JP5435721B2 - Safety device for battery temperature control system - Google Patents

Description

  The present invention relates to a safety device for a battery temperature control system installed in an electric vehicle or a hybrid electric vehicle.

Electric vehicles (hereinafter referred to as “EV”) and hybrid electric vehicles (Hybrid)
The electric vehicle (hereinafter referred to as “HEV”) is equipped with a large number of batteries and holds electric power for driving a motor for driving the vehicle. A temperature adjusting device is attached to these batteries for the purpose of removing heat generated from the battery itself at the time of charging the battery and maintaining a temperature range in which electric power can be efficiently obtained.

  In addition to replenishing power when the battery's retained power is low due to running of the vehicle, the battery is charged and heat generation is desired to be removed. There is storage of energy). Conversely, when the thermal environment around the vehicle is low, such as in winter, there are situations where it is desired to heat the battery so as to obtain electric power efficiently during traveling. As described above, it is desirable that the temperature adjustment device is configured so that it can function not only when the vehicle is stopped, such as when the battery power is replenished, but also when the vehicle is running.

  By the way, the amount of charge per unit time at the time of power supplementation tends to increase due to the demand for shortening the power supplement time in addition to the increase in the amount of power retained for the request of extending the travel distance. As a result, the amount of heat generated from the battery during charging increases, the battery becomes hot, the charging efficiency decreases, and the life of the battery is shortened. It has been demanded.

  As this type of battery temperature control device, a water-cooled type and an air-cooled type are known. From the viewpoint of obtaining a large amount of heat exchange per unit time with the battery, interest in the water-cooled type cooling device is increasing. (Refer to Patent Document 1 described later as a water-cooled type). In addition to the water cooling type and the air cooling type, a system using a refrigerant such as a refrigeration cycle or a heat pump cycle for an air conditioner has been proposed. However, the battery and its temperature control device are required to be easily replaced in order to cope with the deterioration and failure of the battery. However, the replacement work of the refrigerant is complicated, and if it is collected and leaked during replacement, the environment can be destroyed. Therefore, the refrigerant utilization system is not generally used.

  In addition, lithium-based, nickel-hydrogen-based, sodium-sulfur storage batteries, and the like have been developed as traveling batteries, but these batteries are different from conventional batteries for internal combustion engines, for example, those with specifications of 100 V or 350 V are used. In the unlikely event that an accident occurs in EV or HEV, it is essential to prevent electric shock so that passengers and rescuers do not get electric shock.

  Conventionally, as a measure for preventing an electric shock as described above, the impact at the time of a vehicle collision is sensed, the battery circuit is cut off or the wiring of the battery circuit is changed to lower the voltage, the impact at the time of the vehicle crash is sensed, and the battery In order to prevent the scattering of the electrolyte due to damage to the battery itself, a coolant, neutralizing agent, absorbent, digestive agent, etc., is sprayed toward the battery (the latter patent document is described later) 2).

JP 7-105988 A Japanese Patent Laid-Open No. 9-074603

  However, in the above-described prior art, the battery cooling device is damaged due to the impact of the EV or HEV vehicle collision, and the battery electrolyte or chemicals are scattered and infiltrated between the battery terminals to be conducted. It has been difficult to avoid problems derived from the liquid use system of the water-cooled cooling device, such as electric shocks from passengers and rescuers.

  Accordingly, the present invention provides a safety device for a battery temperature control system for EVs and HEVs that can prevent electric shock due to conduction between battery terminals in the event of a vehicle collision in a liquid usage system of this type of battery cooling device. Is.

The invention described in the first claim of the present application is the first heat exchanging portion that fills the pipe 3 with a liquid heat medium and exchanges heat with the battery B using the heat medium when described with reference numerals used in the embodiments. 2, and a second heat exchange unit 20 having a second heat exchange unit 21 that radiates or cools the heat medium heat-exchanged by the first heat exchange unit 2. In the vehicle battery temperature control system,
An impact detection means 30 for detecting an impact at the time of a vehicle collision and generating an impact signal;
A compressed gas supply device 40 connected to the pipe 3 of the first heat exchange unit 1 and releasing compressed gas into the pipe when the impact signal is generated;
A discharge unit 4 connected to the pipe 3 of the first heat exchange unit 1 and provided so as to discharge the heat medium filled in the pipe out of the pipe;
When the impact detection means 30 detects an impact, the heat medium in the first heat exchange unit 2 is discharged out of the pipe from the discharge unit 4 by the compressed gas released from the compressed gas supply device 40. This is a safety device for the battery temperature control system.

  The invention described in claim 2 of the present application is that, in the invention of claim 1, the compressed gas supply device 40 is installed on the upstream side of the first heat exchange section 2, and the discharge section 4 is connected to the first heat exchange section. It is a safety device for a battery temperature control system installed on the downstream side of the heat exchange unit 2.

  According to the third aspect of the present invention, in the first aspect of the present invention, the discharge section 4 is a pressure valve that opens when the pressure in the pipe 3 exceeds a predetermined value. Is a safety device for a battery temperature control system that discharges water outside the pipe.

  According to a fourth aspect of the present invention, in the first aspect of the present invention, the discharge portion 4 is an electromagnetic valve that opens when the impact signal is generated, and the heat medium is piped by the opening operation. It is a safety device for the battery temperature control system that discharges outside.

  The invention described in claim 5 of the present application is that, in the invention of claim 1, the air communication port 3b is provided above the first heat exchange unit 1, and the opening / closing valve 6 for opening and closing the air communication port 3b is provided. Further, the discharge section 4 is provided at least below the first heat exchange section 2, and the on-off valve 6 is opened after a predetermined time has elapsed since the impact detection means 30 issued an impact signal. It is a safety device for the battery temperature control system.

  According to the first aspect of the present invention, regardless of whether the vehicle is stopped or traveling, the heat medium in the first heat exchange unit is released from the compressed gas supply device when the vehicle receives an impact. Since the compressed gas is discharged from the discharge part to the outside of the pipe, even if the EV or HEV system is damaged due to a collision accident or the like, there is no possibility that the heat medium leaks from the first heat exchange part. Therefore, it is possible to avoid an electric shock accident that may occur when the heat medium leaks at the first heat exchange section.

  According to the invention described in claim 2 of the present application, the compressed gas supply device is installed on the upstream side of the first heat exchange unit, and the discharge unit is installed on the downstream side of the first heat exchange unit. Residual heat medium can be eliminated as much as possible, and an electric shock accident can be avoided more reliably.

  According to the invention described in claim 3 of the present application, the heat medium is urged by the compressed gas released from the compressed gas supply device, so that the pressure in the pipe is increased. And if the pressure in piping exceeds a predetermined value, since a pressure valve will open, the heat medium in a 1st heat exchange part will be discharged | emitted from a discharge part out of piping. Thus, since the heat medium can be discharged out of the pipe only when the pressure in the pipe exceeds a predetermined value, the configuration and control can be simplified by omitting the opening / closing control mechanism of the discharge section.

  According to the invention described in claim 4 of the present application, when an impact signal is generated, the discharge part that is an electromagnetic valve opens and opens, so that the heat medium in the first heat exchange part is removed from the discharge part. It is discharged out of the piping. Thus, since the discharge part can be opened, the heat medium can be discharged more reliably.

  According to the invention described in claim 5 of the present application, even after the discharge operation by the compressed gas from the compressed gas supply device is performed, the remaining heat medium is caused by its own weight from the discharge section below the first heat exchange section. Flow down. That is, since the atmosphere communication port is provided in the pipe above the first heat exchange unit, air flows into the first heat exchange unit, that is, into the pipe, and the flow of the heat medium is promoted. Even if the heat medium remains in the discharge operation with the pressure gas from the compressed gas supply device, the remaining heat medium can be discharged, and an electric shock accident can be avoided more reliably.

  In the present invention, even if the system is damaged due to a collision accident or the like in this way, there is no heat medium in the first heat exchanging part, so there is no possibility of the heat medium leaking out. Can be avoided.

  Hereinafter, the present invention will be described based on illustrated embodiments. FIG. 1 is an overall configuration diagram showing a safety device of the temperature control system of the present example, and detects an impact at the time of a vehicle collision with the first heat exchange unit 1, the second heat exchange unit 20, and issues an impact signal. It is connected to the impact detection means 30, the compressed gas supply device 40 for releasing the compressed gas into the pipe 3 when an impact signal is generated, and the pipe 3 of the first heat exchange unit 1, and is urged by the compressed gas. And a discharge portion 4 provided so that the heat medium can be discharged out of the pipe.

  The first heat exchange unit 1 includes a first heat exchange unit 2 that fills a pipe 3 with a liquid heat medium and exchanges heat with the battery B using the heat medium. For example, water or antifreeze is used as the heat medium, but the heat medium is not particularly limited thereto. Because the heat medium is liquid, even if it is required to temporarily remove the heat medium of the first heat exchange unit at the same time as replacing the battery, the heat medium is less likely to vaporize into the atmosphere, making it easy and safe Can be replaced. The second heat exchange unit 20 includes a second heat exchange unit 21 that radiates or cools the heat medium exchanged by the first heat exchange unit 2.

  The first heat exchange unit 1 has a compressed gas supply device 40 connected to the upstream side of the first heat exchange unit 2, a discharge unit 4 provided on the downstream side of the first heat exchange unit 2, and a heat medium. A pump 5 that circulates in the pipe 3 is provided. In this example, the discharge unit 4 is provided below the first heat exchange unit 2.

  The second heat exchange unit 20 includes the second heat exchange unit 21 as described above, and includes a compressor 22 that compresses the refrigerant, and a condenser 23 that cools the refrigerant compressed by the compressor 22. And a decompressor 24a that decompresses and expands the refrigerant cooled by the condenser 23, and an evaporator 25 that evaporates the refrigerant decompressed by the decompressor 24a. The compressor 22 is driven by a motor (not shown). In addition, as the refrigerant used in the second heat exchange unit, chlorofluorocarbon, carbon dioxide, hydrocarbon, or the like is appropriately used.

  In FIG. 1, reference numeral 26 denotes a switching valve. By switching the switching valve 26, temperature control can be performed in the second heat exchange unit 21. Therefore, the temperature adjustment of the battery B can also be performed in the first heat exchanging unit 2 by this temperature adjustment, so that the battery temperature can be appropriately kept constant to increase the charge / discharge efficiency of the battery.

  For example, if the refrigerant discharged from the compressor 22 and passing through the condenser 23 is caused to flow to the second heat exchange unit 21 by the switching valve 26, the refrigerant is decompressed by the decompressor 24 b upstream of the second heat exchange unit 21. Then, it evaporates in the second heat exchanging portion 21 and cools the heat exchanging unit 1 and can return it to the compressor 22. Further, by appropriately changing the discharge amount of the refrigerant from the compressor 22 and the setting conditions of the decompressor 24b upstream of the second heat exchange unit 21, the first heat exchange unit 1 in the second heat exchange unit 21 is changed. The amount of cooling can be controlled.

  Moreover, you may distribute the refrigerant | coolant discharged from the compressor 22 via the condenser 23 to both the 2nd heat exchange part 21 and the evaporator 25 with the switching valve 26 as needed.

  As described above, the impact detection means 30 is an electronic control unit (hereinafter referred to as “ECU”) 31 serving as an impact detection means that detects an impact at the time of a vehicle collision and generates an impact signal, and is a microcomputer (CPU). ), A detection circuit of a sensor group 32 configured by a timer circuit, a memory, and the like for detecting the driving situation of the vehicle and the like. The sensor group 32 includes a collision detection sensor that detects a collision of the vehicle. The ECU 31 performs predetermined arithmetic processing based on this input signal, and in this example, is configured to output a control signal to the compressed gas supply device 40.

  The compressed gas supply device 40 includes, for example, a compressed gas cylinder, and is connected to the pipe 3 via an electromagnetic valve (not shown), and the normally closed electromagnetic valve is opened by a control signal from the ECU 31. And it is comprised so that compressed gas may be discharge | released in the piping 3. FIG.

  In the case of this example, the discharge unit 4 is constituted by a pressure valve that opens when the pressure in the pipe 3 exceeds a predetermined value (valve opening pressure threshold). And as above-mentioned, when compressed gas is discharge | released from the compressed gas supply apparatus 40 and the pressure in the piping 3 exceeds a valve opening pressure threshold value, the discharge part 4 will be open | released and a thermal medium will be discharged | emitted out of piping. . In the drawing, 3a is an opening of the pipe 3.

  In the safety device of the battery temperature control system of FIG. 1 configured as described above, when the impact detection means 30 detects an impact, it issues an impact signal to the compressed gas supply device 40. In this example, the ECU 31 outputs a control signal to the compressed gas supply device 40, and based on this, the compressed gas supply device 40 releases the compressed gas. When the compressed gas is filled in the pipe 3, the pressure in the pipe rapidly rises, and in particular, the heat medium in the first heat exchange section 2 on the downstream side is pressed and forcibly flows down from the discharge section 4 to the outside of the pipe. Will be discharged.

  Thus, when the vehicle receives an impact, the heat medium in the first heat exchange unit is discharged out of the pipe from the discharge unit by the compressed gas released from the compressed gas supply device. Even if the EV or HEV system is damaged due to, for example, there is no possibility that the heat medium leaks from the first heat exchanging part. Therefore, an electric shock that may occur when the heat medium leaks at the first heat exchanging part. Accidents can be avoided.

  In this example, the compressed gas supply device is installed on the upstream side of the first heat exchange unit, and the discharge unit is installed on the downstream side of the first heat exchange unit. Residue can be eliminated as much as possible, and an electric shock accident can be avoided more reliably.

  The safety device of the battery temperature control system shown in FIG. 2 is one in which the discharge unit 4 is configured with a solenoid valve. That is, the discharge unit 4 is an electromagnetic valve that opens when the impact signal is issued, and discharges the heat medium out of the piping by the opening operation.

  Therefore, in the example shown in FIG. 2, when an impact signal is generated, compressed gas is released from the compressed gas supply device, and the discharge unit 4 that is an electromagnetic valve is opened and opened, so that the first heat The heat medium in the exchange unit 2 is discharged from the discharge unit 4 to the outside of the pipe by compressed gas. Thereby, the electric shock accident which may arise when a heat medium leaks in a 1st heat exchange part like the previous example can be avoided.

  The safety device of the battery temperature control system shown in FIG. 3 and FIG. 4 is provided with an atmosphere communication port 3b in the pipe 3 above the first heat exchange unit 1 in addition to the device of FIG. An on-off valve 6 that opens and closes is provided. In addition, the same code | symbol is attached | subjected to the component which is common in the case of FIG.1 and FIG.2, and the detailed description is abbreviate | omitted below.

  In the safety device of the battery temperature control system of this example, the atmosphere communication port 3b is provided in the pipe 3 above the first heat exchange unit 1, and the on-off valve 6 uses an electromagnetic valve. The open / close valve is configured to open and close in response to a control signal from the ECU 31 as with the electromagnetic valve of the discharge unit 4.

  In this example, the on-off valve 6 is normally closed and opens after a predetermined time has elapsed since the impact detection means 30 issued an impact signal. In addition, the discharge part 4 is installed below the 1st heat exchange part 2 like the previous example.

  FIG. 5 is a flowchart of the operation of the safety device of this example. First, as shown in S10 of FIG. 5, the ECU 31 determines whether or not the vehicle has collided. This determination is made according to the presence or absence of various collision signals input to the ECU 31. When it is determined that the vehicle has not collided, the control process is terminated. On the other hand, when it is determined that the vehicle has collided, a compressed gas discharge command signal to the compressed gas supply device 40 is output (S11), and a discharge part opening command signal to the discharge part 4 is output (S12). At the same time, the timer circuit starts measuring time T1 (S13). The time T1 is a time set in advance in the ECU 31, and is set to any one of 10 to 30 seconds, for example.

  Then, the process proceeds to S14 to determine whether the time T1 has elapsed. When it is determined that the time T1 has not elapsed, the process returns to S14. On the other hand, when it is determined that the time T1 has elapsed, an on-off valve opening command signal to the on-off valve 6 is output (S15), and the on-off valve 6 is opened.

  As described above, since the air communication port 3b is provided in the pipe 3 above the first heat exchange unit 1, when the on-off valve 6 is opened, air flows into the first heat exchange unit, that is, into the pipe. Thus, the flow of the heat medium remaining in the first heat exchange section is promoted by its own weight.

  According to the safety device of this example, even after the operation of discharging the compressed gas from the compressed gas supply device, the remaining heat medium is promoted to flow down from the discharge portion due to its own weight, so that an electric shock accident can be more reliably performed. It can be avoided.

  As described above, according to the safety device of the battery temperature control system according to each embodiment, even if the system is damaged due to a collision accident or the like, there is no heat medium in the first heat exchange unit. Therefore, there is no possibility that the heat medium leaks out, and an electric shock accident can be avoided.

  The safety device of the battery temperature control system according to the present invention can be modified as appropriate in accordance with the object of the present invention in addition to the above examples. For example, if the vehicle is equipped with an air bag, the ECU as described above is usually used, so that the existing ECU can be used in the present invention.

  In the second heat exchange unit, the refrigerant discharged from the compressor 22 is allowed to flow to the second heat exchange unit and sequentially passes through the expansion valve 24b, the switching valve 26, and the condenser 23. You may heat the thermal refrigerant with which the inside of 1 heat exchange unit 1 is filled. The refrigerant discharge direction from the compressor 21 is switched by changing the operation direction of the compressor 21 itself in the reverse direction, or changing the arrangement of the compressor in the second heat exchange unit while keeping the operation direction of the compressor 21 constant. A well-known technique such as setting of a channel switching path (not shown) or the like can be applied.

  The present invention is suitable for a liquid use system in a battery temperature control device for EV or HEV.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is an overall configuration diagram showing a first specific example according to a safety device for a battery temperature control system according to the present invention. It is a whole block diagram which shows the 2nd specific example regarding the safety apparatus of the battery temperature control system which concerns on this invention. It is a whole block diagram which shows the 3rd example regarding the safety device of the battery temperature control system which concerns on this invention. It is a whole block diagram which shows the 3rd example regarding the safety device of the battery temperature control system which concerns on this invention. It is a figure which shows the flowchart of a 3rd specific example regarding the safety device of the battery temperature control system which concerns on this invention.

DESCRIPTION OF SYMBOLS 1 1st heat exchange unit 2 1st heat exchange part 3 Piping 3a Opening 3b Atmospheric communication port 4 Exhaust part 5 Pump 6 On-off valve 20 2nd heat exchange unit 21 2nd heat exchange part 22 Compressor 23 Condenser 24a Pressure reducer 24b Pressure reducer 25 Evaporator 26 Switching valve 30 Impact detection means 31 Electronic control unit (ECU)
32 Sensor group B Battery

Claims (5)

The first heat exchange unit including a first heat exchange unit that fills the pipe with a liquid heat medium and exchanges heat with the battery using the heat medium, and the heat medium exchanged with the first heat exchange unit are radiated or released. A temperature control system for a vehicle battery having a second heat exchange unit including a second heat exchange unit for cooling,
An impact detection means for detecting an impact at the time of a vehicle collision and generating an impact signal;
A compressed gas supply device that is connected to the pipe of the first heat exchange unit and releases compressed gas into the pipe when the impact signal is generated;
A discharge unit connected to the pipe of the first heat exchange unit and provided to be able to discharge the heat medium filled in the pipe to the outside of the pipe;
When the impact detection means detects an impact, the heat medium in the first heat exchange part is discharged from the discharge part to the outside by the compressed gas released from the compressed gas supply device. A battery temperature control system safety device.   2. The battery temperature according to claim 1, wherein the compressed gas supply device is installed on the upstream side of the first heat exchange unit, and the discharge unit is installed on the downstream side of the first heat exchange unit. System safety device.   2. The battery according to claim 1, wherein the discharge unit is a pressure valve that opens when the pressure in the pipe exceeds a predetermined value, and the heat medium is discharged outside the pipe by the opening operation. Safety device for temperature control system.   2. The battery temperature according to claim 1, wherein the discharge unit is an electromagnetic valve that opens when the impact signal is generated, and the heat medium is discharged outside the pipe by the opening operation. System safety device. An air communication port is provided above the first heat exchange unit, an on-off valve for opening and closing the air communication port is provided, and the exhaust unit is provided at least below the first heat exchange unit. 2. The safety device for a battery temperature control system according to claim 1, wherein the on-off valve is configured to open after a predetermined time has elapsed since the impact detection means issued an impact signal.

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