JP2003184721A - Heat accumulating device for hybrid system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a technology allowing the suitable warm-up of an internal combustion engine in a heat accumulating device for a hybrid system provided with a fuel cell and the internal combustion engine. <P>SOLUTION: In the heat accumulating device for the hybrid system provided with the hybrid system provided with the internal combustion engine 1 and the fuel cell 13, and a heat accumulating mechanism storing and insulating the heat of a part of heat medium circulating in the internal combustion engine 1, heat accumulation to the heat accumulating mechanism 16 and the heating of the internal combustion engine 1 are efficiently performed by heating the heat medium by using heat generated by the fuel cell 13. Consequently, the internal combustion engine is suitably warmed up. <P>COPYRIGHT: (C)2003,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a heat storage technique of a hybrid system which is cooled or heated by circulating a heat medium such as cooling water or lubricating oil.

[0002]

2. Description of the Related Art Generally, an internal combustion engine mounted on a vehicle such as an automobile is supplied with fuel when the temperature around the combustion chamber does not reach a predetermined temperature (cold state). Is not sufficiently atomized, and exhaust characteristics (emission) and fuel consumption performance are likely to deteriorate.

However, the internal combustion engine is operated in a cold state during the period from the start to the completion of warming up except when restarting after a temporary stop of operation.

In order to solve such a problem, for example, Japanese Patent Laid-Open No. Hei 6
A heat storage device for an internal combustion engine as described in Japanese Patent Laid-Open No. 185359 has been proposed. The heat storage device for an internal combustion engine described in this publication is provided with a heat storage device that stores cooling water whose temperature is raised by heat generated during operation of the internal combustion engine in a heat retaining state, and stores high-temperature cooling water stored in the heat storage device. By circulating the internal combustion engine in a cold state, the warm-up of the internal combustion engine is completed at an early stage.

[0005]

By the way, in recent years,
A fuel cell for reforming fuel to generate electricity and an internal combustion engine are provided.
The development of a hybrid system in which the operation of an internal combustion engine is stopped when the vehicle is stopped and the electric power required at that time is covered by a fuel cell is under development.

When the above-described heat storage device for an internal combustion engine is applied to a vehicle equipped with such a hybrid system, if the internal combustion engine is stopped for an extremely short period of time, the cooling water rises to a temperature range suitable for heat storage. Therefore, it becomes difficult to store sufficient heat, and it may not be possible to achieve suitable warm-up when the internal combustion engine is restarted.

The present invention has been made in view of the above problems, and provides a technique capable of suitably warming up an internal combustion engine in a hybrid system including a fuel cell and an internal combustion engine. To aim.

[0008]

The present invention adopts the following means in order to solve the above-mentioned problems. That is, the heat storage device of the hybrid system according to the present invention,
A hybrid system including an internal combustion engine and a fuel cell, a heat medium passage for an engine in which a heat medium circulates via the internal combustion engine, and a part of the heat medium flowing in the heat medium passage for the engine is kept warm and stored. A heat storage mechanism that supplies the heat medium stored in a warm state to the heat medium passage for the engine to raise the temperature of the internal combustion engine; and a heating mechanism that heats the heat medium by the heat generated by the fuel cell. There is.

The present invention relates to a heat storage device of a hybrid system including a hybrid system having an internal combustion engine and a fuel cell, and a heat storage mechanism for keeping a part of a heat medium circulating in the internal combustion engine while keeping a fuel cell. The greatest feature is that the heat medium is heated using the heat generated.

In the heat storage device of the hybrid system, the heat storage mechanism stores a part of the heat medium circulating in the heat medium passage for the engine in a heat storage state. When it is necessary to raise the temperature of the internal combustion engine, such as when the internal combustion engine is in a cold state, the heat storage mechanism supplies the heat medium stored in the heat storage mechanism to the heat medium passage for the engine. In this case, the heat of the heat medium is transmitted to the internal combustion engine, and the temperature of the internal combustion engine is raised rapidly.

On the other hand, the heating mechanism heats the heat medium by utilizing the heat generated by the fuel cell. The heat medium heated by the heating mechanism circulates through the engine heat medium passage or is stored in the heat storage mechanism.

As a result, the temperature of the heat medium flowing through the heat medium passage for the engine or the heat medium stored in the heat storage mechanism can be raised to a desired temperature range without depending on the operating conditions of the internal combustion engine.

The heat storage device of the hybrid system according to the present invention may further include a battery heat medium passage through which the heat medium circulates via the fuel cell.

In this case, the heating mechanism is stored in the heat medium or the heat storage mechanism flowing in the engine heat medium passage by supplying the heat medium in the battery heat medium passage to the engine heat medium passage or the heat storage mechanism. The heating medium can be heated.

For example, when it is necessary to raise the temperature of the internal combustion engine, the heating mechanism needs to supply the heat medium in the heat medium passage for the battery to the heat medium passage for the engine and store the high temperature heat medium in the heat storage mechanism. When there is, the heat medium in the heat medium passage for the battery may be supplied to the heat storage mechanism.

However, when it is necessary to raise the temperature of the internal combustion engine, the heat medium in the battery heat medium passage must be heated at a higher temperature than the heat medium in the heat storage mechanism. Is supplied to the heat medium passage for the engine, and when it is necessary to store a high-temperature heat medium in the heat storage mechanism, the heat in the heat medium passage for the battery is higher than that in the heat medium passage for the engine. The heat medium in the heat medium passage for the battery may be supplied to the heat storage mechanism on condition that the medium is at a high temperature.

In the heat storage device of the hybrid system according to the present invention, the heat medium passage for the engine and the heat medium passage for the battery are the same heat medium passage so that the internal combustion engine, the fuel cell and the heat storage mechanism are arranged in series. It may be configured.

In this case, the heat medium passage may be configured so that the heat medium is returned from the internal combustion engine to the internal combustion engine after sequentially passing through the fuel cell and the heat storage device. In this case, the high-temperature heat medium that has passed through the fuel cell is stored in the heat storage device without being unnecessarily radiated.

When the engine heat medium passage and the battery heat medium passage are configured such that the internal combustion engine, the fuel cell, and the heat storage mechanism are sequentially arranged in series as described above, the heating mechanism uses the heat storage mechanism. A bypass passage that bypasses and a passage switching valve that allows the heat medium to flow through either one of the bypass passage and the heat storage mechanism are provided, and the heat medium flows through the bypass passage when it is necessary to raise the temperature of the internal combustion engine. The passage switching valve may operate, and when it is necessary to store a high-temperature heat medium in the heat storage mechanism, the passage switching valve may operate so that the heat medium flows through the heat storage mechanism.

When the passage switching valve operates in this way, when it is necessary to raise the temperature of the internal combustion engine, the high-temperature heat medium that has passed through the fuel cell is supplied to the internal combustion engine without passing through the heat storage mechanism. The internal combustion engine receives the heat of the heat medium and rises in temperature. Also, when it is necessary to store a high-temperature heat medium in the heat storage mechanism, the high-temperature heat medium that has passed through the fuel cell is supplied to the heat storage mechanism without passing through the internal combustion engine, and the heat storage mechanism has a relatively high temperature. Will be stored.

In the heat storage device of the hybrid system according to the present invention, the heat medium passage for the engine and the heat medium passage for the battery may be connected in parallel via the heat storage mechanism.

In this case, the heating mechanism causes the heat medium to flow through either the bypass passage or the heat storage device, which bypasses the heat storage mechanism and connects the heat medium passage for the engine to the heat medium passage for the battery. A passage switching valve, the passage switching valve operates so that the heat medium flows through the bypass passage when it is necessary to raise the temperature of the internal combustion engine, and when it is necessary to store the high-temperature heat medium in the heat storage mechanism. The passage switching valve may be operated so that the heat medium flows through the heat storage mechanism.

When the passage switching valve operates in this way, when it is necessary to raise the temperature of the internal combustion engine, the high-temperature heat medium circulating in the battery heat medium passage is supplied to the engine heat medium passage without passing through the heat storage mechanism. As a result, the internal combustion engine receives the heat of the heat medium circulating in the heat medium passage for the engine and rises in temperature. Also, when it is necessary to store a high-temperature heat medium in the heat storage mechanism, the high-temperature heat medium circulating in the battery heat medium passage is supplied to the heat storage mechanism without passing through the internal combustion engine. The heat medium of extremely high temperature will be stored.

[0024]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Specific embodiments of a heat storage device of a hybrid system according to the present invention will be described below with reference to the drawings.

<First Embodiment> First, a first embodiment of a heat storage device of a hybrid system according to the present invention will be described with reference to FIGS.

FIG. 1 is a diagram showing a cooling water circulation system of a vehicle equipped with the hybrid system according to the present invention.

In FIG. 1, an internal combustion engine 1 is a water-cooled internal combustion engine that uses gasoline or light oil as a fuel, and includes a cylinder head 1a and a cylinder block 1b.

A starter motor 100 for rotating a crankshaft (not shown) of the internal combustion engine 1 when drive power is applied is attached to the internal combustion engine 1.

A head side cooling water passage 2a and a block side cooling water passage 2b for circulating cooling water as a heat medium according to the present invention are formed in the cylinder head 1a and the cylinder block 1b, respectively, and these head side cooling water passages are formed. Two
a and the block side cooling water passage 2b communicate with each other.

A first cooling water passage 4 is connected to the head side cooling water passage 2a, and the first cooling water passage 4 is connected to a cooling water inlet of a radiator 5. The cooling water outlet of the radiator 5 is connected to the thermostat valve 7 via the second cooling water passage 6.

In addition to the second cooling water channel 6 described above, a third cooling water channel 8 and a fourth cooling water channel 9 are connected to the thermostat valve 7. The third cooling water passage 8 is connected to a suction port of a mechanical water pump 10 driven by a rotating torque of a crankshaft (not shown),
The discharge port of the mechanical water pump 10 is connected to the block side cooling water passage 2b. On the other hand, the fourth cooling water passage 9 communicates with the head side cooling water passage 2a.

The thermostat valve 7 has a second position depending on the temperature of the cooling water flowing through the thermostat valve 7.
It is configured to shut off either one of the cooling water passage 6 and the fourth cooling water passage 9. Specifically, when the temperature of the cooling water flowing through the thermostat valve 7 is lower than a predetermined valve opening temperature (for example, 80 ° C.), the thermostat valve 7 shuts off the third cooling water passage 8 to perform the second cooling. When the water passage 6 and the fourth cooling water passage 9 are brought into conduction and the temperature of the cooling water flowing through the thermostat valve 7 is equal to or higher than the valve opening temperature, the fourth
The cooling water channel 9 is shut off to close the second cooling water channel 6 and the third cooling water channel 8.
And are configured to conduct.

The temperature of the cooling water flowing in the third cooling water passage 8, that is, the temperature of the cooling water flowing into the internal combustion engine 1, is provided at a portion of the third cooling water passage 8 immediately upstream of the mechanical water pump 10. A water temperature sensor 19 that outputs a corresponding electric signal is attached.

Next, the base end of the heater hose 11 is connected to the head side cooling water passage 2a, and the terminal end of the heater hose 11 is the third cooling connecting the thermostat valve 7 and the mechanical water pump 10 described above. It is connected in the middle of the water channel 8.

In the middle of the heater hose 11, a heater core 1 for exchanging heat between the cooling water and the air for heating the passenger compartment.
2 are arranged. The heater core 12 is provided with a heater blower 120 that pressurizes the heating air, which has undergone heat exchange with the cooling water in the heater core 12, into the passenger compartment. The heater blower 120 operates when the heater switch 21 provided in the vehicle compartment is in the ON state.

A fuel cell 13 is arranged at a portion of the heater hose 11 located between the base end of the heater hose 11 and the heater core 12. This fuel cell 13
Is to generate electric power by reforming a fuel such as gasoline and oxidizing the reformed fuel.

The electric power generated by the fuel cell 13 is supplied to various auxiliary equipment such as a power steering device and an air conditioner (not shown) provided in the internal combustion engine 1, or is stored in a battery (not shown), a capacitor and the like. It

An electric water pump 14 is arranged at a portion of the heater hose 11 located between the base end of the heater hose 11 and the fuel cell 13. The electric water pump 14 is a pump driven by an electric motor, and is configured to discharge the cooling water sucked from the suction port of the electric water pump 14 from the discharge port at a predetermined pressure.

The electric water pump 14 is connected to the heater hose 11 such that the suction port of the electric water pump 14 is located on the base end side of the heater hose 11 and the discharge port is located on the fuel cell 13 side. ing.

In the heater hose 11, the fuel cell 1
The first tank passage 15a is connected to a portion located between the heater core 12 and the heater core 12. The first tank passage 15 a is connected to the heat storage tank 16.

The heat storage tank 16 is a container for storing cooling water in a heat storage state, and has a cooling water inlet 16a for allowing the cooling water to flow into the heat storage tank 16 and the heat storage tank 1.
6 and a cooling water outlet 16b for letting the cooling water flow out from the inside, and the above-mentioned first tank passage 15a is connected to the cooling water inlet 16a.

The cooling water inlet 16a and the cooling water outlet 16b of the heat storage tank 16 are provided with one-way valves (one-way valves) 16c and 16d for preventing backflow of the cooling water.

A second tank passage 15b is connected to the cooling water outlet 16b of the heat storage tank 16. The second tank passage 15b is connected to a portion of the heater hose 11 between the end of the heater hose 11 and the heater core 12.

In the following, in the heater hose 11, the portion located between the base end of the heater hose 11 and the electric water pump 14 is referred to as a first heater hose 11a,
A portion located between the electric water pump 14 and the fuel cell 13 is referred to as a second heater hose 11b.
3 and a portion of the first tank passage 15a located between the base end and the third heater hose 11c, and the portion of the first tank passage 15a located between the base end and the heater core 12 of the first portion. 4 heater hose 11d, the portion located between the heater core 12 and the end of the second tank passage 15b is referred to as the fifth heater hose 11e, and the end of the second tank passage 15b and the heater hose 11 A portion located between the end and the end is referred to as a sixth heater hose 11f.

A flow path switching valve 17 is provided at the connecting portion between the third heater hose 11c, the fourth heater hose 11d, and the first tank passage 15a described above. The flow path switching valve 17 is a valve that selectively switches between conduction of the above-described three passages and interruption of any one of the three passages. The flow path switching valve 17 is driven by an actuator such as a step motor (not shown).

In the cooling water circulation system thus constructed,
An electronic control unit (El for controlling the cooling water circulation system
ectronic Control Unit (ECU) 20 is installed side by side.
The ECU 20 may be an electronic control unit that exclusively controls the cooling water circulation system, or may be an electronic control unit that concurrently controls the cooling water circulation system and the hybrid system.

In addition to the water temperature sensor 19 described above, the ECU 20 includes a heater switch 2 mounted in the passenger compartment.
1, the ignition switch 22, and the starter switch 23 are electrically connected, and the electric water pump 14, the flow path switching valve 17, the starter motor 100,
And the heater blower 120 is electrically connected.

The ECU 20 uses the operating state of the internal combustion engine 1 and the output signal values of various sensors as parameters, and the electric water pump 14, the flow path switching valve 17, the starter motor 1
00 and the heater blower 120 are controlled.

The operation of the heat storage device of the hybrid system in this embodiment will be described below.

First, the case where the internal combustion engine 1 is preheated prior to starting the internal combustion engine 1 will be described. Here, it is assumed that high-temperature cooling water is stored in advance in the heat storage tank 16.

Before the cranking of the internal combustion engine 1 is started, the ECU 20 operates, for example, the ignition switch 22.
Is switched from off to on, the fourth heater hose 11d is shut off and the third heater hose 11c and the first heater hose 11c are disconnected.
Flow path switching valve 1 for electrically connecting to the tank passage 15a
7 is controlled, and driving power is supplied to the electric water pump 14 to operate the electric water pump 14.

In this case, since the mechanical water pump 10 does not operate but only the electric water pump 14 operates, as shown in FIG. 2, the electric water pump 14 → second heater hose 11b → fuel cell 13 → third Heater hose 11c → flow path switching valve 17 → first tank passage 15a
→ Heat storage tank 16 → Second tank passage 15b → Sixth heater hose 11f → Third cooling water passage 8 → Mechanical water pump 10 → Block side cooling water passage 2b → Head side cooling water passage 2a → First heater hose 11a → Electric A circulation circuit in which cooling water flows is established in the order of the water pump 14.

When the circulation circuit described above is established, the cooling water discharged from the electric water pump 14 is supplied to the second heater hose 11b, the fuel cell 13, the third heater hose 11c,
Cooling water that has flowed into the heat storage tank 16 via the flow path switching valve 17 and the first tank passage 15a and has been stored in the heat storage tank 16 in a heat storage state (hereinafter,
The heat storage hot water) is discharged from the heat storage tank 16. The heat storage hot water discharged from the heat storage tank 16 flows into the block side cooling water passage 2b via the second tank passage 15b, the sixth heater hose 11f, the third cooling water passage 8 and the mechanical water pump 10. Then, it will flow into the head side cooling water passage 2a.

The heat storage hot water from the heat storage tank 16 is the head side cooling water passage 2a and the block side cooling water passage 2b of the internal combustion engine 1.
Flow into the head side cooling water channel 2 instead.
The low-temperature cooling water originally stored in the a and block side cooling water passages 2b flows out from the head side cooling water passage 2a and the block side cooling water passages 2b to the first heater hose 11a.

As a result, in the internal combustion engine 1, the heat of the stored hot water is transferred to the wall surfaces of the head side cooling water passage 2a and the block side cooling water passage 2b. At that time, the stored hot water flowing out of the heat storage tank 16 directly flows into the internal combustion engine 1 without passing through the heater core 12, the fuel cell 13, and the like, so that the stored hot water of the heat storage tank 16 to the internal combustion engine 1 is unnecessary. Such heat dissipation is suppressed, and the heat stored in the heat storage tank 16 is efficiently transmitted to the internal combustion engine 1.

Therefore, the wall temperature of the intake port and the combustion chamber of the internal combustion engine 1 can be efficiently warmed, the vaporization of the fuel is promoted and the temperature of the air-fuel mixture is increased during and after the startup of the internal combustion engine 1. As a result, the amount of fuel adhering to the wall surface can be reduced, combustion can be stabilized, startability can be improved, and exhaust emission can be improved.

When the operation of the internal combustion engine 1 is stopped, the fuel cell 1
Even when preheating 3, the heat storage hot water flowing out from the heat storage tank 16 is generated by the ECU 20 by establishing the circulation circuit described above, so that the second tank passage 15b, the sixth heater hose 11f, the third cooling water passage 8, the mechanical type Water pump 1
0, block side cooling water passage 2b, head side cooling water passage 2a,
The first heater hose 11a, the electric water pump 14,
And flows into the fuel cell 13 via the second heater hose 11b.

When the heat storage hot water from the heat storage tank 16 flows into the fuel cell 13, the low temperature cooling water originally stored in the fuel cell 13 flows out from the fuel cell 13 to the third heater hose 11c. .

As a result, the fuel cell 13 receives the heat of the stored hot water and rapidly rises in temperature, and the startup time of the fuel cell 13 can be shortened.

Next, when the starter switch 23 is switched from off to on, the ECU 20 stops the supply of drive power to the electric water pump 14 and then applies drive power to the starter motor 100, a fuel injection valve (not shown) and the like. Then, the cranking of the internal combustion engine 1 is started, and thus the internal combustion engine 1 is started.

When the cranking of the internal combustion engine 1 is started, the mechanical water pump 10 is driven by the rotational torque of the crankshaft. In response to this, the ECU
Reference numeral 20 controls the flow path switching valve 17 to shut off the third heater hose 11c.

At this time, if the temperature of the cooling water is lower than the opening temperature of the thermostat valve 7, the thermostat valve 7
Shuts off the second cooling water channel 6 and at the same time the fourth cooling water channel 9
Open up.

In this case, as shown in FIG. 3, mechanical water pump 10 → block side cooling water passage 2b → head side cooling water passage 2a → fourth cooling water passage 9 → thermostat valve 7 → third cooling water passage 8 → mechanical water A circulation circuit in which the cooling water flows in the order of the pump 10 is established.

When such a circulation circuit is established,
Since the relatively low temperature cooling water flowing out from the internal combustion engine 1 bypasses the radiator 5, the cooling water is not cooled more than necessary by the radiator 5.

As a result, the internal combustion engine 1 is not unnecessarily cooled by the cooling water, and the warm-up of the internal combustion engine 1 is not hindered.

When the fuel cell 13 is in operation and it is necessary to cool the fuel cell 13 using cooling water, the ECU 20 shuts off the fourth heater hose 11d and causes the third heater hose 11d to shut off. The flow path switching valve 17 is controlled so that the hose 11c and the first heater hose 11a are electrically connected.

In this case, as shown in FIG. 4, mechanical water pump 10 → block side cooling water channel 2b → head side cooling water channel 2a → fourth cooling water channel 9 → thermostat valve 7 → third cooling water channel 8 → mechanical water In addition to the circulation circuit in which the cooling water flows in the order of the pump 10, the mechanical water pump 10 → the block side cooling water channel 2b → the head side cooling water channel 2a → the first heater hose 11a → the electric water pump 14 → the second heater hose 11b → the fuel Battery 13 → third heater hose 11c → flow path switching valve 17 → first tank passage 15a → heat storage tank 16 → second tank passage 15b
A circulation circuit through which cooling water flows is established in the order of the sixth heater hose 11f, the third cooling water passage 8 and the mechanical water pump 10.

When the circulation circuit is established in this way,
Since the heat of the fuel cell 13 is transferred to the cooling water, the fuel cell 13 is cooled. Fuel cell 1 with cooling water
When 3 is cooled, the heat of the fuel cell 13 is transferred to the internal combustion engine 1 using cooling water as a medium, so that the internal combustion engine 1 is warmed up early.

When the temperature of the cooling water rises above the opening temperature of the thermostat valve 7 while the internal combustion engine 1 is in operation, the thermostat valve 7 shuts off the fourth cooling water passage 9 and at the same time opens the second cooling water passage 6. Will be done.

In this case, as shown in FIG. 5, mechanical water pump 10 → block side cooling water channel 2b → head side cooling water channel 2a → first cooling water channel 4 → radiator 5 → second cooling water channel 6 → thermostat valve 7 → Third cooling water channel 8 →
A circulation circuit in which cooling water flows is established in the order of the mechanical water pump 10.

When such a circulation circuit is established,
Since the relatively high temperature cooling water flowing out from the internal combustion engine 1 flows through the radiator 5, the heat of the cooling water is radiated by the radiator 5. As a result, the temperature of the cooling water will be maintained at an appropriate temperature.

When the fuel cell 13 is in an operating state and it is necessary to use the cooling water to raise or lower the temperature of the fuel cell 13, the ECU 20 shuts off the fourth heater hose 11d. The flow path switching valve 17 is controlled so that the third heater hose 11c and the first heater hose 11a are electrically connected.

In this case, as shown in FIG. 6, the mechanical water pump 10 → block side cooling water channel 2b → head side cooling water channel 2a → first cooling water channel 4 → radiator 5 → second cooling water channel 6 → thermostat valve 7 → Third cooling water channel 8 →
In addition to the circulation circuit in which the cooling water flows in the order of the mechanical water pump 10, the mechanical water pump 10 → the block side cooling water passage 2b → the head side cooling water passage 2a → the first heater hose 11a → the electric water pump 14 → the second heater hose 11b → fuel cell 13 → third heater hose 11c → flow path switching valve 17 → first tank passage 15a → heat storage tank 16 → second tank passage 15b → sixth heater hose 1
A circulation circuit in which cooling water flows is established in the order of 1f → third cooling water passage 8 → mechanical water pump 10.

When such a circulation circuit is established,
The heat of the internal combustion engine 1 is transferred to the fuel cell 13 using cooling water as a medium, or the heat of the fuel cell 13 is transferred to the cooling water, so that the fuel cell 13 is heated or cooled.
In particular, when the temperature of the fuel cell 13 is raised by the cooling water, the relatively high temperature cooling water flowing out from the internal combustion engine 1 is directly supplied to the fuel cell 13, so that the temperature of the fuel cell 13 is raised quickly. become.

When the heater switch 21 is switched from OFF to ON while the internal combustion engine 1 is in operation, the ECU 20 keeps the electric water pump 14 in a stopped state and opens the first tank passage 15a. The flow passage switching valve 17 is controlled to shut off and electrically connect the third heater hose 11c and the fourth heater hose 11d, and drive power is supplied to the heater blower 120 to operate the heater blower 120.

In this case, since the electric water pump 14 does not operate but only the mechanical water pump 10 operates, as shown in FIG. 7, the mechanical water pump 10 →
Block side cooling water channel 2b → head side cooling water channel 2a → first
Cooling water channel 4 → radiator 5 → second cooling water channel 6 → thermostat valve 7 → third cooling water channel 8 → mechanical water pump 10 In addition to the circulation circuit in which cooling water flows, mechanical water pump 10 → block side cooling water channel 2b → head side cooling water passage 2a → first heater hose 11a → electric water pump 14 → second heater hose 11b → fuel cell 13 → third heater hose 11c → flow path switching valve 17 → fourth
Heater hose 11d → heater core 12 → fifth heater hose 11e → sixth heater hose 11f → third cooling water passage 8 →
A circulation circuit in which cooling water flows is established in the order of the mechanical water pump 10.

When the circulation circuit as described above is established, the high-temperature cooling water flowing out from the internal combustion engine 1 is supplied with the first heater hose 11a, the electric water pump 14, the second heater hose 11b, the fuel cell 13, and the third heater hose. 11c, the flow path switching valve 17, and the fourth heater hose 11d, so that they flow into the heater core 12.
In, heat exchange is performed between the cooling water and the heating air. That is, the heat of the cooling water is transferred to the heating air in the heater core 12, and the heating air is warmed.
The heating air heated in the heater core 12 is pressure-fed into the vehicle interior by the heater blower 120.

When the operation of the internal combustion engine 1 is stopped while the ignition switch is in the on state and the heater switch 21 is in the on state, the ECU 20 activates the fuel cell 13 and causes the fuel cell 13 to operate. The generated electric power is supplied to the electric water pump 14 and the heater blower 12.
0, and further, the flow path switching valve 17 is controlled so as to cut off the first tank passage 15a and connect the third heater hose 11c and the fourth heater hose 11d.

In this case, since the mechanical water pump 10 does not operate but only the electric water pump 14 operates, as shown in FIG. 8, the electric water pump 14 → second heater hose 11b → fuel cell 13 → third Heater hose 11c → flow path switching valve 17 → fourth heater hose 11d →
Heater core 12 → fifth heater hose 11e → sixth heater hose 11f → third cooling water channel 8 → mechanical water pump 10 → block side cooling water channel 2b → head side cooling water channel 2
a → first heater hose 11a → electric water pump 1
A circulation circuit in which cooling water flows is established in the order of 4.

When such a circulation circuit is established, the heat generated in the internal combustion engine 1 and / or the fuel cell 13 is transferred to the heater core 12 by using the cooling water as a medium, so that in the heater core 12, between the cooling water and the heating air. It becomes possible to perform heat exchange with and heat the heating air.

Next, a method for storing high-temperature cooling water in the heat storage tank 16 will be described. When storing high-temperature cooling water in the heat storage tank 16, the ECU 20 executes a heat storage control routine as shown in FIG. 9. This heat storage control routine is a routine stored in advance in the ROM of the ECU 20 or the like, and is a routine that is repeatedly executed at predetermined time intervals.

In the heat storage control routine, the ECU 20 first determines in S901 whether the value of the heat storage completion flag is "1". The heat storage completion flag is set in advance in the ECU 20.
Is a storage area set in the RAM etc., and is set to "1" when high-temperature cooling water is stored in the heat storage tank 16, and is set to "0" when the ignition switch 22 is switched from off to on. Will be reset.

When it is determined in S901 that the value of the heat storage completion flag is "1", the ECU 20 determines that high-temperature cooling water is already stored in the heat storage tank 16, and proceeds to S913, where Take control of the street.

On the other hand, if it is determined in S901 that the value of the heat storage completion flag is not "1", the ECU 2
In the case of 0, it is considered that the high temperature cooling water is not yet stored in the heat storage tank 16, and the process proceeds to S902.

In S902, the ECU 20 reads the output signal value (cooling water temperature): THW of the water temperature sensor 19.

In S903, the ECU 20 determines that the S90
It is determined whether or not the cooling water temperature: THW read in 2 is a temperature suitable for heat storage (heat storage compatible temperature) or more.

In S903, the cooling water temperature: THW
If it is determined that is below the heat storage compatible temperature, the ECU
In step 20, the process proceeds to step S904. In S904, the ECU 20
Operates the fuel cell 13 and heats the cooling water by the heat generated when the fuel cell 13 operates. The fuel cell 13
If is already in the operating state, the process of S904 may be skipped.

If the ECU 20 determines in step S903 that the cooling water temperature: THW is equal to or higher than the heat storage compatible temperature, or if the processing in step S904 is completed, the ECU 20 proceeds to step S905 to operate the internal combustion engine 1. It is determined whether it is in the state.

When the operation of the internal combustion engine 1 is stopped at S905, the routine proceeds to S906, where the fuel cell 13 is operated and the electric power generated by the fuel cell 13 is supplied to the electric water pump 14. When the fuel cell 13 is already in operation, the ECU 20
Only the electric water pump 14 is operated.

If it is determined in S905 that the internal combustion engine 1 is in the operating state, or the ECU 20 executes the S
When the processing of 906 is completed, the processing proceeds to S907,
It is determined whether the heater switch 21 is off.

In S907, the heater switch 21
If it is determined that the engine is off, the ECU 20 determines that S9
08, the fourth heater hose 11d is shut off and the third heater hose 11d is shut off.
The flow path switching valve 17 is controlled so that the heater hose 11c and the first tank passage 15a are electrically connected.

In this case, since the same circulation circuit as the circulation circuit described in the explanation of FIG. 2 is established, the cooling water flowing out from the fuel cell 13 passes through the heater core 12 and the internal combustion engine 1 and the like. Directly without heat storage tank 16
The heat generated in the fuel cell 13 can be stored in the heat storage tank 16 without being unnecessarily radiated.

On the other hand, if it is determined in S907 that the heater switch 21 is on, the ECU 20
Advances to S909, and controls the flow path switching valve 17 so that all of the third heater hose 11c, the fourth heater hose 11d, and the first tank passage 15a are brought into conduction.

Subsequently, the ECU 20 determines in S910 that
To operate the heater blower 120, the heater blower 1
20 is supplied with driving power.

In this case, the same circulation circuit as the circulation circuit described in the above description of FIG. 8 is established, and at the same time the same circulation circuit as the circulation circuit described in the above description of FIG. The cooling water flowing out from the fuel cell 13 can directly reach the heat storage tank 16 without passing through the heater core 12 or the internal combustion engine 1 and the like.
The heat storage tank 1 without the heat generated in
It will be stored in 6.

The ECU 20, which has finished executing the above-described processing of S908 or S910, proceeds to S911, and determines whether or not the heat storage heat treatment is completed. As this determination method, the time required until all the cooling water in the heat storage tank 16 is replaced (replacement required time) is experimentally obtained in advance, and the execution of the heat storage heat treatment (for example, the execution timing of S908 or S909) It is possible to exemplify a method of determining that the heat storage heat treatment is completed when the elapsed time of is equal to or more than the above-described replacement required time.

If it is determined in S911 that the heat storage heat treatment has not been completed, the ECU 20 repeatedly executes the process of S911 until the heat storage heat treatment is completed.

If it is determined in S911 that the heat storage heat treatment has been completed, the ECU 20 advances to S912,
Set "1" to the heat storage completion flag.

In step S912, the ECU 20 determines that the fuel cell 1
3, the electric water pump 14, and the flow path switching valve 17 are controlled as usual, and the execution of this routine is completed.

In the embodiment described above, the fuel cell 13
Since the cooling water flowing out of the internal combustion engine 16 can be stored in the heat storage tank 16, the internal combustion engine is cooled before the temperature of the cooling water rises to the heat storage compatible temperature or higher as in the case where the operation of the internal combustion engine 1 is stopped in a short time. Even when the operation of 1 is stopped,
The heat generated by the fuel cell 13 can be used to reliably store heat.

Therefore, according to the heat storage device of the hybrid system of the present embodiment, the internal combustion engine 1 can be suitably warmed up by using the stored hot water stored in the heat storage tank 16.

Further, in the heat storage device of the hybrid system according to this embodiment, since the internal combustion engine 1 and the fuel cell 13 are arranged in the same cooling system, the structure of the cooling system can be simplified. At the same time, the heat generated in the internal combustion engine 1 or the heat stored in the heat storage tank 16 can be used to preheat the fuel cell 13. Furthermore, by supplying the heat generated by the fuel cell 13 to the internal combustion engine 1 on the spot, it becomes possible to accelerate the warm-up of the internal combustion engine 1.

<Second Embodiment> Next, a second embodiment of the heat storage device of the hybrid system according to the present invention will be described with reference to FIGS. Here, the configuration different from that of the first embodiment described above will be described, and the description of the same configuration will be omitted.

In the heat storage device of the hybrid system according to this embodiment, as shown in FIG. 10, a bypass passage 24 that bypasses the heat storage tank 16 is provided between the third heater hose 11c and the sixth heater hose 11f. Along with the bypass passage 24,
A passage opening / closing valve 25 for opening and closing is provided. Further, the fuel cell 13 has an in-cell water temperature sensor 1 for outputting an electric signal corresponding to the temperature of the cooling water circulating in the fuel cell 13.
30 is provided, and the heat storage tank 16 includes the heat storage tank 1
An in-tank water temperature sensor 160 that outputs an electric signal corresponding to the temperature of the cooling water in 6 is provided.

In the following, the portion of the third heater hose 11c located on the fuel cell 13 side with respect to the connection portion with the bypass passage 24 is taken as the upstream side third heater hose 110.
A portion located on the side of the flow path switching valve 17 is also referred to as c, and is referred to as a downstream third heater hose 111c, and is located on the side of the fifth heater hose 11e with reference to a portion of the sixth heater hose 11f connected to the bypass passage 24. The portion is referred to as the upstream sixth heater hose 110f, and the portion located on the third cooling water passage 8 side is the downstream sixth heater hose 1
11f.

The difference between this embodiment and the above-described first embodiment is that in the above-described first embodiment, the internal combustion engine 1
While the internal combustion engine 1 is preheated by using the stored hot water in the heat storage tank 16 when preheating, the cooling water and the heat storage tank that circulate the fuel cell 13 when preheating the internal combustion engine 1 in the present embodiment This is the point where the internal combustion engine 1 is preheated by using the cooling water having the higher temperature among the cooling water inside 16.

Specifically, when the internal combustion engine 1 is preheated, the ECU 20 outputs the output signal value of the battery internal water temperature sensor 130 (hereinafter referred to as battery internal water temperature) and the tank internal water temperature sensor 1.
The output signal value of 60 (hereinafter referred to as the tank water temperature) is read.

The ECU 20 compares the water temperature in the battery with the water temperature in the tank. When the water temperature in the tank is higher than the water temperature in the battery, the ECU 20 controls the passage opening / closing valve 25 to shut off the bypass passage 24, and the fourth heater hose 11d.
The flow path switching valve 17 for shutting off the valve and connecting the downstream third heater hose 111c and the first tank passage 15a.
Is supplied to drive the electric water pump 14 so as to operate the electric water pump 14.

In this case, as shown in FIG. 11, the electric water pump 14 → second heater hose 11b → fuel cell 13 → third heater hose 11c (upstream third heater hose 110c → downstream third heater hose 111c). → flow path switching valve 17 → first tank passage 15a → heat storage tank 1
6 → second tank passage 15b → sixth heater hose 11
f (upstream side sixth heater hose 110f → downstream side sixth heater hose 111f) → third cooling water channel 8 → mechanical water pump 10 → block side cooling water channel 2b → head side cooling water channel 2a → first heater hose 11a → electric A circulation circuit in which cooling water flows is established in the order of the water pump 14.

When such a circulation circuit is established, the cooling water discharged from the electric water pump 14 is cooled by the second heater hose 11b, the fuel cell 13, and the third heater hose 11.
c, the flow path switching valve 17, and the first tank passage 15a, into the heat storage tank 16, and instead of that, the heat storage hot water stored in the heat storage tank 16 in a heat storage state is discharged from the heat storage tank 16. To be done. The heat storage hot water discharged from the heat storage tank 16 passes through the second tank passage 15b, the sixth heater hose 11f, the third cooling water passage 8 and the mechanical water pump 10 and the block side cooling water passage 2b.
To the head side cooling water passage 2a.

When the stored hot water flows into the head side cooling water passage 2a and the block side cooling water passage 2b of the internal combustion engine 1, the low temperature cooling water originally stored in the head side cooling water passage 2a and the block side cooling water passage 2b is replaced therewith. It flows out to the 1st heater hose 11a from the head side cooling water channel 2a and the block side cooling water channel 2b.

As a result, in the internal combustion engine 1, the heat of the stored hot water is transferred to the wall surfaces of the head side cooling water passage 2a and the block side cooling water passage 2b. At that time, the stored hot water flowing out of the heat storage tank 16 directly flows into the internal combustion engine 1 without passing through the heater core 12, the fuel cell 13, and the like, so that the stored hot water of the heat storage tank 16 to the internal combustion engine 1 is unnecessary. Such heat dissipation is suppressed, and the heat stored in the heat storage tank 16 is efficiently transmitted to the internal combustion engine 1.

Therefore, the wall temperature of the intake port and the combustion chamber of the internal combustion engine 1 can be efficiently warmed, the vaporization of fuel is promoted at the time of starting the internal combustion engine 1, and the temperature of the air-fuel mixture is increased. As a result, the amount of fuel adhering to the wall surface can be reduced, combustion can be stabilized, startability can be improved, and exhaust emission can be improved.

On the other hand, when the water temperature in the battery is higher than the water temperature in the tank, the ECU 20 controls the passage opening / closing valve 25 to make the bypass passage 24 conductive, and the passage switching valve to shut off the third heater hose 111c on the downstream side. The electric water pump 14 is supplied with driving power to control the electric water pump 17 and to operate the electric water pump 14.

In this case, as shown in FIG. 12, the electric water pump 14 → second heater hose 11b → fuel cell 13 → upstream third heater hose 110c → bypass passage 24 → downstream sixth heater hose 111f → third Cooling water channel 8 → Mechanical water pump 10 → Block side cooling water channel 2b → Head side cooling water channel 2a → First heater hose 11a
→ A circulation circuit in which cooling water flows is established in the order of the electric water pump 14.

When such a circulation circuit is established, the cooling water discharged from the electric water pump 14 flows into the fuel cell 13 via the second heater hose 11b, and instead of this, the high temperature cooling water in the fuel cell 13 is replaced. Are discharged from the fuel cell 13. The cooling water discharged from the fuel cell 13 passes through the third heater hose 110c on the upstream side, the bypass passage 24, the sixth heater hose 111f on the downstream side, the third cooling water passage 8 and the mechanical water pump 10, and the cooling water passage on the block side. 2b and the head side cooling water passage 2a.

The high temperature cooling water from the fuel cell 13 is supplied to the head side cooling water passage 2a and the block side cooling water passage 2 of the internal combustion engine 1.
When flowing into b, the low-temperature cooling water originally stored in the head side cooling water channel 2a and the block side cooling water channel 2b instead flows out to the first heater hose 11a from the head side cooling water channel 2a and the block side cooling water channel 2b. .

As a result, in the internal combustion engine 1, the heat of the high-temperature cooling water is generated by the head-side cooling water passage 2a and the block-side cooling water passage 2.
It is transmitted to the wall surface of b. At that time, the cooling water flowing out from the fuel cell 13 directly flows into the internal combustion engine 1 without passing through the heat storage tank 16 or the like, so that the cooling water flows in the path from the fuel cell 13 to the internal combustion engine 1. Unnecessary heat dissipation is suppressed, and the heat of the fuel cell 13 is efficiently transmitted to the internal combustion engine 1.

Therefore, the wall temperature of the intake port and the combustion chamber of the internal combustion engine 1 can be efficiently warmed, the vaporization of the fuel is promoted and the temperature of the air-fuel mixture is increased during and after the startup of the internal combustion engine 1. As a result, the amount of fuel adhering to the wall surface can be reduced, combustion can be stabilized, startability can be improved, and exhaust emission can be improved.

When the water temperature in the tank and the water temperature in the battery are equal to each other, the heat storage hot water in the heat storage tank 16 is used to preheat the internal combustion engine 1 to reduce the fuel consumption amount related to the operation of the fuel cell 13. May be reduced.

When the tank water temperature and the battery water temperature are low, the ECU 20 forcibly operates the fuel cell 13 to raise the cooling water temperature in the fuel cell 13 and outputs the output signal of the cell water temperature sensor 130. When the value becomes equal to or higher than the heat storage compatible temperature, the circulation circuit as shown in FIG. 12 may be established.

Hereinafter, a method for preheating the internal combustion engine 1 will be specifically described with reference to FIG. FIG. 13 is a flowchart showing a preheat control routine. This preheat control routine is a routine stored in advance in the ROM of the ECU 20, and is executed when the ignition switch 22 is switched from off to on.

In the preheat control routine, the ECU 20
First, in S1301, it is determined whether or not the ignition switch 22 is on.

If it is determined in S1301 that the ignition switch is off, the ECU 20 ends the execution of this routine, and if it is determined in S1301 that the ignition switch 22 is on, the process proceeds to S1302.

In S1302, the ECU 20 determines whether or not the value of the preheating completion flag is "1". The preheating completion flag is a storage area preset in the RAM of the ECU 20 or the like, and is “1” when the preheating of the internal combustion engine 1 is completed.
Is set and "0" is reset when the ignition switch 22 is switched from on to off.

If it is determined in S1302 that the value of the preheat completion flag is "1", the ECU 20 determines that
Considering that the preheating of the internal combustion engine 1 has already been completed, S13
In step 16, the internal combustion engine 1 is started and the execution of this routine is completed.

If it is determined in S1302 that the value of the preheat completion flag is "0", the ECU 20 determines that
Considering that the preheating of the internal combustion engine 1 is not yet completed, S1
Proceed to 303.

In S1303, the ECU 20 causes the output signal value of the water temperature sensor 19 (hereinafter referred to as engine side water temperature): TH.
Read We.

In S1304, the ECU 20 determines that the above S1
It is determined whether the engine side water temperature read in 303: THWe is lower than a predetermined temperature. The above-mentioned predetermined temperature is, for example, a temperature corresponding to the water temperature after the warm-up of the internal combustion engine 1 is completed.

In S1304, the engine side water temperature: THWe
When it is determined that the temperature is equal to or higher than the predetermined temperature, the ECU 20
Considers that it is not necessary to preheat the internal combustion engine 1, and S13
In step 16, the internal combustion engine 1 is started and the execution of this routine is completed.

In S1304, the engine side water temperature: THWe
If it is determined that the temperature is lower than the predetermined temperature, the ECU 20
Considers that it is necessary to preheat the internal combustion engine 1, and S13
Go to 05. In step S1305, the ECU 20 determines that the output signal value of the battery water temperature sensor 130 (battery water temperature): THWc,
The output signal value of the tank water temperature sensor 160 (water temperature in the tank): THWt is read.

In S1306, the ECU 20 determines that the S1
The water temperature in the battery: THWe read in 305 and the water temperature in the tank: THWt are compared to determine whether the water temperature in the tank: THWt is equal to or higher than the water temperature in the battery: THWe.

In S1306, the water temperature in the tank: TH
If it is determined that Wt is equal to or higher than the water temperature in the battery: THWe,
The ECU 20 preheats the internal combustion engine 1 using the stored hot water in the heat storage tank 16 in S1307 to S1309.

Specifically, in S1307, the ECU 20 causes the passage opening / closing valve 25 to shut off the bypass passage 24.
To control.

In step S1308, the ECU 20 controls the flow path switching valve 17 to shut off the fourth heater hose 11d.

In S1309, the ECU 20 supplies drive power to the electric water pump 14 to operate the electric water pump 14.

When the processing of S1307 to S1309 is performed in this way, as described in the explanation of FIG. 11 described above,
Electric water pump 14 → second heater hose 11b →
Fuel cell 13 → third heater hose 11c (upstream third heater hose 110c → downstream third heater hose 111)
c) → flow path switching valve 17 → first tank passage 15a → heat storage tank 16 → second tank passage 15b → sixth heater hose 11f (upstream sixth heater hose 110f → downstream sixth heater hose 111f) ) → third cooling water passage 8 → mechanical water pump 10 → block side cooling water passage 2b → head side cooling water passage 2a → first heater hose 11a → electrical water pump 14 A circulation circuit is formed in which cooling water flows.

When the circulation circuit described above is established, the stored hot water in the heat storage tank 16 is supplied to the internal combustion engine 1 without being unnecessarily radiated, so that the internal combustion engine 1 is efficiently warmed up and the internal combustion engine 1 is cooled. At the start and after the start, the vaporization of the fuel is promoted and the temperature of the air-fuel mixture rises, so that the amount of fuel adhering to the wall surface can be reduced, the combustion can be stabilized, the startability can be improved, and the exhaust emission can be improved. It will be possible.

On the other hand, if it is determined in S1306 that the tank water temperature: THWt is less than the battery water temperature: THWe, the ECU 20 uses the cooling water in the fuel cell 13 in S1310 to S1312. Preheat.

Specifically, in S1310, the ECU 20 opens the bypass passage 24 to open the bypass opening / closing valve 25.
To control.

In S1311, the ECU 20 controls the flow passage switching valve 17 to shut off the third heater hose 11c (upstream third heater hose 110c).

In S1312, the ECU 20 supplies drive power to the electric water pump 14 to operate the electric water pump 14.

When the processing of S1310 to S1312 is performed in this manner, as described in the description of FIG. 12 above,
Electric water pump 14 → second heater hose 11b →
Fuel cell 13 → upstream third heater hose 110c → bypass passage 24 → downstream sixth heater hose 111f → third
The cooling water passage 8 → mechanical water pump 10 → block side cooling water passage 2b → head side cooling water passage 2a → first heater hose 11a → electric water pump 14 forms a circulation circuit in which the cooling water flows.

When the above-mentioned circulation circuit is established, the high-temperature cooling water in the fuel cell 13 is supplied to the internal combustion engine 1 without being unnecessarily radiated, so that the internal combustion engine 1 is efficiently warmed up and the internal combustion engine is The fuel vaporization is promoted and the temperature of the air-fuel mixture rises at the time of and after the start of 1, so that the amount of fuel adhering to the wall surface is reduced, combustion is stabilized, startability is improved, and exhaust emission is improved. It becomes possible.

The ECU 20, which has finished executing the above-described processing of S1309 or S1312, proceeds to S1313 and determines whether or not preheating is completed. As a method of determining this,
The time required for the cooling water flowing out from the heat storage tank 16 or the fuel cell 13 to reach the head side cooling water passage 2a of the internal combustion engine 1 (warm water arrival time) is experimentally obtained in advance,
It is possible to exemplify a method of determining that the preheating is completed when the time elapsed from the time when the electric water pump 14 starts to operate becomes equal to or longer than the hot water arrival time.

If it is determined in S1313 that the preheating is not completed, the ECU 20 repeatedly executes the above-described processing of S1313 until the preheating is completed.

When it is determined in S1313 that the preheating is completed, the ECU 20 proceeds to S1314,
"1" is set to the above-mentioned preheating completion flag.

In S1315, the ECU 20 determines that the ECU 2
0 stops the supply of drive power to the electric water pump 14 in order to stop the operation of the electric water pump 14.

In S1316, the ECU 20 starts the internal combustion engine 1 and ends the execution of this routine.

In the embodiment described above, the heat storage tank 1
Since the internal combustion engine 1 can be preheated by selecting the cooling water having the higher temperature from the cooling water in 6 and the cooling water in the fuel cell 13, the vehicle equipped with the hybrid system is left for a long period of time. When the temperature of the cooling water in the heat storage tank 16 decreases as in the case of
It is possible to preheat the internal combustion engine 1 using the heat of 3.

Furthermore, the cooling water in the heat storage tank 16 or the cooling water in the fuel cell 13 can reach the internal combustion engine 1 without passing through a member having a large heat capacity.
It is possible to efficiently transfer the heat stored in the heat storage tank 16 or the heat of the fuel cell 13 to the internal combustion engine 1.

Therefore, according to the heat storage device of the hybrid system of the present embodiment, the internal combustion engine 1 is utilized by utilizing the cooling water in the heat storage tank 16 or the cooling water in the fuel cell 13.
Can be efficiently warmed up.

<Third Embodiment> Next, a third embodiment of the heat storage device of the hybrid system according to the present invention will be described with reference to FIGS. Here, the configuration different from that of the first embodiment described above will be described, and the description of the same configuration will be omitted.

In the first embodiment described above, the internal combustion engine 1
The case where the fuel cell 13 and the fuel cell 13 are arranged in the same cooling system has been described as an example, but in the present embodiment, the case where the internal combustion engine 1 and the fuel cell 13 are arranged in the cooling system independent of each other is exemplified. To explain.

FIG. 14 is a diagram showing a cooling water circulation system of a vehicle equipped with the hybrid system according to the present embodiment.

As shown in FIG. 14, the cooling water circulation system in the present embodiment includes a cooling water circulation system for the internal combustion engine 1 and a cooling water circulation system for the fuel cell 13.

In the cooling water circulation system for the internal combustion engine 1, the first cooling water passage 4 is connected to the head side cooling water passage 2a of the internal combustion engine 1, and the first cooling water passage 4 is connected to the cooling water inlet of the radiator 5. . The cooling water outlet of the radiator 5 is connected to the thermostat valve 7 via the second cooling water passage 6.

In addition to the second cooling water passage 6 described above, a third cooling water passage 8 and a fourth cooling water passage 9 are connected to the thermostat valve 7. The third cooling water passage 8 is connected to the suction port of the mechanical water pump 10, and the discharge port of the mechanical water pump 10 is connected to the block side cooling water passage 2b. On the other hand, the fourth cooling water passage 9 communicates with the head side cooling water passage 2a.

In the portion of the third cooling water passage 8 immediately upstream of the mechanical water pump 10, the third cooling water passage 8 is provided.
A water temperature sensor 19 that outputs an electric signal corresponding to the temperature of the cooling water flowing inside, that is, the temperature of the cooling water flowing into the internal combustion engine 1 is attached.

Further, the head side cooling water passage 2a of the internal combustion engine 1
Is connected to the base end of the heater hose 11, and the end of the heater hose 11 is connected to the middle of the third cooling water passage 8.

A heater core 12 is arranged in the middle of the heater hose 11, and a heater blower 120 is attached to the heater core 12.

The end of the tank outlet passage 26 is connected to a portion of the heater hose 11 located between the base end of the heater hose 11 and the heater core 12. The base end of the tank outlet passage 26 is connected to the cooling water outlet 16b of the heat storage tank 16 via a one-way valve 16d.

An electric water pump 29 for a tank is arranged in the middle of the tank outlet passage 26. still,
The tank electric water pump 29 is arranged so as to pump the cooling water from the base end side to the terminal end side of the tank outlet passage 26.

The end of the tank inlet passage 27 is connected to the cooling water inlet 16a of the heat storage tank 16. The base end of the tank inlet passage 27 has the heater hose 1 described above.
1, the end of the heater hose 11 and the heater core 12
It is connected to the part located between and.

Next, the cooling water circulation system for the fuel cell 13 will be described.

In the cooling water circulation system for the fuel cell 13, the cell outlet passage 30 is connected to the fuel cell 13, and this cell outlet passage 30 is connected to the cooling water inlet of the cell radiator 31. A cell inlet passage 32 is connected to the cooling water outlet of the cell radiator 31, and the cell inlet passage 32 is connected to the fuel cell 13.

The battery inlet passage 32 and the battery outlet passage 30 are communicated with each other by a bypass passage 33 that bypasses the battery radiator 31. The bypass passage 24
A battery thermostat valve 34 is provided at a connection portion between the battery inlet passage 32 and the battery inlet passage 32.

The battery thermostat valve 34 is
When the temperature of the cooling water flowing through the battery thermostat valve 34 is lower than a predetermined valve opening temperature, the passage on the battery radiator 31 side from the battery thermostat valve 34 in the battery inlet passage 32 is shut off, and When the passage on the fuel cell 13 side of the battery thermostat valve 34 in the battery inlet passage 32 is connected to the bypass passage 33, and the temperature of the cooling water flowing through the battery thermostat valve 34 is equal to or higher than a predetermined valve opening temperature. Is configured to cut off the bypass passage 33 and connect the passage on the battery radiator 31 side with the passage on the fuel cell 13 side of the battery thermostat valve 34 in the cell inlet passage 32.

An electric battery water pump 35 for pumping the cooling water in the battery outlet passage 30 from the fuel cell 13 side to the battery radiator 31 side is provided in the middle of the battery outlet passage 30. . A battery side water temperature sensor 30 that outputs an electric signal corresponding to the temperature of the cooling water in the battery outlet passage 30 is provided in the battery outlet passage 30 located between the electric water pump for battery 35 and the fuel cell 13.
0 is provided.

The cooling water circulation system for the internal combustion engine 1 and the cooling water circulation system for the fuel cell 13 thus configured are connected to each other by two communication passages 50 and 51.

Specifically, the portion between the heat storage tank 16 and the tank electric water pump 29 in the tank outlet passage 26 and the fuel cell 13 in the cell inlet passage 32.
The region between the difference 4 and the difference 4 is connected by the first communication passage 50. Then, a part in the middle of the tank inlet passage 27 and a part in the battery outlet passage 30 between the battery radiator 31 and the battery electric water pump 35 are connected by a second communication passage 51.

Here, in the heater hose 11, a portion located between the base end of the heater hose 11 and the end of the tank outlet passage 26 is referred to as a first heater hose 11g, and the end of the tank outlet passage 26 and the heater core 12 are referred to. A part located between the heater core 12 and the base end of the tank inlet passage 27 is called a third heater hose 11i.
A portion located between the base end of the heater hose and the end of the heater hose 11 is referred to as a fourth heater hose 11j.

In the tank outlet passage 26, a portion located between the connection portion of the first communication passage 50 and the heat storage tank 16 is referred to as a first tank outlet passage 26a, and is referred to as a connection portion of the first communication passage 50. A portion located between the tank electric water pump 29 and the tank electric water pump 29 is referred to as a second tank outlet passage 26b, and a portion located between the tank electric water pump 29 and the end of the tank outlet passage 26 is a third tank. It will be referred to as the outlet passage 26c.

In the tank inlet passage 27, the portion located between the connecting portion of the first communication passage 50 and the base end of the tank inlet passage 27 is referred to as the first tank inlet passage 27a.
A portion located between the connection portion of the first communication passage 50 and the heat storage tank 16 is referred to as a second tank inlet passage 27b.

In the cell outlet passage 30, the fuel cell 13
The portion located between the battery and the electric water pump for battery 35 is referred to as a first battery outlet passage 30a, and the second communication passage 5
The portion located between the first connection portion and the battery electric water pump 35 is referred to as a second battery outlet passage 30b, and is located between the connection portion of the second communication passage 51 and the connection portion of the bypass passage 33. The portion to be connected is referred to as the third battery outlet passage 30c, and the portion located between the connecting portion of the bypass passage 24 and the battery radiator 31 is the fourth battery outlet passage 30d.
Shall be called.

In the battery inlet passage 32, a portion located between the battery radiator 31 and the battery thermostat valve 34 is referred to as a first battery inlet passage 32a, and a connecting portion of the first communication passage 50 and the battery thermostat. Valve 3
4 is referred to as a second cell inlet passage 32b, and a portion located between the connection portion of the first communication passage 50 and the fuel cell 13 is referred to as a third cell inlet passage 32c. And

Next, the cooling water circulation system in the present embodiment has a first heater hose 11g and a second heater hose 11h.
And a first tank outlet passage 26, which is provided at a connection portion between the first tank outlet passage 26c and the third tank outlet passage 26c.
a, a second flow path switching valve 52 provided at a connection portion of the second tank outlet passage 26b and the first communication passage 50,
Tank inlet passage 27a and second tank inlet passage 27b
And a third flow path switching valve 53 provided at a connection portion between the second communication path 51 and the second communication path 51.

Further, the cooling water circulation system in the present embodiment is provided with an electronic control unit (ECU) 20 for controlling the cooling water circulation system.
A water temperature sensor 19, a heater switch 21, an ignition switch 22, a starter switch 23, a tank electric water pump 29, a heater blower 120, a battery electric water pump 35, and a battery side water temperature sensor 300 are electrically connected to the ECU 20. ing. Furthermore,
Although not shown, the first flow path switching valve 28, the second flow path switching valve 52, and the third flow path switching valve 53 are also connected to the ECU 20 via electrical wiring.

The ECU 20 uses the operating state of the internal combustion engine 1 and the output signal values of various sensors as parameters to set the first flow path switching valve 28, the tank electric water pump 29, the battery electric water pump 35, and the second electric water pump 35. Flow path switching valve 5
The second and third flow path switching valves 53, the starter motor 100, and the heater blower 120 are controlled.

The operation of the heat storage device of the hybrid system in this embodiment will be described below.

First, the case where the internal combustion engine 1 is preheated prior to starting the internal combustion engine 1 will be described. Here, it is assumed that high-temperature cooling water is stored in advance in the heat storage tank 16.

Before the cranking of the internal combustion engine 1 is started, the ECU 20 operates, for example, the ignition switch 22.
Is switched from off to on, the second heater hose 11h is shut off and the first heater hose 11g and the third heater hose 11h are disconnected.
The first flow path switching valve 28 is controlled so as to make the tank outlet passage 26c of the first passage electrically conductive, the first communication passage 50 is shut off, and
Tank outlet passage 26a and second tank outlet passage 26b
To control the second flow path switching valve 52 so that
Of the first tank inlet passage 27a
Then, the third flow path switching valve 53 is controlled so as to connect the second tank inlet passage 27b, and driving power is supplied to the tank electric water pump 29 so as to operate the tank electric water pump 29.

In this case, since the mechanical water pump 10 does not operate but only the tank electric water pump 29 operates, as shown in FIG. 15, the tank electric water pump 29 → the third tank outlet passage 26c. → 1st
Flow path switching valve 28 → first heater hose 11g → head side cooling water channel 2a → block side cooling water channel 2b → mechanical water pump 10 → third cooling water channel 8 → fourth heater hose 1
1j → first tank inlet passage 27a → third passage switching valve 53 → second tank inlet passage 27b → heat storage tank 16 →
First tank outlet passage 26a → second flow path switching valve 52 →
A circulation circuit through which cooling water flows is established in the order of the second tank outlet passage 26b → the tank electric water pump 29.

When the circulation circuit described above is established, the heat storage hot water stored in the heat storage tank 16 is stored in the heat storage tank 16
From the tank outlet passage 26 (first tank outlet passage 26
a → second flow path switching valve 52 → second tank outlet passage 26
b → electric water pump 29 for tank → third tank outlet passage 26c), first passage switching valve 28, first heater hose 11g, and head side cooling water passage 2 of internal combustion engine 1
a and the block side cooling water passage 2b.

The stored hot water from the heat storage tank 16 is the head side cooling water passage 2a and the block side cooling water passage 2b of the internal combustion engine 1.
Flow into the head side cooling water channel 2 instead.
The low-temperature cooling water originally stored in the a and block side cooling water channels 2b is discharged from the head side cooling water channel 2a and the block side cooling water channels 2b to the third cooling water channel 8.

As a result, in the internal combustion engine 1, the heat of the stored hot water is transferred to the wall surfaces of the head side cooling water passage 2a and the block side cooling water passage 2b. At that time, since the stored hot water flowing out from the heat storage tank 16 directly flows into the internal combustion engine 1 without passing through a member having a large heat capacity such as the heater core 12 or the like, the heat storage in the path from the heat storage tank 16 to the internal combustion engine 1 Unnecessary heat radiation of hot water is suppressed, and the heat stored in the heat storage tank 16 is efficiently transmitted to the internal combustion engine 1.

Therefore, the wall temperature of the intake port and the combustion chamber of the internal combustion engine 1 can be efficiently warmed, the vaporization of the fuel is promoted and the temperature of the air-fuel mixture is increased during and after the startup of the internal combustion engine 1. As a result, the amount of fuel adhering to the wall surface can be reduced, combustion can be stabilized, startability can be improved, and exhaust emission can be improved. In particular, in the present embodiment, the heat storage hot water from the heat storage tank 16 flows into the head side cooling water passage 2a before the block side cooling water passage 2b, so that the intake port and the wall surface of the combustion chamber can be efficiently heated.

Next, when the starter switch 23 is switched from off to on, the ECU 20 stops the supply of drive power to the tank electric water pump 29, and then drives the starter motor 100, a fuel injection valve (not shown), and the like. Is applied to start the cranking of the internal combustion engine 1, thereby starting the internal combustion engine 1.

When cranking of the internal combustion engine 1 is started, the mechanical water pump 10 is driven by the rotational torque of the crankshaft. In response to this, the ECU
20 controls the first flow path switching valve 28 to shut off the first heater hose 11g.

At this time, if the temperature of the cooling water is lower than the opening temperature of the thermostat valve 7, the thermostat valve 7
Shuts off the second cooling water channel 6 and at the same time the fourth cooling water channel 9
Open up.

In this case, as shown in FIG. 16, mechanical water pump 10 → block side cooling water channel 2b → head side cooling water channel 2a → fourth cooling water channel 9 → thermostat valve 7 → third cooling water channel 8 → mechanical water A circulation circuit in which the cooling water flows in the order of the pump 10 is established.

When such a circulation circuit is established,
Since the relatively low temperature cooling water flowing out from the internal combustion engine 1 bypasses the radiator 5, the cooling water is not cooled more than necessary by the radiator 5.

As a result, the internal combustion engine 1 is not unnecessarily cooled by the cooling water, and the warm-up of the internal combustion engine 1 is not hindered.

If the temperature of the cooling water rises above the opening temperature of the thermostat valve 7 due to the operation of the internal combustion engine 1,
The thermostat valve 7 shuts off the fourth cooling water passage 9 and at the same time opens the second cooling water passage 6.

In this case, as shown in FIG. 17, the mechanical water pump 10 → block side cooling water channel 2b → head side cooling water channel 2a → first cooling water channel 4 → radiator 5 → second
Cooling water channel 6 → Thermostat valve 7 → Third cooling water channel 8
→ A circulation circuit in which cooling water flows is established in the order of the mechanical water pump 10.

When such a circulation circuit is established,
Since the relatively high temperature cooling water flowing out from the internal combustion engine 1 flows through the radiator 5, the heat of the cooling water is radiated by the radiator 5. As a result, the temperature of the cooling water will be maintained at an appropriate temperature.

When the heater switch 21 is switched from OFF to ON while the internal combustion engine 1 is in operation, E
The CU 20 maintains the tank electric water pump 29 in a stopped state, shuts off the third tank outlet passage 26c, and connects the first heater hose 11g and the second heater hose 11h to each other so that the first flow path switching valve 28 is connected. To control the heater blower 120 and to operate the heater blower 120.
Drive power is supplied to 0.

In this case, since the electric water pump 14 does not operate but only the mechanical water pump 10 operates, as shown in FIG.
→ Block side cooling water passage 2b → Head side cooling water passage 2a → First cooling water passage 4 → Radiator 5 → Second cooling water passage 6 → Thermostat valve 7 → Third cooling water passage 8 → Mechanical water pump 10 In addition to the circulation circuit, the mechanical water pump 10 → block side cooling water channel 2b → head side cooling water channel 2a → first heater hose 11g → first flow path switching valve 28 → second heater hose 11h → heater core 12 → third heater Hose 11i → fourth heater hose 11
A circulation circuit in which cooling water flows is established in the order of j → third cooling water passage 8 → mechanical water pump 10.

When the circulation circuit as described above is established, the high-temperature cooling water flowing out from the internal combustion engine 1 passes through the first heater hose 11g, the first flow path switching valve 28, and the second heater hose 11h, and the heater core. 12, the heat is exchanged between the cooling water and the heating air in the heater core 12. That is, the heat of the cooling water is transferred to the heating air in the heater core 12, and the heating air is warmed. The heating air warmed in the heater core 12 is
It is pressure-fed into the vehicle compartment by the heater blower 120.

When the operation of the internal combustion engine 1 is stopped while the ignition switch is on and the heater switch 21 is on, the ECU 20 shuts off the first heater hose 11g and sets the second heater hose 11g on. Heater hose 1
The first flow path switching valve 28 is controlled to electrically connect 1h to the third tank outlet passage 26c, the first tank outlet passage 26a is shut off, and the second tank outlet passage 26b is connected to the first tank outlet passage 26b.
The second flow path switching valve 52 to establish electrical connection with the communication passage 50 of
The second tank inlet passage 27b and the third passage switching valve 53 so as to connect the first tank inlet passage 27a and the second communication passage 51 to each other. In order to prohibit the operation of the pump 29, the application of driving power to the tank electric water pump 29 is prohibited, the fuel cell 13 is operated, and the battery electric water pump 35 is further operated to operate the battery electric water pump 35. Supply drive power.

In this case, since the electric water pump for tank 29 does not operate but only the electric water pump for battery 35 operates, as shown in FIG. 19, the electric water pump for battery 35 → the second battery outlet passage 30b. → second communication passage 51 → third flow passage switching valve 53 → first tank inlet passage 27a → third heater hose 11i → heater core 12
→ second heater hose 11h → first passage switching valve 28 → third tank outlet passage 26c → electric water pump 29 for tank → second tank outlet passage 26b → second passage switching valve 52 → first Communication passage 50 → third battery inlet passage 32
A circulation circuit in which cooling water flows is established in the order of c → fuel cell 13 → first cell outlet passage 30a → electric battery water pump 35.

When the circulation circuit described above is established, the high-temperature cooling water flowing out from the fuel cell 13 will flow into the first cell outlet passage 3
0a, the electric water pump 35 for batteries, the second battery outlet passage 30b, the second communication passage 51, the third passage switching valve 5
3, the first tank inlet passage 27a, and the third heater hose 11i in order to flow into the heater core 12, and the heat exchange between the cooling water and the heating air is performed in the heater core 12.

At this time, the cooling water flowing out from the fuel cell 13 does not pass through a member having a large heat capacity such as the radiator 31 for the cell or the heat storage tank 16 and the like.
Therefore, the heat of the fuel cell 13 is transferred to the heater core 12 without being unnecessarily radiated.

As a result, it becomes possible to efficiently heat the heating air even when the operation of the internal combustion engine 1 is stopped.

On the other hand, when the fuel cell 13 is in the operating state, the ECU 20 controls the second flow passage switching valve 52 to shut off the first communication passage 50 and shuts off the second communication passage 51. In order to do so, the third flow path switching valve 53 is controlled, and drive power is supplied to the battery electric water pump 35 to operate the battery electric water pump 35.

At this time, if the temperature of the cooling water is lower than the opening temperature of the battery thermostat valve 34, the battery thermostat valve 34 closes the first battery inlet passage 32a and simultaneously opens the bypass passage 33.

In this case, as shown in FIG. 20, the electric water pump for battery 35 → second battery outlet passage 30b →
Third battery outlet passage 30c → bypass passage 33 → battery thermostat valve 34 → second battery inlet passage 32b
A circulation circuit in which cooling water flows is established in the order of → third cell inlet passage 32c → fuel cell 13 → first cell outlet passage 30a → electric battery water pump 35.

When such a circulation circuit is established,
Since the relatively low temperature cooling water flowing out from the fuel cell 13 bypasses the battery radiator 31, the cooling water is not cooled more than necessary by the battery radiator 31.

When the temperature of the cooling water rises above the opening temperature of the battery thermostat valve 34 due to the operation of the fuel cell 13, the battery thermostat valve 34 shuts off the bypass passage 33 and at the same time the first battery inlet passage 32a.
Will be released.

In this case, as shown in FIG. 21, the battery electric water pump 35 → second battery outlet passage 30b →
Third battery outlet passage 30c → fourth battery outlet passage 30d
→ battery radiator 31 → first battery inlet passage 32a →
The circulation circuit through which the cooling water flows is in the order of the battery thermostat valve 34 → second battery inlet passage 32b → third battery inlet passage 32c → fuel cell 13 → first battery outlet passage 30a → electric battery water pump 35. To establish.

When such a circulation circuit is established,
Since the relatively high temperature cooling water flowing out from the fuel cell 13 flows through the battery radiator 31, the heat of the cooling water is radiated by the battery radiator 31. As a result, the temperature of the cooling water will be maintained at an appropriate temperature.

Next, a method for storing high-temperature cooling water in the heat storage tank 16 will be described. When storing the high-temperature cooling water in the heat storage tank 16, the ECU 20 executes a heat storage control routine as shown in FIG. This heat storage control routine is a routine stored in advance in the ROM of the ECU 20 or the like, and is a routine that is repeatedly executed at predetermined time intervals.

In the heat storage control routine, the ECU 20 first determines in S2201 whether or not the operation of the internal combustion engine 1 has been stopped.

If it is determined in S2201 that the operation of the internal combustion engine 1 is not stopped, the ECU 20
Advances to S2215 and performs normal control.

On the other hand, in S2201, the internal combustion engine 1
If it is determined that the operation of the
If 0, the process proceeds to S2202 and the value of the heat storage completion flag is “1”.
Or not.

If it is determined in S2202 that the value of the heat storage completion flag is "1", the ECU 20 determines that
It is considered that the high temperature cooling water is already stored in the heat storage tank 16, and the process proceeds to S2215. In S2215, the ECU
The control unit 20 performs control as usual and ends the execution of this routine.

If it is determined in S2202 that the value of the heat storage completion flag is not "1", the ECU 20
Considers that high-temperature cooling water is not yet stored in the heat storage tank 16, and proceeds to S2203.

At S2203, the ECU 20 reads the output signal value of the water temperature sensor 19 (engine side water temperature): THWe and the output signal value of the battery side water temperature sensor 300 (battery side water temperature): THWc.

In S2204, the ECU 20 causes the above S2
Engine side water temperature read in 203: THWe and battery side water temperature:
Compared with THWc, engine side water temperature: THWe is battery side water temperature: THWc
It is determined whether or not the above.

In S2204, the engine side water temperature: THWe
Is determined to be above the battery water temperature: THWc,
The ECU 20 advances to S2205, and determines whether the engine side water temperature: THWe is equal to or higher than a predetermined heat storage compatible temperature: T.

[0221] In S2205, the engine side water temperature: THWe
If the heat storage compatible temperature is judged to be T or higher, E
The CU 20 executes storage heat treatment using cooling water on the internal combustion engine 1 side in S2206 to S2209.

Specifically, the ECU 20 firstly executes S220.
At 6, the first flow passage switching valve 28 is controlled to shut off the second heater hose 11h (connect the first heater hose 11g and the third tank outlet passage 26c).

At S2207, the ECU 20 controls the second flow path switching valve 52 to shut off the first communication passage 50 (conduct the first tank outlet passage 26a and the second tank outlet passage 26b). .

At S2208, the ECU 20 controls the third flow passage switching valve 53 to shut off the second communication passage 51 (conduct the first tank inlet passage 27a and the second tank inlet passage 27b into conduction). .

In S2209, the ECU 20 supplies drive power to the tank electric water pump 29 so as to operate the tank electric water pump 29.

When the processing of S2206 to S2209 is executed in this manner, as described in the explanation of FIG. 15 described above, the tank electric water pump 29 → the third tank outlet passage 26c → the first flow path switching. Valve 28 → first heater hose 11g → head side cooling water passage 2a → block side cooling water passage 2b → mechanical water pump 10 → third cooling water passage 8
→ 4th heater hose 11j → 1st tank inlet passage 27
a → third flow path switching valve 53 → second tank inlet passage 27
A circulation circuit in which cooling water flows is established in the order of b → heat storage tank 16 → first tank outlet passage 26a → second passage switching valve 52 → second tank outlet passage 26b → tank electric water pump 29.

When the above circulation circuit is established, the head side cooling water passage 2a and the block side cooling water passage 2b of the internal combustion engine 1 are formed.
Cooling water having a heat storage compatible temperature of T or higher is supplied to the heat storage tank 16.

Cooling water from the internal combustion engine 1 is stored in the heat storage tank 16
When it is supplied to the heat storage tank 16, the cooling water originally stored in the heat storage tank 16 is discharged from the heat storage tank 16 instead. As a result, the cooling water having the heat storage compatible temperature: T or higher in the internal combustion engine 1 is stored in the heat storage tank 16.

At this time, the cooling water discharged from the internal combustion engine 1 is directly supplied to the heat storage tank 16 without passing through a member having a large heat medium such as the heater core 12, so that the heat of the cooling water is generated. The heat can be stored in the heat storage tank 16 without radiating heat unnecessarily.

On the other hand, if it is determined in S2204 that the engine side water temperature: THWe is less than the battery side water temperature: THWc, the ECU 20 proceeds to S2210 and the battery side water temperature: THWc is less than the heat storage compatible temperature: T. Or not.

In S2210, battery side water temperature: THWc
If the heat storage compatible temperature is less than T, E
In S2211, the CU 20 forcibly operates the fuel cell 13 to raise the cell-side water temperature. However, when the fuel cell 13 is already in the operating state, the power generation amount of the fuel cell 13 may be increased to promote the temperature rise of the water temperature on the cell side.

At S2212, the ECU 20 reads the output signal value (battery side water temperature) of the battery side water temperature sensor 300: THWc again, and the battery side water temperature: THWc is the heat storage compatible temperature: T.
It is determined whether or not the above.

In S2212, battery side water temperature: THWc
Is determined to be less than the heat storage compatible temperature: T,
The ECU 20 repeatedly executes the processing from S2211 described above until the battery side water temperature: THWc becomes equal to or higher than the heat storage compatible temperature: T.

In S2212, battery side water temperature: THWc
Is determined to be equal to or higher than the heat storage compatible temperature: T,
The ECU 20 proceeds to S2213.

When it is determined in S2210 that the battery-side water temperature: THWc is equal to or higher than the heat storage compatible temperature: T, the ECU 20 determines that the above-described S2211-S221.
The process of 2 is skipped and the process proceeds to S2213.

At S2213, the ECU 20 determines at S221.
In 3 to S2215, the heat storage heat treatment using the cooling water on the fuel cell 13 side is executed.

Specifically, in S2213, the ECU 20 switches the second flow path so as to shut off the second tank outlet passage 26b (make the first tank outlet passage 26a and the first communication passage 50 electrically conductive). Control the valve 52.

In step S2214, the ECU 20 shuts off the first tank inlet passage 27a (second tank inlet passage 27a).
The third flow path switching valve 53 is controlled so that b and the second communication passage 51 are electrically connected.

In step S2215, the ECU 20 supplies drive power to the battery electric water pump 35 to operate the battery electric water pump 35.

When the processing of S2213 to S2215 is executed in this way, as shown in FIG. 23, the battery electric water pump 35 → second battery outlet passage 30b → second communication passage 51 → third flow. Path switching valve 53 → second tank inlet passage 27b → heat storage tank 16 → first tank outlet passage 2
6a → second flow path switching valve 52 → first communication path 50 → third
The cell inlet passage 32c → the fuel cell 13 → the first cell outlet passage 30a → the electric water pump for battery 35 forms a circulation circuit in which the cooling water flows.

When the circulation circuit described above is established, cooling water having a heat storage compatible temperature: T or higher in the fuel cell 13 is stored in the heat storage tank 1.
6 is supplied. When the cooling water from the fuel cell 13 is supplied to the heat storage tank 16, the cooling water originally stored in the heat storage tank 16 is discharged from the heat storage tank 16 instead. As a result, cooling water having a heat storage compatible temperature of T or higher in the fuel cell 13 is stored in the heat storage tank 16.

At this time, the cooling water discharged from the fuel cell 13 is directly supplied to the heat storage tank 16 without passing through a member having a large heat medium such as the heater core 12 and the battery radiator 31. The heat of the cooling water can be stored in the heat storage tank 16 without being radiated unnecessarily.

If it is determined in S2205 described above that the engine side water temperature: THWe is less than the heat storage compatible temperature: T, the ECU 20 causes the ECU 20 to execute the above S2211 to S221.
The same process as 5 is executed to raise the battery side water temperature: THWc to the heat storage compatible temperature: T temperature or higher, and then store the heat in the heat storage tank 16.

The ECU 20 that has finished executing the processing of S2209 or S2215 advances to S2216, and determines whether or not the heat treatment for storage is completed.

When it is determined in S2216 that the heat storage heat treatment is not completed, the ECU 20 repeatedly executes the process of S2216 until the heat storage heat treatment is completed.

When it is determined in S2216 that the heat storage heat treatment has been completed, the ECU 20 advances to S2217 and sets "1" in the heat storage completion flag.

At S2218, the ECU 20 determines that the fuel cell 13, the first flow path switching valve 28, the tank electric water pump 29, the battery electric water pump 35, the second flow path switching valve 52, and the third flow channel. The path switching valve 53 is controlled as usual, and the execution of this routine ends.

In the embodiment described above, when the cooling water circulation system for the internal combustion engine 1 and the cooling water circulation system for the fuel cell 13 are independent, the cooling water on the internal combustion engine 1 side and the fuel cell 1 are
Since the cooling water having a higher temperature of the cooling water on the 3 side can be stored in the heat storage tank 16, a larger amount of heat can be stored as compared with the case where the cooling water on the internal combustion engine 1 side alone is used to store heat. It becomes possible to store. Further, in the present embodiment, even if both the cooling water on the internal combustion engine 1 side and the cooling water on the fuel cell 13 side are lower than the heat storage compatible temperature, the fuel cell 13 is forcibly operated to operate on the fuel cell 13 side. Since it is possible to raise the temperature of the cooling water, it is possible to reliably store a desired amount of heat.

Therefore, according to the heat storage device of the hybrid system according to the present embodiment, the internal combustion engine 1 can be suitably warmed up by using the stored hot water stored in the heat storage tank 16.

Further, in the heat storage device of the hybrid system according to the present embodiment, the heat storage tank 1 is formed by establishing the circulation circuit as described in the explanation of FIG.
It is also possible to preheat the fuel cell 13 using the heat stored in the fuel cell 6.

<Fourth Embodiment> Next, a fourth embodiment of the heat storage device of the hybrid system according to the present invention will be described with reference to FIGS. Here, a configuration different from the third embodiment described above will be described, and description of the same configuration will be omitted.

In the heat storage device of the hybrid system according to this embodiment, as shown in FIG. 24, the heat storage tank 16
An in-tank water temperature sensor 160 that outputs an electric signal corresponding to the temperature of the cooling water inside is attached to the heat storage tank 16.

The difference between this embodiment and the above-described third embodiment is that the internal combustion engine 1 in the above-described third embodiment is different.
While the internal combustion engine 1 is preheated by using the stored hot water in the thermal storage tank 16 when preheating the engine, in the present embodiment, when preheating the internal combustion engine 1, the cooling water on the fuel cell 13 side and the thermal storage tank 16 are This is to preheat the internal combustion engine 1 by utilizing the higher temperature cooling water among the cooling water inside.

Specifically, when the internal combustion engine 1 is preheated, the ECU 20 outputs an output signal value of the tank water temperature sensor 160 (tank water temperature): THWt and an output signal value of the battery side water temperature sensor 300 (battery side water temperature). ): Read THWc and.

The ECU 20 compares the tank water temperature: THWt with the battery side water temperature: THWc. Water temperature in tank: THWt
Is higher than the battery side water temperature: THWc, the ECU 20
Controls the first flow passage switching valve 28 so as to disconnect the second heater hose 11h and connect the first heater hose 11g and the third tank outlet passage 26c, and the first communication passage 5
The second flow path switching valve 52 is controlled to shut off 0 and to connect the first tank outlet passage 26a and the second tank outlet passage 26b to each other to shut off the second communication passage 51 and The third flow path switching valve 53 is controlled to electrically connect the tank inlet passage 27a and the second tank inlet passage 27b, and driving power is supplied to the tank electric water pump 29 to operate the tank electric water pump 29. To supply.

In this case, as shown in FIG. 25, the tank electric water pump 29 → the third tank outlet passage 26.
c → first flow path switching valve 28 → first heater hose 11g →
Head-side cooling water passage 2a → block-side cooling water passage 2b → mechanical water pump 10 → third cooling water passage 8 → fourth heater hose 11j → first tank inlet passage 27a → third passage switching valve 53 → second The tank inlet passage 27b → the heat storage tank 16 → the first tank outlet passage 26a → the second passage switching valve 52 → the second tank outlet passage 26b → the tank electric water pump 29 forms a circulation circuit in which cooling water flows in this order. To do.

When the circulation circuit described above is established, the heat storage hot water stored in the heat storage tank 16 sequentially flows into the head side cooling water passage 2a and the block side cooling water passage 2b of the internal combustion engine 1.

When the stored hot water from the heat storage tank 16 flows into the head side cooling water passage 2a and the block side cooling water passage 2b of the internal combustion engine 1, the head side cooling water passage 2a is replaced therewith.
The low-temperature cooling water originally accumulated in the block-side cooling water passage 2b is discharged from the head-side cooling water passage 2a and the block-side cooling water passage 2b to the third cooling water passage 8.

As a result, in the internal combustion engine 1, the heat of the stored hot water is transferred to the wall surfaces of the head side cooling water passage 2a and the block side cooling water passage 2b. At that time, since the stored hot water flowing out from the heat storage tank 16 directly flows into the internal combustion engine 1 without passing through a member having a large heat capacity such as the heater core 12 or the like, the heat storage in the path from the heat storage tank 16 to the internal combustion engine 1 Unnecessary heat radiation of hot water is suppressed, and the heat stored in the heat storage tank 16 is efficiently transmitted to the internal combustion engine 1.

Therefore, the wall temperature of the intake port and the combustion chamber of the internal combustion engine 1 can be efficiently warmed, the vaporization of the fuel is promoted and the temperature of the air-fuel mixture is increased during and after the startup of the internal combustion engine 1. As a result, the amount of fuel adhering to the wall surface can be reduced, combustion can be stabilized, startability can be improved, and exhaust emission can be improved.

On the other hand, battery side water temperature: THWc is tank water temperature:
When it is higher than THWt, the ECU 20 controls the first flow passage switching valve 28 to shut off the second heater hose 11h and to connect the first heater hose 11g and the third tank outlet passage 26c to each other. The second flow path switching valve 52 to control the second tank outlet passage 26a and the second tank outlet passage 26b to communicate with each other.
To close the first tank inlet passage 27a and the second communication passage 51 with each other.
Of the battery for controlling the flow path switching valve 53, supplying drive power to the tank electric water pump 29 to operate the tank electric water pump 29, and further prohibiting the operation of the battery electric water pump 35. The application of drive power to the electric water pump 35 is prohibited.

In this case, the electric water pump for battery 3
Since only the electric water pump 29 for tanks operates without 5 being operated, as shown in FIG. 26, the electric water pump 29 for tanks → the third tank outlet passage 26c → the first flow path switching valve 28 → the first 1 heater hose 11g → head side cooling water passage 2a → block side cooling water passage 2b → mechanical water pump 10 → third cooling water passage 8 → fourth heater hose 11j → first tank inlet passage 27a → third passage switching valve 53 → second communication passage 51 → second battery outlet passage 30b
→ electric battery water pump 35 → first battery outlet passage 30a → fuel cell 13 → third battery inlet passage 32c →
First communication passage 50 → second passage switching valve 52 → second tank outlet passage 26b → electric water pump 29 for tank
A circulation circuit in which cooling water flows is established in this order.

When such a circulation circuit is established, the high-temperature cooling water flowing out from the fuel cell 13 causes the third cell inlet passage 32c, the first communication passage 50, the second passage switching valve 52, and the second passage. To the head side cooling water passage 2a and the block side cooling water passage 2b via the tank outlet passage 26b, the electric water pump 29 for tanks, the third tank outlet passage 26c, the first passage switching valve 28, and the first heater hose 11g. It will flow in.

When the high temperature cooling water from the fuel cell 13 flows into the head side cooling water channel 2a and the block side cooling water channel 2b, the low temperature cooling water originally stored in the head side cooling water channel 2a and the block side cooling water channel 2b is replaced. The cooling water flows out from the head side cooling water passage 2a and the block side cooling water passage 2b to the first heater hose 11a.

As a result, in the internal combustion engine 1, the heat of the high-temperature cooling water is generated by the head-side cooling water passage 2a and the block-side cooling water passage 2.
It is transmitted to the wall surface of b. At that time, the cooling water flowing out from the fuel cell 13 directly flows into the internal combustion engine 1 without passing through the heat storage tank 16 or the like, so that the cooling water flows in the path from the fuel cell 13 to the internal combustion engine 1. Unnecessary heat dissipation is suppressed, and the heat of the fuel cell 13 is efficiently transmitted to the internal combustion engine 1.

Therefore, the wall temperature of the intake port and the combustion chamber of the internal combustion engine 1 can be efficiently warmed, the vaporization of fuel is promoted at the time of starting the internal combustion engine 1, and the temperature of the air-fuel mixture is increased. As a result, the amount of fuel adhering to the wall surface can be reduced, combustion can be stabilized, startability can be improved, and exhaust emission can be improved. Further, in the present embodiment, since the high-temperature cooling water from the fuel cell 13 flows into the head-side cooling water passage 2a before the block-side cooling water passage 2b, the intake port and the combustion chamber of the internal combustion engine 1 are efficiently heated. Will be done.

Water temperature in tank: THWt and water temperature on battery side: TH
When both Wc and Wc are low, the fuel cell 13 is forcibly operated to increase the cell-side water temperature: THWc, and then the circulation circuit as described in the explanation of FIG. 26 is established. Good.

A method for preheating the internal combustion engine 1 will be specifically described below with reference to FIG. FIG. 27 is a flowchart showing the preheat control routine. This preheat control routine is a routine stored in advance in the ROM of the ECU 20, and is executed when the ignition switch 22 is switched from off to on.

In the preheat control routine, the ECU 20
First, in S2701, it is determined whether or not the ignition switch 22 is on.

If it is determined in S2701 that the ignition switch is off, the ECU 20 ends the execution of this routine, and if it is determined in S2701 that the ignition switch 22 is on, the process proceeds to S2702.

In S2702, the ECU 20 determines whether or not the value of the preheating completion flag is "1".

If it is determined in S2702 that the value of the preheat completion flag is "1", the ECU 20 determines that
Considering that the preheating of the internal combustion engine 1 has already been completed, S27
20, the internal combustion engine 1 is started and the execution of this routine is finished.

On the other hand, if it is determined in S2702 that the value of the preheating completion flag is "0", the ECU 2
In the case of 0, it is considered that the preheating of the internal combustion engine 1 is not completed yet, and the process proceeds to S2703.

In S2703, the ECU 20 reads the output signal value of the water temperature sensor 19 (engine side water temperature): THWe.

[0275] In S2704, the ECU 20 executes the above S2.
It is determined whether the engine side water temperature read in 703: THWe is lower than a predetermined temperature. The above-mentioned predetermined temperature is, for example, a temperature corresponding to the water temperature after the warm-up of the internal combustion engine 1 is completed.

[0276] In S2704, the engine side water temperature: THWe
When it is determined that the temperature is equal to or higher than the predetermined temperature, the ECU 20
Considers that it is not necessary to preheat the internal combustion engine 1, and S27
20, the internal combustion engine 1 is started and the execution of this routine is finished.

[0277] In S2704, the engine side water temperature: THWe
If it is determined that the temperature is lower than the predetermined temperature, the ECU 20
Considers that it is necessary to preheat the internal combustion engine 1, and S27
Go to 05. In S2705, the ECU 20 causes the tank water temperature sensor 160 to output a signal value (tank water temperature): THWt.
And the output signal value of the battery side water temperature sensor 300 (battery side water temperature): THWc.

[0278] In S2706, the ECU 20 executes the above S2.
The battery side water temperature: THWc read in 705 is compared with the tank water temperature: THWt to determine whether the tank water temperature: THWt is equal to or higher than the battery side water temperature: THWc.

In S2706, the water temperature in the tank: TH
If it is determined that Wt is the battery side water temperature: THWe or higher,
The ECU 20 preheats the internal combustion engine 1 using the stored hot water in the heat storage tank 16 in S2707 to S2710.

Specifically, in S2707, the ECU 20 sets the first flow path switching valve 28 to shut off the second heater hose 11h (make the first heater hose 11g and the third tank outlet passage 26c electrically conductive). Control.

In S2708, the ECU 20 controls the second flow path switching valve 52 to shut off the first communication passage 50 (conduct the first tank outlet passage 26a and the second tank outlet passage 26b). .

In S2709, the ECU 20 controls the third flow passage switching valve 53 so as to shut off the second communication passage 51 (make the first tank inlet passage 27a and the second tank inlet passage 27b electrically conductive). .

At S2710, the ECU 20 supplies drive power to the tank electric water pump 29 to operate the tank electric water pump 29.

When the processing of S2707 to S2710 is performed in this way, as described in the explanation of FIG. 25 described above,
Electric water pump 29 for tank → third tank outlet passage 26c → first passage switching valve 28 → first heater hose 11g → head side cooling water passage 2a → block side cooling water passage 2
b → mechanical water pump 10 → third cooling water passage 8 → fourth heater hose 11j → first tank inlet passage 27a →
Third flow path switching valve 53 → second tank inlet passage 27b →
The heat storage tank 16 → the first tank outlet passage 26a → the second flow passage switching valve 52 → the second tank outlet passage 26b → the tank electric water pump 29 forms a circulation circuit in which cooling water flows.

When the circulation circuit described above is established, the stored hot water in the heat storage tank 16 is supplied to the internal combustion engine 1 without being unnecessarily radiated, so that the internal combustion engine 1 is efficiently warmed up, and the internal combustion engine 1 is cooled. At the start and after the start, the vaporization of the fuel is promoted and the temperature of the air-fuel mixture rises, so that the amount of fuel adhering to the wall surface can be reduced, the combustion can be stabilized, the startability can be improved, and the exhaust emission can be improved. It will be possible.

On the other hand, if it is determined in S2706 that the tank water temperature: THWt is less than the battery side water temperature: THWe, the ECU 20 uses the cooling water on the fuel cell 13 side in S2711 to S2715. Preheat.

Specifically, in S2711, the ECU 20 sets the first flow path switching valve 28 to shut off the second heater hose 11h (connect the first heater hose 11g and the third tank outlet passage 26c). Control.

In S2712, the ECU 20 shuts off the first tank outlet passage 26a (second tank outlet passage 26a).
The second flow path switching valve 52 is controlled so that b and the first communication passage 50 are electrically connected.

In S2713, the ECU 20 shuts off the second tank inlet passage 27b (first tank inlet passage 27b).
The third flow path switching valve 53 is controlled so that a and the second communication passage 51 are electrically connected.

[0290] In S2714, the ECU 20 prohibits application of drive power to the battery electric water pump 35 in order to prohibit operation of the battery electric water pump 35.

In S2715, the ECU 20 supplies drive power to the tank electric water pump 29 to operate the tank electric water pump 29.

When the processing of S2711 to S2715 is performed in this way, as described in the explanation of FIG. 26 described above,
Electric water pump 29 for tank → third tank outlet passage 26c → first passage switching valve 28 → first heater hose 11g → head side cooling water passage 2a → block side cooling water passage 2
b → mechanical water pump 10 → third cooling water passage 8 → fourth heater hose 11j → first tank inlet passage 27a →
Third flow passage switching valve 53 → second communication passage 51 → second battery outlet passage 30b → electric battery water pump 35 → first battery outlet passage 30a → fuel cell 13 → third battery inlet passage 32c → First communication passage 50 → Second flow passage switching valve 5
A circulation circuit in which cooling water flows is established in the order of 2 → second tank outlet passage 26b → tank electric water pump 29.

When the above-mentioned circulation circuit is established, the high-temperature cooling water in the fuel cell 13 is supplied to the internal combustion engine 1 without being unnecessarily radiated, so that the internal combustion engine 1 is efficiently warmed up and the internal combustion engine is The fuel vaporization is promoted and the temperature of the air-fuel mixture rises at the time of and after the start of 1, so that the amount of fuel adhering to the wall surface is reduced, combustion is stabilized, startability is improved, and exhaust emission is improved. It becomes possible.

The ECU 20 which has finished executing the above-described processing of S2710 or S2715 advances to S2716, and determines whether or not the preheating is completed.

When it is determined in S2716 that the preheating is not completed, the ECU 20 repeatedly executes the above-described processing of S2716 until the preheating is completed.

If it is determined at S2716 that the preheating is completed, the ECU 20 proceeds to S2717, where
"1" is set to the above-mentioned preheating completion flag.

In S2718, the ECU 20 stops the operation of the tank electric water pump 29 or the battery electric water pump 35.

At S2719, the ECU 20 controls the first flow path switching valve 28 to shut off the first heater hose 11g.

In S2720, the ECU 20 starts the internal combustion engine 1 and ends the execution of this routine.

In the embodiment described above, the heat storage tank 1
Since the internal combustion engine 1 can be preheated by selecting the cooling water having the higher temperature from the cooling water in 6 and the cooling water in the fuel cell 13, the vehicle equipped with the hybrid system is left for a long period of time. When the temperature of the cooling water in the heat storage tank 16 decreases as in the case of
It is possible to preheat the internal combustion engine 1 using the heat of 3.

Further, the cooling water in the heat storage tank 16 or the cooling water in the fuel cell 13 can reach the internal combustion engine 1 without passing through a member having a large heat capacity.
It is possible to efficiently transfer the heat stored in the heat storage tank 16 or the heat of the fuel cell 13 to the internal combustion engine 1.

Therefore, according to the heat storage device of the hybrid system according to the present embodiment, the internal combustion engine 1 uses the cooling water in the heat storage tank 16 or the cooling water in the fuel cell 13.
Can be efficiently warmed up.

[0303]

Industrial Applicability The present invention relates to a heat storage device for a hybrid system, which includes a hybrid system having an internal combustion engine and a fuel cell, and a heat storage mechanism for keeping a portion of a heat medium circulating in the internal combustion engine warm. By heating the heat medium using the heat generated by the heat medium, it is possible to perform suitable heat storage using the heat medium and heating of the internal combustion engine, and thus it is possible to perform suitable warm-up of the internal combustion engine. .

[Brief description of drawings]

FIG. 1 is a diagram showing a configuration of a cooling water circulation system according to a first embodiment.

FIG. 2 is a diagram showing a flow of cooling water when preheating an internal combustion engine.

FIG. 3 is a diagram showing a flow of cooling water when the internal combustion engine is operated in a cold state.

FIG. 4 is a diagram showing a flow of cooling water when the internal combustion engine is operating in a cold state and it is necessary to cool the fuel cell.

FIG. 5 is a diagram showing a flow of cooling water when the internal combustion engine is operated in a warm-up completed state.

FIG. 6 is a diagram showing a flow of cooling water when the internal combustion engine is operated in a warm-up completed state and it is necessary to cool the fuel cell.

FIG. 7 is a diagram showing a flow of cooling water when the internal combustion engine is in an operating state and a heater switch is in an on state.

FIG. 8 is a diagram showing a flow of cooling water when the internal combustion engine is in an operation stop state and a heater switch is in an on state.

FIG. 9 is a flowchart showing a heat storage control routine according to the first embodiment.

FIG. 10 is a diagram showing a configuration of a cooling water circulation system according to a second embodiment.

FIG. 11 is a diagram showing a flow of cooling water in the case of preheating the internal combustion engine using the cooling water in the heat storage tank.

FIG. 12 is a diagram showing a flow of cooling water when preheating an internal combustion engine using the cooling water in the fuel cell.

FIG. 13 is a flowchart showing a preheating control routine according to the second embodiment.

FIG. 14 is a diagram showing a configuration of a cooling water circulation system according to a third embodiment.

FIG. 15 is a diagram showing a flow of cooling water when preheating the internal combustion engine.

FIG. 16 is a diagram showing a flow of cooling water when the internal combustion engine is operated in a cold state.

FIG. 17 is a diagram showing a flow of cooling water when the internal combustion engine is operated in a warm-up completion state.

FIG. 18 is a diagram showing the flow of cooling water when the internal combustion engine is in an operating state and the heater switch is in an on state.

FIG. 19 is a diagram showing the flow of cooling water when the internal combustion engine is in the operation stop state and the heater switch is in the on state.

FIG. 20 is a diagram showing the flow of cooling water when the fuel cell is operating in a cold state.

FIG. 21 is a diagram showing a flow of cooling water when the fuel cell is operating in a warm-up completed state.

FIG. 22 is a diagram showing a heat storage control routine in the third embodiment.

FIG. 23 is a diagram showing a flow of cooling water when heat is stored by using cooling water on the fuel cell side.

FIG. 24 is a diagram showing a configuration of a cooling water circulation system according to a fourth embodiment.

FIG. 25 is a diagram showing a flow of cooling water when preheating the internal combustion engine using the cooling water in the heat storage tank.

FIG. 26 is a diagram showing the flow of cooling water when preheating an internal combustion engine using the cooling water in the fuel cell.

FIG. 27 is a flowchart showing a preheating control routine in the fourth embodiment.

[Explanation of symbols]

1 ... Internal combustion engine 2a ... ・ Head side cooling water channel 2b ... ・ Block side cooling water channel 4 ... 1st cooling water channel 5: Radiator 6-Second cooling water channel 8: Third cooling water channel 9: Fourth cooling water channel 10 ... Mechanical water pump 11 ... Heater hose 13 ... Fuel cells 14 ... Electric water pump 16 ... Heat storage tank 17 ... Flow path switching valve 24 ... Bypass passage 25 ··· Passage opening / closing valve 26 ··· Tank exit passage 27 ... Tank entrance passage 28 ... First flow path switching valve 29 ··· Electric water pump for tank 30 ... Battery outlet passage 31 ... Battery radiator 32 ... Battery inlet passage 33 ... Bypass passage 34 ... Battery thermostat valve 35 ... Electric water pump for batteries 50 ... First communication passage 51 ... Second communication passage 52 ... Second flow path switching valve 53 ... third flow path switching valve

─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁷ Identification code FI theme code (reference) F01P 7/16 505 F01P 7/16 505F

Claims (10)

[Claims] 1. A hybrid system including an internal combustion engine and a fuel cell, an engine heat medium passage through which a heat medium circulates via the internal combustion engine, and a part of the heat medium flowing through the engine heat medium passage. And a heat storage mechanism that heats and stores the heat medium and supplies the heat medium that has been warmly stored to the heat medium passage for the engine to raise the temperature of the internal combustion engine, and a heating mechanism that heats the heat medium by the heat generated by the fuel cell. And a heat storage device for a hybrid system. 2. A heat transfer medium passage for a battery in which a heat transfer medium circulates via the fuel cell, wherein the heating mechanism transfers the heat transfer medium in the heat transfer medium passage for the battery to the heat transfer medium passage for the engine or the heat storage. The heat storage device of the hybrid system according to claim 1, wherein the heat storage device is supplied to the mechanism. 3. The heating mechanism supplies the heat medium in the heat medium passage for the battery to the heat medium passage for the engine when it is necessary to raise the temperature of the internal combustion engine, and heats the heat storage mechanism at a high temperature. The heat storage device of the hybrid system according to claim 2, wherein when the medium needs to be stored, the heat medium in the heat medium passage for the battery is supplied to the heat storage mechanism. 4. The heating mechanism, when it is necessary to raise the temperature of the internal combustion engine, that the temperature of the heat medium in the heat medium passage for the battery is higher than that of the heat medium in the heat storage mechanism. The heat storage device of the hybrid system according to claim 3, wherein the heat medium in the heat medium passage for the battery is supplied to the heat medium passage for the engine according to a condition. 5. The heating mechanism, when it is necessary to store a high-temperature heat medium in the heat storage mechanism, heats the heat medium in the battery heat medium passage as compared to the heat medium in the engine heat medium passage. The heat storage device of the hybrid system according to claim 3, wherein the heat medium in the heat medium passage for the battery is supplied to the heat storage mechanism on condition that the medium is at a high temperature. 6. The heat medium passage for the engine and the heat medium passage for the battery are configured by the same heat medium passage so that the internal combustion engine, the fuel cell and the heat storage mechanism are arranged in series. The heat storage device for a hybrid system according to any one of claims 1 to 5, wherein 7. The heat medium passage is configured so that the heat medium is returned from the internal combustion engine to the internal combustion engine after sequentially passing through the fuel cell and the heat storage device. The heat storage device of the described hybrid system. 8. The heating mechanism includes: a bypass passage bypassing the heat storage mechanism; and a passage switching valve that allows a heat medium to flow through one of the bypass passage and the heat storage mechanism. When the temperature of the internal combustion engine needs to be raised, a heat medium is circulated in the bypass passage, and when the heat storage mechanism needs to store a high-temperature heat medium, the heat medium is circulated in the heat storage mechanism. The heat storage device of the hybrid system according to claim 7. 9. The hybrid system according to claim 1, wherein the engine heat medium passage and the battery heat medium passage are connected in parallel via the heat storage mechanism. Heat storage device. 10. The heating mechanism includes a bypass passage that bypasses the heat storage mechanism and connects the heat medium passage for the engine and the heat medium passage for the battery, and one of the bypass passage and the heat storage device. A passage switching valve for circulating a heat medium, wherein the passage switching valve causes a heat medium to flow through the bypass passage when it is necessary to raise the temperature of the internal combustion engine, and causes a high temperature heat medium to flow through the heat storage mechanism. The heat storage device of the hybrid system according to claim 9, wherein a heat medium is caused to flow through the heat storage mechanism when the heat storage mechanism needs to be stored.