JP2006151091A - Vehicular power source and vehicle mounted with the same - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular power source capable of shortening warming time, and promptly materializing efficient traveling. <P>SOLUTION: The vehicular power source 10 comprises an engine 11 supplying driving force of a vehicle, a secondary battery 12 supplying electric power with the engine 11, and a circulating passage 13 circulating coolant near the engine 11 and the secondary battery 12. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a vehicle power source having an internal combustion engine and a secondary battery, and a vehicle equipped with the same.

In recent years, there are vehicles equipped with a secondary battery in addition to an internal combustion engine. In such a vehicle, the secondary battery is charged using the power generated by the internal combustion engine. When the secondary battery is fully charged, the fuel supply to the internal combustion engine is cut off, and instead the secondary battery is discharged to drive the motor to obtain power. Thereby, driving | running | working with sufficient fuel efficiency is attained (for example, refer patent document 1).
JP 2003-264904 A

  However, in a vehicle that employs the above-described technology, the secondary battery cannot obtain a desired high output until it reaches an appropriate temperature for operation (hereinafter referred to as an appropriate temperature for operation). That is, efficient running cannot be performed until the warm-up time until the secondary battery reaches the proper operating temperature has elapsed.

  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 source capable of shortening the warm-up time and realizing efficient traveling quickly and a vehicle equipped with the same.

  The vehicle power source according to the present invention includes an internal combustion engine that supplies a driving force of the vehicle, a secondary battery that supplies electric power together with the internal combustion engine, and a circulation passage that circulates refrigerant in the vicinity of the internal combustion engine and in the vicinity of the secondary battery. And having.

  According to the vehicle power source of the present invention, the refrigerant circulates in the vicinity of the internal combustion engine and the secondary battery. When the refrigerant heated by the internal combustion engine passes in the vicinity of the secondary battery, the secondary battery is heated by the refrigerant, so that the time until the secondary battery reaches the proper operating temperature, that is, the warm-up time can be shortened. Therefore, the maximum output of the secondary battery can be obtained quickly, and efficient traveling can be realized in 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 an engine (internal combustion engine) 11, an electromagnetic clutch 91, a generator 92, an inverter 93, a secondary battery 12, a motor 94, a power transmission belt 95, and wheels 96.

  The engine 11 generates vehicle driving power by supplying fuel such as gasoline.

  The electromagnetic clutch 91 transmits the driving force generated by the engine 11 to the wheels 96 as appropriate.

  The power transmission belt 95 transmits the driving force transmitted through the electromagnetic clutch 91 to the rotating shaft of the wheel 96.

  The generator 92 is rotated by the power generated by the engine and generates electricity by the rotation.

  The inverter 93 converts the electric power generated by the generator 92 and transmits it to the secondary battery.

  The secondary battery is a chargeable / dischargeable battery and is charged by the electric power generated by the generator 92. Examples of the secondary battery include a lithium ion secondary battery, a nickel hydride secondary battery, and a lead acid secondary battery. As the secondary battery, a lithium ion secondary battery is preferably used. The secondary battery discharges when it is fully charged.

  The motor 94 is rotated by electric power discharged from the bipolar battery. The rotational power of the motor 94 is transmitted to the rotational shaft of the wheel 96 via the power transmission belt 95.

  When the secondary battery is not charged by the above driving system, the wheel 96 is driven by the driving force of the engine. When the secondary battery is fully charged, the engine stops power generation and drives the motor 94 by discharging the secondary battery. Then, the wheel 96 is driven by the rotational power of the motor 94.

  A vehicle power source is configured including the engine 11 and the secondary battery 12.

(First embodiment)
FIG. 2 is a configuration diagram of a vehicle power source.

  The vehicle power source 10 includes an engine 11, a secondary battery 12, a circulation passage (circulation passage) 13, a radiator 14, a thermostat 15, and an electric pump 16.

  The engine 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 therein, and the flow path is filled with the refrigerant. Circulation passage 13 is arranged so that the refrigerant passes in the vicinity of engine 11 and in the vicinity of secondary battery 12. The refrigerant that has passed through the vicinity of the engine 11 and the secondary battery 12 circulates in the circulation passage 13 and is supplied to the engine 11 and the secondary battery 12 again.

  The circulation passage 13 is branched on the way to form two passages. A radiator 14 is connected to one passage 13a. Nothing is connected to the other passage 13b, and the refrigerant is passed therethrough. A thermostat 15 is provided at the junction of the branched passages.

  The radiator 14 cools the refrigerant heated by passing through the engine 11 and the secondary battery 12. Here, the radiator 14 maintains the refrigerant temperature in the vicinity of, for example, 80 to 100 ° C. so that the refrigerant does not exceed a predetermined temperature, that is, the engine 11 does not overheat.

  The thermostat (refrigerant passage adjusting means) 15 includes a sensitive body (not shown) that expands and contracts in response to a temperature change. The sensitive body is connected to a valve (not shown) provided in the thermostat 15. The valve is biased to close the passage 13a by a spring. When the sensitive body expands, the valve is opened and the passage 13a is opened against the bias of the spring. For example, the thermostat 15 closes the passage 13a and prohibits passage of refrigerant when the temperature of the refrigerant is lower than 80 ° C., and allows passage of the refrigerant by opening the passage 13a and above 80 ° C. As the sensitive body, wax (wax) or shape memory alloy can be used.

  When the electric pump 16 is driven, the refrigerant is circulated in the circulation passage 13 as indicated by arrows in the figure. The refrigerant that has passed in the vicinity of the engine 11 passes in the vicinity of the secondary battery 12.

(Function)
Next, the operation of the vehicle power source will be described.

  When the vehicle is started, the electric pump 16 is driven by a control unit (not shown). Thereby, the refrigerant circulates in the circulation passage 13. Here, the refrigerant is cold when the vehicle is started, that is, during the warm-up operation. Therefore, since the refrigerant passing through the thermostat 15 is also cooled, the passage 13a is closed by the action of the valve in the thermostat 15.

  During the warm-up operation, as indicated by an arrow in FIG. 2A, the refrigerant is circulated while avoiding the radiator 14.

  And the temperature of a refrigerant | coolant also improves with the temperature rise of the engine 11, and the temperature of a refrigerant | coolant will be 80 degreeC or more. That is, the warm-up operation ends. Then, the valve of the thermostat 15 opens the passage 13a. As a result, the refrigerant begins to pass through both the passages 13a and 13b. Therefore, the refrigerant having reached 80 ° C. or higher is radiated in the radiator 14, and the temperature of the refrigerant is maintained at an appropriate temperature of 80 ° C. to 100 ° C.

  As described above, in the present embodiment, the secondary battery 12 is disposed in the middle of the circulation passage 13 for maintaining the engine 11 at an appropriate operating temperature. Therefore, the secondary battery 12 is warmed by the refrigerant whose temperature has increased due to the heat generated by the engine 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 maximum output of the secondary battery can be obtained quickly, and efficient traveling can be realized in the vehicle.

  In particular, the engine 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 engine 11. Therefore, the refrigerant warmed by the engine 11 does not release heat naturally, and the secondary battery 12 can be efficiently heated.

  Furthermore, after the warm-up time has elapsed, that is, when the refrigerant temperature becomes 80 ° C. or higher, the passage 13a to which the radiator 14 is connected is automatically opened by the thermostat 15. Thereby, the refrigerant is radiated and the temperature of the refrigerant is maintained at an appropriate temperature of 80 to 100 ° C. at which the engine 11 does not overheat. The appropriate temperature is in common with the temperature suitable for operating the secondary battery 12. Therefore, not only the engine 11 but also the secondary battery 12 can be simultaneously maintained at an appropriate temperature.

  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 source more suitable for application to a vehicle can be obtained.

  A brief description will be given of applicable bipolar batteries.

  FIG. 3 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, there is no possibility of liquid leakage, and 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 source 10 ′ different from the first embodiment will be described.

  4A and 4B are configuration diagrams of the vehicle power source. FIG. 4A is a diagram illustrating a state in which the refrigerant is flowed to the secondary battery side, and FIG. 4B is a diagram illustrating a state in which the refrigerant is flowed to the bypass side.

  As shown in FIG. 4, in the second embodiment, a bypass passage 13c, a three-way valve 17, a thermometer 18, and a control unit 19 are added to the configuration of the first embodiment. The same components as those in the first embodiment are denoted by the same reference numerals, and description thereof is omitted.

  The bypass passage 13c is a path for bypassing the vicinity of the secondary battery 12 and flowing the refrigerant. The bypass passage 13 c is a route branched from the three-way valve 17.

  The three-way valve 17 is disposed at a branch point where the circulation passage 13 is divided into two passages. The three-way valve 17 can switch whether the refrigerant flows to the secondary battery 12 side or the bypass passage 13c. Hereinafter, the passage on the secondary battery 12 side is referred to as a secondary battery passage 13d. The three-way valve 17 is connected to the control unit 19 and the switching of the flow path is controlled.

  The thermometer 18 measures the temperature T <b> 1 of the secondary battery 12 and outputs the measurement result to the control unit 19.

  The control unit 19 controls switching of the three-way valve 17 based on the measured temperature T1 of the thermometer 18. The control unit 19 is also connected to the electric pump 16 and drives the electric pump 16 based on the start of the vehicle.

  Next, the operation of the vehicle power source 10 'will be described.

  FIG. 5 is a flowchart showing the operation of the vehicle power source.

  First, the control unit 19 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 19 controls the three-way valve 17 to open the secondary battery 12 and close the bypass passage 13c (step S2). Here, when the vehicle is started, the engine 11 starts driving, and the secondary battery 12 also starts charging and discharging. The engine 11 and the secondary battery 12 each generate heat and start to rise in temperature.

  Subsequently, the control unit 19 drives the electric pump 16 (step S3). Then, the refrigerant circulates in the circulation passage 13 as indicated by an arrow in FIG. Since the temperature of the refrigerant is low at the beginning of the engine, the refrigerant circulates without passing through the radiator 14 by the action of the thermostat 15 as in the first embodiment. In addition, the refrigerant passes only through the secondary battery passage 13d without passing through the bypass passage 13c due to the action of the three-way valve 17. The refrigerant is heated by self-heating of the engine 11 when passing through the vicinity of the engine 11, and heat is applied to the secondary battery 12 when passing through the vicinity of the secondary battery 12. That is, the heat of the engine 11 is transmitted to the secondary battery 12 through the refrigerant.

  The temperature T1 of the secondary battery 12 is detected by the thermometer 18 (step S4). It is determined whether the detected temperature T1 is equal to or higher than a predetermined temperature Ta (step S5). Here, the predetermined temperature Ta is an appropriate operating temperature of the secondary battery 12, and is 90 ° C., for example.

  When the detected temperature T1 is lower than the predetermined temperature Ta (step S5: NO), the temperature detection by the thermometer 18 is repeated. When the engine 11 is sufficiently warmed and the detected temperature T1 becomes equal to or higher than the predetermined temperature Ta (step S5: YES), the control unit 19 controls the three-way valve 17 to close the secondary battery 12 side, bypass path The 13c side is opened (step S6). As a result, the refrigerant circulates in the circulation passage 13 as indicated by an arrow in FIG. That is, when the temperature of the secondary battery 12 is 90 ° C. or higher, the temperature of the refrigerant is close to that, so that the refrigerant also passes through the radiator 14 by the action of the thermostat 15. Thereby, the temperature of the refrigerant is kept constant. The refrigerant passes through the bypass passage 13c and does not pass through the secondary battery passage 13d by the action of the three-way valve 17.

  Subsequently, the temperature T1 of the secondary battery 12 is detected (step S7). It is determined whether or not the detected temperature T1 is lower than a predetermined temperature Tb (step S8). Here, the predetermined temperature Tb is a lower limit value of the operation appropriate temperature of the secondary battery 12, and is 80 ° C., for example.

  When the detected temperature T1 is lower than the predetermined temperature Tb (step S8: YES), the process returns to step S2. That is, the refrigerant passes through the secondary battery passage 13d again.

  If the detected temperature T1 is equal to or higher than the predetermined temperature Tb (step S8: NO), it is determined whether or not the engine is stopped (step S9).

  If the engine is not stopped (step S9: NO), the process returns to step S7, and the temperature T1 of the secondary battery 12 is detected. If the engine is stopped (step S9: YES), the process ends.

  When the engine is stopped, the process can be terminated at any of the steps described above.

  As described above, in the second embodiment, the temperature T1 of the secondary battery 12 is detected, and the refrigerant is passed through the secondary battery passage 13d by controlling the three-way valve 17 until the temperature T1 becomes equal to or higher than the predetermined temperature Ta. . Therefore, the secondary battery 12 is warmed by the refrigerant heated by the engine 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 maximum output of the secondary battery can be obtained quickly, and efficient traveling can be realized in the vehicle.

  Further, when the temperature of the secondary battery 12 becomes equal to or higher than the optimum operating temperature Ta, the refrigerant is stopped from passing through the secondary battery passage 13d, and the refrigerant is passed through the bypass passage 13c. Therefore, when the temperature of the engine 11 rises abnormally due to sudden acceleration of the vehicle, the abnormally heated refrigerant does not pass through the vicinity of the secondary battery 12. Therefore, the secondary battery 12 is not heated more than necessary. It is possible to prevent the secondary battery 12 from being damaged or deteriorating due to overheating.

  Similarly to the first embodiment, when the temperature of the refrigerant reaches about 80 ° C. due to the action of the thermostat 15, the refrigerant also flows through the radiator 14. Therefore, normally, the temperature of the refrigerant can be maintained at an appropriate operating temperature for the engine 11 and the secondary battery 12.

(Third embodiment)
In the third embodiment, a vehicle is configured by mounting the vehicle power source of the first embodiment and the second embodiment as a drive power source.

  For reference, FIG. 6 shows a schematic diagram of an automobile 100 on which the vehicle power source 10 is mounted. The vehicle power source 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. Therefore, 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 motive power source for vehicles. It is a figure which shows schematic structure of a bipolar battery. It is a block diagram of the motive power source for vehicles, (A) The figure which shows a mode that a refrigerant | coolant is flowed to the secondary battery side, (B) is a figure which shows a mode that a refrigerant | coolant is made to flow to a bypass side. It is a flowchart which shows operation | movement of the motive power source for vehicles. It is the schematic of the motor vehicle carrying a vehicle power source.

Explanation of symbols

10 ... Power source for vehicle,
11 ... Engine,
12 ... secondary battery,
13 ... circulation passage,
13a, 13b ... passage,
13c ... bypass passage,
13d ... Secondary battery passage,
14 ... radiator
15 ... Thermostat,
16 ... Electric pump,
17 ... Three-way valve,
18 ... thermometer,
19 ... control unit,
51 ... current collector,
52 ... Positive electrode,
53 ... negative electrode,
54 ... Bipolar electrode,
55 ... electrolyte layer,
80 ... suitable temperature,
91 ... Electromagnetic clutch,
92 ... Generator,
93 ... Inverter,
94 ... motor,
95 ... Power transmission belt,
96 ... wheel.

Claims (11)

An internal combustion engine that supplies the driving force of the vehicle;
A secondary battery for supplying electric power together with the internal combustion engine;
A circulation passage for circulating a refrigerant in the vicinity of the internal combustion engine and the secondary battery;
A vehicle power source. The circulation passage is partially branched to form two passages,
In one of the two passages,
A radiator that dissipates the refrigerant passing through;
A refrigerant passage adjusting means for allowing the passage of the refrigerant by opening a valve when a predetermined temperature or more is reached;
The power source for vehicles according to claim 1 to which is connected. A thermometer for detecting the temperature of the secondary battery;
A bypass passage for the refrigerant to pass through the bypass battery;
A switching means capable of switching the traveling direction of the refrigerant between the secondary battery side and the bypass passage side;
When the detection result of the thermometer is equal to or higher than the predetermined temperature, the switching unit is controlled so that the refrigerant passes through the bypass passage, and when the detection result is lower than the predetermined temperature, the refrigerant passes near the secondary battery. Control means for
The vehicle power source according to claim 1, further comprising:   The vehicle power source according to any one of claims 1 to 3, wherein the predetermined temperature is a temperature suitable for the operation of the secondary battery. The secondary battery and the internal combustion engine are arranged side by side,
The vehicle power source according to any one of claims 1 to 4, wherein the refrigerant passes through the vicinity of the secondary battery immediately after passing through the vicinity of the internal combustion engine.   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 source for vehicles as described in any one of 1-5. The vehicle power source according to claim 6, wherein a main active material contained in the positive electrode is LiFePO ₄ . The power source for a vehicle according to claim 6 or 7 main active material in the negative electrode is Li ₄ Ti ₅ O _12.   The vehicle power source according to any one of claims 6 to 8, wherein a main electrolyte contained in the electrolyte layer comprises a polar polymer and a lithium salt.   The vehicle power source according to claim 9, wherein the polar polymer is a polyalkylene oxide.   A vehicle equipped with the vehicle power source according to any one of claims 1 to 10.

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