Thermal monitoring of lithium-ion or sodium-ion traction batteries in a rack storage system via a vehicle bus or on-board diagnostic interface

Abstract

A system (BMA) is provided for thermally monitoring a plurality of drive batteries (BP), wherein the drive batteries are stored in a rack storage system (RL) having a plurality of storage compartments (LF) and each comprise: a plurality of battery modules (MOD) having battery cells (BAT); a battery management system (BMS); and a means for connection to a vehicle controller of the electric vehicle. The system comprises at least one connection point (AP), in the region of the rack storage system, for in particular automatic data connection to an externally accessible vehicle bus interface or diagnostic interface (CAN, OBD) of a stored drive battery for the purpose of receiving present drive battery data (D), in particular battery temperature values, and / or an overtemperature warning (W), from the battery management system of the particular stored drive battery. The system is designed to output the drive battery data and / or overtemperature warning received from the at least one connection point and relating to the particular drive battery stored in the rack storage system, preferably along with an associated storage compartment position (POS), to a superordinate hazard notification point (Z).

Description

[0001] 202314770

[0002] 1

[0003] Description

[0004] Thermal monitoring of lithium or sodium-ion traction batteries in a rack storage system via a vehicle bus or on-board diagnostics interface

[0005] Technical field

[0006] The invention relates to a system for the thermal monitoring of a plurality of traction batteries, in particular for the detection of thermal failure. The traction batteries are stored in a rack storage system with a plurality of storage compartments. Furthermore, the traction batteries are designed for mounting, in particular for installation, in electric vehicles. In addition, each traction battery comprises a plurality of battery modules, each with a plurality of battery cells, a battery management system (BMS), and a connection to the vehicle control unit of the electric vehicle.

[0007] Electric vehicles are primarily so-called plug-in electric vehicles, meaning battery-electric vehicles that use a traction battery as their sole energy source. This battery is charged via a charging cable with a plug, inductively, or via a pantograph. Electric vehicles can also be so-called plug-in hybrid electric vehicles, which use a traction battery that can be charged either by a combustion engine or via a charging cable with a plug. Electric vehicles can include electrically powered passenger cars, trucks, buses, trams, trains, or motorcycles.

[0008] These types of traction batteries are typically stored or temporarily stored in a rack storage system after their manufacture. When needed, a traction battery is removed from the rack storage system and then installed in an electric vehicle. This includes not only connecting the traction battery to the electric vehicle's traction inverter but also connecting the traction battery to the vehicle's control unit or vehicle bus. The connection to the vehicle's control unit is preferably made via a wired bus interface, typically a CAN bus interface.

[0009] The invention further relates to a suitable use of a vehicle bus or diagnostic interface of a traction battery for electric vehicles. 202314770

[0010] 2

[0011] Finally, the invention relates to a method corresponding to the thermal monitoring system for monitoring a plurality of traction batteries, in particular for thermal failure.

[0012] Technical background

[0013] The battery cells under consideration are rechargeable batteries with a liquid electrolyte, specifically lithium-ion or sodium-ion batteries, and thus so-called secondary cells or accumulators. However, in the following, the more technically common terms "battery" or "battery cell" will be used synonymously with the technical terms "accumulator" or "accumulator cell".

[0014] Completed traction batteries are stored in a high-bay warehouse system with a storage capacity of several thousand such batteries and must be constantly monitored for potential fires. The stored traction batteries can each have a stored electrical energy capacity ranging from 5 kWh to 400 kWh, typically between 20 kWh and 100 kWh. In the event of a fire, such a traction battery, due to its high energy content, must be removed from the high-bay warehouse as quickly as possible and transported to an emergency location to prevent the fire from spreading from one battery to another. This is particularly important for lithium-ion battery cells, which can experience a thermal runaway, causing the fire to spread very rapidly to neighboring cells. Once a fire has spread from these cells, it is extremely difficult to extinguish.

[0015] Modern high-bay storage systems comprise numerous high-bay racks or rows of high-bay racks. Automated high-bay storage systems are frequently used. These systems consist of multiple rows of high-bay racks, which in turn are made up of several horizontal levels and vertical bays. The bays are also referred to as columns, the storage system as a high-bay rack, and the storage compartments as storage locations.

[0016] Such a rack storage system can comprise several high-bay racking rows. Each high-bay racking row can have 25 or more levels and 50 or more bays, depending on the dimensions of the traction batteries to be stored. With 10 high-bay racking rows and 20 levels and 50 bays per row, this results in 10,000 storage locations per racking system. If storage from both sides in the high-bay racking rows is planned, the number doubles to 20,000 storage locations for the traction batteries. 202314770

[0017] 3

[0018] For just a single row of high-bay racking, 1,000 or even 2,000 fire detectors would be required to monitor each storage compartment for fire. Maintaining and testing such a large number of fire detectors in these environments is extremely complex and practically impossible to implement during normal operations.

[0019] Siemens patent application DE 102021 204 398 A1 discloses a matrix arrangement of aspirating smoke detectors or linear heat detectors for monitoring stored goods in a rack storage system.

[0020] Summary of the invention

[0021] One object of the invention is to provide an improved system for monitoring a large number of traction batteries for electric vehicles for thermal failure.

[0022] A further object of the invention is to provide a system for monitoring a large number of traction batteries for electric vehicles, which enables a quick warning in the event of a detected overtemperature as well as an accurate localization of the detected overtemperature in the rack storage system in a simple manner.

[0023] Furthermore, it is an object of the present invention to specify an advantageous use of a vehicle bus or diagnostic interface of a traction battery.

[0024] Finally, it is an object of the invention to provide an improved method for monitoring a large number of such drive batteries in a rack storage system, which enables appropriate warning and localization in a simple manner.

[0025] The object of the invention is achieved by the subject matter of the independent claims. Advantageous embodiments of the present invention are described in the dependent claims.

[0026] For the purposes of this description, to avoid unnecessary repetition, it should be noted that features and details described in connection with the aforementioned system for the thermal monitoring of a large number of traction batteries also apply in connection with and with regard to the use of an externally accessible vehicle bus or diagnostic interface of a traction battery for electric vehicles for the thermal monitoring of the traction battery, as well as, of course, in 202314770.

[0027] 4

[0028] in connection with and with regard to the procedure for the thermal monitoring of a large number of traction batteries for electric vehicles.

[0029] According to the invention, the system comprises at least one connection point in the area of ​​the storage compartments or the rack storage system for, in particular, automatic data connection with an externally accessible vehicle bus or diagnostic interface of a traction battery stored in a storage compartment, in order to receive current traction battery data and / or an over-temperature warning from the battery management system of the respective stored traction battery.

[0030] The traction battery data consists in particular of measured battery temperature values ​​and / or measured battery voltage values, each for the entire traction battery and / or for a specific battery module of the traction battery and / or for a specific battery cell within a specific battery module of the traction battery. The battery temperature values ​​for the entire traction battery can, for example, be continuously recorded maximum temperature values ​​occurring in the entire traction battery for one of the battery modules or for one of the battery cells within one of the battery modules.

[0031] An overtemperature warning is issued by the battery management system only if a reference temperature, such as 80°C or 100°C, is exceeded. This warning can refer to an excessively high temperature of the entire drive battery, an excessively high battery module temperature of the drive battery, or an excessively high battery cell temperature in one of the drive battery's battery modules. This significantly reduces the amount of data transmitted to the higher-level emergency notification system. Forwarding current battery temperature values ​​and any other drive battery data is then unnecessary. In this case, it can be assumed that the drive battery is functioning correctly. Internally, the battery management system then takes over the thermal monitoring of the respective drive battery.

[0032] The alarm system itself can be part of the inventive installation. The traction battery data can additionally include battery cell voltage values ​​or battery module voltage values, or even a value for smoke density if a smoke detector is installed in the traction battery.

[0033] The core of the invention lies in the ability to continuously record the battery temperature values ​​and / or a 202314770 by a battery management system of a traction battery.

[0034] 5. Reported over-temperature warnings are automatically used for thermal monitoring of this traction battery when it is stored in a rack storage system.

[0035] The advantage of the invention lies in the very early detection of a potentially fire-hazardous overtemperature in a traction battery.

[0036] If the system is designed to determine the approximate, preferably exact, storage compartment position of the potentially defective traction battery, then it is a system for the thermal monitoring of a large number of traction batteries and for locating a potentially defective traction battery in the event of overtemperature.

[0037] This makes it advantageous to be able to remove the relevant drive battery from the rack storage system very quickly.

[0038] Compared to known systems, the thermal runaway of a battery cell inside the battery is detected as early as possible by the battery's own battery management system (BMS). In contrast, with known monitoring systems, a temperature increase and the smoke development associated with thermal runaway of a battery cell are only detectable outside the battery much later.

[0039] Preferably, the higher-level alarm system is already configured to forward the received traction battery data to a control center or a management station. Alternatively or additionally, the higher-level alarm system can be configured to issue a received overtemperature warning as an alarm message at the higher-level alarm system, for example, in the form of an audible and / or visual alarm, and / or to forward it to the control center or management station. In this case, the respective overtemperature warning corresponds to the alarm message.

[0040] The higher-level alarm system can alternatively be configured to first evaluate a received over-temperature warning and then issue an alarm notification to the control center or management station. This is advantageous, for example, if an over-temperature warning includes several warning levels, such as "elevated battery temperature," "significantly elevated battery temperature," or "critically high battery temperature." In this case, the higher-level alarm system can be configured to issue an alarm notification to the control center or management station only after the most critical warning level has been reached and / or to issue it directly at the alarm system in the form of an audible and / or visual alarm. 202314770

[0041] 6

[0042] The continuous reading and querying of battery temperatures and / or over-temperature warnings is performed via an externally accessible vehicle bus interface, which is intended for connecting the traction battery to the vehicle control unit of the electric vehicle for which the traction battery is intended, or via an externally accessible diagnostic interface for on-board diagnostics (OBD). Both the vehicle bus interface and the diagnostic interface are connected internally to the battery management system (BMS) via a bus line, preferably a CAN bus line. The vehicle bus interface and the diagnostic interface or on-board diagnostic interface are located on the outside of the traction battery housing or in a recess in the traction battery housing. Both interfaces are contact-based and preferably designed as sockets.

[0043] A connection point, preferably automatically establishing a data connection via one of the two interfaces, then forwards the received traction battery data, in particular the battery temperature values, and / or an over-temperature warning to a higher-level hazard detection system, coordinated by an external bus master. In this case, the latter, in particular a CAN bus master, assumes the role of vehicle control, while the battery management system (BMS) performs its usual role as a bus participant (slave).

[0044] The battery-external bus master can be located within the higher-level alarm control panel itself. In this case, the bus master is a centrally located bus master. Alternatively, a battery-external bus master can be decentralized, located at a connection point in a storage compartment designed for the monitored storage of a traction battery. In this case, the respective connection-point-side bus master coordinates the data traffic between the connected battery management system (BMS) and the higher-level alarm control panel.

[0045] If the battery management system of a traction battery intended for storage or temporary storage is already configured to issue an over-temperature warning at the vehicle bus and / or diagnostic interface in the event of a detected excessively high battery cell temperature and / or excessively high battery module temperature and / or excessively high battery temperature of the entire traction battery, such as 80°C or 100°C, then the data volume to the higher-level hazard detection system is drastically reduced. Forwarding current battery temperature values ​​and, if applicable, other traction battery data is then unnecessary. In this case, it can be assumed that 202314770

[0046] 7. This indicates that the traction battery is functioning correctly. Internally, the battery management system then takes over the thermal monitoring of the respective traction battery.

[0047] If the central bus master is located in the higher-level emergency notification center or is connected to such a central bus master via data transmission, the emergency notification center can be configured to determine the storage location of a traction battery stored in the rack storage system using a table accessible via data transmission or stored there. The table can, for example, include storage locations in the rack storage system to which bus addresses or unique device identifiers of the battery management systems (BMS) of currently stored traction batteries are assigned. The table is continuously updated by an IT-supported inventory management system for the entire rack storage system.In the event of an excessively high battery temperature value and / or over-temperature warning transmitted by a defective traction battery together with the bus address or the device identifier, the hazard detection center can then issue a hazard message together with the determined storage location on site, e.g. on a display of the hazard detection center, or to a connected control center.

[0048] The object of the invention is further achieved by using an externally accessible vehicle bus or diagnostic interface of a traction battery for electric vehicles for thermal monitoring of the traction battery when it is stored in a rack storage system with a plurality of storage compartments. For thermal monitoring, traction battery data and / or an over-temperature warning are provided by a battery management system of the traction battery to a battery-external bus master, in particular a battery-external CAN bus master, configured for this purpose. The battery-external bus master is connected to the data network via a bus located in the area of ​​the storage compartment or...The connection point located in the storage compartment of the stored traction battery is connected to the externally accessible vehicle bus or diagnostic interface and, on the other hand, is connected to a higher-level alarm system for the transmission of traction battery data provided by the battery management system of the stored traction battery, in particular battery temperature values, and / or an over-temperature warning. In the event of an over-temperature, an alarm message is issued by the alarm system, possibly together with the storage compartment location of the stored traction battery in the rack storage system.

[0049] Finally, the object of the invention is achieved by a method for the thermal monitoring of a plurality of traction batteries for electric vehicles, in particular lithium-ion or sodium-ion traction batteries, especially for thermal failure. The 202314770

[0050] 8

[0051] Traction batteries are stored in a rack storage system with numerous storage compartments. Designed for installation in electric vehicles, each traction battery comprises multiple battery modules with multiple battery cells, a battery management system, and a connection to the vehicle's control unit. After being placed in a storage compartment, the traction batteries are automatically connected to a higher-level alarm monitoring system via their respective externally accessible vehicle bus or diagnostic interface. This connection allows the system to receive current traction battery data, particularly battery temperature values, and / or over-temperature warnings from the battery management system of each stored traction battery for thermal monitoring purposes.In the event of overheating, the hazard warning system issues a hazard warning on site and / or to a control center, possibly together with a storage location of the drive battery stored in the rack storage system.

[0052] Embodiments of the invention

[0053] According to one embodiment of the inventive system, a connection point is arranged in at least some of the storage compartments. The respective connection point is arranged in or on the respective storage compartment, in particular on a rear wall of the respective storage compartment, such that the vehicle bus or diagnostic interface of a properly stored traction battery contacts an opposite connection point for acquiring traction battery data and / or an over-temperature warning. The respective connection point is connected to the higher-level alarm system via a communication line and is configured to forward the received traction battery data and / or an over-temperature warning to the alarm system.

[0054] Typically, the storage of traction batteries is fully automated using storage and retrieval machines. These machines are designed to place a traction battery into a designated storage compartment with millimeter precision, ensuring that the externally accessible vehicle bus or diagnostic interface connects to a corresponding connector or socket on the rear wall of the storage compartment. Preferably, the vehicle bus interface is a CAN bus interface with a five-pin M12 connector. The diagnostic interface is preferably an OBD diagnostic interface of the standardized type OBD-2 or OBD-3. The diagnostic interface 202314770

[0055] The OBD-2 type 9 can include a CAN bus interface, a J1850 bus, and other lines, such as so-called K-lines and supply voltage lines.

[0056] Alternatively or additionally, guide rails and / or guides can be arranged in a storage compartment, allowing for precise and complete contact. Additionally, a mechanical or electromechanical device can be arranged in the storage compartment, which, if a protective cover is present on a vehicle bus interface or on a diagnostic interface of the traction battery, removes it and, if necessary, reattaches it.

[0057] Preferably, in the following embodiments, the respective described vehicle bus or diagnostic interface is a CAN vehicle bus or diagnostic interface, the battery-side bus line is a battery-side CAN bus line, and the bus master, i.e., a central-side, connection point-side, or module-side bus master, is a CAN bus master.

[0058] According to another embodiment, the communication line is a central-side bus line, preferably a CAN bus line. The CAN bus (for Controller Area Network) is a standardized (see, for example, ISO 11898-1, ISO 11898-2, and ISO 11898-3) serial bus system and belongs to the fieldbuses. In the simplest case, a CAN line comprises two twisted pairs, CAN_HIGH (CAN_H) and CAN_LOW (CAN_L), for balanced signal transmission. Typically, a third wire, CAN_GND (ground), is also present, often along with a fourth wire for the 5V or 12V power supply.

[0059] The respective vehicle bus or diagnostic interface is configured as a socket or plug and includes at least one interface to a battery-side bus line for connection to the battery management system to provide traction battery data and / or an over-temperature warning. The battery-side bus line is connected to the battery management system. The respective connection point comprises a plug or socket compatible with the socket or plug of the respective vehicle bus or diagnostic interface for possible electrical contact. When connected, the respective connection point is configured for the electrical connection of the battery-side bus line to the central bus line.In the case of a CAN bus, all battery-side CAN bus lines of the respective stored traction batteries are electrically connected in parallel to the central CAN bus line after electrical contact has been established. The alarm system has a central bus master for this purpose, or the alarm system is connected to such a bus master via data transmission. The central bus master is then configured to repeatedly address the battery management systems of all connected traction batteries in order to obtain the respective 202314770 values ​​from them.

[0060] 10

[0061] To query traction battery data. Preferably, the central bus master is also configured to receive a prioritized over-temperature warning sent by the respective battery management system.

[0062] According to a further embodiment, in contrast to the previous embodiment, each connection point has a connection-point-side bus master connected between the plug or socket and the central-side bus line. The connection-point-side bus master is configured to receive or request the traction battery data and / or an over-temperature warning, preferably continuously, from the interface to the battery-side bus line of the respective contacted vehicle bus or diagnostic interface. Furthermore, the connection-point-side bus master is configured to forward the received traction battery data and / or an over-temperature warning via the central-side bus line to a central-side bus master of the higher-level alarm system.The central bus master is configured to repeatedly address the branch-side bus masters in order to query the respective traction battery data from them. Preferably, the central bus master is also configured to receive a prioritized over-temperature warning sent by the respective battery management system.

[0063] In an advantageous embodiment, the system is a fire alarm system and the alarm detection point is a fire alarm control panel. Furthermore, the communication line is a detector line, in particular a two-wire detector line. The connection points located in the storage compartments and the fire alarm control panel are all connected to the detector line. The respective vehicle bus or diagnostic interface is configured as a socket or plug and includes at least one interface to a battery-side bus line for providing traction battery data and / or an over-temperature warning. The battery-side bus line is connected to the battery management system. The respective connection point also includes a plug or socket compatible with the socket or plug of the respective vehicle bus or diagnostic interface for possible electrical contact.Furthermore, each connection point has a connection-point-side bus master connected between the plug or socket and the detector line, and a detector bus connection linked to it for data transmission. The respective connection-point-side bus master is configured to receive or request the traction battery data and / or an over-temperature warning, preferably continuously, from the interface to the battery-side bus line of the respective contacted vehicle bus or diagnostic interface, and is further configured to process the received traction battery data and / or a received 202314770.

[0064] 11

[0065] Over-temperature warnings are forwarded to the detector bus connection. Finally, the respective detector bus connection is linked to the higher-level fire alarm control panel via the detector line and is configured to forward the received drive battery data and / or a received over-temperature warning to the higher-level fire alarm control panel.

[0066] The detector bus connection can include a suitably programmed microcontroller. Alternatively, it can include an input / output module for an automatically addressed fire alarm line, such as a Siemens FDCIO222 or FDCIO224 input / output module for connection to a Siemens FDnet or C-NET fire alarm line.

[0067] The particular advantage here lies in the combination of a higher-level, decades-proven and extremely reliable fire alarm system technology with decentralized CAN bus masters operating on the storage compartment side. The latter only record the traction battery data essential for thermal monitoring of the connected traction battery and / or preferably only an over-temperature warning, which can then be prioritized and made available very quickly via the fire alarm transmission protocol through the detector bus connection of the fire alarm control panel.

[0068] According to another embodiment, the communication line is a central-side bus line. The respective vehicle bus or diagnostic interface is designed as a socket or plug and includes at least one interface to a battery-side bus line for providing traction battery data and / or an over-temperature warning. The battery-side bus line is connected to the battery management system. A plug-in module is applied to the vehicle bus or diagnostic interface of each installed traction battery. After proper installation of the traction battery, this module is located in close proximity to a connection point. The respective plug-in module comprises a plug or socket compatible with the socket or plug of the respective vehicle bus or diagnostic interface for possible electrical contact.

[0069] Each plug-in module has a module-side bus master, specifically a module-side CAN bus master, and a first radio-based data transmission unit connected to it. The module-side bus master is configured to receive or request the traction battery data and / or an over-temperature warning, preferably continuously, from the interface to the battery-side bus line of the respective contacted vehicle bus interface or diagnostic interface. Furthermore, the module-side 202314770

[0070] 12

[0071] The bus master is set up to forward the received drive battery data and / or a received over-temperature warning to the first radio-based data transmission unit for output via radio.

[0072] Furthermore, each connection point has a second radio-based data transmission unit and a data-technically connected bus master on the connection point side, in particular a CAN bus master on the connection point side. The respective bus master on the connection point side is configured to receive the traction battery data and / or an over-temperature warning transmitted from the first radio-based data transmission unit to the second radio-based data transmission unit, and further configured to forward the received traction battery data and / or an over-temperature warning to the alarm system via the central bus line. The distance between the first radio-based data transmission unit of a properly installed traction battery and the second radio-based data transmission unit of an associated connection point is a maximum of 1 m.

[0073] The communication bus is preferably based on a CAN bus standard. Alternatively, it can be based on, for example, a BACnet, Ethernet Powerlink, KNX, Modbus, PROFIBUS, or SafetyBUS fieldbus. The two wireless data transmission units are based on, for example, a Bluetooth, Thread, or WLAN standard.

[0074] The particular advantage is that no exact alignment of the drive batteries to be stored with the connection point in the storage compartment is required.

[0075] According to one embodiment, the system is a fire alarm system. The alarm detection point is a fire alarm control panel, and the communication line is a detector line, in particular a two-wire detector line, to which the connection points located in the storage compartments and the fire alarm control panel are jointly connected. The respective vehicle bus or diagnostic interface is designed as a socket or plug and includes at least one interface to a battery-side bus line, in particular a battery-side CAN bus line, for providing the traction battery data and / or an over-temperature warning. The battery-side bus line is connected to the battery management system. A plug-in module is applied to the vehicle bus or diagnostic interface of each stored traction battery.

[0076] The respective applied plug-in module is located in close proximity to a respective connection point, with the respective plug-in module having a connection to the socket or plug 202314770.

[0077] The module comprises 13 connectors or sockets compatible with the respective vehicle bus or diagnostic interface for possible electrical contact. Each plug-in module features a module-side bus master, in particular a module-side CAN bus master, and a first radio-based data transmission unit connected to it.

[0078] The module-side bus master is configured to receive or request the traction battery data and / or an over-temperature warning, preferably continuously, from the interface to the battery-side bus line of the respective contacted vehicle bus interface or diagnostic interface, and is further configured to forward the received traction battery data and / or a received over-temperature warning for output via radio to the first radio-based data transmission unit.

[0079] Furthermore, each connection point features a second radio-based data transmission unit and a data-technically connected detector bus interface. The detector bus interface is configured to receive the drive battery data and / or an over-temperature warning transmitted from the first radio-based data transmission unit to the second radio-based data transmission unit, and is also configured to transmit the received drive battery data and / or an over-temperature warning to the fire alarm control panel via the detector line.

[0080] The detector bus connection can include a suitably programmed microcontroller. Alternatively, it can include an input / output module for an automatically addressed fire alarm line, such as a Siemens FDCIO222 or FDCIO224 input / output module for connection to a Siemens FDnet or C-NET fire alarm line.

[0081] In particular, the distance between the first radio-based data transmission unit of a properly installed traction battery and the second radio-based data transmission unit of an associated connection point is a maximum of 1 m. The two radio-based data transmission units are based, for example, on a Bluetooth, Thread, or WLAN standard.

[0082] The particular advantage is that no exact alignment of the drive batteries to be stored with the connection point in the storage compartment is required.

[0083] According to a particularly advantageous embodiment, the first and second radio-based data transmission units are radio-based energy / data transmission units. They are also 202314770

[0084] 14. The two wireless energy / data transmission units are configured to transmit electrical energy from the communication line via the respective connection point and then inductively coupled to the respective plug-in module for the electrical supply of the respective plug-in module and / or the connected battery management system of the installed traction battery. Alternatively or additionally, the two wireless energy / data transmission units are configured to transmit electrical energy from the respective traction battery via the vehicle bus or diagnostic interface to the respective applied plug-in module and then inductively coupled to the electrical supply of the respective connection point. The inductive data and energy transmission can be based, for example, on an ISO / IEC 15693 standard or an ISO / IEC 14443 standard.

[0085] The particular advantage lies in the fact that, on the one hand, a charge maintenance of a stored traction battery can be achieved, or at least an electrical power supply to the battery management system and, if applicable, connected battery module management units, in order to enable continuous diagnostics of all battery modules with their respective battery cells.

[0086] Another particular advantage is that, conversely, the inductively coupled interface allows for the supply of power to at least the connection-side bus master. The electrical power supplied to a connection point in this way is a maximum of 5 watts, preferably a maximum of 1 watt.

[0087] According to another embodiment, the communication line comprises an electrical leakage waveguide, in particular a slotted cable, for receiving and transmitting radio waves, wherein the electrical leakage waveguide runs in or along the storage compartments provided for the traction batteries. The alarm system includes a transmitter / receiver unit for connecting the electrical leakage waveguide. Alternatively, the alarm system can be connected to such a unit via data transmission. Thus, the electrical leakage waveguide, together with the transmitter / receiver unit, forms a common connection point for receiving the traction battery data and / or an overtemperature warning originating from the respective stored traction batteries.

[0088] A plug-in module is applied to the vehicle bus or diagnostic interface of each installed traction battery. This module includes a plug or socket that is compatible with the socket or connector of the respective vehicle bus or diagnostic interface for electrical contact. (202314770)

[0089] Each plug-in module further comprises a module-side bus master, in particular a module-side CAN bus master, and a first radio-based data transmission unit connected to it. The module-side bus master is configured to receive or request the traction battery data and / or an over-temperature warning, preferably continuously, from an interface to a battery-side bus line, in particular a battery-side CAN bus line, of the respective contacted vehicle bus or diagnostic interface. The battery-side bus line is connected to the battery management system. Furthermore, the module-side bus master is configured to forward the received traction battery data and / or the received over-temperature warning to the first radio-based data transmission unit for output via radio.The drive battery data transmitted in the form of radio waves, as well as the transmitted over-temperature warning, are then received by the electrical leakage waveguide and forwarded by it to the transceiver unit. The latter then transmits this information to the associated higher-level hazard detection system.

[0090] The first radio-based data transmission units and the transmit / receive unit are based, for example, on a Bluetooth, Thread or WLAN standard.

[0091] The particular advantage of this embodiment is that a connection point is then unnecessary in each storage compartment intended for a drive battery to be stored.

[0092] According to a further embodiment, the hazard detection system is configured to determine the storage compartment position assigned to a given storage compartment by measuring the transit time of a test signal from the transmitter / receiver unit along the electrical leakage waveguide to an addressed connection point and back again. For this purpose, the transit time differences between the injection of a radio signal into the electrical leakage waveguide by the transmitter / receiver unit and the reception of the response signal transmitted by a respective addressed first radio-based data transmission unit are measured and stored in a table together with the corresponding storage compartment identifier of a storage compartment in which the respective drive battery with its plug-in module and the first radio-based data transmission unit is located.

[0093] To locate a responding connection point in the rack storage system, the respective storage compartment identifier is advantageously determined based on its address and the associated runtime difference in the table. Furthermore, in this embodiment, a connection point in each storage compartment intended for a drive battery to be stored can be advantageously omitted. 202314770

[0094] 16

[0095] According to another embodiment, the thermal monitoring system has multiple radio-based connection points distributed throughout the rack storage system. These connection points are either directly connected to a gateway via a wired communication line acting as a "bridge." Alternatively or additionally, the radio-based connection points can be indirectly connected to a radio-based gateway via a wireless mesh network. The alarm system is connected to the gateway or has such a connection. The radio-based connection points are configured to receive and transmit the drive battery data and / or over-temperature warnings originating from the respective stored drive batteries to the gateway.The gateway is configured to forward received drive battery data and / or any received over-temperature warnings to the higher-level alarm system. The wireless connection points distributed throughout the racking system, as well as the wireless data link to them, can be based on, for example, a WLAN, Bluetooth Mesh, or Thread Mesh standard.

[0096] Furthermore, a plug-in module is applied to the vehicle bus or diagnostic interface of each installed traction battery. Each plug-in module comprises a plug or socket compatible with the socket or connector of the respective vehicle bus or diagnostic interface for electrical contact. The plug-in module also includes a module-side bus master, in particular a module-side CAN bus master, and a first radio-based data transmission unit connected to it. The module-side bus master is configured to receive or request traction battery data and / or an over-temperature warning, preferably continuously, from an interface to a battery-side bus line, in particular a battery-side CAN bus line, of the respective connected vehicle bus or diagnostic interface.The battery-side bus line is connected to the battery management system. Furthermore, the respective bus master is configured to forward the received traction battery data and / or a received over-temperature warning to the first radio-based data transmission unit for output via radio.

[0097] In this embodiment, "spatial proximity" means a maximum distance of 100 meters, and in particular a maximum of 30 meters, between each initial radio-based data transmission unit and a radio-based connection point. 202314770

[0098] 17

[0099] The particular advantage here is that a connection point is no longer needed in each storage compartment intended for a drive battery to be stored.

[0100] In one embodiment, the storage compartment position assigned to a particular storage compartment is stored in the respective connection point of a storage compartment, such as in the non-volatile memory of a microcontroller at a connection point. Such a microcontroller can, for example, be configured to perform the function of a connection-side bus master.

[0101] Finally, the storage compartment position assigned to a respective storage compartment for the drive battery to be stored can also be stored in the respective applied plug-in module, such as in a non-volatile memory of a microcontroller located there.

[0102] Exemplary embodiments of the drawing

[0103] The invention and advantageous embodiments of the present invention are explained with reference to the following figures. These show:

[0104] FIG 1 schematically shows the structure of a traction battery for an electric vehicle,

[0105] FIG 2 shows an example of a system according to the invention for the thermal monitoring of a large number of traction batteries stored in the rack storage system,

[0106] FIG 3 shows a top view of the exemplary rack storage system according to FIG 2, which can be equipped with drive batteries from both sides, and the connection points of the system for thermal monitoring of the drive batteries.

[0107] FIGS. 4 - FIGS. 6 show exemplary connection options for connecting an externally accessible vehicle bus or diagnostic interface of a traction battery to a rack-side connection point according to the invention.

[0108] FIG 7 shows a top view of an exemplary rack storage system with non-contact connection points for connecting a drive battery stored in each unit according to the invention.

[0109] FIG 8 shows an example of a rack-side, wirelessly operating connection point in

[0110] Wireless connection with a plug-in module attached to a vehicle bus or diagnostic interface according to the invention, 202314770

[0111] 18

[0112] FIG 9 shows another example of a wirelessly operating connection point in an inductively coupled radio connection with a plug-in module mounted on a vehicle bus or diagnostic interface according to the invention.

[0113] FIG 10 shows an example of a system according to the invention for the thermal monitoring of stored traction batteries equipped with plug-in modules and with an electrical leakage waveguide laid in the rack storage system, and

[0114] FIG 11 shows another example of a system according to the invention for the thermal monitoring of stored traction batteries with radio-based connection points distributed in the area of ​​the rack storage system.

[0115] FIG 1 schematically shows the structure of a traction battery BP for mounting on an electric vehicle. In this example, the traction battery BP, also referred to as a traction battery or battery pack, has a traction battery housing G. The traction battery housing G contains three battery strings STR1-STR3, each with nine battery modules MOD, and a charge controller LM for charging the traction battery BP. The individual battery modules MOD are connected to each other by busbars SCH and each module contains a plurality of battery cells BAT. The charge controller LM is connected to an AC / DC battery charging port, which in turn is connected to a charging socket on the electric vehicle for supplying charging current from a charging station.

[0116] Each battery module (MOD) has its own battery module management unit (BMU) for monitoring the electrical voltages applied to the battery cells (BAT) and the temperature within the respective battery module (MOD). The battery module management units (BMUs) are connected via a battery or module bus (BB) to a higher-level battery management system (BMS) for the traction battery (BP). This system is also referred to as a BMS. The battery management system (BMS) is configured to record current traction battery data, such as battery temperature, battery voltage, charging current, and / or an over-temperature warning (W), for each battery module (MOD) and / or battery cell (BAT). The battery management system (BMS) can also have electrical inputs and outputs (I / O) to control, for example, fans or pumps (P) or to monitor other electrical components of the traction battery (BP).The charge controller LM, the battery management system BMS, and other components of the traction battery BP (not shown) are connected to each other via a CAN bus line CL on the battery side. The battery-side CAN bus line CL is also connected to a device with part number 202314770.

[0117] 19 externally accessible CAN vehicle bus interface CAN and a CAN diagnostic interface CAN, OBD of the drive battery BP connected.

[0118] FIG 2 shows an example of a BMA system according to the invention for the thermal monitoring of a large number of drive batteries BP stored in the RL rack storage system. The RL rack storage system shown has, by way of example, three levels E, numbered E1 to E3 from bottom to top. Furthermore, the RL rack storage system has three bays F or columns, numbered F1 to F3. NF denotes a storage compartment not intended for use with a drive battery BP. The RL rack storage system also has a first "front" compartment side FS, FS1 for potential installation with drive batteries BP, and a second "rear" compartment side FS, FS2. The latter is not visible in this illustration (see FIG 3). For the sake of clarity, the supporting structures of the RL rack storage system, such as shelves and beams, are not shown in detail.In a storage compartment LF in the second level E2 and in the first field F1, a fire event or an overtemperature event is symbolized by a flame symbol in a stored traction battery BP.

[0119] According to the invention, the BMA system comprises at least one connection point AP in the area of ​​the storage compartments LF for a data connection, in particular an automatic one, to an externally accessible vehicle bus or diagnostic interface CAN, OBD of a traction battery BP stored in each storage compartment LF (see also FIG. 3), in order to receive current traction battery data D, such as battery temperature values ​​for a battery module MOD and / or a battery cell BAT, as well as an overtemperature warning W, such as the flame symbol in storage compartment LF, from the battery management system BMS of the respective stored traction battery BP. Furthermore, the BMA system is configured to output the traction battery data D received from the at least one connection point AP, as well as the received overtemperature warning W for the respective traction battery BP stored in the rack storage system RL, to a higher-level alarm system Z.

[0120] In the present example, the connection points AP shown are mounted on a rear wall RW of the respective storage compartment LF. The alarm control panel Z shown is connected to the respective connection points AP in the storage compartments LF via a communication line BUS, specifically a (central-side) CAN bus line. As indicated, the alarm control panel Z can also be connected to further communication lines BUS for acquiring traction battery data D and warning messages W from traction batteries BP, which are stored in further racks or rack storage systems RL. 202314770

[0121] 20

[0122] The hazard detection point Z shown includes a central-side bus master ZBM, here a CAN bus master, which, representing a CAN bus master of the vehicle control in an electric vehicle, can now access the battery management system BMS of a connected, stored traction battery BP via the central-side CAN bus line BUS and further via the connected connection points AP to record the respective traction battery data D and / or a respective warning message W.

[0123] The reference symbol S denotes control data or addressing data that is output by the alarm system Z to address the connected battery management systems (BMS) or to acknowledge transmitted traction battery data (D) or warning messages (W) on the communication line BUS. The alarm system Z is also configured to forward a received overtemperature warning (W) as a hazard message (AL) to a higher-level control center or management station. In this case, the respective overtemperature warning (W) also corresponds to the hazard message (AL). Furthermore, the alarm system Z is already configured to determine the storage location (POS) of a traction battery (BP) stored in the rack storage system (RL) using a data-accessible or stored table (TAB). The POS table can, for example,Storage compartment positions POS in the RL rack storage system include those to which bus addresses or unique device identifiers of the battery management systems BMS of currently stored traction batteries BP are assigned.

[0124] FIG. 3 shows a top view of the exemplary rack storage system RL, which can be equipped with traction batteries BP from both sides FS1 and FS2, as shown in FIG. 2, and the connection points AP of the BMA system for thermal monitoring of the traction batteries BP. It can be seen that in at least some of the storage compartments LF, a connection point AP is arranged on a rear wall RW of the respective storage compartment LF such that the CAN vehicle bus or CAN diagnostic interface CAN, OBD of each properly stored traction battery BP contacts an opposite connection point AP for acquiring the traction battery data D and / or an over-temperature warning W. The respective connection points AP are connected to the higher-level alarm system Z via a communication line BUS in the form of a CAN bus line.Furthermore, the connection points AP are set up to forward the traction battery data D and / or a received overtemperature warning W received from the respective battery management systems BMS to the hazard reporting center Z for output.

[0125] FIG 4 shows a first example of connecting an externally accessible vehicle bus or diagnostic interface CAN, OBD of a traction battery BP to a rack-side 202314770

[0126] 21

[0127] Connection point AP. In the right part of FIG. 4, a rear wall RW of a storage compartment LF is shown, to which the connection point AP is attached. GP denotes a base plate and GA a housing of the connection point AP. The housing GA contains two CAN connectors BUA for connection to a central CAN bus line BUS and a CAN plug ST for connection to a CAN vehicle bus or DAN diagnostic interface CAN, OBD, which is implemented as a socket. The associated connecting wires to the two CAN connectors BUA and to the CAN plug ST, such as a CAN_HIGH line (CAN_H), a CAN_LOW line (CAN_L) for balanced signal transmission, a CAN_GND line (ground), and a line for the 5V or 12V power supply, are connected in parallel. CL denotes the battery's internal CAN bus line for data communication with the battery management system (BMS).If connection point AP is connected to a CAN diagnostic interface (OBD), the latter is based on type OBD-2 or OBD-3. It may include other bus interfaces, not relevant in this case, such as a J1850 bus interface. If connection point AP is connected to a CAN vehicle bus interface (CAN), the latter preferably includes a five-pin M12 connector.

[0128] If all connection points AP of a rack storage system RL are connected to the central CAN bus line BUS in this manner, the battery management system BMS of each stored traction battery BP can be reached via the CAN vehicle bus or CAN diagnostic interface CAN, OBD by means of a central CAN bus master ZBM of the alarm control panel Z. The ID is a unique bus address or serial number transmitted by the battery management system BMS of a traction battery BP to the central bus master ZBM, based on which the storage location POS of the traction battery BP can be determined by the central bus master ZBM.

[0129] FIG 5 shows a second example of connecting an externally accessible CAN vehicle bus or CAN diagnostic interface (CAN, OBD) of a traction battery (BP) to a rack-side connection point (AP). In contrast to the previous example, a separate connection-point-side CAN bus master (CBM) is provided for each connection point (AP) between the two CAN connector sockets (BUA) and the CAN connector (ST). BAC denotes a CAN bus connection for connecting to the CAN bus line, unless this is already integrated into the connection-point-side CAN bus master (CBM). The latter is electrically powered via the CAN diagnostic interface (OBD) of the traction battery (BP).

[0130] FIG 6 shows a third example of connecting an externally accessible CAN vehicle bus or CAN diagnostic interface (CAN, OBD) of a traction battery (BP) to a 202314770

[0131] 22. Rack-side connection point AP. In this case, the central-side communication line BUS is a two-wire detector line P2 or a two-wire detector bus of a fire alarm system, and the alarm control panel Z is a fire alarm control panel. Furthermore, compared to the previous example, a bus connection is interposed between the connection point-side CAN bus master CBM and the two connection sockets BUA for connecting to the two-wire detector line P2. In this example, the bus connection BAB includes a microcontroller MC. The latter is configured for data exchange between the connection point-side CAN bus master CBM and the fire alarm control panel Z. A storage location identifier POS, belonging to connection point AP, can also be stored in the microcontroller MC. This is likewise transmitted from the bus connection BAB to the central-side bus controller ZBM.

[0132] The BAB bus connection can alternatively or additionally include an AIO input / output module for an automatically addressed fire alarm line, such as a Siemens FDCIO222 or FDCIO224 input / output module for connection to a Siemens FDnet or C-NET fire alarm line. The drive battery data D to be transmitted, in particular an over-temperature warning W, can be provided to a digital input of the AIO input / output module via a digital output of the connection point-side CAN bus master CBM. Conversely, control data S to be transmitted can be provided to a digital input of the connection point-side CAN bus master CBM via a digital output of the AIO input / output module.If all input / output modules (AIO) of the connection points (AP) in the storage compartments (LF) are connected to the detector line (P2), they are uniquely reachable by the fire alarm control panel (Z) because each input / output module (AIO) is assigned a unique bus address by the fire alarm control panel (Z). This also allows the fire alarm control panel (Z) to know the position (POS) of the storage compartments (LF) with the connection points (AP).

[0133] The connection point-side bus master CMB and the bus connection BUA are electrically powered via the CAN diagnostic interface OBD of the drive battery BP.

[0134] FIG 7 shows a top view of an exemplary rack storage system RL with wirelessly operating connection points AP for connecting a stored traction battery AP according to the invention. In this case, a plug-in module AM ​​is applied to the CAN vehicle bus or CAN diagnostic interface CAN, OBD, which wirelessly transmits the traction battery data D and an over-temperature warning W to a connection point AP configured for reception, and which optionally receives control data S, such as addressing data, from the connection point AP in the reverse direction. 202314770

[0135] 23

[0136] FIG 8 shows an example of a rack-side, wirelessly operating connection point AP in radio communication with a plug-in module AM ​​on a CAN vehicle bus or CAN diagnostic interface CAN, OBD according to the invention.

[0137] According to the invention, the respective applied plug-in module AM ​​is located in close proximity to the connection point AP shown. The plug-in module AM ​​comprises a connector ST, adapted to the socket Bll of the CAN vehicle bus or CAN diagnostic interface CAN, OBD, for possible electrical contact. Furthermore, in addition to a housing GM, the plug-in module AM ​​has a module-side CAN bus master MBM and a first radio-based data transmission unit DM1 connected to it. The module-side CAN bus master MBM is configured to receive or request the traction battery data D and / or an over-temperature warning W, preferably continuously, from the interface to the battery-side CAN bus line CL of the contacted CAN vehicle bus interface CAN or CAN diagnostic interface OBD.Furthermore, the module-side CAN bus master MBM is configured to forward the received drive battery data D and / or a received over-temperature warning W to the first radio-based data transmission unit DM1 for output via radio.

[0138] The connection point AP shown in the right part of FIG. 8 has a second radio-based data transmission unit DM2 and a detector bus connection BAB linked to it. The latter is configured to receive the drive battery data D and / or an over-temperature warning W transmitted from the first radio-based data transmission unit DM1 to the second radio-based data transmission unit DM2. ANT denotes one antenna of each of these two radio-based data transmission units DM1 and DM2. The detector bus connection BAB is also configured to transmit the received drive battery data D and / or an over-temperature warning W via the detector line P2 to the fire alarm control panel Z as the hazard detection point. Similarly, control data S, such as...Addressing data is forwarded from the fire alarm control panel Z via the connection point AP and wirelessly via the plug-in module AM ​​to the battery-side CAN bus line CL of the contacted CAN vehicle bus interface CAN or CAN diagnostic interface OBD, ultimately to the battery management system BMS of the stored traction battery BP.

[0139] The two wireless data transmission units DM1 and DM2 are based, for example, on a Bluetooth, Thread, or WLAN standard. 202314770

[0140] 24

[0141] FIG 9 shows another example of a wirelessly operating connection point AP in an inductively coupled radio connection with a plug-in module AM ​​on a CAN vehicle bus or CAN diagnostic interface CAN, OBD according to the invention.

[0142] In contrast to the previous example, the first and second radio-based data transmission units DM1 and DM2 are also radio-based energy / data transmission units EDM. Both energy / data transmission units EDM are also configured to transfer electrical energy from the communication line BUS via the connection point AP and then further via an inductively coupled path in the form of magnetic field energy FE to the plug-in module AM ​​for the electrical supply of the plug-in module AM ​​and / or via the CAN vehicle bus or CAN diagnostic interface CAN, OBD for the electrical supply of the battery management system BMS of the integrated traction battery BP.Alternatively or additionally, both radio-based energy / data transmission units EDM can be configured to transfer electrical energy from the stored traction battery BP via the CAN vehicle bus or CAN diagnostic interface CAN, OBD to the applied plug-in module AM ​​and further via an inductively coupled path in the form of magnetic field energy FE at least for the electrical supply of the connection point AP.

[0143] Both energy / data transmission units (EDM) comprise an electrical coil (SP) for transmitting and / or receiving magnetic field energy (FE). Inductive data and energy transmission can be based, for example, on an ISO / IEC 15693 standard or an ISO / IEC 14443 standard.

[0144] FIG 10 shows an example of a system BMA according to the invention for the thermal monitoring of stored traction batteries BP equipped with plug-in modules AM and with an electrical leakage waveguide SL laid in the rack storage system RL.

[0145] The communication line BUS includes such an electrical leakage waveguide SL, in particular a slotted cable, designed for receiving and transmitting radio waves. The electrical leakage waveguide SL preferably runs along the storage compartments LF provided for storing the traction batteries BP. In this example, the alarm system Z is connected to a transceiver unit SEG for connecting the electrical leakage waveguide SL. The electrical leakage waveguide SL thus forms a common connection point AP together with the transceiver unit SEG to receive the traction battery data D and / or an overtemperature warning W originating from the stored traction batteries BP. A 202314770 is connected to the CAN vehicle bus or diagnostic interface CAN, OBD.

[0146] A plug-in module AM ​​is applied to the 25 stored traction battery BP. Each plug-in module AM ​​has a module-side CAN bus master MBM and a corresponding first radio-based data transmission unit DM1. The module-side CAN bus master MBM is configured to receive or request the traction battery data D and / or an over-temperature warning W, preferably continuously, from an interface to a battery-side CAN bus line CL of the respective contacted CAN vehicle bus or CAN diagnostic interface (CAN, OBD). Furthermore, the module-side CAN bus master MBM is configured to forward the received traction battery data D and any received over-temperature warning W to the first radio-based data transmission unit DM1 for output via radio.The drive battery data D and the transmitted over-temperature warning W, which are sent out in the form of radio waves, are then received by the electrical leakage waveguide SL and forwarded by it to the transmit / receive unit SEG. The latter then transmits this information to the associated higher-level hazard detection center Z.

[0147] FIG 11 shows another example of a BMA system according to the invention for the thermal monitoring of stored traction batteries BP with radio-supported connection points AP distributed in the area of ​​the rack storage system RL.

[0148] In this example, the distributed wireless connection points (AP) are directly connected to a gateway (GW) via a wired communication line (BUS). The alarm control panel (Z) is also connected to the gateway (GW) via data transmission. The wireless connection points (AP) are configured to receive the traction battery data (D) and / or an overtemperature warning (W) originating from the respective stored traction batteries (BP) and transmit this data to the gateway (GW). The gateway (GW) is then configured to forward the received traction battery data (D) and / or overtemperature warning (W) to the higher-level alarm control panel (Z).

[0149] In summary, the invention relates to a system BMA for the thermal monitoring of a plurality of traction batteries BP, wherein the traction batteries BP are stored in a rack storage system RL with a plurality of storage compartments LF and each compartment comprises a plurality of battery modules MOD with battery cells BAT, a battery management system BMS, and a connection option to a vehicle control unit of the electric vehicle. The system BMA includes at least one connection point AP in the area of ​​the rack storage system RL for, in particular, automatic data connection to an externally accessible vehicle bus or diagnostic interface CAN, OBD of a stored 202314770

[0150] 26

[0151] The traction battery BP is configured to receive current traction battery data D, such as battery temperature values ​​and / or an over-temperature warning W, from the battery management system (BMS) of the respective stored traction battery BP, per battery module MOD and / or battery cell BAT. The BMA system is configured to output the traction battery data D and / or over-temperature warning W received from at least one connection point AP for the respective traction battery BP stored in the rack storage system RL, preferably with an assigned storage location POS, to a higher-level alarm control point Z.

[0152] 202314770

[0153] 27

[0154] Reference symbol list

[0155] AC / DC battery charging port

[0156] AIO Addressable Input / Output, FDCIO

[0157] AL Hazard Report

[0158] AM plug-in module

[0159] ANT antenna

[0160] AP connection point

[0161] BAB bus connection for the detector line

[0162] BAC bus connection to the CAN bus line

[0163] BAT battery cell

[0164] BB battery bus, module bus

[0165] Fire alarm monitoring system

[0166] BMS Battery Management System

[0167] BMU Battery Module Management Unit

[0168] BP traction battery, lithium-ion battery, battery pack

[0169] BU socket, interface

[0170] BUA bus connector

[0171] BUS communication line, central-side bus line, CAN bus line

[0172] CAN vehicle bus interface, CAN vehicle bus interface

[0173] CBM connection point-side (CAN) bus master

[0174] CL battery-side CAN bus line

[0175] D Drive battery data, diagnostic data

[0176] E, E1-E3 level, shelf level

[0177] DM1, DM2 radio-based data transmission unit EDM energy / data transmission unit

[0178] F, F1-F3 field, shelf field, column, row

[0179] FE magnetic field energy, energy

[0180] FS, FS1, subject page

[0181] FS2

[0182] G Drive battery housing

[0183] GA housing of the connection point

[0184] GM housing of the plug-in module

[0185] GP Base Plate

[0186] GW Gateway, Router, Bridge, Repeater

[0187] ID unique identifier, bus address, serial number 202314770

[0188] I / O electrical inputs and outputs

[0189] LF storage space, storage compartment

[0190] LM charge controller, power module, charging electronics

[0191] MBM module-side (CAN) bus master

[0192] MC control unit, microcontroller

[0193] MOD battery module

[0194] NF Non-assignable storage compartment

[0195] OBD diagnostic interface, OBD interface

[0196] P pump, fan

[0197] P2 P2 communication line

[0198] POS fire location, storage location

[0199] RL racking system, high-bay racking

[0200] RW rear wall

[0201] Tax data

[0202] SCH connection cable, busbar

[0203] SEG transmitter / receiver for slotted conductors

[0204] SL slotted conductor

[0205] SP transmission coil, magnetic antenna

[0206] ST connector, interface

[0207] STR1-STR3 battery string, battery string

[0208] Z Hazard warning center, fire alarm control center

[0209] ZBM central-side (CAN) bus master

Claims

202314770 29 Patent claims 1. System (BMA) for thermal monitoring of a plurality of traction batteries (BP), wherein the traction batteries (BP) are stored in a rack storage system (RL) with a plurality of storage compartments (LF), wherein the traction batteries (BP) are intended for installation in electric vehicles and each comprise a plurality of battery modules (MOD) with a plurality of battery cells (BAT), a battery management system (BMS) and a connection option to a vehicle control system of the electric vehicle, - wherein the system (BMA) includes at least one connection point (AP) in the area of ​​the storage compartments (LF) for the purpose of, in particular, automatic data connection with an externally accessible vehicle bus or diagnostic interface (CAN, OBD) of a traction battery (BP) stored in each storage compartment (LF) in order to receive current traction battery data (D), in particular battery temperature values, and / or an over-temperature warning (W) from the battery management system (BMS) of the respective stored traction battery (BP), and - wherein the system (BMA) is configured to output the traction battery data (D) received from the at least one connection point (AP) and / or a received over-temperature warning (W) for the respective traction battery (BP) stored in the rack storage system (RL) to a higher-level hazard detection point (Z).

2. System (BMA) according to claim 1 , - wherein a connection point (AP) is arranged in at least one part of the storage compartments (LF), wherein the respective connection point (AP) is arranged in or on the respective storage compartment (LF), in particular on a rear wall (RW) of the respective storage compartment (LF), such that the vehicle bus or diagnostic interface (CAN, OBD) of a properly stored traction battery (BP) contacts an opposite connection point (AP) for recording the traction battery data (D) and / or an over-temperature warning (W), and - wherein the respective connection point (AP) is connected to the higher-level hazard detection point (Z) via a communication line (BUS) and is configured to forward the received traction battery data (D) and / or a received over-temperature warning (W) to the hazard detection point (Z) for output.

3. System (BMA) according to claim 2, wherein the communication line (BUS) is a central-side bus line, wherein the respective vehicle bus or diagnostic interface (CAN, OBD) is designed as a socket (BU) or as a plug and at least one interface to a 202314770 30 battery-side bus line (CL) for providing the traction battery data (D) and / or an over-temperature warning (W), wherein the respective connection point (AP) comprises a plug (ST) or socket adapted to the socket (Bll) or to the plug of the respective vehicle bus or diagnostic interface (CAN, OBD) for possible electrical contact, and wherein the respective connection point (AP) in the contacted state is set up for electrical connection of the battery-side bus line (CL) with the central-side bus line (BUS).

4. System (BMA) according to claim 2, wherein the communication line (BUS) is a central-side bus line, wherein the respective vehicle bus or diagnostic interface (CAN, OBD) is designed as a socket (BU) or as a plug and comprises at least one interface to a battery-side bus line (CL) for providing the traction battery data (D) and / or an over-temperature warning (W), wherein the respective connection point (AP) comprises a plug (ST) or socket adapted to the socket (BU) or to the plug of the respective vehicle bus or diagnostic interface (CAN, OBD) for possible electrical contact, wherein the respective connection point (AP) provides a connection between the plug (ST) ora connection point-side bus master (CBM) connected between the socket and the central-side bus line (BUS), wherein the connection point-side bus master (CBM) is configured to receive or request the traction battery data (D) and / or an over-temperature warning (W) preferably continuously from the interface to the battery-side bus line (CL) of the respective contacted vehicle bus or diagnostic interface (CAN, OBD), and wherein the connection point-side bus master (CBM) is configured to forward the received traction battery data (D) and / or a received over-temperature warning (W) via the central-side bus line (BUS) to a central-side bus master (ZBM) of the higher-level hazard detection point (Z).

5. System (BMA) according to claim 2, - wherein the system (BMA) is a fire alarm system, wherein the alarm point (Z) is a fire alarm control panel, wherein the communication line (BUS) is a detector line (P2), in particular a two-wire detector line, and wherein the connection points (AP) arranged in the storage compartments (LF) and the fire alarm control panel (Z) are jointly connected to the detector line (P2), - wherein the respective vehicle bus or diagnostic interface (CAN, OBD) is designed as a socket (BU) or as a plug, and includes at least one interface to a battery-side bus line (CL) for providing the traction battery data (D) and / or an over-temperature warning (W), 202314770 31 - wherein the respective connection point (AP) comprises a plug (ST) or socket adapted to the socket (Bll) or connector of the respective vehicle bus or diagnostic interface (CAN, OBD) for possible electrical contact, - wherein the respective connection point (AP) has a connection point-side bus master (CBM) switched between the plug (ST) or between the socket and the detector line (P2) and a detector bus connection (BAB) connected to it in terms of data technology, - wherein the respective connection-point-side bus master (CBM) is configured to receive or request the traction battery data (D) and / or an over-temperature warning (W), preferably continuously, from the interface to the battery-side bus line (CL) of the respective contacted vehicle bus or diagnostic interface (CAN, OBD), and is further configured to forward the received traction battery data (D) and / or a received over-temperature warning (W) to the alarm bus connection (BAB), and - wherein the respective detector bus connection (BAB) is connected to the higher-level fire alarm control panel (Z) via the detector line (P2) and is configured to forward the received drive battery data (D) and / or a received over-temperature warning (W) to the higher-level fire alarm control panel (Z).

6. System (BMA) according to claim 2, - wherein the communication line (BUS) is a central-side bus line, wherein the respective vehicle bus or diagnostic interface (CAN, OBD) is designed as a socket (BU) or as a plug and includes at least one interface to a battery-side bus line (CL) for providing the traction battery data (D) and / or an over-temperature warning (W), - wherein a plug-in module (AM) is applied to the vehicle bus or diagnostic interface (CAN, OBD) of a respective stored traction battery (BP), wherein the respective applied plug-in module (AM) is located in close proximity to a respective connection point (AP), wherein the respective plug-in module (AM) comprises a plug (ST) or socket adapted to the socket (BU) or plug of the respective vehicle bus or diagnostic interface (CAN, OBD) for possible electrical contact, - wherein the respective plug-in module (AM) has a module-side bus master (MBM) and a first radio-based data transmission unit (DM1) associated with it, wherein the module-side bus master (MBM) is configured to the 202314770 32 to receive or request traction battery data (D) and / or an over-temperature warning (W), preferably continuously, from the interface to the battery-side bus line (CL) of the respective contacted vehicle bus interface (CAN) or diagnostic interface (OBD), and is further configured to forward the received traction battery data (D) and / or a received over-temperature warning (W) for output via radio to the first radio-based data transmission unit (DM1), - wherein the respective connection point (AP) has a second radio-based data transmission unit (DM2) and a data-technically connected connection point-side bus master (CBM), wherein the connection point-side bus master (CBM) is configured to receive the traction battery data (D) and / or a transmitted over-temperature warning (W) transmitted from the first radio-based data transmission unit (DM1) to the second radio-based data transmission unit (DM2) and is further configured to forward the received traction battery data (D) and / or a received over-temperature warning (W) via the central-side bus line (BUS) to the hazard detection point (Z).

7. System (BMA) according to claim 2, wherein the system is a fire alarm system (BMA), wherein the alarm detection point (Z) is a fire alarm control panel, wherein the communication line (BUS) is a detector line (P2), in particular a two-wire detector line, to which the connection points (AP) arranged in the storage compartments (LF) and the fire alarm control panel (Z) are connected, wherein the respective vehicle bus or diagnostic interface (CAN, OBD) is designed as a socket (BU) or as a plug and comprises at least one interface to a battery-side bus line (CL), in particular to a battery-side CAN bus line, for providing the traction battery data (D) and / or an over-temperature warning (W), - wherein a plug-in module (AM) is applied to the vehicle bus or diagnostic interface (CAN, OBD) of a respective stored traction battery (BP), wherein the respective applied plug-in module (AM) is located in close proximity to a respective connection point (AP), wherein the respective plug-in module (AM) comprises a plug (ST) or socket adapted to the socket (BU) or plug of the respective vehicle bus or diagnostic interface (CAN, OBD) for possible electrical contact, - wherein the respective plug-in module (AM) has a module-side bus master (MBM), in particular a module-side CAN bus master, and a first radio-based data transmission unit (DM1) associated with it, wherein the module-side bus master (MBM) is configured to transmit the traction battery data (D) and / or 202314770 33 to receive or request an over-temperature warning (W) preferably continuously from the interface to the battery-side bus line (CL) of the respective contacted vehicle bus interface (CAN) or diagnostic interface (OBD), and is further configured to forward the received traction battery data (D) and / or a received over-temperature warning (W) for output via radio to the first radio-based data transmission unit (DM1), and - wherein the respective connection point (AP) has a second radio-based data transmission unit (DM2) and a detector bus connection (BAB) connected to it in terms of data technology, wherein the detector bus connection (BAB) is configured to receive the drive battery data (D) and / or a transmitted over-temperature warning (W) transmitted from the first radio-based data transmission unit (DM1) to the second radio-based data transmission unit (DM2) and is also configured to transmit the received drive battery data (D) and / or a received over-temperature warning (W) via the detector line (P2) to the fire alarm control panel (Z).

8. System (BMA) according to claim 6 or 7, wherein the first and second radio-based data transmission unit (DM1, DM2) are radio-based energy / data transmission units (EDM) which are also configured to, - to transfer electrical energy from the communication line (BUS) via the respective connection point (AP) and then further via an inductively coupled path to the respective plug-in module (AM) for the electrical supply of the respective plug-in module (AM) and / or the connected battery management system (BMS) of the stored traction battery (BP), and / or - to transfer electrical energy from the respective drive battery (BP) via the vehicle bus or diagnostic interface (CAN, OBD) to the respective applied plug-in module (AM) and further via an inductively coupled path at least to the electrical supply of the respective connection point (AP).

9. System (BMA) according to claim 1 , - wherein the communication line (BUS) comprises an electrical leakage waveguide (SL), in particular a slotted cable, for receiving and transmitting radio waves, wherein the electrical leakage waveguide (SL) runs in or along the storage compartments (LF) provided for storing the traction batteries (BP), wherein the alarm station (Z) comprises a transmitter / receiver unit (SEG) for connecting the electrical leakage waveguide (SL) or is connected to such a unit for data transmission, and wherein the electrical leakage waveguide (SL) together with the transmitter / receiver unit (SEG) 202314770 34 common connection point (AP) to receive the traction battery data (D) and / or an over-temperature warning (W) originating from the respective stored traction batteries (BP), - wherein a plug-in module (AM) is applied to the vehicle bus or diagnostic interface (CAN, OBD) of each stored traction battery (BP), wherein the respective plug-in module (AM) comprises a plug (ST) or socket adapted to the socket (Bll) or plug of the respective vehicle bus or diagnostic interface (CAN, OBD) for possible electrical contact, and - wherein the respective plug-in module (AM) has a module-side bus master (MBM), in particular a module-side CAN bus master, and a first radio-based data transmission unit (DM1) connected to it, wherein the module-side bus master (MBM) is configured to receive or request the traction battery data (D) and / or an over-temperature warning (W) preferably continuously from an interface to a battery-side bus line (CL), in particular to a battery-side CAN bus line, of the respective contacted vehicle bus or diagnostic interface (CAN, OBD), and is further configured to forward this (D, W) for output via radio to the first radio-based data transmission unit (DM1).

10. System (BMA) according to claim 9, wherein the alarm system (Z) is configured to determine the storage compartment position (POS) to be assigned to a respective storage compartment (LF) by means of a time-of-flight measurement of a test signal from the transmitting / receiving unit (SEG) along the electrical leakage waveguide (SL) to an addressed connection point (AP) and back again.

11. System (BMA) according to claim 1 , - wherein the system (BMA) has a plurality of radio-based connection points (AP) distributed throughout the area of ​​the rack storage system (RL), which are connected directly or indirectly to a gateway (GW) via a wired communication line (BUS) or as a radio-based mesh network, wherein the alarm reporting unit (Z) is connected to the gateway (GW) or has such a connection, wherein the radio-based connection points (AP) are configured to receive the drive battery data (D) and / or an over-temperature warning (W) originating from the respective stored drive batteries (BP) and transmit it to the gateway (GW), and wherein the gateway (GW) is configured to process the received drive battery data (D) and / or a received 202314770 35 Overtemperature warning (W) then forwarded to the higher-level hazard reporting center (Z), - wherein a plug-in module (AM) is applied to the vehicle bus or diagnostic interface (CAN, OBD) of each stored traction battery (BP), wherein the respective plug-in module (AM) comprises a plug (ST) or socket adapted to the socket (Bll) or plug of the respective vehicle bus or diagnostic interface (CAN, OBD) for possible electrical contact, and - wherein the respective plug-in module (AM) has a module-side bus master (MBM), in particular a module-side CAN bus master, and a first radio-based data transmission unit (DM1) connected to it, wherein the respective module-side bus master (MBM) is configured to receive or request the traction battery data (D) and / or an over-temperature warning (W) preferably continuously from an interface to a battery-side bus line (CL), in particular to a battery-side CAN bus line, of the respective contacted vehicle bus or diagnostic interface (CAN, OBD), and is further configured to forward this (D, W) for output via radio to the first radio-based data transmission unit (DM1).

12. System (BMA) according to one of claims 1 to 8, wherein the storage compartment position (POS) assigned to a respective storage compartment (LF) is stored in the respective connection point (AP).

13. System (BMA) according to one of claims 6 to 12, wherein the storage compartment position (POS) assigned to a respective storage compartment (LF) for the traction battery (BP) to be temporarily stored is stored in the respective applied plug-in module (AM).

14. Use of an externally accessible vehicle bus or diagnostic interface (CAN, OBD) of a traction battery (BP) for electric vehicles for thermal monitoring of the traction battery (BP) when it is stored in a rack storage system (RL) with a plurality of storage compartments (LF), wherein, for thermal monitoring, traction battery data (D), in particular battery temperature values, and / or an over-temperature warning (W) are provided by a battery management system (BMS) of the traction battery (BP) to a battery-external bus master (CBM) set up for this purpose, in particular a battery-external CAN bus master, wherein the battery-external bus master (CBM) is connected, on the one hand, to the externally accessible vehicle bus or diagnostic interface (CAN, OBD) via a connection point (AP) located in the area of ​​the storage compartment (LF) of the stored traction battery (BP) and, on the other hand, to 202314770 36 Forwarding of the traction battery data (D) and / or an overtemperature warning (W) provided by the battery management system (BMS) of the stored traction battery (BP) is connected to a higher-level hazard detection point (Z), and in the event of an overtemperature, a hazard message (AL) is issued by the higher-level hazard detection point (Z), possibly together with a storage location (POS) of the stored traction battery (B) in the rack storage system (RL).

15. Method for the thermal monitoring of a plurality of traction batteries (BP) for electric vehicles, in particular lithium-ion or sodium-ion traction batteries, wherein the traction batteries (BP) are stored in a rack storage system (RL) with a plurality of storage compartments (LF), wherein the traction batteries (BP) are intended for installation in electric vehicles and each comprise a plurality of battery modules (MOD) with a plurality of battery cells (BAT), a battery management system (BMS) and a connection option to a vehicle control system of the electric vehicle, wherein the traction batteries (BAT) are, after being stored in a storage compartment (LF), automatically connected via their respective externally accessible vehicle bus or diagnostic interface (CAN, OBD) to a higher-level alarm monitoring center (Z) in order to transmit current traction battery data (D), in particular battery temperature values,and / or to receive an over-temperature warning (W) from the battery management system (BMS) of each stored traction battery (BP) for thermal monitoring, and wherein, in the event of an over-temperature, a hazard message (AL) is issued locally and / or to a control center by the hazard detection point (Z), possibly together with a storage location (POS) of the traction battery (BP) stored in the rack storage system (RL).

Images