An exhaust treatment device and method

Abstract

The application provides an exhaust treatment device and method applied to a vehicle, wherein the exhaust treatment device further comprises a battery assembly arranged on a vehicle frame of the vehicle, the battery assembly comprising a battery pack and an explosion-proof valve arranged on one side of the battery pack; an air inlet assembly is arranged on the vehicle frame and located on one side of the battery assembly, the air inlet assembly comprising an air inlet mechanism, a compression mechanism, a cooling mechanism and a gas storage mechanism; the air inlet mechanism is connected to the battery pack through the explosion-proof valve; the compression mechanism is connected to the air inlet mechanism; and the cooling mechanism is connected to the compression mechanism and the gas storage mechanism respectively. The application draws the gas generated by thermal runaway in the battery pack through the compression mechanism, thereby reducing the exhaust resistance of the battery pack compared with positive pressure exhaust, improving the exhaust efficiency of the battery pack, avoiding high pressure or hot gas gathering in the battery pack, and storing the hot gas in the battery pack through the air inlet mechanism filtering and the cooling mechanism cooling, thereby avoiding ignition of the vehicle or surrounding property by high-temperature gas and improving the safety of the vehicle.

Description

Technical Field

[0001] This invention relates to the field of electric vehicle technology, and in particular to an exhaust treatment device and method. Background Technology

[0002] In recent years, new energy vehicles have developed rapidly. Electric vehicles, which rely on batteries as their driving energy, have the advantages of zero emissions and low noise. As the market share and usage frequency of electric vehicles are increasing, electric commercial vehicles, such as electric heavy-duty trucks and electric light-duty trucks, are also gradually appearing in their respective application scenarios.

[0003] In existing technologies, electric vehicles are typically equipped with battery packs consisting of multiple cells. The ternary lithium-ion cells or lithium iron phosphate cells used in mainstream electric vehicles both have certain risks of thermal runaway. During charging and driving, the cells may overheat, be subjected to severe impacts or compression, and further trigger thermal runaway. Thermal runaway of the cells is accompanied by the release of a large amount of high-temperature gas, which is discharged from the explosion-proof valve of the battery pack. The exhaust gas emitted by thermal runaway of the cells may include flammable gases, such as CO, H2, methane, ethylene, etc. When high-temperature flammable gases are released to the outside of the battery pack and mix with air, they may burn or explode. The exhaust gas emitted by thermal runaway of the cells may also include particulate matter and toxic fumes mixed with unburned electrolyte. Direct emission into the atmosphere will pollute the environment or further poison humans and animals. Summary of the Invention

[0004] Therefore, the purpose of this invention is to provide an exhaust gas treatment device and method to at least overcome the shortcomings of the prior art.

[0005] On the one hand, the present invention provides the following technical solution: an exhaust treatment device applied to a vehicle, comprising;

[0006] A battery assembly is mounted on the vehicle frame, the battery assembly including a battery pack and an explosion-proof valve located on one side of the battery pack;

[0007] An air intake assembly is mounted on the vehicle frame and located on one side of the battery assembly. The air intake assembly includes an air intake mechanism, a compression mechanism, a cooling mechanism, and an air storage mechanism. The air intake mechanism is connected to the battery pack through the explosion-proof valve. The compression mechanism is connected to the air intake mechanism. The cooling mechanism is connected to both the compression mechanism and the air storage mechanism.

[0008] The air intake mechanism includes an air intake device, a first pipeline, and a second pipeline. The air intake device is connected to the explosion-proof valve through the first pipeline, and the air intake device is connected to the compression mechanism through the second pipeline.

[0009] The air intake mechanism extracts the hot gas generated by the thermal runaway of the battery pack, compresses the hot gas through the compression mechanism, and introduces it into the cooling mechanism. The cooling mechanism performs air heat exchange on the hot gas to turn it into cold gas, and then introduces the cold gas into the gas storage mechanism for storage.

[0010] The gas storage mechanism includes a gas storage device and a fifth pipeline. The fifth pipeline is connected to the gas storage device, and a braking device is provided at the end of the fifth pipeline away from the gas storage device.

[0011] The exhaust device further includes an exhaust treatment method, the method comprising:

[0012] Real-time monitoring of hot gas pressure inside the battery pack;

[0013] The pressure of the hot gas inside the battery pack is compared with the external atmospheric pressure. If the gas pressure inside the battery pack is greater than the external atmospheric pressure, the hot gas inside the battery pack is released to reduce the pressure inside the battery pack.

[0014] The hot gas inside the battery pack is drawn out to allow it to be released quickly.

[0015] The extracted hot gas is filtered and cooled to convert it into cold gas, and the cold gas is then stored.

[0016] The filtration process involves using a conversion agent and a catalyst to filter the hot gas.

[0017] Compared with the prior art, the beneficial effects of the present invention are: by using a compression mechanism to draw in the gas generated by thermal runaway inside the battery pack, the exhaust resistance of the battery pack is reduced compared with positive pressure exhaust, the exhaust efficiency of the battery pack is improved, and the high pressure or hot gas accumulation inside the battery pack is avoided. Furthermore, the hot gas inside the battery pack is filtered by the air intake mechanism, cooled by the cooling mechanism, and finally stored in the gas storage mechanism, which prevents the vehicle or surrounding property from being ignited by the high-temperature gas, and also avoids the hot gas from polluting the environment or causing other secondary disasters, thereby improving the safety of the vehicle.

[0018] Furthermore, the air intake device includes a housing, an air inlet, an air valve, a first filter, a second filter, a first air outlet, and a second air outlet. The first air outlet and the second air outlet are respectively located on both sides of the housing. The second air outlet is connected to the first pipeline. The air inlet is located at the top of the housing. The air valve is movably located inside the air inlet. The first filter and the second filter are located inside the housing. The first filter is located near the second air outlet, and the second filter is located near the first air outlet.

[0019] Furthermore, the compression mechanism includes a compressor and a third pipeline, and the compressor is connected to the cooling mechanism through the third pipeline.

[0020] Furthermore, a radiator is provided on the top of the compressor.

[0021] Furthermore, the cooling mechanism includes a cooling device and a fourth pipeline, the cooling device being connected to the gas storage mechanism via the fourth pipeline.

[0022] Furthermore, the battery assembly also includes a high-voltage interface, a communication interface, and several mounting ears. The high-voltage interface is electrically connected to the battery pack, the communication interface is electrically connected to the wiring harness inside the vehicle, and several mounting ears are fixed to the side wall of the battery pack so that the battery pack can be mounted on the vehicle frame via the mounting ears.

[0023] Furthermore, the cooling process employs a heat exchange method, whereby the hot gas exchanges with the outside cold air, thereby transforming the hot gas into cold gas. Attached Figure Description

[0024] Figure 1 This is a three-dimensional structural diagram of the exhaust treatment device in the first embodiment of the present invention;

[0025] Figure 2 This is a three-dimensional structural diagram of the exhaust treatment device in the first embodiment of the present invention from another perspective;

[0026] Figure 3 This is a three-dimensional structural diagram of the battery assembly and the air intake assembly in the first embodiment of the present invention;

[0027] Figure 4 This is a schematic diagram of the air valve opening of the air intake device in the first embodiment of the present invention;

[0028] Figure 5 This is a schematic diagram of the air intake device valve being closed in the first embodiment of the present invention;

[0029] Figure 6 This is a flowchart of the exhaust gas treatment method in the second embodiment of the present invention.

[0030] Explanation of key component symbols:

[0031]

[0032]

[0033] The following detailed description, in conjunction with the accompanying drawings, will further illustrate the present invention. Detailed Implementation

[0034] To facilitate understanding of the present invention, a more complete description will be given below with reference to the accompanying drawings. Several embodiments of the invention are illustrated in the drawings. However, the invention can be implemented in many different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete.

[0035] It should be noted that when a component is said to be "fixed to" another component, it can be directly on the other component or there may be an intervening component. When a component is said to be "connected to" another component, it can be directly connected to the other component or there may be an intervening component. The terms "vertical," "horizontal," "left," "right," and similar expressions used in this document are for illustrative purposes only.

[0036] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used herein in the description of the invention is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0037] Example 1

[0038] Please see Figures 1 to 2 The image shows an exhaust treatment device according to the first embodiment of the present invention, applied to a vehicle 10, including a battery assembly 20 and an intake assembly 30.

[0039] The battery assembly 20 is mounted on the vehicle frame 11 of the vehicle 10. The battery assembly 20 includes a battery pack 21 and an explosion-proof valve 22 located on one side of the battery pack 21. The air intake assembly 30 is mounted on the vehicle frame 11 of the vehicle 10 and located on one side of the battery assembly 20. The air intake assembly 30 includes an intake mechanism 31, a compression mechanism 32, a cooling mechanism 33, and an air storage mechanism 34. The intake mechanism 31 is connected to the battery pack 21 through the explosion-proof valve 22. The compression mechanism 32 is connected to the intake mechanism 31. The cooling mechanism 33 is connected to the compression mechanism 32 and the gas storage mechanism 33 respectively. The air intake mechanism 31 extracts the gas generated by the thermal runaway of the battery pack 21 and introduces it into the gas storage mechanism 34 through the compression mechanism 32 and the cooling mechanism 33, so that the hot gas in the battery pack 21 is released and collected. The compression mechanism 32 is used to compress the gas and introduce it into the cooling mechanism 33. The cooling mechanism 33 is used to perform air heat exchange on the compressed gas and introduce the heat-exchanged gas into the gas storage mechanism 34.

[0040] Understandably, during the process of vehicle 10 moving while powered by battery pack 21, since battery pack 21 is always in operation, it may experience thermal runaway. Therefore, the hot gas inside battery pack 21 needs to be released. In this embodiment, compression mechanism 32 is activated, and the hot gas inside battery pack 21 is drawn out through intake mechanism 31 and introduced into cooling mechanism 33. In cooling mechanism 33, the hot gas is cooled by exchanging heat with air. The cooled gas is then introduced into gas storage mechanism 35 for storage. Compared with positive pressure exhaust of battery pack 21, this reduces the exhaust resistance of battery pack 21, improves the exhaust efficiency of battery pack 21, and avoids excessive pressure or hot gas accumulation inside battery pack 21. It is worth noting that when hot gas passes through intake mechanism 31, intake mechanism 31 can filter the hot gas, thereby preventing harmful substances in the hot gas from affecting the environment. Furthermore, gas storage mechanism 34 stores the gas, which also prevents hot gas from polluting the environment or causing other secondary disasters, thus improving the safety of vehicle 10.

[0041] Please see Figure 3 The intake mechanism 31 includes an intake device 310, a first pipe 311, and a second pipe 321. The intake device 310 is connected to the explosion-proof valve 22 through the first pipe 311. The intake device 310 is connected to the compression mechanism 32 through the second pipe 312. The compression mechanism 32 includes a compressor 320 and a third pipe 321. The compressor 32 is connected to the cooling mechanism 33 through the third pipe 321. The cooling mechanism 33 includes a cooling device 330 and a fourth pipe 331. The cooling device 330 is connected to the air storage mechanism 34 through the fourth pipe 331. The air storage mechanism 34 includes an air storage device 340 and a fifth pipe 341. The fifth pipe 341 is connected to the air storage device 340. The vehicle 10 has a braking device 15 at the bottom. The air storage device 340 is connected to the braking device through the fifth pipe 341. Figure 1 As shown, the vehicle 10 has a suspension 12, a drive axle 13 and wheels 14 at the bottom. The drive axle 13 is connected to the frame 11 through the suspension 12. The drive axle 13 is mechanically connected to the wheels 14. The drive axle 13 is powered by the battery pack 21 and drives the wheels 14 to rotate. The braking device 15 is powered by a high-pressure air source provided by the air intake assembly 20 and brakes the wheels 14.

[0042] It should be explained that, in this embodiment, the intake device 310 is connected to the compressor 320 through the second pipe 312, the compressor 320 is connected to the cooling device 330 through the third pipe 321, and the cooling device 330 is connected to the gas storage device 340 through the fourth pipe 331. In specific implementation, the compressor 320 can be electrically connected to the battery pack 21 or a 12V battery device and run by electric drive. The compressor 320 draws in gas from the intake device 310 and outputs the first compressed gas to the cooling device 330. The cooling device 330 can be equipped with a cooling pipe and a cooling fan. The cooling device 330 cools the fluid flowing through the cooling pipe by exchanging heat with the air. The cooling device 330 cools the first compressed gas that has been heated after compression by exchanging heat with the air. The cooling device 330 outputs the second compressed gas to the gas storage device 340. The gas storage device 340 is a pressure-resistant container, which may consist of one or more pressure-resistant containers. During vehicle 10 operation, the compressor 320 operates intermittently to maintain the gas pressure within the gas storage device 340 within a suitable range, thereby satisfying the performance requirements of the braking device 15. It is easy to understand that the driver will have braking needs during vehicle 10 operation, and the intermittent operation of the braking device 15 will consume / release gas from the gas storage device 340, thereby reducing the gas pressure within the gas storage device 340. When the gas pressure within the gas storage device 340 falls below a set lower limit, the compressor 320 will start operating to deliver second compressed gas to the gas storage device 340, thereby increasing the gas pressure within the gas storage device 340 to a suitable range. In one embodiment, the gas pressure within the gas storage device 340 needs to be maintained between 0.8 and 1 MPa to ensure the performance of the braking device 15; that is, the compressor 320 will start operating when the gas pressure within the gas storage device 340 is below 0.8 MPa, and the compressor 320 will stop operating when the gas pressure within the gas storage device 340 is above 1 MPa. If necessary, even when the vehicle 10 is stationary, operating the braking device 15 will still consume / release gas in the gas storage device 340, thereby reducing the gas pressure in the gas storage device 340. That is, the vehicle controller within the vehicle 10 can send commands to the braking module to operate the braking device 15, further releasing the gas in the gas storage device 340. The vehicle controller can also control the operating state of the compressor 320, meaning it can control the gas pressure in the gas storage device 340. In some embodiments, the vehicle controller can control the release of gas from the gas storage device 340 while simultaneously controlling the compressor 320 to stop operating, thereby controlling the gas pressure in the gas storage device 340 to be below 0.8 MPa. Optionally, the gas pressure in the gas storage device 340 can be controlled to be below 0.1 MPa.

[0043] Furthermore, the intake assembly 30 provides a high-pressure air source for the braking device 15, which can be used to operate the wheels 14 and further decelerate and prevent the vehicle 10 from moving. The drive axle 13 is mechanically connected to the wheels 14, and the drive axle 13 is connected to the frame 111 via the suspension 12. The drive axle 13 may contain a motor and a transmission. The motor can output torque and speed, and further provide propulsion and deceleration capabilities. The battery pack 21 provides electrical energy to the drive axle 13, which in turn drives the wheels 14 to rotate, thereby enabling the vehicle 10 to move. The vehicle 10 is equipped with a cargo box 16, a vehicle controller (not shown in the figure), a brake pedal (not shown in the figure), and a braking module (not shown in the figure). The driver can operate the braking device 15 by pressing the brake pedal. Alternatively, the braking module can receive instructions from the vehicle controller to operate the braking device 15 and control the vehicle 10 to decelerate or stop, for example, to achieve active braking in assisted driving scenarios. The controllers of the distributed vehicle 10 and battery pack 21 can communicate and interact with each other via a CAN network. The cargo box 16 is typically used for loading goods. The air intake assembly 30 is an equipment designed to improve the braking performance of the vehicle 10. Cargo vehicles 10 are typically equipped with the air intake assembly 30. It is generally believed in the industry that the air intake assembly 30 braking provides greater braking force and better reliability compared to hydraulic braking.

[0044] Please see Figure 4 In this embodiment, the air intake device 310 includes a housing 301, an air inlet 304, an air valve 305, a first filter 306, a second filter 307, a first air outlet 302, and a second air outlet 303. The first air outlet 302 and the second air outlet 303 are respectively located on both sides of the housing 301. The second air outlet 303 is connected to the first pipeline 311. The air inlet 304 is located at the top of the housing 301. The air valve 305 is movably located within the air inlet 304. The first filter 306 and the second filter 307 are located within the housing 301. The first filter 306 is close to the second air outlet 303, and the second filter 307 is close to the first air outlet 302. A receiving cavity 308 is located between the first filter 306 and the second filter 307.

[0045] It is worth noting that in this embodiment, the outer casing 301 is constructed of a high-temperature resistant material, specifically stainless steel. External air enters the air intake device 310 through the air intake port 304, then flows through the air valve 305 into the receiving cavity 308 inside the outer casing 21. The receiving cavity 308 is connected to the first air outlet 302 via the second filter 307, and the receiving cavity 307 is connected to the second air outlet 303 via the first filter 306. The air valve 305 can be controlled by the vehicle controller to be in an open or closed state. Figure 4The diagram shows the open state of the air valve 305 of the air intake device 310. When the air valve 305 is open, the receiving cavity 308 is connected to the outside of the air intake device 310, that is, the pressure of the receiving cavity 308 is close to atmospheric pressure. Figure 5 The diagram illustrates the closed state of the air valve 305 of the air intake device 310. Optionally, the air valve 305 is powered to keep it open, and automatically closes after power is cut off. That is, the air valve 2305 is normally closed. When the vehicle 10 is parked and the engine is off, the air valve 305 automatically closes after power is cut off, which helps to prevent external liquids, particles or other foreign objects from entering the receiving cavity 308 of the air intake device 310.

[0046] For details, please refer to Figure 3 In this embodiment, the battery assembly 20 further includes a high-voltage interface 24, a communication interface 23, and several mounting ears 25. The high-voltage interface 24 is electrically connected to the battery pack 21, the communication interface 23 is electrically connected to the wiring harness in the vehicle 10, and several mounting ears 25 are fixed to the side wall of the battery pack 21 so that the battery pack 21 is mounted on the vehicle frame 11 through the mounting ears 25.

[0047] It should be explained that the battery pack 21 contains multiple battery cells (not shown in the figure) and a BMS (not shown in the figure). The BMS is equipped with sensors (not shown in the figure) to monitor the status of the battery cells, such as voltage, current, temperature, and fault events. The BMS communicates with the vehicle controller via the CAN network and can send the status information of the battery cells. The battery pack 21 has a high-voltage interface 24, a communication interface 23, and an explosion-proof valve 21 on its exterior. The high-voltage interface 24 is electrically connected to the battery cells inside the battery pack 21, and the communication interface 23 is electrically connected to the BMS. The high-voltage interface 24 is electrically connected to the electrical devices and charging interfaces of the vehicle 10, and the battery pack 21 discharges or charges through the high-voltage interface 24. The communication interface 23 is electrically connected to the wiring harness (not shown in the figure) of the vehicle 10, thereby enabling power supply to the BMS and communication of the BMS on the CAN network. The explosion-proof valve 22 provides ventilation and pressure relief functions for the battery pack 21. Gas can enter or exit the battery pack 21 through the explosion-proof valve 22, thus maintaining the internal pressure of the battery pack 21 close to atmospheric pressure. In this embodiment, the explosion-proof valve 22 is equipped with a breathable membrane to achieve both ventilation and waterproofing. The breathable membrane of the explosion-proof valve 22 is constructed of expanded polytetrafluoroethylene (ePTFE). In the event of a sudden increase in internal pressure within the battery pack 21, the explosion-proof valve 22 can open the pressure relief channel to release the gas inside the battery pack 21, thereby protecting the battery pack 21 from outer casing rupture or explosion. Optionally, the explosion-proof valve 22 opens the pressure relief channel at a pressure of 5 kPa; and when the internal pressure of the battery pack 21 rises above 5 kPa, the explosion-proof valve 22 can open the pressure relief channel to allow the gas inside the battery pack 21 to be discharged from the explosion-proof valve 22 to the first pipeline 311. The first pipeline 311 connects the air intake device 310 of the air intake assembly 30 and the explosion-proof valve 22 of the battery pack 21. That is, the exhaust port of the explosion-proof valve 22 is connected to the air intake device 310. When the battery pack 21 is ventilated through the explosion-proof valve 22, the gas exchanged enters or exits from the air intake device 310. Under thermal runaway conditions, when the battery pack 21 is depressurized through the explosion-proof valve 22, the gas discharged will flow into the air intake device 310 through the first pipeline 311.

[0048] In one embodiment, as the vehicle 10 travels at a lower altitude, the pressure inside the battery pack 21 is lower than atmospheric pressure. Gas in the intake assembly 300's receiving cavity 308 flows into the battery pack 21 through the first filter 306, the second outlet 303, the first pipe 311, and the explosion-proof valve 22, thereby maintaining the pressure inside the battery pack 21 close to atmospheric pressure. In another embodiment, as the vehicle 10 travels, the temperature of the battery cells inside the battery pack 21 rises. The gas inside the battery pack 21 expands due to heat, causing the pressure inside the battery pack 21 to be higher than atmospheric pressure. The gas inside the battery pack 21 flows into the intake device 310's receiving cavity 308 sequentially through the explosion-proof valve 22, the first pipe 311, the second outlet 303, and the first filter 306, thereby maintaining the pressure inside the battery pack 21 close to atmospheric pressure.

[0049] In one embodiment, the battery pack 21 contains multiple 150Ah cells. During charging, the cells overheat and experience thermal runaway. After thermal runaway, the cells release 200L of high-temperature gas within 15 seconds, causing the pressure inside the battery pack 21 to rise rapidly to over 5kPa. The explosion-proof valve 22 opens the pressure relief channel, allowing the high-temperature gas inside the battery pack 21 to be discharged from the explosion-proof valve 133. The high-temperature gas then flows into the receiving cavity 308 of the air intake device 310 through the first pipeline 311, the second air outlet 303, and the first filter 306, thereby protecting the battery pack 21 from shell rupture or explosion.

[0050] In one embodiment, during normal driving of the vehicle 10, the air intake assembly 30 is in normal operation, and the vehicle controller controls the air valve 305 to be in the open state, that is, the air intake port 304 of the air intake mechanism 31 is connected to the receiving cavity 308; when the compressor 320 is working, it draws air from the air intake device 310 through the second pipeline 312, that is, the air outside the air intake device 310 enters from the air intake port 304, and then flows into the receiving cavity 308 inside the housing 301 through the open air valve 305. The air in the receiving cavity 308 further passes through the second filter 307 to the first air outlet 302, and then flows into the compressor 320 through the second pipeline 312. Figure 4 The middle arrow K indicates the path of external air entering the air intake device 340 from the air inlet 304, being filtered, and then flowing out from the first air outlet 302. The second filter 307 has the function of filtering particulate matter. Optionally, the second filter 307 is an alternately blocked honeycomb porous ceramic filter body, and the second filter 307 meets the requirement of temperature resistance above 1400℃.

[0051] In one embodiment, during normal driving or charging of the vehicle 10, the cells within the battery pack 21 may be subjected to accidental impact, compression, or overheating, thereby triggering thermal runaway at the cell level. The BMS can detect the thermal runaway of the cell and issue a thermal runaway warning signal. After the battery pack 21 issues a thermal runaway warning signal, the vehicle controller can receive the thermal runaway warning signal on the CAN network. Furthermore, the vehicle controller controls the air valve 305 to be in a closed state, that is, the air intake 304 of the air intake device 310 is no longer connected to the receiving cavity 308; furthermore, the vehicle controller can control the starter compressor 320 to operate. Thermal runaway of battery pack 21 causes explosion-proof valve 22 to open the pressure relief channel and release high-temperature gas. The high-temperature gas flows through the first pipeline 311 to the second outlet 303 of the air intake device 310. The high-temperature gas further passes through the first filter 306 to the receiving cavity 308, and further passes through the second filter 306 to the first outlet 302. Then it flows into the compressor 320 through the second pipeline 312. That is, the operation of compressor 320 will suck away the gas contained in receiving cavity 308, thereby reducing the exhaust resistance of battery pack 21 and helping to accelerate the exhaust rate of battery pack 21. Figure 5The middle arrow Q indicates the path of high-temperature gas from battery pack 21 entering the intake device 310 through the intake port 304, further being converted by the first filter 306, filtered by the second filter 307, and then flowing out through the first outlet 302. The first filter 306 has the function of gas catalytic conversion. Preferably, the first filter 306 can partially convert the high-temperature flammable or polluting gases emitted by thermal runaway of the battery cell into non-flammable or environmentally friendly gases.

[0052] In one embodiment, when the vehicle controller receives a thermal runaway warning signal from the battery pack 21, the vehicle controller can send a command to the braking module to operate the braking device 15, thereby actively releasing the gas in the gas storage device 340, reducing the gas pressure in the gas storage device 340, and allowing the gas storage device 340 to hold more gas emitted from the battery pack 21. Preferably, before the compressor 210 starts, the vehicle controller controls the gas pressure in the gas storage device 340 to be below 0.1 MPa, so that after the compressor 3 starts, the gas storage device 340 can hold more gas emitted from the battery pack 21. Optionally, the gas storage device 340 is made of stainless steel and has a volume of 20L. The gas storage device 340 has a safety pressure resistance of not less than 3MPa. Under normal operating conditions, the gas pressure inside the gas storage device 340 is maintained at 0.8 to 1MPa. After the battery cell of the battery pack 21 experiences thermal runaway, the vehicle controller controls the gas pressure inside the gas storage device 340 to increase from less than 0.1MPa to 2MPa. Within the limited volume of the gas storage device 340, increasing the gas pressure inside the gas storage device 340 can accommodate more gas emitted from the battery pack 21, thereby minimizing the emission of polluting gases released from the battery cell during thermal runaway into the environment. When a cell in the battery pack 21 experiences thermal runaway, the flammable or polluting gases emitted from the cell are discharged through the explosion-proof valve 22, converted and filtered by the intake device 310, further transported by the compressor 320 to the cooling device 330 for heat dissipation and cooling, and then further transported to the gas storage device 340 for storage. This prevents the high-temperature flammable gases discharged from the explosion-proof valve 22 from mixing with air outside the battery pack 21 and causing combustion or explosion, thus preventing further ignition of the vehicle 10 or surrounding property. The gas collection device 340 also prevents the toxic gases emitted during thermal runaway from polluting the environment or causing other secondary disasters, comprehensively improving the safety of the vehicle 10. It is easy to understand that the high-temperature gases are reduced in volume after being cooled by the cooling device 330, especially water vapor which condenses into water and is discharged by the cooling device 330. Therefore, within the limited volume and pressure of the gas storage device 340, more gases emitted from the battery pack 21 can be contained, thereby minimizing the emission of polluting gases released during thermal runaway from the cell into the environment.

[0053] In one embodiment, the second filter 307 is an alternately blocked honeycomb porous ceramic filter body, and the ceramic structure meets the temperature resistance requirement of over 1400°C. The high-temperature gas emitted during thermal runaway of the battery cell is approximately 800°C, meaning that the high-temperature gas emitted during thermal runaway of the battery cell will not damage the second filter 307. Particulate matter carried in the high-temperature gas emitted during thermal runaway of the battery cell is filtered out as it flows through the honeycomb porous ceramic filter body, and dust in the air is also filtered out as it flows through the honeycomb porous ceramic filter body, thereby making the air flowing into the compressor 320 cleaner and thus preventing cylinder jamming of the compressor 320. Optionally, the housing 301 of the air intake device 310 can be opened to remove the second filter 307; that is, after the filtration or ventilation efficiency of the second filter 307 decreases, the clogged second filter 307 can be cleaned to restore the performance of the second filter 307.

[0054] In some embodiments, the first filter 306 has a gas catalytic conversion function. Preferably, the first filter 306 can partially convert the high-temperature combustible or polluting gases emitted during thermal runaway of the battery cell into non-combustible or environmentally friendly gases. Preferably, the first filter 306 is composed of a honeycomb porous ceramic carrier and a catalytic converter; optionally, the catalyst is manganese-based, nickel-based, cobalt-based, or other metals and their oxide particles; optionally, the converter is composed of sulfates and metal oxides. The reducing gases, such as CO and H2, in the high-temperature combustible gases emitted during thermal runaway of the battery cell undergo a redox reaction with the metal oxides under the action of the catalyst, converting them into non-combustible gases, such as CO2 and water vapor; at the same time, the metal oxides are reduced to elemental metals, such as manganese metal; the elemental metals produced by the reduction reaction also act as catalysts for non-redox reactions; the non-reducing gases, such as methane, in the high-temperature combustible gases emitted during thermal runaway of the battery cell undergo a non-redox reaction with sulfates under high temperature and the action of the catalyst, converting the non-reducing gases in the high-temperature combustible gases into non-combustible gases, such as CO2 and water vapor. Furthermore, all the above chemical reactions are endothermic, which can further reduce the temperature of the high-temperature gas. Optionally, the sulfate is sodium sulfate, and the metal oxide is manganese tetroxide. The catalytic converter is uniformly distributed on the porous ceramic support. Optionally, the catalytic converter is attached to the surface of the porous ceramic support in the form of a coating, so that the high-temperature combustible gas emitted from the thermal runaway of the battery cell can fully contact the catalytic converter when it flows through the porous ceramic support. Optionally, the first filter 306 has a larger pore size than the second filter 307, that is, the first filter 306 allows the gas to flow through with lower resistance, and some particulate matter entrained in the gas flow passes through the first filter 306 and is further blocked by the second filter 307.

[0055] In other embodiments, the first filter 306 may contain a suitable amount of flame retardant, which may be a powdered phosphorus-nitrogen-based flame retardant. When the high-temperature combustible gas emitted during core thermal runaway flows through the porous ceramic carrier, it mixes with the flame retardant, thereby reducing the risk of combustion of the high-temperature combustible gas. The powdered flame retardant, upon passing through the second filter 307, is blocked by the honeycomb porous ceramic filter body and thus contained within the second filter 307.

[0056] In some embodiments, the second conduit 312 is configured to detach or crack under a certain pressure; for example, when the pressure inside the second conduit 312 reaches 10 kPa, the second conduit 312 cracks and releases pressure to the outside. Optionally, the second conduit 312 is locally provided with grooves or material thinning, so that the weak area will rupture first when the pressure inside the second conduit 312 reaches 10 kPa. Considering that after a period of time following thermal runaway of a cell within the battery pack 21, such as 10 minutes later, the compressor 320 may stop working due to power interruption, and the gas valve 304 may close due to power interruption; and the cells adjacent to the thermally runaway cell within the battery pack 21 may also experience thermal runaway after 10 minutes; at this time, the hot airflow is converted and filtered by the air intake device 310 and then discharged to the atmosphere through the cracked second pipe 312, avoiding excessive pressure and hot gas accumulation within the battery pack 21; the high-temperature combustible gas emitted from the thermal runaway cell is converted into non-combustible gas by the air intake device 310, while the temperature is reduced and it is relatively clean; compared with the direct discharge from the explosion-proof valve 22 of the battery pack 21 to the environment, the exhaust method of this embodiment improves safety and reduces the harm of particulate matter and toxic gases to the environment.

[0057] Please see Figure 3 In this embodiment, a radiator 322 is provided on the cylinder of the compressor 320, which can dissipate heat to the outside during the gas compression process; optionally, the radiator 322 is located on the outer surface of the cylinder, and the radiator 322 is an air-cooled heat sink. The radiator 322 helps to reduce the temperature of the high-pressure gas output by the compressor 320, thereby allowing more gas emitted from the battery pack 21 to be contained within the limited volume and pressure of the gas storage device 340, thus minimizing the emission of polluting gases released from the battery cell due to thermal runaway into the environment.

[0058] In one embodiment, the BMS of the battery pack 21 detects thermal runaway of a cell and sends a thermal runaway warning signal on the CAN network. The vehicle controller receives the thermal runaway warning signal from the CAN network. If the first cell experiences thermal runaway while the vehicle 10 is in motion, for safety reasons, the vehicle controller prompts the driver to stop the vehicle 10 safely as soon as possible and leave the vehicle 10 via the instrument panel. If necessary, the vehicle controller intervenes through the driver assistance function to bring the vehicle 10 to a safe stop. Further, the vehicle controller controls the air valve 304 of the intake assembly 30 to be in a closed state. The vehicle controller can also send commands to the braking module to operate the braking device 15, thereby actively releasing the gas in the gas storage device 340, reducing the gas pressure in the gas storage device 340. Optionally, the vehicle controller controls the gas pressure in the gas storage device 340 to be below 0.1 MPa, thereby allowing the gas storage device 340 to hold more gas from the compressor 320. Normally, about 10 seconds after the BMS sends a thermal runaway warning signal through the CAN network, the explosion-proof valve 22 of the battery pack 21 begins to release high-temperature gas. That is, after the vehicle controller receives the thermal runaway warning signal from the CAN network, it actively releases the gas in the gas storage device 340 within about 10 seconds. Further, the vehicle controller controls the starter compressor 320 to operate; that is, the air inlet 304 of the intake device 310 is no longer connected to the receiving cavity 308, and the compressor 320 will draw in gas from the explosion-proof valve 22. When the cells in the battery pack 21 experience thermal runaway, the explosion-proof valve 22 opens its pressure relief channel and releases high-temperature gas. The high-temperature gas flows through the first pipeline 311 to the second outlet 303 of the intake device 310, then further through the first filter 306 to the receiving cavity 308, then further through the second filter 307 to the first outlet 302, and finally flows into the compressor 320 through the second pipeline 312. The first filter 306 has a gas catalytic conversion function. Preferably, the first filter 306 can partially convert the high-temperature flammable or polluting gases emitted by the battery cell during thermal runaway into non-flammable or environmentally friendly gases. The second filter 307 filters particulate matter in the gas, making the gas flowing out from the first outlet 302 relatively clean. That is, when the battery cell in the battery pack 21 experiences thermal runaway, the flammable or polluting gases emitted by the battery cell are discharged from the explosion-proof valve 22, converted and filtered by the intake device 310, further transported by the compressor 320 to the cooling device 330 for heat dissipation and cooling, and further transported to the gas storage device 340 for storage. This avoids the high-temperature flammable gases discharged from the explosion-proof valve 22 from mixing with air outside the battery pack 21 and causing combustion or explosion, and prevents the vehicle 10 or surrounding property from being further ignited. The collection in the gas storage device 340 also prevents the toxic gases emitted by the battery cell during thermal runaway from polluting the environment or causing other secondary disasters, thus comprehensively improving the safety of the vehicle 10.In some embodiments, 5 minutes after the first battery cell experiences thermal runaway, the second battery cell adjacent to the first battery cell also experiences thermal runaway due to heat transfer. The vehicle controller can then send a command to the braking module to operate the braking device 15, further actively releasing the gas in the gas storage device 340. This reduces the gas pressure within the gas storage device 340, allowing it to hold more gas from the compressor 320. In other words, the vehicle controller actively releases the gas emitted by the first battery cell, which has been pre-collected in the gas storage device 340. This pre-collected gas has been filtered, converted, and cooled before being released into the atmosphere via the braking device 15, ensuring safety and reducing the environmental hazards of particulate matter and toxic gases. Furthermore, the gas emitted from the second battery cell flows through the first pipe 311 to the second outlet 303 of the air intake device 310. The high-temperature gas further passes through the first filter 306 to the receiving cavity 308, and further passes through the second filter 307 to the first outlet 302. Then, it flows into the compressor 320 through the second pipe 312, and is further transported by the compressor 320 to the cooling device 330 for heat dissipation and cooling, and further transported to the gas storage device 340 for storage. In the event of successive thermal runaway of the battery cells, the air intake component 30 can still effectively handle the gas emitted by the battery pack 21, thereby maximizing safety and reducing the harm of particulate matter and toxic gases to the environment. Until the intake assembly 30 is de-energized, for example, after 10 minutes when the battery of electric vehicle 1 is depleted, the compressor 320 stops working due to the power interruption, and the air valve 304 closes due to the power interruption; while the battery cell adjacent to the cell that has experienced thermal runaway may experience thermal runaway again after 10 minutes; at this time, the hot airflow is converted and filtered by the intake device 310 and discharged to the atmosphere through the cracked second pipe 312, avoiding excessive pressure and hot gas accumulation in the battery pack 21; the high-temperature combustible gas emitted by the thermal runaway of the battery cell is converted into non-combustible gas after being converted by the intake device 310, and at the same time the temperature is reduced and it is relatively clean; compared with the direct discharge from the explosion-proof valve 22 of the battery pack 21 to the environment, the exhaust method of this embodiment improves safety and reduces the harm of particulate matter and toxic gases to the environment.

[0059] In summary, the exhaust treatment device in the above embodiments of the present invention uses the intake assembly 30 to filter, convert, cool, and store the thermal runaway exhaust from the battery pack 21, preventing the vehicle 10 or surrounding property from being ignited by high-temperature gases; collecting polluting gases in the gas storage device 340 also prevents environmental pollution or other secondary disasters; and improves the safety of the vehicle 10. On the other hand, the compressor 320 draws gas from the battery pack 21, which reduces the exhaust resistance of the battery pack 1 compared to positive pressure exhaust from the battery pack 21, improves exhaust efficiency, and prevents excessive pressure or hot gas accumulation inside the battery pack 21. It should be understood that the intake assembly 30 is equipment to improve the braking performance of the vehicle 10, and cargo vehicles 10 are usually equipped with an intake assembly 30; the present invention uses the intake assembly 30 to treat the thermal runaway exhaust from the battery pack 21, which reduces the weight and cost of the vehicle 10 compared to using external exhaust treatment devices to treat the runaway exhaust from the battery pack 21.

[0060] Example 2

[0061] Please see Figure 6 The figure shows an exhaust treatment method in the second embodiment of the present invention, which is applied to the exhaust treatment device in the first embodiment. The method specifically includes steps S201 to S204.

[0062] S201, real-time monitoring of hot gas pressure inside the battery pack;

[0063] In practice, the battery pack contains several cells and a BMS. The BMS is equipped with sensors to monitor the status of the cells. The BMS communicates with the vehicle controller via the CAN network and can send cell status information, such as voltage, current, temperature, and fault events. When the battery pack experiences thermal runaway, the temperature inside the battery pack rises and generates hot gas, which in turn increases the pressure inside the battery pack.

[0064] S202, determine the magnitude of the hot gas pressure inside the battery pack and the external atmospheric pressure. If the gas pressure inside the battery pack is greater than the external atmospheric pressure, release the hot gas inside the battery pack to reduce the pressure inside the battery pack.

[0065] In practical implementation, the battery pack is externally equipped with a high-voltage interface, a communication interface, and an explosion-proof valve. The high-voltage interface is electrically connected to the battery cells, and the communication interface is electrically connected to the BMS (Battery Management System). The high-voltage interface is electrically connected to the electric vehicle's electrical devices and charging interface, allowing the battery pack to discharge or charge. The communication interface is electrically connected to the electric vehicle's wiring harness, thus enabling power supply to the BMS and BMS communication on the CAN network. The explosion-proof valve provides ventilation and pressure relief for the battery pack; gas can enter or exit the battery pack through the explosion-proof valve, maintaining the internal pressure close to atmospheric pressure. In the event of a sudden increase in internal pressure, the explosion-proof valve can open the pressure relief channel to release gas, thereby protecting the battery pack from outer casing rupture or explosion.

[0066] S203, draw in the hot gas inside the battery pack to allow the hot gas inside the battery pack to be released quickly;

[0067] In practice, the compressor draws in the hot gas generated by thermal runaway inside the battery pack. Compared with positive pressure exhaust, this reduces the exhaust resistance of the battery pack, improves exhaust efficiency, and avoids excessive pressure or hot gas accumulation inside the battery pack.

[0068] S204, the extracted hot gas is filtered and cooled to convert the hot gas into cold gas, and the cold gas is stored.

[0069] In practice, the extracted hot gas is first introduced into the air intake device for filtration. Specifically, the hot gas is filtered using a conversion agent and a catalyst. In this embodiment, a catalyst composed of manganese, nickel, cobalt and other metals and their oxide particles is used, and a conversion agent composed of sulfate and metal oxides is used to filter the hot gas to remove harmful substances. Then, the filtered hot gas is introduced into a cooling device, which may be equipped with cooling pipes and a cooling fan. The cooling device allows the fluid flowing through the cooling pipes to exchange heat with the air to achieve cooling.

[0070] It is worth noting that the stored cold gas can be connected to the vehicle's braking system, providing power to the braking system to slow down or stop the vehicle.

[0071] The exhaust treatment method provided in the second embodiment of the present invention detects the situation inside the battery pack in real time to determine whether the pressure inside the battery pack is too high due to the generation of hot gas caused by thermal runaway. If the pressure inside the battery pack is too high due to the generation of hot gas, the hot gas inside the battery pack is extracted, filtered and cooled to become cold gas, and then stored. This not only avoids the explosion or spontaneous combustion of the battery pack due to excessive hot air, but also avoids the pollution of the environment by the hot gas generated by the battery pack.

[0072] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0073] The embodiments described above are merely illustrative of several implementations of the present invention, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of the present invention. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these modifications and improvements all fall within the scope of protection of the present invention. Therefore, the scope of protection of this patent should be determined by the appended claims.

Claims

1. An exhaust treatment device, applied to a vehicle, characterized in that, include; A battery assembly is mounted on the vehicle frame, the battery assembly including a battery pack and an explosion-proof valve located on one side of the battery pack; An air intake assembly is mounted on the vehicle frame and located on one side of the battery assembly. The air intake assembly includes an air intake mechanism, a compression mechanism, a cooling mechanism, and an air storage mechanism. The air intake mechanism is connected to the battery pack through the explosion-proof valve. The compression mechanism is connected to the air intake mechanism. The cooling mechanism is connected to both the compression mechanism and the air storage mechanism. The air intake mechanism includes an air intake device, a first pipeline, and a second pipeline. The air intake device is connected to the explosion-proof valve through the first pipeline, and the air intake device is connected to the compression mechanism through the second pipeline. The air intake mechanism extracts the hot gas generated by the thermal runaway of the battery pack, compresses the hot gas through the compression mechanism, and introduces it into the cooling mechanism. The cooling mechanism performs air heat exchange on the hot gas to turn it into cold gas, and introduces the cold gas into the gas storage mechanism for storage. The gas storage mechanism includes a gas storage device and a fifth pipeline. The fifth pipeline is connected to the gas storage device, and a braking device is provided at the end of the fifth pipeline away from the gas storage device. The exhaust treatment device further includes an exhaust treatment method, the method comprising: Real-time monitoring of hot gas pressure inside the battery pack; The pressure of the hot gas inside the battery pack is compared with the external atmospheric pressure. If the gas pressure inside the battery pack is greater than the external atmospheric pressure, the hot gas inside the battery pack is released to reduce the pressure inside the battery pack. The hot gas inside the battery pack is drawn out to allow it to be released quickly. The extracted hot gas is filtered and cooled to convert it into cold gas, and the cold gas is then stored. The filtration process involves using a conversion agent and a catalyst to filter the hot gas. The air intake device includes a housing, an air inlet, an air valve, a first filter, a second filter, a first air outlet, and a second air outlet. The first air outlet and the second air outlet are respectively located on both sides of the housing. The second air outlet is connected to the first pipeline. The air inlet is located on the top of the housing. The air valve is movably located inside the air inlet. The first filter and the second filter are located inside the housing. The first filter is located near the second air outlet, and the second filter is located near the first air outlet. There is a receiving cavity between the first filter and the second filter.

2. The exhaust gas treatment device according to claim 1, characterized in that, The compression mechanism includes a compressor and a third pipeline, and the compressor is connected to the cooling mechanism through the third pipeline.

3. The exhaust gas treatment device according to claim 2, characterized in that, The compressor is equipped with a radiator on top.

4. The exhaust gas treatment device according to claim 1, characterized in that, The cooling mechanism includes a cooling device and a fourth pipeline, and the cooling device is connected to the gas storage mechanism through the fourth pipeline.

5. The exhaust gas treatment device according to claim 1, characterized in that, The battery assembly also includes a high-voltage interface, a communication interface, and several mounting ears. The high-voltage interface is electrically connected to the battery pack, the communication interface is electrically connected to the wiring harness inside the vehicle, and several mounting ears are fixed to the side wall of the battery pack so that the battery pack can be mounted on the vehicle frame via the mounting ears.

6. The exhaust gas treatment device according to claim 1, characterized in that, The cooling process employs a heat exchange method, where the hot gas exchanges with the outside cold air to transform the hot gas into cold gas.

Images