JP2007302123A - Automobile - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an automobile in which a mounted battery can be cooled with a simple configuration. <P>SOLUTION: A battery 1 is installed to be adjacent to a fuel tank 11, so that the heat of the battery can be transmitted to fuel in the fuel tank 11. An ECU 9 decides whether or not it is necessary to cool the battery 1 based on the detection result of a temperature sensor SNS. When it is necessary to cool the battery 1, the ECU 9 controls an electromagnetic valve 15 so that a portion or whole part of the fuel coming out of the fuel tank 11 can be returned through a return piping 14 to the fuel tank 11 again. When the fuel is circulated in this path, heat escapes from the fuel, that is, heat exchange is carried out between the battery 1 and the fuel. Thus, it is possible to cool the battery 1. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to an automobile, and more particularly, to a technology for cooling a storage battery mounted on the automobile.

  BACKGROUND ART Hybrid vehicles and electric vehicles are attracting a great deal of attention against the background of increasing energy saving and environmental problems in recent years. And hybrid vehicles have already been put into practical use.

  A hybrid vehicle is a vehicle that uses a DC power source, an inverter, and a motor driven by the inverter as a power source in addition to a conventional engine. That is, a power source is obtained by driving the engine, a DC voltage from a DC power source is converted into an AC voltage by an inverter, and a motor is further rotated by rotating the converted AC voltage to obtain a power source. .

  In many cases, in a hybrid vehicle, a storage battery is provided to supply power to the motor. Since such a storage battery is required to have a high capacity, the size is also increased. Therefore, various methods for mounting a storage battery on a vehicle have been proposed.

For example, Japanese Patent Laying-Open No. 2001-138553 (Patent Document 1) discloses a lower body structure of a hybrid vehicle. In this hybrid vehicle, in order to reduce the floor while shortening the length in the longitudinal direction of the vehicle, a step portion higher than the main surface of the floor panel is formed on the floor panel below the seat on which the occupant sits. And the fuel tank and storage battery for engines are arrange | positioned in the space of this step part. The storage battery is housed in a case together with a cooling fan.
JP 2001-138754 A

  Japanese Unexamined Patent Publication No. 2001-138553 (Patent Document 1) discloses that a fan for cooling a storage battery is housed in a case together with the storage battery. For this reason, it is considered that the size of the entire case increases, or that the total weight of the battery pack including the storage battery, the cooling device, and the case increases. However, Japanese Patent Laid-Open No. 2001-138553 (Patent Document 1) does not show a method for solving such a problem.

  An object of the present invention is to provide an automobile capable of cooling a mounted storage battery with a simple configuration.

  In summary, the present invention is an automobile, and includes an internal combustion engine, a fuel supply device for supplying fuel to the internal combustion engine, and a storage battery that performs heat exchange with the fuel.

  Preferably, the fuel supply device includes a fuel tank that stores fuel. The storage battery is disposed adjacent to the fuel tank.

More preferably, the storage battery is a bipolar secondary battery.
More preferably, the fuel supply device is provided in a fuel pipe for flowing fuel from the fuel tank toward the internal combustion engine, a return pipe for returning the fuel in the fuel pipe to the fuel tank, and a branch portion between the fuel pipe and the return pipe. And a valve for switching whether or not the fuel flow in the fuel pipe is branched to the return pipe.

  More preferably, the automobile further includes a temperature sensor that detects the temperature of the storage battery, and a control unit that controls the valve based on the detection result of the temperature sensor.

  More preferably, the valve continuously sets a flow rate ratio between the flow rate of the fuel sent to the internal combustion engine via the fuel pipe and the flow rate of the fuel returned to the fuel tank via the return pipe according to the control signal. It is possible to change. An internal combustion engine is a driving source of an automobile. The automobile further includes an electric motor that is another driving source of the internal combustion engine and that is operated by being supplied with power from a storage battery. The control unit determines a distribution ratio between the internal combustion engine and the electric motor with respect to the entire driving force of the automobile according to the vehicle situation. When the detection result of the temperature sensor exceeds a predetermined temperature, the control unit determines the flow rate ratio according to the distribution ratio and sends a control signal indicating the determination result to the valve.

  ADVANTAGE OF THE INVENTION According to this invention, the cooling of the storage battery mounted in a motor vehicle is realizable with a simple structure.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same reference numerals indicate the same or corresponding parts.

FIG. 1 is a schematic configuration diagram of a hybrid vehicle according to the present embodiment.
Referring to FIG. 1, hybrid vehicle 100 includes a battery 1, a power conversion unit (PCU: Power Control Unit) 2, an electric motor 3, an engine (internal combustion engine) 4, a power split mechanism 5, a generator ( Generator) 6, reduction gear 7, drive wheels 8 a and 8 b, ECU 9 for controlling the overall operation of hybrid vehicle 100, and fuel supply device 10.

  Although FIG. 1 shows a hybrid vehicle in which only the front wheels are drive wheels, it is also possible to provide a rear-wheel drive motor to form a 4WD hybrid vehicle.

  The battery 1 is composed of a rechargeable secondary battery. Details of the configuration of the battery 1 will be described later. The power conversion unit 2 includes an inverter (not shown) that converts the DC voltage supplied from the battery 1 into an AC voltage for driving the electric motor 3. This inverter is configured to be capable of bidirectional power conversion, and the generated power (AC voltage) generated by the regenerative braking operation of the electric motor 3 and the generated power (AC voltage) generated by the generator 6 are converted into a DC voltage for charging the battery 1. It also has a function to convert.

  Further, power conversion unit 2 may further include a step-up / down converter (not shown) that performs level conversion of a DC voltage. By arranging such a step-up / step-down converter, the motor 3 can be driven by an AC voltage whose amplitude is higher than the supply voltage of the battery 1, so that the motor drive efficiency can be improved.

  The engine 4 operates when fuel (for example, gasoline) is supplied from the fuel supply device 10. The power split mechanism 5 can divide the driving force generated by the engine 4 into a path for transmitting to the drive wheels 8 a and 8 b via the speed reducer 7 and a path for transmitting to the generator 6. The generator 6 is rotated by the driving force from the engine 4 transmitted through the power split mechanism 5 to generate electric power. The power generated by the generator 6 is used by the power conversion unit 2 as charging power for the battery 1 or driving power for the electric motor 3.

  The electric motor 3 is rotationally driven by the AC voltage supplied from the power conversion unit 2, and the driving force is transmitted to the drive wheels 8 a and 8 b via the speed reducer 7. In addition, during the regenerative braking operation in which the electric motor 3 is rotated as the drive wheels 8a and 8b are decelerated, the electric motor 3 acts as a generator.

  In the hybrid vehicle 100, at the time of starting, at low speed, or at a light load such as when going down a gentle slope, the driving force of the electric motor 3 is used without using the driving force of the engine 4 in order to avoid a region where the engine efficiency is poor. Run. Therefore, in this case, the operation of the engine 4 is stopped except when the warm-up operation is necessary. When warm-up operation is required, the engine 4 is idled.

  On the other hand, during normal travel, the engine 4 is started, and the driving force output from the engine 4 is divided by the power split mechanism 5 into driving force for the driving wheels 8 a and 8 b and driving force for power generation by the generator 6. . The electric power generated by the generator 6 is used to drive the electric motor 3. Therefore, during normal travel, the driving wheels 8a and 8b are driven by assisting the driving force of the engine 4 with the driving force of the electric motor 3. The ECU 9 controls the power split ratio by the power split mechanism 5 so that the overall ratio becomes maximum.

  Furthermore, at the time of full open acceleration, the electric power supplied from the battery 1 is further used for driving the electric motor 3, and the driving force of the driving wheels 8a and 8b is further increased.

  At the time of deceleration and braking, the electric motor 3 is rotationally driven by the drive wheels 8a and 8b to generate electric power. The electric power recovered by the regenerative power generation of the electric motor 3 is converted into a DC voltage by the power conversion unit 2 and used for charging the battery 1. Further, when the vehicle is stopped, the engine 4 is automatically stopped.

  As described above, the hybrid vehicle 100 has a combination of mechanical power (driving force) generated by the engine 4 and mechanical power (driving force) generated by the electric motor 3 using electric energy as a source, that is, in a vehicle situation. Accordingly, the operation of the engine 4 and the electric motor 3 is controlled to drive the vehicle with improved fuel efficiency. If another expression is used, ECU9 will determine the distribution ratio of the driving force of the engine 4 and the electric motor 3 with respect to the total driving force of a vehicle according to a vehicle condition.

FIG. 2 is a diagram showing a configuration of the fuel supply device 10 of FIG.
Referring to FIG. 2, the fuel supply device 10 includes a fuel tank 11, a plurality of injectors 12, a fuel pipe 13, a return pipe 14, an electromagnetic valve 15, a delivery pipe 16, a fuel pressure regulator 17, A fuel pump 18 and a fuel filter 19 are included.

  The fuel tank 11 stores fuel to be supplied to the engine 4. The fuel stored in the fuel tank 11 is discharged at a predetermined pressure by an electric motor-driven fuel pump 18. The fuel pump 18 is controlled based on an output signal from the ECU 9.

  The fuel discharged from the fuel pump 18 is supplied to the fuel pressure regulator 17 through the fuel filter 19. The fuel pressure regulator 17 is arranged on the upstream side of the delivery pipe 16 so that a part of the discharged fuel is returned to the fuel tank 11 when the fuel pressure of the discharged fuel from the fuel pump 18 becomes higher than a predetermined set fuel pressure. Composed. Accordingly, on the downstream side of the fuel pressure regulator 17, the fuel pressure is maintained so as not to become higher than the set fuel pressure.

  The engine 4 shown in FIG. 1 includes a plurality of cylinders (for example, four cylinders). A plurality of injectors 12 (four injectors 12 in FIG. 2) are provided corresponding to each of the plurality of cylinders.

  The discharge side of the fuel pump 18 is connected to a delivery pipe 16 formed as a tubular body having each injector 12 via a fuel filter 19, a fuel pressure regulator 17, and a fuel pipe 13. That is, the delivery pipe 16 receives the fuel discharged from the fuel pump 18 via the fuel pipe 13 from the upstream side, distributes it to each injector 12, and injects it into the engine.

  A solenoid valve 15 is provided at a branch portion between the fuel pipe 13 and the return pipe 14. In response to a control signal from the ECU 9, the electromagnetic valve 15 switches whether or not to branch the fuel flow in the fuel pipe 13 to the return pipe 14. The fuel guided to the return pipe 14 is returned to the fuel tank 11. A fuel circulation path is formed by introducing the fuel to the return pipe 14.

  On the other hand, the solenoid valve 15 sets a fuel supply path so that the fuel discharged from the fuel pump 18 flows directly to the fuel pipe 13 and the delivery pipe 16 when the fuel flow is not branched.

  The electromagnetic valve 15 is supplied to the fuel tank 11 via the fuel pipe 13 (and delivery pipe 16) and the fuel flow rate sent to the engine 4 via the return pipe 14 and the return pipe 14 in response to a control signal from the ECU 9. The flow rate ratio with the flow rate of the returned fuel is continuously (steplessly) changed from 0% to 100%. Here, the flow rate ratio of 0% means that all the fuel discharged from the fuel pump 18 is sent to the fuel pipe 13 and the delivery pipe 16 (sent to the engine 4), and the flow rate ratio is 100%. Means that all the fuel discharged from the fuel pump 18 is returned to the fuel tank 11 via the return pipe 14.

  A case 20 for housing the battery 1 is provided adjacent to the fuel tank 11. A plurality of heat radiation fins 201 are provided on the outer wall of the case 20. A temperature sensor SNS for detecting the temperature of the battery 1 is provided inside the case.

  2 shows that there is a space between the case 20 and the battery 1, the outer wall of the battery 1 is in close contact with the inner wall of the case 20 in order to improve heat transfer from the battery 1 to the case 20. Is preferred.

  Since the battery 1 is provided adjacent to the fuel tank 11, the heat of the battery is transmitted to the fuel in the fuel tank 11. The ECU 9 determines whether or not the battery 1 needs to be cooled based on the detection result of the temperature sensor SNS. When the battery 1 needs to be cooled, the ECU 9 controls the electromagnetic valve 15 so that part or all of the fuel that has come out of the fuel tank 11 returns to the fuel tank 11 again via the return pipe 14. Heat escapes from the fuel as it circulates in this path. That is, heat exchange is performed between the battery 1 and the fuel. Therefore, the battery 1 is cooled.

  Moreover, since the vaporization temperature of gasoline is low (about 30 to 40 degrees), it is possible to cool the battery 1 by removing heat from the battery 1 when the gasoline is vaporized.

  Thus, in this embodiment, since the fuel of the internal combustion engine is used as the cooling medium of the battery 1, the battery 1 can be cooled without using a cooling device such as a cooling fan. Therefore, according to the present embodiment, cooling of battery 1 can be realized with a simple configuration.

  Further, the fuel in the fuel tank 11 is warmed by the battery 1 until the cooling of the battery 1 is started or during the cooling period of the battery 1. As a result, atomization of the fuel is promoted, so that fuel consumption can be reduced and emission performance can be improved.

  Note that heat radiating fins 141 are provided on the outer wall of the return pipe 14. Thereby, heat dissipation of the fuel flowing through the return pipe 14 is promoted.

  Moreover, it is preferable that the return piping 14 is arrange | positioned at the lower part of a vehicle, and is exposed. As a result, the return pipe 14 can receive a running wind when the vehicle is traveling, and thus heat radiation from the fuel flowing through the return pipe 14 is promoted.

  Further, the return pipe 14 may be provided so as to meander along the outer surface of the case 20 of the battery 1. As a result, the cooling performance of the battery 1 can be further enhanced.

  FIG. 3 is a flowchart for explaining a fuel circulation process executed by the ECU 9 of FIG.

  When the process is started with reference to FIG. 3 and FIG. 2, first, in step S <b> 1, the ECU 9 acquires information on the temperature of the battery 1 from the temperature sensor SNS. Based on this information, the ECU 9 determines whether or not the battery 1 needs to be cooled.

  In step S1, the ECU 9 may determine that the battery 1 needs to be cooled when the temperature of the battery 1 detected by the temperature sensor SNS exceeds a predetermined temperature (for example, 60 degrees), or for a predetermined period ( For example, it may be determined that the battery 1 needs to be cooled when the rate of the temperature rise of the battery 1 in a few seconds exceeds a predetermined rate.

  When ECU 9 determines that cooling of battery 1 is necessary (YES in step S1), the fuel is circulated in step S2.

  In step S2, the ECU 9 first determines the engine via the fuel pipe 13 (and the delivery pipe 16) based on the distribution ratio of the driving force between the engine 4 and the electric motor 3 to the total driving force of the hybrid vehicle 100 of FIG. The flow rate ratio between the flow rate of the fuel sent to 4 and the flow rate of the fuel returned to the fuel tank 11 via the return pipe 14 is determined.

  As described above, the hybrid vehicle 100 travels with the driving force of the electric motor 3 without using the driving force of the engine 4 at a light load. In this case, the ECU 9 controls the solenoid valve 15 so that a path for returning all the fuel discharged from the fuel pump 18 to the fuel tank 11 via the return pipe 14 is formed. That is, the ECU 9 sets the flow rate ratio to 100%. Then, the ECU 9 operates the fuel pump 18. Thereby, the fuel is circulated and the battery 1 is cooled.

  When the battery 1 is cooled and the engine 4 is warmed up at a light load, the ECU 9 sends a part of the fuel discharged from the fuel pump 18 to the fuel pipe 13 and the delivery pipe 16. The electromagnetic valve 15 is controlled so that the remainder is sent to the return pipe 14. For example, the ECU 9 sets the flow rate ratio to 80%.

  In addition, when the cooling 1 of the battery 1 is necessary immediately after switching from the light load to the normal running, or when the battery 1 needs to be cooled at the time of full opening acceleration, the ECU 9 is discharged from the fuel pump 18. The solenoid valve 15 is controlled so that a part of the fuel is sent to the fuel pipe 13 and the delivery pipe 16 and the rest is sent to the return pipe 14. For example, the ECU 9 sets the flow rate ratio to 20%.

  As a result, the battery 1 can be cooled while the driving force is output to the engine 4 during normal traveling. In addition, the driving force can be output to the engine 4 at the time of full opening acceleration, and the temperature of the battery 1 can be prevented from significantly increasing when the battery 1 is discharged.

  On the other hand, when ECU 9 determines that cooling of battery 1 is not required (NO in step S1), it controls electromagnetic valve 15 so as not to circulate the fuel in step S3. As a result, all of the fuel discharged from the fuel pump 18 is sent to the fuel pipe 13 and the delivery pipe 16 during normal running or fully open acceleration. That is, the ECU 9 sets the flow rate ratio to 0%.

  When the process of step S2 or step S3 ends, the entire process returns to step S1 again.

  In this way, the ECU 9 determines the flow rate ratio according to the vehicle situation (the distribution ratio of the driving force between the engine 4 and the electric motor 3). Then, the ECU 9 sends a control signal corresponding to the determined flow rate ratio to the electromagnetic valve 15. The electromagnetic valve 15 changes the flow rate ratio according to the control signal. Therefore, according to the present embodiment, battery 1 can be cooled without affecting traveling, particularly when traveling using the driving force of the engine.

  Various secondary batteries can be used as the battery 1. In particular, in this embodiment, it is preferable to use a “bipolar secondary battery” as the secondary battery.

  In recent years, lithium secondary ion batteries capable of achieving high energy density and high output density have been developed and used as large-capacity power sources for hybrid vehicles and electric vehicles. When a lithium secondary ion battery is used in a hybrid vehicle, an electric vehicle, or the like, a plurality of unit batteries (battery cells) are connected in series in order to ensure a large output.

  However, when a battery is connected via a connection member (such as a bus bar), the output of the battery is reduced due to the electrical resistance of the connection member. Furthermore, as the ratio of the volume occupied by the connection member to the entire volume of the battery increases, the output density and energy density of the battery of the battery decrease.

  The bipolar secondary battery is one of the batteries that can solve such a problem, and allows the resistance between the battery cells to be reduced and enables the miniaturization. Bipolar secondary batteries generally have a structure in which a plurality of bipolar electrodes are stacked via an electrolyte. Here, the bipolar electrode is, for example, an electrode in which a positive electrode active material layer is formed on one surface of a current collecting member formed in a sheet shape and a negative electrode active material layer is formed on the other surface of the current collecting member. Means.

  By reducing the thickness of the bipolar electrode, the thickness of the bipolar secondary battery can be reduced and the weight of the bipolar secondary battery can be reduced. Therefore, by using a bipolar secondary battery for the battery 1, the degree of freedom of battery arrangement in the hybrid vehicle can be increased.

  That is, by using a bipolar secondary battery for the battery 1, it becomes easy to provide the battery 1 adjacent to the fuel tank 11 as shown in FIG.

FIG. 4 is a perspective view showing the battery 1 of FIG.
Referring to FIG. 4, a battery (bipolar secondary battery) 1 is formed by stacking a plurality of battery cells 25. The battery 1 has a substantially rectangular parallelepiped shape.

FIG. 5 is a cross-sectional view taken along line VV in FIG.
5 and 4, the battery cell 25 includes a positive electrode active material layer 28 that forms a positive electrode, a negative electrode active material layer 26 that forms a negative electrode, and a positive electrode active material layer 28 and a negative electrode active material layer 26. It comprises an intervening electrolyte layer 27. The electrolyte layer 27 is a layer formed from a material exhibiting ionic conductivity. The electrolyte layer 27 may be a solid electrolyte or a gel electrolyte. By interposing the electrolyte layer 27, ion conduction between the positive electrode active material layer 28 and the negative electrode active material layer 26 becomes smooth, and the output of the bipolar secondary battery can be improved.

  The plurality of battery cells 25 are stacked such that the positive electrode active material layer 28 and the negative electrode active material layer 26 face each other at positions adjacent to each other in the stacking direction. Between each of the battery cells 25, a sheet-like current collecting foil 29 is provided. A positive electrode active material layer 28 is formed on one surface 29 b of the current collector foil 29, and a negative electrode active material layer 26 is formed on the other surface 29 a of the current collector foil 29. The positive electrode active material layer 28 and the negative electrode active material layer 26 are formed on the surface of the current collector foil 29 by sputtering, for example.

  A set of the positive electrode active material layer 28, the current collector foil 29, and the negative electrode active material layer 26 disposed between the electrolyte layers 27 adjacent to each other in the stacking direction of the battery cells 25 constitutes the bipolar electrode 30. In a bipolar secondary battery, both a positive electrode active material layer 28 forming a positive electrode and a negative electrode active material layer 26 forming a negative electrode are formed on one bipolar electrode 30.

  The plurality of battery cells 25 include a battery cell 25 m disposed on the side closest to the negative electrode current collector plate 21 and a battery cell 25 n disposed on the side closest to the positive electrode current collector plate 23. The battery cell 25m is provided such that the negative electrode active material layer 26 is disposed at the end on the negative electrode current collector plate 21 side. The battery cell 25n is provided so that the positive electrode active material layer 28 is disposed at the end on the positive electrode current collector plate 23 side. As a result, the negative electrode current collector plate 21 is brought into contact with the negative electrode active material layer 26 of the battery cell 25m, and the positive electrode current collector plate 23 is laminated so as to be in contact with the positive electrode active material layer 28 of the battery cell 25n.

  An insulating film 24 is laminated so as to contact the surface of the negative electrode current collector plate 21. An insulating film 24 is laminated so as to be in contact with the surface of the positive electrode current collector plate 23. As a result, the bipolar secondary battery can be brought into direct contact with the fuel tank 11 shown in FIG. 2, so that the cooling efficiency of the bipolar secondary battery can be increased. When the bipolar secondary battery is brought into direct contact with the fuel tank 11, for example, the bipolar secondary battery comes into contact with the bottom surface of the fuel tank 11 and is fixed by a support member.

  Subsequently, each member constituting the battery 1 (bipolar secondary battery) in FIGS. 4 and 5 will be described in detail. The current collector foil 29 is made of, for example, aluminum. In this case, even if the active material layer provided on the surface of the current collector foil 29 contains a solid polymer electrolyte, the mechanical strength of the current collector foil 29 can be sufficiently ensured. The current collector foil 29 may be formed by coating aluminum on the surface of a metal other than aluminum, such as copper, titanium, nickel, stainless steel (SUS), or an alloy thereof.

  The positive electrode active material layer 28 includes a positive electrode active material and a solid polymer electrolyte. The positive electrode active material layer 28 includes a supporting salt (lithium salt) for increasing ion conductivity, a conductive auxiliary agent for increasing electronic conductivity, NMP (N-methyl-2-pyrrolidone) as a solvent for adjusting slurry viscosity, AIBN (azobisisobutyronitrile) as a polymerization initiator may be included.

As the positive electrode active material, a composite oxide of lithium and a transition metal, which is generally used in a lithium ion secondary battery, can be used. As the positive electrode active material, for example, 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, such as LiFeO ₂ Examples include Li · Fe-based composite oxides. In addition, transition metal oxides such as LiFePO ₄ and lithium and sulfuric acid compounds; transition metal oxides and sulfides such as V ₂ O ₅ , MnO ₂ , TiS ₂ , MoS ₂ , MoO ₃ ; PbO ₂ , AgO, NiOOH etc. are mentioned.

The solid polymer electrolyte is not particularly limited as long as it is a polymer exhibiting ion conductivity, and examples thereof include polyethylene oxide (PEO), polypropylene oxide (PPO), and copolymers thereof. Such a polyalkylene oxide polymer readily dissolves lithium salts such as LiBF ₄ , LiPF ₆ , LiN (SO ₂ CF ₃ ) ₂ , and LiN (SO ₂ C ₂ F ₅ ) ₂ . The solid polymer electrolyte is contained in at least one of the positive electrode active material layer 28 and the negative electrode active material layer 26. More preferably, the solid polymer electrolyte is included in both the positive electrode active material layer 28 and the negative electrode active material layer 26.

As the supporting salt, Li (C ₂ F ₅ SO ₂ ) ₂ N, LiBF ₄ , LiPF ₆ , LiN (SO ₂ C ₂ F ₅ ) ₂ , or a mixture thereof can be used. As the conductive auxiliary agent, acetylene black, carbon black, graphite or the like can be used.

  The negative electrode active material layer 26 includes a negative electrode active material and a solid polymer electrolyte. The negative electrode active material layer is composed of a supporting salt (lithium salt) for increasing ion conductivity, a conductive auxiliary agent for increasing electronic conductivity, NMP (N-methyl-2-pyrrolidone) as a solvent for adjusting slurry viscosity, polymerization AIBN (azobisisobutyronitrile) as an initiator may be included.

  As a negative electrode active material, the material generally used with a lithium ion secondary battery can be used. However, when a solid electrolyte is used, it is preferable to use a composite oxide of carbon or lithium and a metal oxide or metal as the negative electrode active material. More preferably, the negative electrode active material is a composite oxide of carbon or lithium and a transition metal. More preferably, the transition metal is titanium. That is, the negative electrode active material is more preferably titanium oxide or a composite oxide of titanium and lithium.

As the solid electrolyte for forming the electrolyte layer 27, for example, a solid polymer electrolyte such as polyethylene oxide (PEO), polypropylene oxide (PPO), or a copolymer thereof can be used. The solid electrolyte includes a supporting salt (lithium salt) for ensuring ionic conductivity. As the supporting salt, LiBF ₄ , LiPF ₆ , LiN (SO ₂ CF ₃ ) ₂ , LiN (SO ₂ C ₂ F ₅ ) ₂ , or a mixture thereof can be used.

  Further, specific examples of materials for forming the positive electrode active material layer 28, the negative electrode active material layer 26, and the electrolyte layer 27 are shown in Tables 1 to 3. Table 1 shows specific examples when the electrolyte layer 27 is an organic solid electrolyte, Table 2 shows specific examples when the electrolyte layer 27 is an inorganic solid electrolyte, and Table 3 shows that the electrolyte layer 27 is A specific example in the case of a gel electrolyte is shown.

  FIG. 6 is a diagram showing a state where a bipolar secondary battery is mounted in the automobile of the present embodiment. 6 is a view as seen from the lower side of the hybrid vehicle 100 of FIG.

  Referring to FIG. 6, fuel tank 11, battery 1, fuel pipe 13, return pipe 14, and electromagnetic valve 15 are arranged below hybrid vehicle 100. The battery 1 (bipolar secondary battery) is attached to the bottom surface of the fuel tank 11. As shown in FIG. 6, a plurality of heat radiation fins 201 are attached to the battery 1 (bipolar secondary battery). Thus, when the hybrid vehicle is traveling, heat radiation from the plurality of heat radiation fins 201 is promoted by the traveling wind.

  When fuel is supplied from the fuel tank 11 to the engine (not shown in FIG. 6), the fuel flows from the fuel tank 11 to the fuel pipe 13. On the other hand, when the battery 1 is cooled, the fuel flowing from the fuel tank 11 returns to the fuel tank again via the fuel pipe 13, the electromagnetic valve 15 and the return pipe 14.

  By transferring the heat of the battery 1 to the gasoline in the fuel tank 11, for example, the temperature of the gasoline coming out of the fuel tank becomes 40 degrees. Gasoline is cooled by the traveling wind while flowing through the return pipe 14. The temperature of gasoline when returning to the fuel tank 11 is, for example, about 20 degrees.

  In FIG. 6, the fuel tank 11 and the battery 1 are shown to be arranged at positions close to the rear wheels 42a and 42b, but the fuel tank 11 and the battery 1 are not particularly limited to be arranged at this position. The arrangement of the fuel tank 11 and the battery 1 is set appropriately.

  In the present embodiment, a hybrid vehicle using an engine and an electric motor as power sources is shown as an example of a vehicle equipped with the cooling system of the present invention. However, the present invention can also be applied to a fuel cell vehicle using a fuel cell as a DC power source, for example.

  Generally, a fuel cell vehicle is provided with a storage battery for recovering regenerative energy generated during motor regeneration. In such a fuel cell vehicle, the storage battery is charged using the electric power generated by the motor during the regenerative operation of the motor, or the fuel cell and the storage battery are used together to supply higher voltage electric power to the motor. Supply is performed. A fuel cell is a DC power generation cell that obtains electrical energy from chemical reaction energy generated by a chemical reaction between a fuel such as hydrogen and an oxidant. For example, in such a fuel cell vehicle, the bipolar secondary battery may be cooled by contacting it with a hydrogen tank.

  Further, the present invention can be applied to an automobile in which only an engine is mounted as a power source and a storage battery is mounted to supply power to an auxiliary machine such as an air conditioner.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

1 is a schematic configuration diagram of a hybrid vehicle of an embodiment. It is a figure which shows the structure of the fuel supply apparatus 10 of FIG. It is a flowchart explaining the fuel circulation process performed by ECU9 of FIG. It is a perspective view which shows the battery 1 of FIG. It is sectional drawing according to the VV line | wire of FIG. It is a figure which shows the state which mounted the bipolar secondary battery in the motor vehicle of this Embodiment.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 Battery, 2 Electric power conversion part, 3 Electric motor, 4 Engine, 5 Power split mechanism, 6 Generator, 7 Reducer, 8a, 8b Drive wheel, 10 Fuel supply apparatus, 11 Fuel tank, 12 Injector, 13 Fuel piping, 14 Return Piping, 15 Solenoid valve, 16 Delivery pipe, 17 Fuel pressure regulator, 18 Fuel pump, 19 Fuel filter, 20 Case, 21 Negative current collector, 23 Positive current collector, 24 Insulating film, 25, 25 m, 25 n Battery cell, 26 Negative electrode active material layer, 27 Electrolyte layer, 28 Positive electrode active material layer, 29 Current collector foil, 29a, 29b surface, 30 Bipolar electrode, 41 Muffler, 42a, 42b Rear wheel, 100 Hybrid vehicle, 141, 201 Radiation fin, S1 ~ S3 step, SNS temperature sensor.

Claims (6)

An internal combustion engine;
A fuel supply device for supplying fuel to the internal combustion engine;
An automobile comprising a storage battery that exchanges heat with the fuel. The fuel supply device includes:
A fuel tank for storing the fuel;
The automobile according to claim 1, wherein the storage battery is disposed adjacent to the fuel tank.   The automobile according to claim 2, wherein the storage battery is a bipolar secondary battery. The fuel supply device includes:
Fuel piping for flowing the fuel from the fuel tank toward the internal combustion engine;
A return pipe for returning the fuel in the fuel pipe to the fuel tank;
The vehicle according to claim 2, further comprising a valve provided at a branch portion between the fuel pipe and the return pipe and configured to switch whether or not to branch the fuel flow in the fuel pipe to the return pipe. The car is
A temperature sensor for detecting the temperature of the storage battery;
The automobile according to claim 4, further comprising a control unit that controls the valve based on a detection result of the temperature sensor. The valve is a flow rate ratio between a flow rate of the fuel sent to the internal combustion engine via the fuel pipe and a flow rate of the fuel returned to the fuel tank via the return pipe in response to a control signal. Can be changed continuously,
The internal combustion engine is a drive source of the automobile,
The car is
An electric motor that is another driving source of the internal combustion engine and that is operated by being supplied with power from the storage battery;
The control unit determines a distribution ratio between the internal combustion engine and the electric motor with respect to a total driving force of the automobile according to a vehicle situation, and when a detection result of the temperature sensor exceeds a predetermined temperature, The automobile according to claim 5, wherein the flow rate ratio is determined according to a distribution ratio, and the control signal indicating the determination result is sent to the valve.

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