WO2023073976A1 - Module de batterie et circuit d'alimentation électrique de batterie - Google Patents

Module de batterie et circuit d'alimentation électrique de batterie Download PDF

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Publication number
WO2023073976A1
WO2023073976A1 PCT/JP2021/040207 JP2021040207W WO2023073976A1 WO 2023073976 A1 WO2023073976 A1 WO 2023073976A1 JP 2021040207 W JP2021040207 W JP 2021040207W WO 2023073976 A1 WO2023073976 A1 WO 2023073976A1
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WO
WIPO (PCT)
Prior art keywords
battery
battery module
current
discharge
drive
Prior art date
Application number
PCT/JP2021/040207
Other languages
English (en)
Japanese (ja)
Inventor
和征 榊原
Original Assignee
株式会社EViP
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 株式会社EViP filed Critical 株式会社EViP
Priority to PCT/JP2021/040207 priority Critical patent/WO2023073976A1/fr
Publication of WO2023073976A1 publication Critical patent/WO2023073976A1/fr

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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
    • 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
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/44—Methods for charging or discharging
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries

Definitions

  • the present invention relates to battery modules and battery power circuits.
  • lithium ion secondary batteries with high energy density are often used as battery power sources for driving motors of electric vehicles.
  • the present invention has been made in view of such a background, and aims to provide a technology capable of performing safe discharge control.
  • the main invention of the present invention for solving the above problems is a battery module, comprising a battery cell group composed of a plurality of lithium ion secondary battery cells, a discharge-only terminal, and a charge-only terminal.
  • the discharge current of the battery cell group is output from the dedicated terminal to the load through the unidirectional conduction breaking element, while current is not input from the outside via the dedicated discharge terminal.
  • safe discharge control can be performed.
  • FIG. 2 is a circuit block diagram showing an outline of the configuration of a battery module 2;
  • FIG. 2 is a circuit block diagram showing the outline of the configuration of the battery power supply circuit 100;
  • FIG. 2 is a circuit block diagram showing a schematic configuration of a battery power supply circuit 200;
  • FIG. 2 is a circuit block diagram showing the state of external short-circuit current flowing between two battery modules 2 each including at least one lithium-ion secondary battery cell that is internally short-circuited.
  • 2 is a circuit block diagram showing an outline of the configuration of a battery module 20;
  • FIG. 3 is a circuit block diagram showing an outline of the configuration of a battery power supply circuit 300;
  • FIG. 3 is a flow chart diagram showing an outline of control of a main controller 12 of a battery power supply circuit 300;
  • FIG. 3 is a flowchart diagram showing an outline of control of a module controller 31 of a battery module 20;
  • the battery module 2 has a battery cell group 1H with a high voltage rating, in which a plurality of lithium ion secondary battery cells are connected in series, is used as an energization interrupting element for outputting or stopping the discharge voltage. is connected to terminal 7 through FET4 and FET5 connected in series.
  • the module controller 30 detects the voltage of at least one lithium-ion secondary battery cell of the battery cell group 1H or the voltage appearing across the shunt resistor 6, that is, the current of the battery cell group 1H, and uses the detection results to Accordingly, the FET4 and FET5 are turned on or off to control the output or stop of the discharge voltage of the battery cell group 1H from the terminal 7.
  • the module controller 30 turns on or off the FET4 and FET5 according to instructions from the outside using the insulated communication line 13 (not shown in detail).
  • the battery power supply circuit 100 includes, for example, three battery modules 2 connected in series via terminals 7 to form two battery module groups. is applied to the three-phase inverter circuit 10 .
  • the three-phase inverter circuit 10 converts the input DC voltage into a three-phase AC voltage and outputs it to drive a three-phase motor 11 .
  • the main controller 12 communicates with the battery module 2 using the insulated communication line 13 to transmit and receive information regarding control of the battery module 2 .
  • a lead-acid battery 15 as a backup power supply is connected to the battery module group 2 via a charging circuit 8, and the FET4 and FET5 of all the battery modules 2 of the battery module group 2 are turned on to turn on the battery module group 2.
  • the FET4 and FET5 of all the battery modules 2 in the battery module 2 group are turned off and the battery module 2
  • the constant voltage source 14 is generated via the regulator 9 to supply the main controller 12 and the three-phase inverter circuit 10 with power for restarting them.
  • the FETs 4 and 5 of all the battery modules 2 are turned off so that the three-phase inverter circuit 10 cannot receive power from the battery module 2 group.
  • the three-phase inverter circuit 10 uses the power of the lead storage battery 15 via the constant voltage source 14 to restart.
  • the battery power supply circuit 200 replaces the battery module 2 of the battery power supply circuit 100 with a driving battery module 2a having the same internal configuration as the battery module 2, It has the same configuration as that replaced by the spare battery module 2b having the same internal configuration as the drive battery module 2a.
  • the FET4 and FET5 in the battery module 2R are turned off to stop the discharge of the external short-circuit current.
  • the battery module 2L operates in conjunction with the battery module 2R to turn off the FET4 and FET5 therein. Even if the FET 4 is turned off while the FET 5 in the battery module 2L remains in the ON state, the internal short-circuited battery cell is included in the internal short-circuited battery cell through the parasitic diode of the FET 4 as indicated by the thick line arrow 8.
  • the external short-circuit current flows into the battery cell group 1H.
  • the FET 4 regardless of whether the FET 4 is on or off, the abnormal heat generated at the internal short-circuit point is superimposed on the abnormal heat generated due to the inflow of the external short-circuit current, resulting in thermal runaway.
  • the FETs 4 and 5 in the two battery modules 2 turn off from the moment the external short-circuit starts in the battery module 2R. Even if the time lag until the second operation is short, the lithium ion secondary battery cell will ignite with a high probability.
  • the battery module 20 connects the battery cell group 1H to the charging-only terminal 7 via the FET 5 as a current-disconnecting element that passes or interrupts the charging current, and passes the current only in the discharging direction, A current is input from the outside, that is, it is connected to the discharge-only terminal 8 via a diode 60 that does not conduct electricity in the charging direction.
  • An FET 40 and a resistor 70 connected in series at a position that bypasses the diode 60 are connected in parallel, and an FET 50 is connected in series with the diode 60 for use in controlling current output or cutoff from the discharge-only terminal 8, Furthermore, an FET 80 is connected in parallel at a position bypassing the resistor 70 .
  • the diode 60 and the FET 40 inhibit current from flowing into the battery cell group 1 via the . That is, the diode 60 and one set of the FETs 40 to 80 function as a unidirectional current breaking element.
  • the amount of heat generated during discharge of the battery module 2 is mainly based on the state in which the discharge current flows through the two FETs connected in series. , the discharge current is divided respectively, and if the discharge current value is the same, the heat generation of the battery module 20 is suppressed more than the heat generation of the battery module 2, and the cost increase related to heat generation countermeasures can be suppressed.
  • the FETs 40 to 80 in all battery modules 20 in the battery power supply circuit 200 in accordance with a flow chart to be described later, at least two electric vehicle collision accidents as described in FIG. With regard to the flow of external short-circuit current into the internally short-circuited lithium ion secondary battery cells between the battery modules 20 of the This is effective in steadily preventing each other with a high redundancy of prohibition of input of .
  • diode 60 and the FETs 40 to 80 as the unidirectional conduction/interruption element can be replaced with one thyristor.
  • the discharge current of the battery cell group 1H for supplying power to the three-phase inverter circuit 10 is discharged by the FET 50, the diode 60, and the Output from the discharge-only terminal 8 via FET 40 and FET 80 .
  • the discharge current does not pass through the path through which the resistor 70 intervenes, but flows through the path bypassed by the FET 80 and the FET 50 .
  • the diode 60 and the FETs 40 and 80 in the drive battery module 20a prohibit the input of current from the discharge-only terminal 8.
  • the spare battery module 20b when all of the FETs 40 to 80 are turned off in accordance with a flowchart to be described later, the input of current from the discharge-only terminal 8 is prohibited in the same manner as described above.
  • a relatively small discharge current can be output from the discharge-only terminal 8 via the diode and resistor 70 . This prevents an external short-circuit current from flowing into the spare battery module 20b containing the lithium-ion secondary battery cell with the internal short circuit between at least two battery modules 20 in the event of a collision accident of an electric vehicle as described in FIG.
  • the three-phase inverter circuit 20 and the main controller 12, which will be described later, are connected via the parasitic diode and resistor 70 of the FET 40 in the off state in the spare battery module 20b, which has not been deformed due to the collision, and the discharge-only terminal 8. Supply power to restart.
  • the battery power supply circuit 300 connects the drive battery module 2a group to the battery module 20 and the three drive battery modules 20a having the same internal configuration as the battery module 20 to the discharge terminal 8.
  • the three-phase inverter circuit 10 is restarted when the power supply from the drive battery module 20a group to the three-phase inverter circuit 10 is stopped.
  • the spare battery module 2b for use as a backup power supply for the above-described battery module 20 is replaced with a spare battery module 20b having the same internal configuration as the battery module 20.
  • the acceleration sensor 120 is connected to the main controller 12 and used by the main controller 12 to detect a collision accident of the electric vehicle.
  • Step 101 the main controller 12 of the battery power supply circuit 300 communicates with the driving battery modules 20a using the insulated communication line 13, detects whether or not all the driving battery modules 20a are capable of discharging, and If it is determined that it can be discharged, the process proceeds to Step 102, all of the FETs 40 to 80 in all the drive battery modules 20a are turned on, and power is supplied from the drive battery module 20a group to the three-phase inverter circuit 10. On the other hand, if not, it loops at Step 101 .
  • Step 103 the main controller 12 detects acceleration using the acceleration sensor 120, detects whether the acceleration exceeds a predetermined value, or detects whether the rate of change in acceleration exceeds a predetermined value.
  • Step 105 all drive battery modules 20, that is, all drive All of the FETs 40 to 80 in the battery module 20a and the spare battery module 20b are turned off, and at least two battery modules 20 out of all the drive battery modules 20a and spare battery modules 20b described with reference to FIG. While prohibiting the flow of the external short-circuit current into the lithium-ion secondary battery cell with the internal short-circuit between them, otherwise, the process proceeds to Step 104 .
  • Step 105 all of the FETs 40 to 80 in all the battery modules 20a of the drive battery module 20a group are turned off. , and there is no high voltage in the front drive battery module 20a group.
  • Step 106 the main controller 12 detects whether or not there is a request to restart the electric vehicle according to the operation of the crew member or the mechanic. While controlling according to the subsequent sequence, if not, the sequence ends.
  • Step 105 the main controller 12 continues to receive power supply from the spare battery module 20b and becomes operable.
  • Step 201 the module controller 31 of the battery module 20a detects whether the voltage of the battery cell group 1H is normal or detects the temperature of the battery cell group 1H using a temperature sensor (not shown). If it is determined that the voltage is normal and the temperature is normal, the process proceeds to Step 202, using the insulated communication line 13, A discharge enable signal indicating that the battery module 20 is in a dischargeable state is transmitted to the main controller 12 . The discharge enable signal is processed in Step 101 under the control of the main controller 12 described above.
  • Step 203 the output request signal indicating the discharge voltage output request in Step 102 from the main controller 12 using the insulating communication line 13
  • the module controller 31 proceeds to Step 204, and all of the FETs 40 to 80 is turned on, otherwise, loop in step 203 to wait for the output request signal.
  • Step 204 under the control of the main controller 12 described above, all drive battery modules 20a output their discharge voltages, and electric power for driving the electric vehicle is supplied to the three-phase inverter circuit 10 and the three-phase motor 11. be.
  • Step 205 the module controller 31 determines whether or not the voltage of at least one lithium-ion secondary battery cell in the battery cell group 1H is below a predetermined value indicating that the remaining capacity is 0%. It is detected whether or not the discharge current of the battery cell group 1H exceeds a predetermined value that is an overcurrent that affects reliability, and the voltage of the lithium ion secondary battery cell has fallen below the predetermined value, or the If it is determined that the discharge current value of the battery cell group exceeds the predetermined value, the process proceeds to Step 207, all of the FETs 40 to 80 are turned off, and the discharge from the dedicated discharge terminal 8 is turned off.
  • the module controller 31 transmits to the main controller 13 a discharge stop signal indicating that it has stopped outputting the discharge current by its own judgment.
  • the battery power supply circuit 300 can solve both the first to third problems with high redundancy while suppressing cost increases.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Manufacturing & Machinery (AREA)
  • Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Electrochemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Secondary Cells (AREA)

Abstract

Le problème décrit par la présente invention est de permettre une commande sûre de décharge électrique. La solution selon l'invention porte sur un module de batterie caractérisé en ce qu'il comprend : un groupe d'éléments de batterie formé à partir d'une pluralité d'éléments de batterie secondaire au lithium-ion ; une borne de décharge dédiée ; et une borne de charge dédiée, le courant de décharge provenant du groupe d'éléments de batterie étant délivré à une charge à partir de la borne de décharge dédiée par l'intermédiaire d'un élément d'application/interruption de courant unidirectionnel et le courant n'étant pas entré depuis l'extérieur par l'intermédiaire de la borne de décharge dédiée.
PCT/JP2021/040207 2021-11-01 2021-11-01 Module de batterie et circuit d'alimentation électrique de batterie WO2023073976A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/JP2021/040207 WO2023073976A1 (fr) 2021-11-01 2021-11-01 Module de batterie et circuit d'alimentation électrique de batterie

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2021/040207 WO2023073976A1 (fr) 2021-11-01 2021-11-01 Module de batterie et circuit d'alimentation électrique de batterie

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WO2023073976A1 true WO2023073976A1 (fr) 2023-05-04

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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005168215A (ja) * 2003-12-03 2005-06-23 Matsushita Electric Ind Co Ltd 電池パック及び電気装置
JP2009106007A (ja) * 2007-10-19 2009-05-14 Panasonic Corp 電池パック、及び電池システム
JP2019088121A (ja) * 2017-11-08 2019-06-06 矢崎総業株式会社 半導体リレー制御装置

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005168215A (ja) * 2003-12-03 2005-06-23 Matsushita Electric Ind Co Ltd 電池パック及び電気装置
JP2009106007A (ja) * 2007-10-19 2009-05-14 Panasonic Corp 電池パック、及び電池システム
JP2019088121A (ja) * 2017-11-08 2019-06-06 矢崎総業株式会社 半導体リレー制御装置

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