WO2012062255A2

WO2012062255A2 - Inherently safe modular battery for accident-prone applications

Info

Publication number: WO2012062255A2
Application number: PCT/DE2011/001751
Authority: WO
Inventors: Manfred Baumgaertner
Original assignee: Voltabatterien Gmbh
Priority date: 2010-11-02
Filing date: 2011-09-20
Publication date: 2012-05-18
Also published as: DE102011113798A1; WO2012062255A3

Abstract

The invention relates to a battery, the components of which have no elevated and thus potentially hazardous voltages, for example above 36 or 48 V. The required high voltages, for example up to 750 V, and currents are provided only if there is a proper operating state. In the idle state or maintenance state and in the event of malfunctions or accidents, potentially hazardous voltages or currents are neither to be found at the battery output nor inside the battery.

Description

Intrinsically safe battery

title

Intrinsically safe modular battery for accident-prone applications.

Field of the invention

Powerful batteries with potentially hazardous voltages and currents are increasingly being used in applications where failure can often occur, e.g. in automobiles, trucks, mobile devices and machinery. Stationary applications may also require increased protection, e.g. Backup batteries of photovoltaic systems in the consumer environment. In these cases, it is necessary that in the event of a breakdown or accident, there are no unreasonable risks from the

In the automotive sector, the safety of the vehicle and the components in the event of a series production in complex crash tests must be demonstrated.

Description of the Related Art

The relevant dangers of powerful modern drive batteries are:

• Auto-ignition, explosion, release of toxic substances

• Accidental high voltage problem outside the battery, e.g. at

unprotected places in the automobile

• High voltage concerns on or in the battery.

Self-ignition, explosion or release of toxic substances may occur spontaneously, during charging, during power draw or after external influence, depending on the battery chemistry. Especially lithium ion batteries or lithium metal air or zinc air batteries are known for dangers of this kind, for example due to short circuits due to dendrite growth. Remedy can be provided by the selection of intrinsically safe battery chemistries, e.g. based on lithium iron phosphate electrodes or by using efficient separation membranes.

Modern traction batteries have voltages up to 750 volts and currents up to 200 A. In some cases even higher voltages or currents may be needed. In the case of an accident could be in all these designs high-current and

high-voltage contacts or cables are demolished, in turn Can stress components, which are also touched by the passengers or rescue workers. These dangers can usually be prevented by effective shutdown devices, eg shutdown contactors.

Nevertheless, it can happen that the battery itself is mechanically impaired or destroyed by an accident and thus the internal wiring can come into contact with accessible parts, for example the metal housing. Even in case of service high-voltage cables are accessible after opening the battery case. As a result, increased demands are placed on the service personnel and the equipment of the workshops.

This invention describes a battery that solves this problem, since their

Components outside the trouble-free operation can have no elevated and thus potentially dangerous voltages or currents. The needed high

Voltages and currents are only provided if they are scheduled

Operating condition is given. In all other cases, e.g. in the resting or maintenance state as well as in case of malfunctions or accidents, potentially dangerous voltages or currents can not be found either at the battery contacts or inside the battery.

Description of the invention

The battery according to the invention consists of an interconnection of individual modules, which themselves have only voltages below the danger threshold. By providing a two-stage battery management, a safety management system supplied with information by sensors and signal transmitters ensures that the modules are only switched on during normal operation and that only in this case can power be drawn. In the event of a fault, standby or maintenance, the power supply is switched off at the level of the battery modules so that dangerous voltages can not be present at any point in the battery.

The principle of the intrinsically safe battery according to the invention is based on the following procedure:

• The Central Battery Management Module sends a status signal, the "AH Clear Signal", at short intervals when properly operated.

Cells are in the ground state, i. if no signal is present, always off

• When the "All Clear Signal" is received, the modules will turn on and remain on as long as the "All Clear Signal" is present.

• By setting the "All Clear Signal", all modules immediately switch to non-conductive. Alternatively, a "Disconnecf" signal can be generated and distributed in the shutdown case, which causes the switching off of the switching modules.

This concept is realized by the following components

1. Battery modules

2. Switching modules

3. Local battery management modules

4. Central battery management module

5. Safety Management Modut

6. Internal battery sensors and signalers

7. External sensors and signalers

8. Central switch-off unit

The following are the mentioned single components of the intrinsically safe battery

described:

1. Battery modules

The energy of the battery is stored in single cells. One or more single cells are interconnected to battery modules.

Cells of different battery chemistries can be used to make the battery, e.g. Lithium-ion cells, lithium-iron-phosphate cells, other lithium-based electrode based cells, or redox systems, e.g. Zinc Luftzelien.

The individual cells thereby become battery modules in different ways

summarized. Figure 3 shows possible module versions. The smallest

Module unit consists of a single cell. Preferably, however, multiple cells are connected in series, so that appropriate module voltages can be generated.

For example, 10 or 12 lithium iron phosphate cells with a cell voltage of 3.2V can be connected in series to form a module, resulting in 32V or 38V modules. The individual lines can also be connected in parallel within a module, resulting in higher storage capacities or currents. Preferably, cells are both connected in series to achieve desired voltages, as well as connected in parallel to obtain desired currents or storage capacities. All combinations of series and rows are possible. The module voltage should be below a level that can be potentially dangerous when in contact, eg at 36 V or 48 V. Figures 1 and 2 show the structure of the battery. In each case a battery module is aggregated according to the invention with a switching module and a local battery management module to form a unit. These units are then connected in series. The

Module voltage multiplied by the number of units gives the battery voltage.

(Illustration 1). In addition, the selected rows can also be connected in parallel. (Figure 2).

2nd switching module

A characteristic of the battery according to the invention is the switching module which is assigned in each case to a battery module. The switching module is used to switch the relevant battery module on or off

Technically, the switching module consists of a control unit for signal generation and a switching component. As a switching component, a relay, a contactor or a circuit breaker, e.g. to serve a MOSFET. The control unit receives from the local battery management module a signal indicating the proper condition of the battery and the consumer

The Signa! is preferably given as a continuous pulse train. As long as the pulse train is received, the control unit generates the signal to energize the relay or the contactor. When equipped with a circuit breaker, it turns the MOSFET on and holds it on while the pulse signal is present.

Preferably, the switching module is implemented as a parallel circuit of a circuit breaker with a relay. When batteries with inductive loads are used, very high voltages occur during the switch-off process. This requires that high quality and therefore expensive contactors or relays are used. Alternatively, circuit breakers such as MOSFETs can be used. However, MOSFETs with correspondingly high reverse voltages still have quite high internal resistance, so due to the

Voltage drop relatively high losses occur. In this respect, preferably one

Schaiteinheit selected in which a relay and a MOSFET are connected in parallel. In the conducting state, the current mainly flows through the relay due to the very low internal resistance. During the switching process, the relay is now switched off first and very shortly thereafter the MOSFET. In this way, the relay is not burdened with increased cut-off voltages and can thus be relatively small and inexpensive dimensioned. The MOSFET is kept conducting for a few milliseconds by turning off the gate is briefly supplied from a turn-off delay, preferably by a capacitor is discharged after switching off the hold signal.

Alternatively, the shutdown module can be switched on only for part of the battery modules connected in series. In parallel circuits, single row can be shut down or switched on without the whole battery is de-energized. Thus, e.g. Reserve circuits are realized, which correspond to the reserve tank in the classic motor vehicle.

3. Local battery management module

The local battery management modules have the following classical tasks in the interest of a cycle-conserving current drain and cycle-conserving charge:

• load management

• Balancing the lines.

Active or passive systems can be used.

Furthermore, the local battery management modules acquire data from in the associated battery modules, such as the battery modules. Voltages or currents. In addition, they process signals from battery integrated sensors, e.g. the battery module temperature or injury or tampering with the module housing.

The data described are forwarded from the Local Battery Management Module to the Central Battery Management Module, forwarded by the latter to the Security Management Module and processed there.

In addition, the local battery management modules according to the invention have the task to process the "all-clear" and "Disconnecf signal, which is provided by the safety management via the central battery management available, and forward the switching signal to the associated Scha! Tmodui.

The switching modules can alternatively also be controlled directly by the central battery management.

4. Central battery management module

The central battery management has the following classic tasks:

• Cell protection against overvoltage, over-discharge, temperature • Charging accounts

• load management

• Determining the state of charge

• Determination of cell health

• Recording the battery history

• Authentication and identification

• communication.

The central battery management module according to the invention has the following

Tasks:

• Provision of the All-Clear signal from the security management to the Local Battery Management Modules

• Processing of the disconnect signal from the safety management, if necessary distribution to the local battery management modules.

The communication between the central battery management module, the

Safety Management Module and the Local Battery Management Modules are on a shared data line. These components are used as e.g. to address a CA N-Bus system.

5. Security management module

The safety management module collects and analyzes the data from battery-powered and - external signalers, data sources and sensors. On the basis of the signal position, the module checks whether a correct operating state is present. It also checks whether the battery should receive power, whether power should be fed back or whether the battery should be charged.

Only in the event that both a proper condition and one of the three operations mentioned is present, the security management module gives a release signal, the so-called "AI! Clear Signal. "The" AU Clear Signal "is preferably a pulse train that is continuously transmitted as long as the proper operating state continues and an operation is performed.

If signals are received from the internal or external signalers or sensors that indicate a fault or accident, eg from the airbag or the Molded Interconnect Device (MID) of the battery, the safety management system outputs a disconnect signal indicating the transmission of the all-clear signal. Signal immediately terminated This means that all switching modules immediately interrupt the current flow. Alternatively, the transmission of the "AH Clear signal" can be set in the event of a fault.

6. Battery Intake Sensors and Signalers

In addition to the measurement of voltage and current, battery-internal sensors can monitor the temperature in the battery module as well as other data, e.g. to the integrity of the

Capture module housing.

To do this, the warning signal is generated using a Molded Interconnect Device (MID). Molded interconnect devices are electronic components in which metal interconnects are injection-molded

Plastic carrier are applied. A MID structure is applied to the surface of the module housing, small current flows or capacitances are created and monitored. A destruction of the housing produces a change which is output as a signal.

The battery internal sensors are preferably connected to the local battery management modules. These detect the signals and pass them on to the central battery management. Security relevant data becomes the

Security Management module forwarded.

7. External sensors and signalers

Signals from external signal transmitters and sensors as well as safety-related data from the vehicle control system are transferred to the safety management system, preferably via CAN bus. Examples are:

• Electricity demand: accelerator pedal operation

• Request charging mode: plug contact charging cable

• Alarm: trigger the airbag.

8. Central switch-off unit

The central disconnection unit usually consists of a main contactor, which separates both phases. Alternatively, the concepts of the switching modules can be used. The central switch-off unit is controlled by the central battery management system.

Alternatively, a cascading system can be used, in which first the main contactor is de-energized and then in quick succession the switching modules. In this case, simpler relays can be used to insulate the modules. All modules can be physically separated as single-component components or can be understood as logical modules that are integrated units

be summarized. In particular, the safety management and the central battery management module can be advantageously combined in a single unit. The battery modules can preferably be assembled together with the switching module and the local battery management module in each case in a housing.

Constructive design

The housing of the overall battery may preferably be designed as a stable frame construction - e.g. in the manner of a drawer cabinet - with internal guide rails. On the guide rails, the battery modules are inserted in their own housing one behind the other in the compartments of the frame construction.

On the front of the battery module housing are preferably

Connections (femafe) for current (one pole), data and cooling (supply) which, when inserted into corresponding counter connections (male) in the back wall of the

Coupling of the entire battery housing.

On the back of the battery modules are located at the same positions

corresponding connections (male) for current (the other pole), data and cooling (derivative). As a result, several modules can be inserted one behind the other and connected to each other.

The front cover contains at the assigned positions of the compartments female contacts for power and cooling, which couple when closing the lid. So will the

Connections of the complete battery made and a release can be made as described. Instead of a front cover and the individual compartments can be closed with individual lids or the fan rows are each closed with a lid. In this way, the maintenance of the battery can be made in a very simple manner or individual modules or the entire set of modules can be replaced. In any case, contact with parts that could potentially have dangerous voltages is excluded. The housing cover can preferably be made in ABS, GRP or PU sandwich with foam liner or as aluminum sandwich. Optionally, the MI D system can be applied to it.

Claims

claims

1. A modular battery

characterized,

that this consists of a series and parallel connection of battery modules, each of which can be switched on and off individually.

2. A modular battery IL claim 1,

characterized,

that, when operated properly, the central battery management module continuously transmits a status signal at short intervals which turns on and keeps on the battery modules

3. A modular battery It. Claim 1,

characterized,

that a safety management module continuously evaluates sensor and signal transmitter data and when the proper operating state is established

Battery management module authorizes to continuously send a status signal at short intervals, which turns on the battery modules and keeps them on.

4. A modular battery It. Claim 1,

characterized,

the safety management module continuously evaluates the sensor and signal transmitter data and, if a fault has been detected, prevents the transmission of the status signal, which leads to a shutdown of the battery modules.

5. A Modular Battery It is Claim 1,

characterized,

that it consists of several battery modules, each connected to a switching module and a local battery management module, which are controlled by a central battery management module in conjunction with a safety management module, based on signals from in-battery sensors and auto switches as well as external sensors and signalers.

6. A Modular Battery It is Claim 5,

characterized, that in each case the switching modules and local battery management modules are combined into one unit.

7. A modular battery It claim 5,

characterized,

that in each case a battery module, the associated switching module and the local

Battery management module to be combined into a unit in its own housing.

8. A modular battery It. Claim 5,

characterized,

that the battery modules are combined in a battery together.

9. A Modular Battery It is Claim 1,

characterized,

that this consists of battery modules which in turn consist of a cell.

10. A Modular Battery It is Claim 1,

characterized,

this consists of battery modules, which in turn consist of any number of cells connected in series, whereby care must be taken that the module voltage does not exceed a potentially dangerous level of 50 V.

11. A Modular Battery It is Claim 1,

characterized,

that this consists of battery modules, which in turn consist of any number of cells that are connected in parallel.

12. A Modular Battery It Claim 1,

characterized,

that this consists of battery modules which in turn consist of any number of cells that are connected in parallel and in series.

13. A Modular Battery It Claim 1,

characterized,

that each battery module is connected to a switching module constructed from a relay that can switch the battery module on and off.

14. A modular battery IL claim 1,

characterized,

that each battery Ivlodul is connected to a built-up of a contactor switching module that can turn on and off the battery module.

15. A modular battery IL claim 1,

characterized,

in that each battery module is connected to a switching module constructed from a circuit breaker which can switch the battery module on and off.

16. A modular battery IL claim 15,

characterized,

that each battery module is connected to a built-up of a circuit breaker in the form of a MOSFET switching module, which can turn on and off the battery module.

17. A Modular Battery It. Claim 1,

characterized,

that each battery module is connected to a switching module that can turn on and off the battery module and this is composed of a parallel-acting relay and circuit breaker. 8. A modular battery IL claim 17,

characterized,

that each battery module is connected to a switching module that can turn on and off the battery module and this is composed of a parallel-acting relay and circuit breaker in the design of a MOSFET.

19. A modular battery IL claim 1,

characterized,

that a functional executed in the form of a Molded Interconnect Device

Housing surface generates a warning signal in case of injury and destruction, which is fed to the safety management module for further processing.

20. A modular battery IL claim,

characterized, that this consists of a Serienschaitung of battery modules, which can be switched on and off individually.

21. A Modular Battery It is Claim 20,

characterized,

22. A modular battery IL claim 20,

characterized,

The battery management module authorizes continuously to send a status signal at short intervals, which turns on the battery modules and keeps them on.

23. A modular battery It. Claim 20,

characterized,

24. A modular battery It. Claim 20,

characterized,

25. A modular battery IL claim 24,

characterized,

that in each case the switching modules and local battery management modules are combined into one unit.

26. A modular battery IL claim 24,

characterized, that in each case a battery module, the associated switching module and the local battery management module are combined into a unit in its own housing.

27. A Modular Battery It is Claim 24,

characterized,

that the battery modules are combined in a battery together.

28. A Modular Battery It is Claim 20,

characterized,

that this consists of battery modules, which in turn consist of a cell.

29. A modular battery IL claim 20,

characterized,

this consists of battery modules, which in turn consist of any number of cells, which are connected in series, whereby it is to be ensured that the module voltage does not exceed a potentially dangerous level of 50 V.

30. A modular battery It. Claim 20,

characterized,

31. A Modular Battery It is Claim 20,

characterized,

that this consists of battery modules, which in turn consist of any number of cells that are connected in parallel and in series.

32. A Modular Battery It is Claim 20,

characterized,

33. A modular battery according to claim 20,

characterized,

each battery module is connected to a contactor-mounted switching module that can turn the battery module on and off.

34. A Modular Battery It is Claim 20,

characterized,

35. A modular battery IL claim 34,

characterized,

each battery module is connected to a switching module constructed from a circuit breaker in the design of a MOSFET, which can switch the battery module on and off,

36. A modular battery according to claim 20,

characterized,

that each battery module is connected to a switching module that can turn on and off the battery module and this is composed of a parallel-acting relay and circuit breaker.

37. A modular battery It. Claim 36,

characterized,

38. A Modular Battery It is Claim 20,

characterized,

that a functional executed in the form of a Molded Interconnect Device

39. A Modular Battery It. Claim 1,

characterized,

that a battery module together with the associated switching module and local

Battery management module is installed in a housing, which is inserted on guide rails, a total battery housing and has on the front and back in the same position in each case a contact for power, data and cooling.

40. A modular battery It claim 39, characterized,

that a plurality of battery module housing are inserted one behind the other into the overall battery housing and thereby connected by the located on the front and back at the same position contacts for power, data and cooling each other.

41. A Moduiare Batterie It. Claim 20,

characterized,

a battery module together with the associated switching module and local battery management module is installed in a housing, which is pushed onto guide rails, an overall battery housing and has on the front and back in the same position in each case a contact for power, data and cooling ,

42. A Modular Battery It. Claim 41,

characterized,