合せにいろいろな変形例が可能なこと、またそうした変形例も本発明の範囲にあることは当業者に理解されるところである。   The present invention has been described based on the embodiments. Those skilled in the art will understand that these embodiments are exemplifications, and that various modifications can be made to the combinations of the respective constituent elements and processing processes, and such modifications are also within the scope of the present invention. By the way.

なお、本発明を実施の形態では、冷却方式として液冷式を用いる場合について説明したが、空冷式を用いることもできる。上述の通り、空冷式の電源装置は、低コストで製造することができるというメリットがあり、バッテリケースの構成も簡略化されることが多い。そのため、外部からの浸水や塵埃の浸入を完全に防ぐことはできない場合がある。バッテリケース内にクーラントパイプを配置しない構成であっても、バッテリケース内に浸水が生じた場合には、バッテリケース内の二次電池やジャンクションボックスが浸漬する可能性がある。   In the embodiment of the present invention, the case where the liquid cooling method is used as the cooling method has been described. However, the air cooling method can also be used. As described above, the air-cooled power supply device has an advantage that it can be manufactured at low cost, and the configuration of the battery case is often simplified. For this reason, it may not be possible to completely prevent water from entering or dust from entering from outside. Even when the coolant pipe is not disposed in the battery case, there is a possibility that the secondary battery or the junction box in the battery case may be immersed in the case where water is generated in the battery case.

従って、冷却方式として空冷式を用いる電源装置においても、本願発明は、有効に機能すること、また、そうした変形例も本発明の範囲にあることは当業者に理解されるところである。   Accordingly, it is understood by those skilled in the art that the present invention functions effectively even in a power supply apparatus that uses an air cooling system as a cooling system, and that such modifications are within the scope of the present invention.

１００ 電池システム、 １０ 二次電池、 １０ａ，１０ｂ，１０ｃ，１０ｄ，１０ｅ，１０ｆ，１０ｇ，１０ｈ セルスタック、 ２０ａ，２０ｂ，２０ｃ，２０ｄ 冷却板、 ３０ クーラントパイプ、 ３０ｉ クーラントインレット、 ３０ｏ クーラントアウトレット、 ４０ｐ プラス配線、 ４０ｍ マイナス配線、 ５０ ジャンクションボックス、 ＣＴ 電流センサ、 Ｒ１ 電流制限抵抗、 ＲＹｐ プラス側コンタクタ、 ＲＹｍ マイナス側コンタクタ、 ＲＹｃ プリチャージ用コンタクタ、 Ｆ１ ヒューズ、 Ｔ１ 高電圧インタフェース、 ２００ コントローラ。
100 battery system, 10 secondary battery, 10a, 10b, 10c, 10d, 10e, 10f, 10g, 10h cell stack, 20a, 20b, 20c, 20d cold plate, 30 coolant pipe, 30i coolant inlet, 30o coolant outlet, 40p Positive wiring, 40m negative wiring, 50 junction box, CT current sensor, R1 current limiting resistor, RYp positive side contactor, RYm negative side contactor, RYc precharge contactor, F1 fuse, T1 high voltage interface, 200 controller.

Claims (8)

外部正極端子及び外部負極端子を備える電池システムであって、
正極端子及び負極端子を有する二次電池と、
前記二次電池の正極端子と前記外部正極端子とを結ぶ電流経路に挿入された正極側コンタクタと、
前記二次電池の負極端子と前記外部負極端子とを結ぶ電流経路に挿入された負極側コンタクタと、
前記二次電池、前記正極側コンタクタ及び前記負極側コンタクタが収納されるケースと、を備え、
本電池システムの規定の設置状態にて、前記正極側コンタクタ及び前記負極側コンタクタの少なくとも一方が前記二次電池より高い位置に配置され、他方が前記二次電池と略同じ高さに配置されるよう前記二次電池、前記正極側コンタクタ及び前記負極側コンタクタが設置されたことを特徴とする電池システム。 A battery system comprising an external positive terminal and an external negative terminal,
A secondary battery having a positive terminal and a negative terminal;
A positive electrode side contactor inserted in a current path connecting the positive electrode terminal of the secondary battery and the external positive electrode terminal;
A negative contactor inserted in a current path connecting the negative electrode terminal of the secondary battery and the external negative electrode terminal;
A case in which the secondary battery, the positive electrode side contactor and the negative electrode side contactor are accommodated, and
In a predetermined installation state of the battery system, at least one of the positive electrode side contactor and the negative electrode side contactor is arranged at a position higher than the secondary battery, and the other is arranged at substantially the same height as the secondary battery. A battery system comprising the secondary battery, the positive electrode side contactor and the negative electrode side contactor. 本電池システムの規定の設置状態にて、前記負極側コンタクタが、前記二次電池より高い位置に配置され、前記正極側コンタクタが前記二次電池と略同じ高さに配置されたことを特徴とする請求項１に記載の電池システム。   In the specified installation state of the battery system, the negative electrode side contactor is disposed at a position higher than the secondary battery, and the positive electrode side contactor is disposed at substantially the same height as the secondary battery. The battery system according to claim 1. 前記正極側コンタクタ及び前記負極側コンタクタの一方に、プリチャージコンタクタが並列に接続され、
前記正極側コンタクタ及び前記負極側コンタクタの内、前記プリチャージコンタクタが並列に接続されているほうのコンタクタが、前記二次電池より高い位置に配置されたことを特徴とする請求項１に記載の電池システム。 A precharge contactor is connected in parallel to one of the positive electrode side contactor and the negative electrode side contactor,
2. The contactor of the positive electrode side contactor and the negative electrode side contactor to which the precharge contactor is connected in parallel is disposed at a position higher than the secondary battery. Battery system. 外部正極端子及び外部負極端子を備える電池システムであって、
正極端子及び負極端子を有する二次電池と、
前記二次電池の正極端子と前記外部正極端子とを結ぶ電流経路に挿入された正極側コンタクタと、
前記二次電池の負極端子と前記外部負極端子とを結ぶ電流経路に挿入された負極側コンタクタと、
前記二次電池、前記正極側コンタクタ及び前記負極側コンタクタが収納されるケースと、を備え、
本電池システムの規定の設置状態にて、前記正極側コンタクタ及び前記負極側コンタクタの両方が前記二次電池より高い位置に配置され、
前記正極側コンタクタ及び前記負極側コンタクタの一方が防水仕様で設計されたことを特徴とする電池システム。 A battery system comprising an external positive terminal and an external negative terminal,
A secondary battery having a positive terminal and a negative terminal;
A positive electrode side contactor inserted in a current path connecting the positive electrode terminal of the secondary battery and the external positive electrode terminal;
A negative contactor inserted in a current path connecting the negative electrode terminal of the secondary battery and the external negative electrode terminal;
A case in which the secondary battery, the positive electrode side contactor and the negative electrode side contactor are accommodated, and
In the specified installation state of the battery system, both the positive electrode side contactor and the negative electrode side contactor are arranged at a position higher than the secondary battery
One of the said positive side contactor and the said negative side contactor was designed by waterproof specification, The battery system characterized by the above-mentioned. 外部正極端子及び外部負極端子を備える電池システムであって、
正極端子及び負極端子を有する二次電池と、
前記二次電池の正極端子と前記外部正極端子とを結ぶ電流経路に挿入された正極側コンタクタと、
前記二次電池の負極端子と前記外部負極端子とを結ぶ電流経路に挿入された負極側コンタクタと、
前記二次電池、前記正極側コンタクタ及び前記負極側コンタクタが収納されるケースと、を備え、
本電池システムの規定の設置状態にて、前記正極側コンタクタ及び前記負極側コンタクタの両方が前記二次電池より高い位置に配置され、
本電源装置の規定の設置状態にて、前記正極側コンタクタ及び前記負極側コンタクタの一方は、凹部状の防水壁が上から被せられたことを特徴とする電池システム。 A battery system comprising an external positive terminal and an external negative terminal,
A secondary battery having a positive terminal and a negative terminal;
A positive electrode side contactor inserted in a current path connecting the positive electrode terminal of the secondary battery and the external positive electrode terminal;
A negative contactor inserted in a current path connecting the negative electrode terminal of the secondary battery and the external negative electrode terminal;
A case in which the secondary battery, the positive electrode side contactor and the negative electrode side contactor are accommodated, and
In the specified installation state of the battery system, both the positive electrode side contactor and the negative electrode side contactor are arranged at a position higher than the secondary battery,
One of the positive electrode side contactor and the negative electrode side contactor is covered with a recessed waterproof wall from above in a prescribed installation state of the power supply device. 前記正極側コンタクタ及び前記負極側コンタクタの一方に、プリチャージコンタクタが並列に接続され、
前記正極側コンタクタ及び前記負極側コンタクタの内、前記プリチャージコンタクタが接続されていないほうのコンタクタに、前記凹部状の防水壁が上から被せられたことを特徴とする請求項５に記載の電池システム。 A precharge contactor is connected in parallel to one of the positive electrode side contactor and the negative electrode side contactor,
6. The battery according to claim 5, wherein the recessed waterproof wall is covered from the top of the contactor to which the precharge contactor is not connected among the positive electrode side contactor and the negative electrode side contactor. system. 本電池システムの規定の設置状態にて、前記二次電池より高い位置に配置される前記正極側コンタクタ及び前記負極側コンタクタの少なくとも一方が、前記ケース内の中央部に配置されたことを特徴とする請求項１に記載の電池システム。   In the specified installation state of the battery system, at least one of the positive electrode side contactor and the negative electrode side contactor arranged at a position higher than the secondary battery is arranged at a central portion in the case. The battery system according to claim 1. 前記電池システムは、車両に搭載されることを特徴とする請求項１から７のいずれかに記載の電池システム。 The battery system, the battery system according to any of claims 1 to 7, characterized in that mounted on a vehicle.
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