JP2006111116A - Electric power source device for vehicle and vehicle mounted with this - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an electric power source device capable of quickly realizing efficient traveling by shortening an air-warming time. <P>SOLUTION: The electric power source device 10 for the vehicle has a fuel cell 11 for feeding electric power for driving the vehicle; a secondary battery 12 for feeding the electric power with the fuel cell 11; and a first circulation passage 13 for circulating a first coolant near the fuel cell 11 and near the secondary battery 12. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a vehicle power supply device having a fuel cell and a secondary battery, and a vehicle equipped with the same.

In recent years, development of vehicles equipped with fuel cells has been active. Some vehicles equipped with fuel cells include a secondary battery in addition to the fuel cell to interpolate the energy of the fuel cell. According to such a vehicle, efficient running is possible by charging and discharging the secondary battery in response to excess or deficiency of the output of the fuel cell (see, for example, Patent Document 1).
JP 7-99057 A

  However, even a vehicle that employs the above technology cannot travel efficiently until it reaches an appropriate temperature for operating the fuel cell and the secondary battery (hereinafter referred to as an appropriate operating temperature). That is, efficient driving cannot be performed until the warm-up time until the fuel cell and the secondary battery reach the proper operating temperature is opened.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a vehicle power supply device capable of shortening the warm-up time and realizing efficient traveling quickly and a vehicle equipped with the same.

  The power supply device for a vehicle according to the present invention includes a fuel cell that supplies power for driving the vehicle, a secondary battery that supplies power together with the fuel cell, and a first refrigerant that circulates in the vicinity of the fuel cell and in the vicinity of the secondary battery. And a first circulation passage.

  According to the vehicle power supply device of the present invention, the first refrigerant circulates in the vicinity of the fuel cell and the secondary battery. The first refrigerant heated by the fuel cell passes near the secondary battery. Since the secondary battery is heated by the first refrigerant, the time until the secondary battery reaches the proper operating temperature, that is, the warm-up time can be shortened. Therefore, it is possible to quickly and efficiently drive the vehicle.

  Embodiments of the present invention will be described below with reference to the drawings.

  FIG. 1 is a schematic diagram of a vehicle drive system.

  The vehicle drive system includes a vehicle power supply device 10, a DC / DC converter 92, an inverter 94, a motor 96, and front wheels 98.

  The vehicle power supply device 10 generates electric power necessary for driving the vehicle. The vehicle power supply device 10 supplies power to the motor 96 via the DC / DC converter 92 and the inverter 94. With this electric power, the motor 96 generates rotational power. The rotational power is transmitted to the front wheel 98. As a result, the vehicle is driven.

  The vehicle power supply device 10 includes a fuel cell 11 and a secondary battery 12. The fuel cell 11 is a battery that generates electricity by continuously replenishing hydrogen and oxygen consumed as fuel. The secondary battery 12 is a chargeable / dischargeable battery. Examples of the secondary battery 12 include a lithium ion secondary battery, a nickel hydride secondary battery, and a lead acid secondary battery. As the secondary battery 12, a lithium ion secondary battery is preferably used.

  Next, a detailed configuration of the drive system power supply device 10 for the drive system will be described.

(First embodiment)
FIG. 2 is a configuration diagram of the vehicle power supply device.

  The vehicle power supply device 10 includes a fuel cell 11, a secondary battery 12, a circulation passage (first circulation passage) 13, an electric pump 14, a radiator 15, and a control unit 16.

  The fuel cell 11 and the secondary battery 12 are arranged side by side.

  The circulation passage 13 is formed with a closed flow path for flowing a refrigerant (first refrigerant) therein, and the flow path is filled with the refrigerant. The circulation passage 13 is disposed so that the refrigerant passes in the vicinity of the fuel cell 11 and in the vicinity of the secondary battery 12. In the circulation passage 13, the refrigerant that has passed through the vicinity of the fuel cell 11 and the secondary battery 12 passes through the radiator 15 and is supplied to the fuel cell 11 and the secondary battery 12 again. An electric pump 14 is connected to the circulation passage 13.

  When the electric pump 14 is driven, the refrigerant is circulated in the circulation passage 13 as indicated by arrows in the figure.

  The radiator 15 is provided in the circulation passage 13. The radiator 15 passes through the fuel cell 11 and the secondary battery 12 and cools the refrigerant heated by those heats. Here, the radiator 15 maintains the refrigerant temperature in the vicinity of, for example, 80 degrees so that the refrigerant does not exceed a predetermined temperature, that is, the fuel cell 11 can be maintained at an appropriate temperature.

  The control unit 16 is connected to the electric pump 14 and controls driving of the electric pump 14 according to the start of the vehicle.

  Next, the operation of the vehicle power supply device will be described.

  FIG. 3 is a flowchart showing the operation of the vehicle power supply device.

  First, the control unit 16 determines whether or not the vehicle has been started (step S1). If the vehicle has not been started (step S1: NO), it waits until it is started.

  When the vehicle is started (step S1: YES), the control unit 16 drives the electric pump 14 (step S2). Here, when the vehicle is started, the fuel cell 11 starts discharging, and the secondary battery 12 also starts charging and discharging. The fuel cell 11 and the secondary battery 12 each generate heat and the temperature rises. Therefore, when the refrigerant starts to circulate by driving the electric pump 14, the temperature of the refrigerant increases as it passes through the fuel cell 11.

  The refrigerant whose temperature has risen gives heat to the secondary battery 12 when passing through the secondary battery 12. Therefore, the temperature of the secondary battery 12 rises. That is, the heat of the fuel cell 11 is transmitted to the secondary battery 12 through the refrigerant.

  As described above, in the present embodiment, the secondary battery 12 is disposed in the middle of the circulation passage 13 for maintaining the fuel cell 11 at an appropriate operating temperature. Therefore, the secondary battery 12 is warmed by the refrigerant whose temperature has risen due to the heat generated by the fuel cell 11. Thereby, the time until the secondary battery 12 reaches the temperature at which charging / discharging can be performed most efficiently, that is, the warm-up time can be shortened. As a result, the vehicle can be quickly and efficiently driven.

  In particular, the fuel cell 11 and the secondary battery 12 are arranged side by side, and the refrigerant passes through the vicinity of the secondary battery 12 immediately after passing through the vicinity of the fuel cell 11. Therefore, the secondary battery 12 can be efficiently heated before the refrigerant heated by the fuel cell 11 is cooled by the radiator 15.

  Further, when the temperature of the secondary battery 12 further rises after the warm-up time has elapsed, the refrigerant acts to cool the secondary battery 12. Therefore, the temperature of the secondary battery 12 is maintained at an appropriate operating temperature. As described above, the system for controlling the temperature of the fuel cell 11 can be applied to the secondary battery 12 because the appropriate operating temperature of the fuel cell 11 is also the appropriate operating temperature of the secondary battery 12. It is.

  In the above embodiment, a bipolar battery can be used as the secondary battery 12. By using a bipolar battery, a high-power and compact secondary battery can be obtained, and a vehicle power supply device more suitable for application to a vehicle can be obtained.

  A brief description will be given of applicable bipolar batteries.

  FIG. 4 is a diagram showing a schematic configuration of the bipolar battery.

  In the bipolar battery, a plurality of bipolar electrodes 54 each having a positive electrode 52 formed on one surface of a current collector 51 and a negative electrode 53 formed on the other surface are stacked in series with an electrolyte layer 55 interposed therebetween.

As a main active material included in the positive electrode 52, a composite oxide of lithium and a transition metal can be used. Specifically, Li · Co-based composite oxide such as LiCoO _2, Li · Ni-based composite oxide such as LiNiO _2, Li · Mn-based composite oxide such as spinel LiMn ₂ O _4, Li · such LiFeO ₂ Examples thereof include Fe-based composite oxides. In particular, LiFePO ₄ is preferable. By using LiFePO ₄ , a secondary battery having excellent heat resistance can be configured.

As the main active material contained in the negative electrode 53, a composite oxide of carbon or lithium and a metal oxide or metal can be used. In particular, Li ₄ Ti ₅ O ₁₂ is preferable. By using Li ₄ Ti ₅ O ₁₂ , a secondary battery excellent in heat resistance can be configured.

  The electrolyte layer 55 is a layer composed of a polymer having ion conductivity, and the material is not limited as long as it exhibits ion conductivity. In particular, a polar polymer and a lithium salt are preferably included as main electrolytes. Thereby, it is excellent in heat resistance and there is no possibility of liquid leakage. Reliability can be improved.

  Furthermore, the polar polymer is preferably a polyalkylene oxide. This is because polyalkylene oxide has a high ionic power. Among polyalkylene oxides, those having an ethylene oxide chain as the polymer side chain are particularly preferred. A highly reliable power source can be configured.

(Second Embodiment)
A configuration of the vehicle power supply device 10 different from the first embodiment will be described.

  FIG. 5 is a configuration diagram of the vehicle power supply device, in which FIG. 5 (A) shows a state in which the refrigerant flows to the bypass side, and FIG. 5 (B) shows a state in which the refrigerant flows to the radiator side.

  As shown in FIG. 5, in the second embodiment, the vehicle power supply device 10 includes a fuel cell 11, a secondary battery 12, an electric pump 14, a radiator 15, a circulation passage (first circulation passage) 21, and a three-way valve. (First switching means) 22, thermometer (first thermometer) 23, and control unit 24 are included. The same components as those in the first embodiment are denoted by the same reference numerals, and description thereof is omitted.

  The circulation passage 21 is formed with a closed flow path for flowing a refrigerant (first refrigerant) therein, and the flow path is filled with the refrigerant. The circulation passage 21 is arranged so that the refrigerant passes in the vicinity of the fuel cell 11 and in the vicinity of the secondary battery 12. An electric pump 14 is provided in the circulation passage 21.

  The electric pump 14 circulates the refrigerant in the direction of the arrow shown in FIG. The circulation passage 21 is branched into two passages at the tip of the secondary battery 12. A radiator 15 is connected to one of the two passages. Hereinafter, the passage to which the radiator 15 is connected is referred to as a heat radiation passage 25. The passage to which the radiator is not connected is referred to as a bypass passage 26.

  The three-way valve 22 is disposed at a branch point where the circulation passage 21 is divided into two passages. The three-way valve 22 can switch whether the refrigerant flows through the heat radiation passage 25 or the bypass passage 26. The three-way valve 22 is connected to the control unit 24 and the switching of the flow path is controlled.

  The thermometer 23 is attached to the fuel cell 11 and detects the temperature of the fuel cell 11.

  The control unit 24 is connected to the electric pump 14, the three-way valve 22, and the thermometer 23. The control unit 24 controls the electric pump 14 based on the start of the vehicle. Further, the control unit 24 controls the three-way valve 22 based on the detection result of the thermometer 23.

  Next, the operation of the vehicle power supply device will be described.

  FIG. 6 is a flowchart showing the operation of the vehicle power supply device.

  First, the control unit 24 determines whether or not the vehicle has been started (step S11). If the vehicle has not been started (step S11: NO), it waits until it is started.

  When the vehicle is started (step S11: YES), the control unit 24 controls the three-way valve 22 to open the bypass passage 26 and close the heat dissipation passage 25 (step S12). Here, when the vehicle is started, the fuel cell 11 starts discharging, and the secondary battery 12 also starts charging and discharging. The fuel cell 11 and the secondary battery 12 each generate heat and start to rise in temperature.

  Subsequently, the control unit 16 drives the electric pump 14 (step S13). Then, the refrigerant flows through the bypass passage 26 as indicated by an arrow in FIG. The refrigerant is heated by the self-heating of the fuel cell 11 when passing through the vicinity of the fuel cell 11, and the secondary battery 12 is deprived of heat when passing through the vicinity of the secondary battery 12. That is, the heat of the fuel cell 11 is transmitted to the secondary battery 12 through the refrigerant.

  The temperature T1 of the fuel cell 11 is detected by the thermometer 23 (step S14). It is determined whether the detected temperature T1 is equal to or higher than a predetermined temperature Ta (step S15). Here, the predetermined temperature Ta is an appropriate operating temperature of the fuel cell 11.

  When the detected temperature T1 is lower than the predetermined temperature Ta (step S14: NO), the temperature detection by the thermometer 23 is repeated. When the fuel cell 11 is sufficiently warmed up and the detected temperature T1 is equal to or higher than the predetermined temperature Ta (step S14: YES), the control unit 24 controls the three-way valve 22 to close the bypass passage 26 side, and the heat dissipation passage. The 25 side is opened (step S16). As a result, the refrigerant begins to flow through the heat radiation passage 25 as indicated by an arrow in FIG.

  As described above, in the second embodiment, similarly to the first embodiment, the secondary battery 12 is also disposed in the vicinity of the circulation passage 21 through which the refrigerant for controlling the temperature of the fuel cell 11 passes. Therefore, the same effect as the first embodiment can be obtained.

  In addition, in the second embodiment, the temperature T1 of the fuel cell 11 is detected and the three-way valve 22 is switched, and the refrigerant is passed through the bypass passage 26 until the fuel cell 11 reaches an appropriate operating temperature. When the fuel cell 11 reaches an appropriate operating temperature, the refrigerant is passed through the heat radiation passage 25. Therefore, the refrigerant is not dissipated by the radiator 15 until the fuel cell 11 reaches a proper operating temperature. Since the temperature of the refrigerant that does not radiate heat increases gradually to the optimum operating temperature, heating of the secondary battery 12 by the refrigerant is further promoted.

  On the other hand, when the fuel cell 11 reaches an appropriate operating temperature, the refrigerant passes through the radiator 15 and is cooled and circulated through the circulation passage 21. Therefore, overheating of the fuel cell 11 and the secondary battery 12 is prevented.

(Third embodiment)
Furthermore, the structure of the different vehicle power supply device 10 is demonstrated.

  FIG. 7 is a configuration diagram of the vehicle power supply device, FIG. 7A is a diagram showing a state in which only the first refrigerant is circulated, and FIG. 7B is a diagram showing a state in which the first refrigerant and the second refrigerant are circulated. It is.

  As shown in FIG. 7, in the third embodiment, the vehicle power supply device 10 includes a fuel cell 11, a secondary battery 12, a first electric pump 14, a thermometer 23, a first circulation passage 31, and a heat exchanger 32. , A second circulation passage 33, a second electric pump (pump) 34, a radiator (second radiator) 35, and a control unit 36. The same components as those in the first embodiment and the second embodiment are denoted by the same reference numerals, and description thereof is omitted.

  The first circulation passage 31 is formed with a closed passage and is filled with a first refrigerant. The first circulation passage 31 is arranged so that the first refrigerant passes in the vicinity of the fuel cell 11 and in the vicinity of the secondary battery 12. A first electric pump 14 is provided in the first circulation passage 31.

  The first electric pump 14 circulates the first refrigerant in the direction of the arrow shown in FIG. A heat exchanger 32 is connected to the first circulation passage.

  The heat exchanger 32 exchanges heat between the system including the first circulation passage 31 and the other system including the second circulation passage 33.

  The other system includes a second circulation passage 33, a second electric pump 34, and a radiator 35.

  The circulation passage 33 is formed with a flow path for allowing the second refrigerant to flow in the same manner as the circulation passage 31, and the flow path is filled with the second refrigerant.

  A second electric pump 34 is attached to the second circulation passage 33. The second electric pump 34 circulates the second refrigerant in the second circulation passage 33 by driving.

  The second circulation passage 33 is further provided with a radiator 35. The radiator 35 controls the temperature of the second refrigerant passing therethrough so as not to exceed a predetermined temperature. When the appropriate temperature of operation of the fuel cell 11 is 80 degrees, the radiator 35 radiates the second refrigerant so as not to exceed 80 degrees.

  The control unit 36 is connected to the electric pump 14, the thermometer 23, and the electric pump 34. The control unit 36 controls the first electric pump 14 based on the start of the vehicle. The control unit 36 controls the driving of the second electric pump 34 based on the detection result of the thermometer 23.

  Next, the operation of the vehicle power supply device will be described.

  FIG. 8 is a flowchart showing the operation of the vehicle power supply device.

  First, the control unit 36 determines whether or not the vehicle has been started (step S21). If the vehicle has not been started (step S21: NO), it waits until it is started.

  When the vehicle is started (step S21: YES), the control unit 36 drives the first electric pump 14 (step S22). When the first electric pump 14 is driven, the first refrigerant flows through the first circulation passage 31 as indicated by an arrow in FIG. Here, when the vehicle is started, the fuel cell 11 starts discharging, and the secondary battery 12 also starts charging and discharging. The fuel cell 11 and the secondary battery 12 each generate heat and the temperature rises.

  During this time, the temperature T1 of the fuel cell 11 is detected by the thermometer 23 (step S23). It is determined whether the detected temperature T1 is equal to or higher than a predetermined temperature Ta (step S24). Here, the predetermined temperature Ta is an appropriate operating temperature of the fuel cell 11.

  When the detected temperature T1 is lower than the predetermined temperature Ta (step S24: NO), the temperature detection by the thermometer 23 is repeated. When the fuel cell 11 is sufficiently warmed and the detected temperature T1 becomes equal to or higher than the predetermined temperature Ta (step S24: YES), the control unit 36 drives the second electric pump 34 (step S25). As a result, the second refrigerant starts to circulate through the second circulation passage 33 as indicated by an arrow in FIG. The second refrigerant circulating in the second circulation passage 33 is heat-exchanged with the first refrigerant circulating in the first circulation passage 31 in the heat exchanger 32. The second refrigerant in the second circulation passage 33 warmed by heat exchange is cooled when passing through the radiator 35 and supplied to the heat exchanger 32.

  As described above, in the third embodiment, similarly to the first embodiment, the secondary battery 12 is also disposed in the vicinity of the circulation passage 21 through which the first refrigerant for controlling the temperature of the fuel cell 11 passes. Therefore, the same effect as the first embodiment can be obtained.

  In addition, in the third embodiment, the temperature T1 of the fuel cell 11 is detected, and the refrigerant is circulated only in the first circulation passage 31 until the fuel cell 11 reaches an appropriate operating temperature. Therefore, the first refrigerant hardly exchanges heat in the heat exchanger 32 until the fuel cell 11 reaches an appropriate operating temperature. Since the first refrigerant is not cooled, the heating of the secondary battery 12 is further promoted by the first refrigerant that gradually increases in temperature.

  On the other hand, when the fuel cell 11 reaches an appropriate operating temperature, the second refrigerant is also circulated in the second circulation passage 33. Therefore, the heat exchanger 32 is always supplied with the second refrigerant cooled in the radiator 35 and exchanges heat with the first refrigerant in the first circulation passage 31. As a result, the cooled first refrigerant circulates through the first circulation passage 31, so that the fuel cell 11 and the secondary battery 12 are not overheated to an operating temperature or higher.

(Fourth embodiment)
Furthermore, the structure of the different vehicle power supply device 10 is demonstrated.

  FIG. 9 is a configuration diagram of the power supply device for a vehicle, FIG. 9A is a diagram illustrating a state in which only the first refrigerant is circulated, and FIG. 9B is a diagram illustrating a state in which the first refrigerant and the second refrigerant are circulated. FIG. 9C is a diagram showing a state in which the first refrigerant flows while bypassing the secondary battery.

  In the fourth embodiment, a new configuration is partially added to the configuration substantially the same as that of the third embodiment. Therefore, differences from the third embodiment will be described.

  As shown in FIG. 9, in the vehicle power supply device 10 of the fourth embodiment, the first circulation passage 31 is branched in the middle. One is a battery-side passage 41 through which the first refrigerant travels toward the secondary battery 12, and the other is a bypass passage (second bypass passage) 42 that bypasses the secondary battery 12 and travels through the first refrigerant. .

  A three-way valve 43 is provided at the start point of branching of these passages 41 and 42. The three-way valve 43 can switch the traveling direction of the refrigerant to the battery side passage 41 or the bypass passage 42.

  In addition, a second thermometer 44 is attached to the secondary battery 12. The second thermometer 44 detects the temperature of the secondary battery 12.

  In the third embodiment, the control unit 36 is connected to the three-way valve 43 and the second thermometer 44. The control unit 36 controls the three-way valve 43 according to the detection result of the second thermometer 44.

  Next, the operation of the vehicle power supply device will be described.

  FIG. 10 is a flowchart showing the operation of the vehicle power supply device.

  First, the control unit 36 determines whether or not the vehicle has been started (step S31). If the vehicle has not been started (step S31: NO), it waits until it is started.

  When the vehicle is started (step S31: YES), the control unit 36 controls the three-way valve 43 to open the battery side passage 41 and close the bypass passage 42 (step S32). Here, when the vehicle is started, the fuel cell 11 starts discharging, and the secondary battery 12 also starts charging and discharging. The fuel cell 11 and the secondary battery 12 each generate heat and start to rise in temperature.

  Subsequently, the control unit 36 drives the first electric pump 14 (step S33). Then, as shown by an arrow in FIG. 9A, the first refrigerant flows in the vicinity of the fuel cell 11 and the secondary battery 12. The refrigerant is heated by the self-heating of the fuel cell 11 when passing through the vicinity of the fuel cell 11, and the secondary battery 12 is deprived of heat when passing through the vicinity of the secondary battery 12. That is, the heat of the fuel cell 11 is transmitted to the secondary battery 12 through the refrigerant.

  During this time, the temperature T1 of the fuel cell 11 is detected by the thermometer 23 (step S34). It is determined whether or not the detected temperature T1 is equal to or higher than a predetermined temperature Ta (step S35). Here, the predetermined temperature Ta is an appropriate operating temperature of the fuel cell 11.

  When the detected temperature T1 is lower than the predetermined temperature Ta (step S35: NO), the temperature detection by the thermometer 23 is repeated. When the fuel cell 11 is sufficiently warmed and the detected temperature T1 becomes equal to or higher than the predetermined temperature Ta (step S35: YES), the control unit 36 drives the second electric pump 34 (step S36). As a result, the second refrigerant starts to circulate through the second circulation passage 33 as indicated by an arrow in FIG. The second refrigerant circulating in the second circulation passage 33 is heat-exchanged with the first refrigerant circulating in the first circulation passage 31 in the heat exchanger 32. The second refrigerant in the second circulation passage 33 warmed by heat exchange is cooled when passing through the radiator 35 and supplied to the heat exchanger 32.

  Furthermore, the temperature T2 of the secondary battery 12 is detected by the second thermometer 44 (step S37). It is determined whether or not the detected temperature T2 is equal to or higher than a set temperature Tb set higher than the predetermined temperature Ta (step S38). Here, the set temperature Tb is set to a temperature higher than the proper operating temperature of the secondary battery 12.

  When the detected temperature T2 is lower than the set temperature Tb (step S38: NO), the detection of the temperature of the secondary battery 12 is continued. When the detected temperature T2 is equal to or higher than the set temperature Tb (step S38: YES), the control unit 36 controls the three-way valve 43 to close the battery side passage 41 and open the bypass passage 42. (Step S39). Thereby, as shown by an arrow in FIG. 9C, the refrigerant flows bypassing the secondary battery 12.

  Then, it is determined whether or not the detected temperature T2 has returned below the set temperature Tb (step S40). When the temperature T2 has not returned below the set temperature Tb (step S40: NO), the state of the three-way valve 43 is maintained.

  When the temperature T2 returns below the set temperature Tb (step S40: YES), the control unit 36 controls the three-way valve 43 to open the battery side passage 41 and close the bypass passage 42 (see FIG. Step S41). The processing from step S37 to step S41 is repeated until the vehicle is stopped.

  As described above, in the fourth embodiment, the three-way valve 43 is provided in addition to the configuration of the third embodiment. Therefore, when the temperature of the fuel cell 11 suddenly becomes higher than the optimum operating temperature of the secondary battery due to sudden start or the like and the temperature of the fuel cell 11 is transmitted through the first refrigerant, the three-way valve 43 is immediately bypassed by the bypass passage. 42 side. Thereby, it is possible to prevent the high temperature first refrigerant from passing near the secondary battery 12, and the heat is not transmitted to the secondary battery 12. As a result, the temperature of the secondary battery 12 can be maintained at the operating temperature.

  When the temperature of the first refrigerant returns to the optimum operating temperature of the fuel cell 11, the temperature of the secondary battery 12 can be maintained at the appropriate temperature by passing the refrigerant through the battery side passage 41 again.

(Fifth embodiment)
In the fifth embodiment, the vehicle power supply device according to any of the first to fourth embodiments is mounted as a drive power supply to constitute a vehicle.

  For reference, FIG. 11 shows a schematic diagram of an automobile 100 on which the vehicle power supply device 10 is mounted. The vehicle power supply device 10 mounted on the automobile 100 has the characteristics described above. For this reason, the time until the secondary battery reaches the proper operating temperature, that is, the warm-up time is short. The automobile 100 can quickly and efficiently travel.

It is this schematic block diagram of the drive system of a vehicle. It is a block diagram of the power supply device for vehicles. It is a flowchart which shows operation | movement of the power supply device for vehicles. It is a figure which shows schematic structure of a bipolar battery. It is a block diagram of the power supply device for vehicles, 5 (A) is a figure which shows a mode that a refrigerant | coolant is flowed to a bypass side, and 5 (B) is a figure which shows a mode that a refrigerant | coolant is flowed to a radiator side. It is a flowchart which shows operation | movement of the power supply device for vehicles. FIG. 7A is a configuration diagram of a vehicle power supply device, FIG. 7A is a diagram illustrating a state in which only the first refrigerant is circulated, and FIG. 7B is a diagram illustrating a state in which the first refrigerant and the second refrigerant are circulated. It is a flowchart which shows operation | movement of the power supply device for vehicles. FIG. 9A is a configuration diagram of a vehicle power supply device, FIG. 9A is a diagram illustrating a state in which only the first refrigerant is circulated, and FIG. 9B is a diagram illustrating a state in which the first refrigerant and the second refrigerant are circulated. (C) is a figure which shows a mode that a 1st refrigerant | coolant is made to bypass a secondary battery. It is a flowchart which shows operation | movement of the power supply device for vehicles. It is the schematic of the motor vehicle carrying a vehicle power supply device.

Explanation of symbols

10 ... Vehicle power supply device,
11 ... Fuel cell,
12 ... secondary battery,
13 ... 1st circulation passage,
14 ... Electric pump,
15 ... the first radiator,
16, 24, 36 ... control unit,
21, 31 ... first circulation passage,
22 ... Three-way valve,
23. First thermometer,
25 ... heat dissipation passage,
26: Bypass passage,
32 ... heat exchanger,
33 ... the second circulation passage,
34 ... Electric pump,
35 ... radiator,
41 ... Battery side passage,
42. Bypass passage,
43 ... Three-way valve,
44. Second thermometer,
51 ... current collector,
52 ... Positive electrode,
53 ... negative electrode,
54 ... Bipolar electrode,
55 ... electrolyte layer,
92 ... Converter,
94: Inverter,
96 ... motor,
98 ... front wheel,
100 ... an automobile.

Claims (13)

A fuel cell for supplying power for driving the vehicle;
A secondary battery for supplying power together with the fuel cell;
A first circulation passage for circulating a first refrigerant in the vicinity of the fuel cell and the secondary battery;
A power supply device for a vehicle. A first thermometer for detecting the temperature of the fuel cell;
A first switching means capable of branching a part of the first circulation passage into two passages and switching a traveling direction of the first refrigerant;
A first radiator connected to one of the two passages and dissipating the first refrigerant passing therethrough;
When the temperature detected by the first thermometer is lower than a predetermined temperature, the first refrigerant passes through the first bypass passage of the two passages to which the first radiator is not connected. Control means for controlling the switching means;
The vehicle power supply device according to claim 1, further comprising:   When the temperature detected by the first thermometer is equal to or higher than the predetermined temperature, the control means closes the first bypass passage side so that the first refrigerant passes through the first radiator side. The vehicular power supply device according to claim 2 which controls a switching means. A second circulation path through which the second refrigerant can circulate; a pump that starts or stops circulation of the second refrigerant; and a second radiator that is connected to the second circulation path and radiates heat from the second refrigerant. The system,
A heat exchanger for exchanging heat between the first refrigerant and the second refrigerant of the system;
When the temperature detected by the first thermometer is lower than a predetermined temperature, the pump is not driven, and when the temperature exceeds the predetermined temperature, the pump is driven to cool the second refrigerant by the second radiator. Control means to
The vehicle power supply device according to claim 1, further comprising: A second thermometer for detecting the temperature of the secondary battery;
A second bypass passage for the first refrigerant to pass through the bypass battery;
Second switching means capable of switching a traveling direction of the first refrigerant between the secondary battery side and the second bypass passage side;
Control means for controlling the second switching means so that the first refrigerant passes through the second bypass passage when the detection result of the second thermometer is equal to or higher than a set temperature set higher than the predetermined temperature. When,
The vehicle power supply device according to any one of claims 2 to 4, further comprising:   The vehicle power supply device according to any one of claims 2 to 5, wherein the predetermined temperature is a temperature suitable for the operation of the fuel cell. The secondary battery and the fuel cell are arranged side by side,
The vehicular power supply device according to any one of claims 1 to 6, wherein the first refrigerant passes through the vicinity of the secondary battery immediately after passing through the vicinity of the fuel cell.   The secondary battery is a bipolar battery in which a plurality of bipolar electrodes each having a positive electrode formed on one surface of a current collector and a negative electrode formed on the other surface are stacked in series with an electrolyte layer interposed therebetween. The power supply device for vehicles as described in any one of 1-7. The vehicular power supply device according to claim 8, wherein a main active material contained in the positive electrode is LiFePO ₄ . The power supply device according to claim 8 or 9 main active material in the negative electrode is Li ₄ Ti ₅ O _12.   The vehicle power supply device according to any one of claims 8 to 10, wherein a main electrolyte contained in the electrolyte layer comprises a polar polymer and a lithium salt.   The vehicle power supply device according to claim 11, wherein the polar polymer is a polyalkylene oxide.   A vehicle equipped with the vehicle power supply device according to any one of claims 1 to 12.

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