JP2001023666A - Waste heat recovering device and its control method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To promote compatibility of temperature control in a heat generating part such as a fuel cell and a motor, will enhancement of waste heat recovering efficiency. SOLUTION: A vehicle loaded with a fuel cell 60 and a motor 20 is equipped with a cooling device comprising a radiator 92, a coolant path 94, and a cooling pump 93, for cooling the fuel cell and the motor acting as a heat generating part; and thermoelectric elements 95, 96. By cooling the heat generating part with the cooling device, the heat generating part is controlled in a temperature state suitable for operation, and at the same time, a heating value being transmitted to the thermoelectric elements 95, 96 can be adjusted. The temperature control of the heat generating part and the enhancement of waste that recovering efficiency can be realized.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a waste heat recovery apparatus for recovering heat generated from a predetermined heat generating portion as electric power.

[0002]

2. Description of the Related Art Various devices for recovering waste heat using thermoelectric elements capable of converting heat into electric power have been proposed. As such an apparatus, for example, there is an apparatus described in JP-A-10-309088. The device described in this publication has a heating medium circulation space provided between a thermoelectric conversion element and a high-temperature portion. As the high temperature part, for example, a flow pipe of exhaust gas of an engine is exemplified. In such an apparatus, waste heat is transmitted from the high-temperature portion to the thermoelectric conversion element by the heat medium flowing in the heat medium flow space, so that the waste heat can be recovered as electric power. In addition, by controlling the flow rate of the heat medium, the amount of heat transmitted to the thermoelectric conversion element can be controlled, so that the conversion efficiency to electric power can be prevented from lowering.

[0003] Such a waste heat recovery apparatus can be used particularly effectively in a vehicle in which the total amount of energy that can be output is limited. In the case of a normal vehicle, the total amount of energy that can be output is determined by the amount of fuel. If the waste heat recovery device is mounted on such a vehicle, the energy discarded as heat can be effectively used, and the driving efficiency of the vehicle can be improved.

[0004]

Generally, when the apparatus is driven, heat is generated. In order to improve the operation efficiency of such a device, it is desirable to collect and reuse waste heat generated during operation. However, techniques for recovering waste heat generated from the apparatus itself have not been sufficiently studied.

When recovering the waste heat of the apparatus, it is desirable to secure a sufficient temperature difference between the thermoelectric elements in order to improve the efficiency of converting heat to electric power. This corresponds to keeping the device at a relatively high temperature. On the other hand, each device has a temperature range suitable for operation. Therefore, if the temperature of the apparatus is too high, there may be a case where the operation efficiency is reduced or the life is significantly shortened.

[0006] In order to avoid the above-mentioned adverse effects, it is possible to arrange a large number of thermoelectric elements. By controlling the amount of power recovery by these thermoelectric elements, waste heat can be recovered efficiently while keeping the temperature of the device suitable for operation. However, in this case, there is a problem that the cost of the apparatus for recovering waste heat increases unacceptably.

Hitherto, the proposed waste heat recovery apparatus recovers heat from exhaust gas or the like, and does not need to consider the operating temperature of the heat generating apparatus itself. For this reason, it was not possible to efficiently collect waste heat while maintaining the operation temperature of the apparatus itself at an appropriate temperature. In recent years, various devices such as electric motors and vehicles using a power source that does not generate exhaust gas, such as a fuel cell, have been proposed in consideration of environmental characteristics. However, conventional waste heat recovery devices are applied to these devices. could not.

SUMMARY OF THE INVENTION The present invention has been made to solve such a problem, and provides a waste heat recovery apparatus capable of efficiently recovering waste heat generated from the apparatus while considering the operating temperature of the apparatus. The purpose is to:

[0009]

Means for Solving the Problems and Their Functions and Effects In order to solve at least a part of the above problems, the present invention has the following constitution. The waste heat recovery device of the present invention is a waste heat recovery device that recovers waste heat generated in a heat generating unit including a device that operates while generating heat as electric power, and cools the heat generating unit by passing a refrigerant. A cooling device that converts the waste heat into electric power, and a cooling device control unit that controls the cooling device such that heat is supplied in a predetermined state from the heat generating unit to the thermoelectric conversion device. That is the gist.

[0010] In such a waste heat recovery device, the heat generating portion is cooled by a cooling device provided in the heat generating portion, and the waste heat is recovered as electric power by the thermoelectric conversion means. At this time, by controlling the cooling device, it is possible to perform control so that heat is supplied from the heat generating portion to the thermoelectric conversion means in a predetermined state. If this heat amount is controlled within a range in which the thermoelectric conversion means can perform conversion efficiently, waste heat can be efficiently recovered as electric power. Note that various means capable of converting heat into electric power can be adopted as the thermoelectric conversion means. As such means, an element called a thermoelectric element or a Peltier element that generates an electromotive voltage according to a temperature difference is known.

The cooling device controls the amount of heat supplied to the thermoelectric conversion means by cooling the heat generating portion itself. Therefore, the waste heat recovery device of the present invention can improve the recovery efficiency of waste heat while accommodating the cooling of the heat generating part. That is, the efficiency of waste heat recovery can be improved while maintaining the temperature of the heat generating portion in a state suitable for operation by cooling.

The predetermined state may take various definitions depending on the configuration of the cooling control means in consideration of both the efficiency of waste heat recovery by the heat transfer conversion means and the temperature control of the heat generating part. it can. For example, the amount of heat supplied from the heat generating portion to the thermoelectric conversion means can be estimated, and the fact that the amount of heat is within a predetermined range can be defined as a “predetermined state”. In this case, the “predetermined range” may be a section defined by a lower limit and an upper limit, or may be a range defined by only the lower limit or the upper limit. Also,
In addition to the definition of the heat value as described above, the fact that a predetermined amount of the heat amount of the heat amount generated from the heat generating portion is supplied to the thermoelectric conversion means may be defined as a “predetermined state”. Of course, since it is difficult to distribute the cooling device and the thermoelectric conversion means at a strict ratio, the “predetermined ratio” may have a range within a controllable range. Further, when the device constituting the heat generating unit is at rest, the “predetermined ratio” is set to around 100% to supply all waste heat to the thermoelectric conversion means, and to operate while generating a large amount of heat. May be varied in a predetermined manner according to the operating state of the device, such as reducing the “predetermined ratio”.

Here, as a prior art, Japanese Patent Application Laid-Open No. H10-30
The technical significance of the present invention will be clarified by taking the device described in 9088 (hereinafter referred to as a conventional device) as an example and explaining the difference. The conventional device transmits heat of a high-temperature portion to a thermoelectric element via a heat medium, and controls the amount of heat transmitted by controlling the flow rate of the heat medium. The heat medium used in the conventional apparatus plays only such a role of transmission, and does not cool the high-temperature portion.

The present invention is common to the conventional apparatus in controlling the amount of heat transmitted to the thermoelectric conversion means. The present invention differs from the conventional device in the control method. That is, in the present invention, the amount of heat is controlled by cooling the heat generating portion. If the heat generating part itself is cooled, the amount of heat discharged from the heat generating part is reduced. The present invention controls the amount of heat transferred based on such an action. By doing so, it is possible to achieve both the cooling of the heat generating portion and the improvement of the efficiency of collecting waste heat, which were not taken into account by the conventional device.

Of course, also in the present invention, the thermoelectric conversion means can adopt not only a mode in which heat is directly supplied from the heat generating portion but also a mode in which the thermoelectric converter is supplied with heat via a refrigerant passing through a cooling device. In this case, an effect common to the conventional device of controlling the amount of heat transmitted by controlling the flow rate of the refrigerant is also exerted. However, this is only a part of the operation. Even when the supply of heat is received via the refrigerant, the control of the amount of heat by the cooling of the heat generating portion is also performed. The waste heat recovery device of the present invention controls the amount of heat transmitted to the thermoelectric conversion unit by controlling the cooling of the heat generating unit as described above,
It is possible to improve the efficiency of collecting waste heat while appropriately controlling the temperature of the heat generating section. In addition, since an existing device can be applied to the cooling device, there is an advantage that the waste heat recovery device can be configured without causing an extreme increase in cost.

The control of the cooling device in the present invention can take various modes. As a first aspect, when the waste heat recovery device includes input means for inputting a parameter relating to the amount of waste heat among parameters for instructing the operation state of the heat generating unit, the cooling device control means determines a parameter based on the parameter. Means for executing the control.

By using such parameters, the amount of waste heat can be estimated without using a special sensor or the like.
Control for realizing cooling of the heat generating portion and heat recovery efficiency can be realized relatively easily and accurately. As such a parameter, for example, when the heat generating unit has a device that outputs power or power, required power or required power can be applied. On / off of the heat generating portion may be used as a parameter.

As a second aspect, the cooling device control means may be means for executing the control by reducing the upper limit value of the predetermined range as the amount of waste heat increases. That is, the cooling may be enhanced as the amount of waste heat increases.

Generally, the cooling of the device has low response. When the amount of waste heat is large, there is a possibility that the amount of heat transferred to the thermoelectric conversion means transiently becomes excessive due to the low responsiveness. According to the above-described control, by increasing the cooling as the amount of waste heat increases, it is possible to suppress the adverse effects associated with low responsiveness. That is, even when the amount of waste heat is transiently excessive, the conversion efficiency into electric power can be limited to a sufficiently high range, and a decrease in waste heat recovery efficiency can be suppressed. Note that the upper limit value does not necessarily need to be continuously reduced as the amount of waste heat increases, and may be reduced stepwise. Needless to say, the amount of heat may be reduced according to a parameter related to the amount of waste heat instead of the amount of waste heat itself.

As a third aspect, in the case where temperature detecting means for detecting the temperature of the heat generating portion is provided, the cooling device control means executes cooling only when the temperature is equal to or higher than a predetermined lower limit. May be used. When the temperature of the heat generating portion is lower than a predetermined lower limit, cooling is not performed, so that power can be efficiently recovered by the thermoelectric conversion means. The lower limit may be set to an appropriate value in consideration of the conversion efficiency of the thermoelectric converter, the operation efficiency of the device, the cooling capacity of the cooling device, and the like.

In this case, the lower limit can be set to a lower value as the amount of waste heat increases. If the amount of waste heat increases, the temperature of the heat generating portion tends to increase. Depending on the cooling capacity of the cooling device, there is a possibility that the temperature rise cannot be sufficiently suppressed. According to the control of the third aspect, the cooling is started early as the amount of waste heat increases, so that such an adverse effect can be avoided. The increase in the amount of waste heat can be estimated by various means such as a parameter indicating the operation state of the apparatus.

As described above, as a control corresponding to an example in which the lower limit value is reduced as the amount of waste heat increases, the lower limit value when the heating unit is operating is set to be lower than the lower limit value when the heating unit is not operating. Good. Cooling may not be performed during a pause.

In the waste heat recovery apparatus of the present invention,
Each element such as the cooling device can have various configurations.
For example, the cooling device is a device having a cooling capacity set such that the temperature of the heat generating unit can be maintained at a predetermined value or less based on the amount of heat generated by the heat generating unit and the amount of waste heat recovered by the thermoelectric conversion unit. It can also be. That is, the cooling capacity can be set on the assumption that at least a part of the heat of the heat generating unit is recovered by the thermoelectric conversion unit. In this case, the size of the cooling device can be reduced as compared with the case where cooling is performed only by the cooling device.

The heat generating section may be a power generator. If the waste heat is recovered by the thermoelectric converter in the power generator, the output efficiency of the power can be improved. Examples of the power generation device include a generator and a fuel cell that generate an electromotive force by the action of a magnetic field. A fuel cell is an energy output source excellent in efficiency and environmental friendliness. If waste heat is recovered from the fuel cell, its efficiency is further improved and its effectiveness is increased.

In the waste heat recovery apparatus of the present invention, when the heat generating section is a heat generating section including a plurality of devices, the cooling device is a common cooling device for the plurality of devices. Can also. In this case, the size of the cooling device can be further reduced. Of course, an individual cooling system may be provided for each device.

The above-described waste heat recovery apparatus of the present invention preferably further comprises a power storage means for storing the power recovered by the thermoelectric conversion means.
In this case, it is possible to effectively use the collected power. For example, a secondary battery or a capacitor can be used as the power storage means.

The present invention can also adopt the following configuration as an invention in which the main part is the same as the above-mentioned waste heat recovery apparatus. That is, a moving body that moves by using the power output from the power source, the power source driving means driving the power source to output a required power, and the power source , A cooling device for converting the waste heat into electric power, and a cooling device control for controlling the cooling device such that the amount of heat supplied from the heat generating portion to the thermoelectric conversion device is within a predetermined range. And a moving body.

This corresponds to a configuration as an apparatus to which the waste heat recovery device of the present invention is applied. In general, in a mobile body, the total amount of energy that can be output is often limited by the amount of fuel that can be mounted. If the waste heat recovery device of the present invention is mounted on such a moving body, the energy discarded as heat can be effectively used, and the operating efficiency of the moving body can be improved. Note that a moving object refers to various devices that move using power, such as a vehicle, a ship, an aircraft, and a flying object. It is not limited to a driver or the like.

It goes without saying that the present invention is applicable not only to moving objects but also to various devices and facilities such as industrial machines and power generation facilities. It is also desirable to apply the present invention to various devices such as a portable computer for the same reason as a mobile object.

The present invention can also be configured as a control method described below. That is, a control method for controlling the operation of a waste heat recovery device that cools a heat generating portion by a cooling device that allows a refrigerant to pass through and that recovers waste heat generated in the heat generating portion as electric power by a thermoelectric converter. A control method comprising: estimating the amount of heat supplied from the heat generating unit to the thermoelectric conversion means; and (b) operating the cooling device such that the estimated amount of heat is in a predetermined state.

According to this control method, waste heat can be efficiently recovered by appropriately maintaining the operating state of the heat generating portion by the same operation as that described above for the waste heat recovery apparatus. In addition, it goes without saying that the above control method can also take into account various additional elements shown in the waste heat recovery device.

[0032]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, embodiments of the present invention will be described based on embodiments when applied to a hybrid vehicle. (1) Configuration of device: FIG. 1 is a schematic configuration diagram of a hybrid vehicle as an embodiment. The power sources of the hybrid vehicle of this embodiment are the engine 10 and the motor 20. As shown, the power system of the hybrid vehicle according to the present embodiment includes an engine 10, an input clutch 18, and a motor 2 from the upstream side.
0, the torque converter 30, and the transmission 100 are connected in series. That is, the crankshaft 12 of the engine 10 is connected to the motor 20 via the input clutch 18. By turning on / off the input clutch 18, transmission of power from the engine 10 can be interrupted. The rotating shaft 13 of the motor 20 is also connected to a torque converter 30. The output shaft 14 of the torque converter is connected to the transmission 100. The output shaft 15 of the transmission 100 is connected to an axle 17 via a differential gear 16. Hereinafter, each component will be described in order.

The engine 10 is a normal gasoline engine. However, the engine 10 sets the opening / closing timing of an intake valve for sucking a mixture of gasoline and air into a cylinder and an exhaust valve for discharging exhaust gas after combustion from the cylinder relative to the vertical movement of the piston. It has an adjustable mechanism (hereinafter, this mechanism is called a VVT mechanism). Since the configuration of the VVT mechanism is well known, detailed description is omitted here. Engine 10
By adjusting the opening / closing timing so that each valve closes with a delay with respect to the vertical movement of the piston, a so-called pumping loss can be reduced. As a result,
When the engine 10 is motored, the torque to be output from the motor 20 can be reduced. When power is output by burning gasoline, the VVT mechanism is controlled so that each valve opens and closes at a timing with the highest combustion efficiency according to the rotation speed of the engine 10.

The motor 20 is a three-phase synchronous motor,
A rotor 22 having a plurality of permanent magnets on an outer peripheral surface and a stator 24 around which a three-phase coil for forming a rotating magnetic field is wound. The motor 20 is driven to rotate by interaction between a magnetic field generated by a permanent magnet provided on the rotor 22 and a magnetic field formed by a three-phase coil of the stator 24. When the rotor 22 is rotated by an external force, an electromotive force is generated at both ends of the three-phase coil by the interaction of these magnetic fields. The motor 20 includes the rotor 2
It is also possible to apply a sine wave magnetized motor in which the magnetic flux density between the stator 2 and the stator 24 has a sine distribution in the circumferential direction. However, in the present embodiment, a non-sine wave magnetized motor capable of outputting a relatively large torque is used. A magnetic motor was applied.

As a power source for the motor 20, a battery 50 is used.
And a fuel cell system 60. However, the main power supply is the fuel cell system 60. The battery 50 is used as a power supply for supplying electric power to the motor 20 to supplement the failure when the fuel cell system 60 has failed or is in a transitional operation state in which sufficient electric power cannot be output. The power of the battery 50 is mainly supplied to a control unit 70 that mainly controls the hybrid vehicle and power devices such as lighting devices.

A changeover switch 84 for switching the connection state is provided between the motor 20 and each power supply. The changeover switch 84 can arbitrarily switch the connection state among the three members of the battery 50, the fuel cell system 60, and the motor 20. The stator 24 has a changeover switch 84
And a drive circuit 51 to electrically connect to the battery 50. The changeover switch 84 and the drive circuit 52
Through the fuel cell system 60. Each of the drive circuits 51 and 52 is configured by a transistor inverter, and a plurality of transistors are provided for each of the three phases of the motor 20 by using a pair of a source side and a sink side. These drive circuits 51 and 52 are electrically connected to the control unit 70. When the control unit 70 performs PWM control of the on / off time of each transistor of the drive circuits 51 and 52, the pseudo three-phase alternating current using the battery 50 and the fuel cell system 60 as power sources is applied to the stator 2.
4 and a rotating magnetic field is formed. The motor 20 functions as an electric motor or a generator as described above by the action of the rotating magnetic field.

FIG. 2 is an explanatory diagram showing a schematic configuration of the fuel cell system. The fuel cell system 60 includes a methanol tank 61 for storing methanol, a water tank 62 for storing water, a burner 63 for generating combustion gas, a compressor 64 for compressing air, and an evaporator provided with the burner 63 and the compressor 64 in parallel. The main components are a reformer 65, a reformer 66 that generates a fuel gas by a reforming reaction, a CO reducing unit 67 that reduces the concentration of carbon monoxide (CO) in the fuel gas, and a fuel cell 60A that obtains an electromotive force by an electrochemical reaction. It is a component. The operations of these units are controlled by the control unit 70.

The fuel cell 60A is a solid polymer electrolyte fuel cell, and is formed by stacking a plurality of cells comprising an electrolyte membrane, a cathode, an anode, and a separator. The electrolyte membrane is, for example, a proton-conductive ion exchange membrane formed of a solid polymer material such as a fluorine-based resin. The cathode and the anode are both formed of carbon cloth woven from carbon fibers. The separator is formed of a gas-impermeable conductive member such as dense carbon which is made gas-impermeable by compressing carbon. A flow path for the fuel gas and the oxidizing gas is formed between the cathode and the anode.

The components of the fuel cell system 60 are connected as follows. The methanol tank 61 is connected to the evaporator 65 by a pipe. The pump P2 provided in the middle of the pipe supplies methanol, which is a raw fuel, to the evaporator 65 while adjusting the flow rate. The water tank 62 is similarly connected to the evaporator 65 by piping. The pump P3 provided in the middle of the pipe supplies water to the evaporator 65 while adjusting the flow rate. The methanol pipe and the water pipe merge into one pipe downstream of the pumps P2 and P3, respectively, and are connected to the evaporator 65.

The evaporator 65 vaporizes the supplied methanol and water. The evaporator 65 is provided with a burner 63 and a compressor 64. The evaporator 65 boils and vaporizes methanol and water by the combustion gas supplied from the burner 63. The fuel of the burner 63 is methanol. The methanol tank 61 is connected to the burner 63 in addition to the evaporator 65 by piping. Methanol is supplied to a burner 63 by a pump P1 provided in the middle of the pipe.
Supplied to The burner 63 also has a fuel cell 60A.
Fuel exhaust gas not consumed by the electrochemical reaction in the above is also supplied. The burner 63 mainly burns the latter of methanol and fuel exhaust gas. The combustion temperature of the burner 63 is controlled based on the output of the sensor T1.
It is kept between 0 ° C and 1000 ° C. The combustion gas of the burner 63 rotates the turbine when being transferred to the evaporator 65,
The compressor 64 is driven. The compressor 64 takes in air from outside the fuel cell system 60, compresses the air, and supplies the compressed air to the anode side of the fuel cell 60A.

The evaporator 65 and the reformer 66 are connected by a pipe. The raw fuel gas obtained in the evaporator 65, that is, a mixed gas of methanol and steam, is transported to the reformer 66. The reformer 66 reforms the supplied raw fuel gas composed of methanol and water to generate a hydrogen-rich fuel gas. A temperature sensor T2 is provided in the middle of the transfer pipe from the evaporator 65 to the reformer 66, and the amount of methanol supplied to the burner 63 is controlled so that the temperature is normally a predetermined value of about 250 ° C. Controlled. Note that oxygen is involved in the reforming reaction in the reformer 66. In order to supply oxygen required for the reforming reaction, the reformer 66 is provided with a blower 68 for supplying air from outside.

The reformer 66 and the CO reduction unit 67 are connected by a pipe. The hydrogen-rich fuel gas obtained in the reformer 66 is supplied to the CO reduction unit 67. In the reaction process in the reformer 66, usually, carbon monoxide (C
O) is contained in a certain amount. The CO reduction unit 67 reduces the concentration of carbon monoxide in the fuel gas. This is because, in a polymer electrolyte fuel cell, carbon monoxide contained in the fuel gas inhibits the reaction at the anode and lowers the performance of the fuel cell. The CO reduction unit 67 reduces the concentration of carbon monoxide by oxidizing carbon monoxide in the fuel gas to carbon dioxide.

The CO reducing section 67 and the anode of the fuel cell 60A are connected by a pipe. The fuel gas having a reduced carbon monoxide concentration is subjected to a cell reaction on the cathode side of the fuel cell 60A. Further, as described above, the fuel cell 6
A pipe for sending compressed air is connected to the cathode side of 0A. This air is supplied to the cell reaction on the anode side of the fuel cell 60A as an oxidizing gas.

The fuel cell system 60 having the above configuration
Can supply power by a chemical reaction using methanol and water. In the present embodiment, the operation state of the fuel cell is controlled according to the remaining amounts of methanol and water in the methanol tank 61 and the water tank 62. In order to realize such control, a capacity sensor 61 is provided in each tank.
a, 62a are provided. In the present embodiment, the fuel cell system 60 using methanol and water is mounted, but the fuel cell system 60 is not limited to this, and various configurations can be applied.

In the following description, the fuel cell system 6
0 are collectively referred to as a fuel cell 60. Also,
Methanol and water used for power generation by the fuel cell are collectively called FC fuel. Both capacities are not always the same. In the following description, the FC fuel amount means a capacity on a side that restricts power generation by the fuel cell. In other words, it means the capacity of methanol and water on the side that runs short first when power generation is continued.

The torque converter 30 is a known power transmission mechanism using a fluid. The input shaft of the torque converter 30, that is, the output shaft 13 of the motor 20, and the output shaft 14 of the torque converter 30 are not mechanically coupled,
They can rotate with each other slipping. Further, the torque converter 30 is also provided with a lock-up clutch that couples the two rotating shafts under predetermined conditions so that the two rotating shafts do not slip. ON / OFF of the lock-up clutch is controlled by the control unit 70.

The transmission 100 includes a plurality of gears, clutches, one-way clutches, brakes, and the like, and converts the torque and the number of revolutions of the output shaft 14 of the torque converter 30 by switching the gear ratio, to the output shaft 15. It is a mechanism that can transmit. In this embodiment, a transmission that can realize five forward speeds and one reverse speed is applied. Transmission 100
Is set by the control unit 70 according to the vehicle speed and the like. The driver can change the range of the shift speed to be used by manually operating the shift lever provided in the vehicle and selecting the shift position.

In the hybrid vehicle of this embodiment, the motive power output from the energy output source such as the engine 10 is also used for driving auxiliary equipment. As shown in FIG.
An auxiliary device driving device 82 is connected to 0. Engine 1
Auxiliary device driving device 82 includes a device driven using power such as zero. The accessory drive device 82 is specifically connected via a belt to a pulley provided on the crankshaft of the engine 10 via the accessory clutch 19,
Driven by the rotational power of the crankshaft.

The accessory driving device 82 is also connected to an accessory driving motor 80. Auxiliary drive motor 80
Has a configuration similar to that of the motor 20, and is connected to the fuel cell 60 and the battery 50 via the changeover switch 83. The accessory drive motor 80 is driven by the power of the engine 10 to generate power and charge the battery 50. The accessory drive motor 80 receives power from the battery 50 and the fuel cell 60 and runs power. When the engine 10 is stopped, the accessory drive 8
2 is driven. When the accessory is driven by the accessory drive motor 80, the accessory clutch 19 between the engine 10 and the accessory drive 82 is released to reduce the burden.

In this embodiment, the motor 20 and the fuel cell 60 are provided with thermoelectric elements 95 and 96, respectively.
A thermoelectric element is an element that generates an electromotive force by heat,
Various devices are known such as ₂ Te ₃ system elements and PbTe system. It is desirable to select an element that can perform thermoelectric conversion efficiently when the fuel cell 60 and the motor 20 are each in a temperature range suitable for operation. The operating thermoelectric elements 95 and 96 are provided such that one surface is higher in temperature than the other surface due to heat of the fuel cell 60 and the motor 20. The thermoelectric elements 95 and 96 can be provided, for example, as follows.

FIG. 3 is a perspective view showing the appearance of the fuel cell 60A. The fuel cell 60A has a stack structure in which a plurality of cells CE are stacked.
And a cathode C. The fuel cell 60A has a fuel gas supply port HI, a discharge port HO, an oxidizing gas supply port OI, and a discharge port OO on one plate side of the stack structure.
A cooling water supply port WI and a discharge port WO are also provided. In this embodiment, the thermoelectric element 96 is provided so as to be attached to this plate. The portion is not limited to the plate surface as long as heat generated in the fuel cell 60 can be transmitted.

FIG. 4 is a sectional view of the motor 20. A cooling cover 25 is fitted on the outer periphery of the motor 20. The motor 20 is cooled by passing the cooling water through the cooling water passage 26 in the cooling cover 25. The thermoelectric element 95 is attached to the outer periphery of the cooling cover 25. In the present embodiment, in order to efficiently transmit the heat from the motor 20, the cooling water passage 26
The thermoelectric element 95 was stuck between them. It can be attached to a position facing the cooling water passage 26.

Although not shown in FIG. 1, the thermoelectric elements 95 and 96 provided in this manner are provided with switches 97 and 97, respectively.
It is connected to the battery 50 via 98. When the switches 97 and 98 are on, the battery 50 can be charged with the electric power obtained by the thermoelectric elements 95 and 96. The switches 97 and 98 are controlled by the control unit 70, and a voltage sufficient to charge the battery 50 is supplied to the thermoelectric elements 95 and 98.
When the signal does not occur at the switch 96, the switches 97 and 98 are turned off.

FIG. 1 also shows a cooling system in this embodiment. In this embodiment, the fuel cell 60 and the motor 2
0 has a common cooling system. The engine 10 and the motor 80 are also provided with another cooling system, but are not shown. Of course, all of them may be used as a common cooling system. Fuel cell 60 and motor 2
As shown in the figure, the cooling system 0 has a refrigerant passage 94 through which the cooling water passes and a radiator 92 for radiating the cooling water.
And a pump 93 for circulating cooling water.
The pump 93 is driven by the accessory drive device 82. In this embodiment, the thermoelectric elements 95 and 96 are used to reduce the size of the cooling device.
The capacity of the cooling device was set to such an extent that appropriate cooling could be realized in consideration of the cooling effect by performing waste heat recovery.

In the hybrid vehicle of this embodiment, the engine 10, the motor 20, the torque converter 30, the transmission 1
00, the operation of the auxiliary drive motor 80 and the like
0 is controlling (see FIG. 1). The control unit 70
One chip with CPU, RAM, ROM, etc. inside
The microcomputer is a microcomputer, and the CPU performs various control processes described later according to a program recorded in the ROM. Various input / output signals are connected to the control unit 70 to realize such control. FIG. 5 is an explanatory diagram showing connection of input / output signals to the control unit 70. A signal input to the control unit 70 is shown on the left side of the drawing, and a signal output from the control unit 70 is shown on the right side.

The signals input to the control unit 70 are signals from various switches and sensors. Such signals include, for example, gasoline remaining amount, FC fuel remaining amount, cooling water temperature, rotation speed of engine 10, water temperature of engine 10, ignition switch, remaining battery charge SOC, battery temperature, vehicle speed, oil temperature of torque converter 30. , Shift position, side brake on / off, foot brake depression amount, catalyst temperature for purifying exhaust of engine 10, accelerator opening, cooling switch on / off, vehicle interior temperature, output of thermoelectric elements 95, 96, etc. There is. Although many other signals are input to the control unit 70, they are not shown here.

The signal output from the control unit 70 is
These are signals for controlling the engine 10, the motor 20, the torque convertor 30, the transmission 100, and the like. Such signals include, for example, control signals for switches 97 and 98 involved in execution of charging of battery 50 by thermoelectric elements 95 and 96,
An ignition signal for controlling the ignition timing of the engine 10, a fuel injection signal for controlling the fuel injection, a motor control signal for controlling the auxiliary equipment driving motor 80 for controlling the operation of the auxiliary equipment driving motor 80, a motor control signal for controlling the operation of the motor 20, A transmission control signal for switching the gear stage of the transmission 100, a control signal for the input clutch 18 and the auxiliary clutch 19, a signal for controlling auxiliary equipment such as a control signal for an air conditioner compressor and a hydraulic pump, a control signal for a wind motor, a motor 20 Power switch 8
4, a control signal of the changeover switch 83 of the power supply of the auxiliary device driving motor 80, a control signal of the fuel cell system 60, and the like. Although many other signals are output from the control unit 70, they are not shown here.

In the configuration of the hybrid vehicle described above, the fuel cell 60 and the motor 20 correspond to a heat generating portion, and the thermoelectric elements 95 and 96 correspond to thermoelectric conversion means. The thermoelectric elements 95 and 96, the cooling system and the control unit 70 for controlling the operation thereof together correspond to a waste heat recovery device.

(2) General Operation: Next, the general operation of the hybrid vehicle of this embodiment will be described. Figure 1
As described above, the hybrid vehicle of the present embodiment includes the engine 10 and the motor 20 as power sources. The control unit 70 uses both of them according to the traveling state of the vehicle, that is, the vehicle speed and the torque. The use of both is set in advance as a map, and the ROM in the control unit 70 is used.
Is stored in

FIG. 6 is an explanatory diagram showing the relationship between the running state of the vehicle and the power source. A region MG in the drawing is a region where the vehicle runs using the motor 20 as a power source. The area outside the area MG is an area where the vehicle runs using the engine 10 as a power source.
Hereinafter, the former is referred to as EV running, and the latter is referred to as engine running. According to the configuration of FIG. 1, it is possible to run using both the engine 10 and the motor 20 as power sources, but in the present embodiment, such a running region is not provided.

As shown in the figure, the hybrid vehicle of the present embodiment starts in EV running. In such a region, the vehicle travels with the input clutch 18 turned off. At the time when the vehicle started by the EV running reaches the running state near the boundary between the area MG and the area EG in the map of FIG. 6, the control unit 70
With the input clutch 18 turned on, the engine 10
To start. When the input clutch 18 is turned on, the engine 10 is rotated by the motor 20. The control unit 70 injects and ignites fuel at the timing when the rotation speed of the engine 10 increases to a predetermined value. After the engine 10 is started in this way, the vehicle runs in the region EG using only the engine 10 as a power source. When traveling in such a region is started, the control unit 70 shuts down all the transistors of the drive circuits 51 and 52. As a result, the motor 20 simply turns idle.

The control unit 70 performs the control of switching the power source according to the running state of the vehicle as described above, and also performs the process of switching the gear position of the transmission 100. The switching of the gear stage is performed based on a map set in advance in the running state of the vehicle, similarly to the switching of the power source. The map differs depending on the shift position. FIG. 6 shows maps corresponding to the D position, the 4 position, and the 3 position. As shown in this map, the control unit 70 executes the switching of the gear stage so that the gear ratio decreases as the vehicle speed increases.

(3) Cooling control processing: Next, the cooling control processing of the fuel cell 60 and the motor 20 will be described. In this embodiment, heat generated when the fuel cell 60 and the motor 20 are operated is converted into electric power by the thermoelectric elements 95 and 96 and collected. The temperature range in which this conversion can be performed efficiently is determined depending on the type of the thermoelectric element. Further, the temperature ranges in which the fuel cell 60 and the motor 20 can operate efficiently are also determined. In the cooling control process, the fuel cell 60 and the motor 2 are controlled so that the operation of the apparatus and the heat recovery can be performed efficiently by taking these factors into consideration.
Perform a zero cooling.

FIG. 7 is a flowchart of a cooling control processing routine. First, the CPU inputs signals from various sensors and switches (step S1). Here, inputs from various sensors shown in FIG. 5 are made. In particular, the outputs of the thermoelectric elements 95 and 96, the coolant temperature, the remaining battery charge SOC, and the like are involved in the subsequent processing.

Next, the CPU determines whether or not the thermoelectric elements 95 and 96 are operating normally (step S2). If it is not operating normally, the cooling water is circulated and the switches 97 and 98 (see FIG. 1) are turned off to prohibit the recovery of waste heat (steps S11 and S12). When the thermoelectric elements 95 and 96 do not operate normally, the cooling effect by recovering heat by the thermoelectric elements cannot be expected, so that cooling is performed by circulating cooling water.
The circulation of the cooling water is performed by driving the pump 93 shown in FIG. Although the cooling water is circulated unconditionally here, the cooling water may be circulated when the cooling water temperature is equal to or higher than a predetermined value. That is, in step S11, control may be performed to maintain the fuel cell 60 and the motor 20 at a temperature suitable for operation by cooling with cooling water.

The determination as to whether or not the thermoelectric element is normal (step S2) can be realized by various methods. In this embodiment, the determination is made based on the output progress of the thermoelectric elements 95 and 96. Normally, the amount of heat transmitted from the fuel cell 60 and the motor 20 to the thermoelectric elements 95 and 96 does not change so rapidly. If the output voltage or current from the thermoelectric elements 95 and 96 drops sharply, an abnormality occurs. Can be determined. In addition, a table is provided which gives estimated outputs of the thermoelectric elements 95 and 96 based on the operating state of the fuel cell 60 and the motor 20 and the coolant temperature, and the actual output is more extreme than the output level obtained by referring to this table. It is also possible to judge that there is an abnormality when it is too low. In step S2, when at least one of the thermoelectric elements 95 and 96 is normal, it is determined to be "normal". However, when both are normal, it may be determined to be "normal".

When the thermoelectric elements 95 and 96 are determined to be normal by these methods, one of the criteria for judging whether or not to execute the recovery by the thermoelectric elements is to use the battery 5.
It is determined whether the remaining capacity SOC of 0 is less than a predetermined level LH (step S3). When the remaining capacity SOC is sufficiently high, the battery 50 cannot be charged even if electric power is obtained by the thermoelectric element. Therefore, the circulation of the cooling water is performed and the waste heat recovery is prohibited (steps S11 and S12). When the remaining capacity SOC is low, waste heat recovery is executed as described later.

The above-described level LH is a reference value for determining the possibility of charging the battery 50, and can be set arbitrarily within a range up to 100%. The higher the reference LH, the more easily waste heat recovery is performed. Therefore, from the viewpoint of energy efficiency, a higher reference LH is preferable. However, in the hybrid vehicle of the present embodiment, regenerative braking using the motor 20 can be performed at the time of braking, and the electric power generated at this time can be charged in the battery 50. Therefore, here, the reference LH is set to a value lower than the full charge in consideration of the charge margin during the regenerative braking. Although the determination as to whether or not to recover waste heat is made based only on the remaining capacity SOC of the battery 50, the determination may be made in consideration of the usage status of power equipment such as an air conditioner and lighting. For example, when the power device is used, the power of the battery 50 is considered to be consumed, so the reference value LH may be increased.

When the remaining capacity SOC is less than the reference value LH, recovery of waste heat by the thermoelectric element is executed. On this occasion,
At the same time as the recovery of the waste heat, it is necessary to control the temperatures of the fuel cell 60 and the motor 20 to a range suitable for operation. In the present embodiment, the recovery of waste heat is performed by controlling the circulation of the cooling water in accordance with the operating state of the fuel cell 60 and the motor 20 by controlling the temperature of these devices to an appropriate temperature by the processing described below. I do. Further, by controlling the circulation of the cooling water, the amount of heat transmitted from the device to the thermoelectric elements 95 and 96 is controlled, thereby improving the conversion efficiency into electric power.

In order to realize the above processing, the CPU first determines whether the fuel cell 60 and the motor 20 are operating (step S4). This determination can be made based on each output command value. Since the operation of the fuel cell 60 and the motor 20 is performed by the control unit 70 in the same manner as the cooling control process, such determination can be easily performed. Of course, the present invention is not limited to such a determination method. This output value corresponds to a parameter representing the amount of waste heat of the fuel cell 60 and the motor 20.

When the fuel cell 60 and the motor 20 are in operation, the value of the parameter TLIM is changed to a predetermined value TW
It is set to 1 (step S5), and when not in operation, it is set to a predetermined value TW2 (step S6). Here, "operating" means that both the fuel cell 60 and the motor 20 are operating, but it may include the case where either one is operating. As shown in step S7, the parameter TLIM is a variable serving as a criterion for determining whether or not cooling water circulation is possible. That is, if the temperature TW of the cooling water is equal to or higher than the parameter TLIM, the circulation of the cooling water is executed, and if not, the circulation of the cooling water is stopped (steps S7 to S9). While cooling the device in this way, the switches 97 and 98 are turned on and the thermoelectric element 9 is turned on.
The recovery of waste heat is executed by steps 5 and 96 (step S1).
0).

Here, the setting of the predetermined values TW1 and TW2 will be described. Since these values are criteria for judging whether circulation of the cooling water is possible or not, the condition that the temperature of the fuel cell 60 and the motor 20 is kept at an appropriate temperature and the amount of heat at which waste heat recovery is efficiently performed are determined by thermoelectric power. In consideration of the conditions transmitted to the elements 95 and 96, each can be set arbitrarily. The same value can be set for both, but in the present embodiment, the relationship TW1 <TW2 is set for the following reason.

A case where the fuel cell 60 and the motor 20 are cooled under such conditions will be considered. Since a large amount of heat is generated during operation of these devices, the cooling effect of the thermoelectric element alone cannot sufficiently cool the device, and a decrease in operation efficiency due to a rise in temperature (hereinafter, simply referred to as overheating) is prevented. Therefore, it is necessary to circulate the cooling water. Here, it is possible to circulate the cooling water unconditionally during operation of the device, but in this case, the amount of heat transferred to the thermoelectric element is reduced, so that waste heat cannot be efficiently recovered. TW1 in the present embodiment is a value set in consideration of these factors.
0, set to an upper limit equivalent to avoid overheating of the motor 20. Here, the predetermined value TW1 is a fixed value, but the value TW1 may be increased according to the operating state of the fuel cell 60 and the motor 20, for example, an increase in output power and power.

The point that the predetermined value TW2 is set so as to avoid overheating while efficiently recovering waste heat even when the fuel cell 60 and the motor 20 are at rest is a value TW1 during operation.
Is the same as If the fuel cell 60 is not in operation, it can be set not to circulate the cooling water at all. However, even when no output is required, the fuel cell 60 generates a small amount of heat because it is warmed up. And the thermoelectric element 95,
If the cooling effect of 96 cannot follow this, there is a possibility of overheating. From such a point of view, TW2 is set to an upper limit capable of avoiding overheating of the fuel cell 60 and the motor 20 due to the cooling water circulation and the cooling effect of the thermoelectric element. However,
During the suspension, the temperature rise can be suppressed relatively quickly if the heat generation is low and the circulation of the cooling water is started. Therefore, the value TW2 is set to be higher than the predetermined value TW1 for the operation. By setting the value TW2 as high as possible, it is possible to improve the efficiency of recovering waste heat during suspension.

According to the hybrid vehicle of the present embodiment described above, the fuel cell 60,
Since the waste heat of the motor 20 can be recovered as electric power, the driving efficiency of the vehicle can be improved. Further, since the waste heat is recovered by cooling the fuel cell 60 and the motor 20, the efficiency of the recovery of the waste heat can be improved while maintaining the temperature of the heat generating portion in a state suitable for operation by cooling.

In the above processing, the cooling water circulation is turned on.
The case where control is performed in two stages of OFF is illustrated. In contrast,
The flow rate of the pump 93 may be changed according to the cooling water temperature. FIG. 8 is an explanatory diagram showing the relationship between the cooling water temperature and the pump flow rate. As shown in the drawing, when the fuel cell 60 and the motor 20 are operating, the circulation of the cooling water is started at the temperature TW1 or higher, and when the fuel cell 60 and the motor 20 are not operating, the temperature TW1 is started.
The circulation of the cooling water is started at W2 or more. At this time, the pump flow rate is gradually increased as the temperature of the cooling water increases.
In the case where the variable flow rate pump 93 is mounted, by applying such control, while improving the waste heat recovery efficiency,
There is an advantage that the temperatures of the fuel cell 60 and the motor 20 can be appropriately controlled. The relationship between the cooling water temperature and the pump flow rate does not need to be linear, but may be non-linear or may be changed stepwise.

Here, as shown in FIG. 8, it is desirable to operate the fuel cell 60 and the motor 20 earlier than at rest, and to maximize the pump flow rate when the coolant temperature is low.
When the amount of waste heat is large, overheating of the fuel cell 60 and the motor 20 can be easily avoided by increasing the cooling in this way. Further, since the cooling effect of the cooling device has low responsiveness, if the amount of waste heat fluctuates during the operation of the fuel cell 60 and the motor 20, there is a possibility that the overheating may be temporarily caused. By increasing the cooling, the amount of heat transmitted to the thermoelectric elements 95 and 96 and the temperature of the device can be suppressed to a lower level, thereby avoiding the adverse effects that occur when the amount of waste heat increases transiently. There are advantages that can be.

In the above embodiment, the thermoelectric elements 95 and 96 are provided only in the fuel cell 60 and the motor 20. The thermoelectric elements can be provided in the engine 10 and the motor 80, and the thermoelectric elements of the fuel cell 60 and the motor 20 can be omitted. In the above-described embodiment, the fuel cell 60 and the cooling system for the motor 20 have a common configuration to reduce the size. However, these may be configured as individual systems. Further, a configuration including the engine 10 and the motor 80 may be employed. In the above embodiment, the size of the cooling device was reduced in consideration of the cooling effect of the thermoelectric element. A cooling device having a sufficient cooling capacity may be provided without considering such a cooling effect. In the above embodiment, the case where the operation of the cooling device is controlled based on the temperature of the cooling water has been illustrated. The operation control of the cooling device can be performed based on various parameters relating to the amount of waste heat such as the temperature of the fuel cell 60 and the motor 20 itself.

In the above embodiment, the case where the power of the engine 10 is applied to a parallel hybrid vehicle capable of directly outputting the power to the axle 17 has been described. The present invention is applicable not only to such a configuration but also to various hybrid vehicles, and is also applicable to a series hybrid vehicle. FIG. 9 is an explanatory diagram showing the configuration of the series hybrid vehicle. In this configuration, only the motor 20 directly outputs power for traveling. Unlike the configuration of FIG. 1, the power of the engine 10 cannot be directly output to the axle 17. The power output from the engine 10 is once converted into electric power by the generator G, and charges the battery 50 via the drive circuit 53. By supplying the electric power to the motor 20 via the drive circuit 51 to perform power running, the power of the engine 10 is indirectly used for traveling of the vehicle. 1, a fuel cell 60 is also provided as a power source for the motor 20. Although the changeover switch and the cooling system are not shown in FIG. 9, they are provided with the same configuration as in FIG. 1.

In the hybrid vehicle having such a configuration,
If the fuel cell 60 and the motor 20 are provided with the thermoelectric elements 95 and 96, the waste heat can be recovered during the operation as in the hybrid vehicle described in the above-described embodiment, so that the operation efficiency can be improved. . Further, by driving the cooling device, the waste heat recovery can be performed while controlling the temperatures of the fuel cell 60 and the motor 20 to appropriate temperatures, as in the embodiment.

In the structure shown in FIG. 9, unlike the embodiment, the motor 20 is always operated while the motor is running. Therefore, FIG.
In step S4, it is desirable to omit the determination as to whether the motor 20 is operating and to change the determination so as to determine whether the fuel cell 60 is operating. Further, since the motor 20 is always operated, the cooling device is connected to the motor 2.
0, it is also desirable to configure the fuel cell 60 as a separate system. By doing so, cooling according to the operating conditions of the motor 20 and the fuel cell 60 can be realized.

In the above embodiment, the case where the waste heat recovery apparatus is applied to a hybrid vehicle has been exemplified. In general, in the case of a vehicle, the total amount of energy that can be output is often limited by the amount of FC fuel installed and the like. Therefore, if waste heat is recovered, the energy can be effectively used, and thus the utility is high. In the embodiment, the application to the hybrid vehicle has been exemplified. However, the invention is not limited to this, and can be applied to various moving objects that move using power, such as a ship, an aircraft, and a flying object. Further, if the thermoelectric element and the cooling system are provided in a heat engine such as an engine, the present invention can be applied not only to a device having a hybrid power source but also to a moving body using a heat engine as a power source. It is needless to say that the present invention is not limited to such a moving body, but can be applied to various devices and facilities such as industrial machines and power generation facilities. It is also desirable to apply the present invention to various devices such as a portable computer for the same reason as a mobile object.

Although the embodiments of the present invention have been described above, the present invention is not limited to these embodiments at all, and may be embodied in various other forms without departing from the gist of the present invention. Obviously you can get it.
In the present embodiment, various control processes are realized by executing software by the CPU, but such control processes may be realized by hardware.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram of a hybrid vehicle as an embodiment.

FIG. 2 is an explanatory diagram showing a schematic configuration of a fuel cell system.

FIG. 3 is a perspective view showing an appearance of a fuel cell 60A.

FIG. 4 is a cross-sectional view of the motor 20.

5 is an explanatory diagram showing connection of input / output signals to a control unit 70. FIG.

FIG. 6 is an explanatory diagram showing a relationship between a traveling state of a vehicle and a power source.

FIG. 7 is a flowchart of a cooling control processing routine.

FIG. 8 is an explanatory diagram showing a relationship between a cooling water temperature and a pump flow rate.

FIG. 9 is an explanatory diagram showing a configuration of a series hybrid vehicle.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 10 ... Engine 12 ... Crankshaft 13, 14, 15 ... Rotating shaft 16 ... Differential gear 17 ... Axle 18 ... Input clutch 19 ... Auxiliary clutch 20 ... Motor 22 ... Rotor 24 ... Stator 25 ... Cooling cover 26 ... Cooling water channel 30 ... Torque converter 50 Battery 51, 52, 53 Drive circuit 60A Fuel cell 61 Methanol tank 62 Water tank 61a, 62a Capacity sensor 63 Burner 64 Compressor 65 Evaporator 66 Reformer 68 Blower Reference numeral 70: Control unit 80: Auxiliary equipment driving motor 82: Auxiliary equipment driving device 83, 84 ... Changeover switch 92 ... Radiator 93 ... Pump 94 ... Refrigerant path 95, 96 ... Thermoelectric elements 97, 98 ... Switch 100 ... Transmission

 ──────────────────────────────────────────────────続 き Continuing on the front page F term (reference) 5H027 AA06 BA01 BA09 BA16 DD01 DD03 KK00 KK41 MM16 5H115 PA11 PG04 PI16 PI18 PI22 PI29 PI30 PU10 PU22 PU24 PU25 PU26 PV09 PV23 QN03 RB08 RB22 RE05 RE07 SE05 SE08 TB01 TE02 TE07 TE08 TE10 TI10 TO05 TO21 TO23 UI30

Claims (12)

[Claims] 1. A waste heat recovery device for recovering waste heat generated in a heat generating portion including a device operating while generating heat as electric power, comprising: a cooling device for cooling the heat generating portion by passing a refrigerant. A waste heat recovery device comprising: a thermoelectric conversion unit configured to convert the waste heat into electric power; and a cooling device control unit configured to control the cooling device such that heat is supplied from the heating unit to the thermoelectric conversion unit in a predetermined state. . 2. The waste heat recovery apparatus according to claim 1, further comprising: input means for inputting a parameter relating to a waste heat amount among parameters indicating an operation state of the heat generating unit, wherein the cooling device control means includes: And a waste heat recovery device which is a means for executing the control based on the parameter. 3. The waste heat recovery device according to claim 1, wherein the cooling device control unit executes the control by reducing an upper limit value of the predetermined range as the amount of waste heat increases. 4. The cooling device according to claim 1, further comprising a temperature detection unit for detecting a temperature of the heat generating unit, wherein the cooling device control unit performs cooling only when the temperature is equal to or higher than a predetermined lower limit. The waste heat recovery device according to claim 1, wherein the waste heat recovery device is a means for executing. 5. The waste heat recovery device according to claim 4, wherein the lower limit is set to a lower value as the amount of waste heat increases. 6. The waste heat recovery apparatus according to claim 5, further comprising an operating state detecting means for detecting whether or not the heat generating unit is operating, wherein the operating state detecting unit detects whether the heat generating unit is operating. The lower limit is a waste heat recovery device set lower than the lower limit during suspension. 7. The cooling device according to claim 6, wherein the cooling unit is configured to generate heat based on an amount of heat generated by the heating unit and an amount of waste heat recovered by the thermoelectric conversion unit.
2. The waste heat recovery device according to claim 1, wherein the device has a cooling capacity set so that the temperature of the heat generating portion can be maintained at a predetermined value or less. 8. The heat generating unit according to claim 1, wherein the heat generating unit is a power generator.
The waste heat recovery device as described. 9. The waste heat recovery device according to claim 1, wherein the heating unit is a heating unit including a plurality of devices, and the cooling device is a cooling device common to the plurality of devices. Heat recovery device. 10. The waste heat recovery apparatus according to claim 1, further comprising a power storage means for storing the power recovered by said thermoelectric conversion means. 11. A moving body that moves by using power output from a power source, the power source driving means driving the power source so as to output a required power, and A cooling device for cooling the power source; a thermoelectric conversion unit for converting the waste heat into electric power; and controlling the cooling device so that an amount of heat supplied to the thermoelectric conversion unit from the heating unit is within a predetermined range. A moving body including a cooling device control unit. 12. A control method for controlling the operation of a waste heat recovery device that cools a heat generating portion by a cooling device that allows a refrigerant to pass through and that recovers waste heat generated in the heat generating portion as electric power by a thermoelectric conversion unit. (A) estimating the amount of heat supplied from the heat generating section to the thermoelectric conversion means;
(B) operating the cooling device such that the estimated amount of heat is in a predetermined state.