JP2016119195A - Temperature control device for vehicular molten salt battery - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a temperature control device for a vehicular molten salt battery that can efficiently raise the temperature of the molten salt battery without adding any heat source such as a heater and maintaining the temperature of the molten salt battery itself within an operational temperature range.SOLUTION: A temperature control device for a vehicular molten salt battery has: an engine (2); a dynamo (3); a plurality of power storage parts (14) each consisting of a molten salt battery (20); a plurality of heat exchange passages (15) in which refrigerants pass to exchange heat between the refrigerant and power storage parts; a heat exchange circuit (30) consisting of a plurality of flow rate control valves (18) provided on refrigerant inflow port sides of the heat exchange passages; a refrigerant supply circuit (20) which supplies refrigerants having been heated with waste heat of the engine to the plurality of heat exchange circuits; a temperature detection part (15) which detects temperatures of the plurality of heat storage parts; and a temperature control part (50) which warms up the plurality of power storage parts, the temperature control part warming up power storage parts whose temperatures are lower than a lower-limit value of the operational temperature range of the molten salt batteries.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a temperature control device for a vehicle molten salt battery, and more particularly to a technique for maintaining the operating temperature of a vehicle molten salt battery.

  In recent years, taking into consideration environmental problems and the like, development of hybrid electric vehicles using an engine and a motor as drive sources has been progressing. Such a hybrid vehicle is equipped with a large-capacity battery. However, if the battery is not within an appropriate temperature range, the charge / discharge efficiency is significantly reduced, and the life of the battery itself is shortened. In addition, the range of use of the hybrid system is limited, and the fuel efficiency improvement effect cannot be obtained.

  Therefore, for example, in a usage environment that is below freezing, such as in winter, it is necessary to warm up the battery temperature to a usable temperature range. For example, in Patent Document 1, a circulation path through which refrigerant circulates is formed in the vicinity of the engine and in the vicinity of the battery, and the battery is warmed up together with the warming up of the engine immediately after starting the vehicle.

  By the way, as a secondary battery used for a power source for driving a hybrid vehicle, a lithium ion battery, a nickel metal hydride battery, and the like have been conventionally known. However, in recent years, a high energy density and large capacity molten salt battery is used. Is being studied and researched and developed. For example, Patent Document 2 discloses mounting a molten salt battery on a vehicle.

JP 2006-151091 A JP 2012-174526 A

  However, such a molten salt battery has an operating temperature range that is relatively higher than that of a lithium ion battery, a nickel metal hydride battery, or the like. Therefore, although the cooling system can be simplified, the molten salt battery itself is at least within the operating temperature range. It is important to efficiently raise the temperature to the lower limit and maintain the temperature of the molten salt battery itself within the operating temperature range.

  The present invention has been made to solve such problems. The object of the present invention is to efficiently raise the temperature of the molten salt battery without adding a heat source such as a heater, and to improve the temperature of the molten salt battery itself. An object of the present invention is to provide a temperature control device for a molten salt battery for a vehicle that can maintain the temperature within an operating temperature range.

  SUMMARY An advantage of some aspects of the invention is to solve at least a part of the problems described above, and the invention can be implemented as the following aspects or application examples.

  As a first aspect of the present invention, an engine that is a drive source of a vehicle, a generator that generates electric power by driving the engine, and at least one molten salt battery is provided, and power is supplied to equipment mounted on the vehicle. And a plurality of power storage units capable of storing the power generated by the power generator, and the periphery of or near each of the plurality of power storage units, the refrigerant passing through the interior, the refrigerant and the power storage unit A heat exchange circuit comprising a plurality of heat exchange passages for exchanging heat between them, and a plurality of flow rate adjusting valves provided on the refrigerant inlet side of the plurality of heat exchange passages, and via the engine A refrigerant supply circuit connected to a refrigerant inlet and a refrigerant outlet of the plurality of heat exchange channels, and supplying the refrigerant heated by waste heat of the engine to the heat exchange circuit; and the plurality of power storage units Temperature Each of the plurality of power storage units by adjusting the flow rate of refrigerant supplied from the refrigerant supply circuit to the heat exchange flow path by controlling the open / closed state for each of the plurality of flow rate adjustment valves. A temperature control unit that warms up the battery, and the temperature control unit warms up the power storage unit at a temperature lower than a lower limit value of an operating temperature range of the molten salt battery.

  In a second aspect, in the first aspect, when the temperature control unit detects a plurality of power storage units having a temperature lower than a lower limit value of an operating temperature range of the molten salt battery by the temperature detection unit. Then, the detected plurality of power storage units are individually warmed up sequentially.

  In a 3rd aspect, the said temperature control part warms up only the said electrical storage part of temperature lower than the lower limit of the operating temperature range of the said molten salt battery in the said 1st or 2nd aspect.

  According to a fourth aspect, in the first or second aspect, the temperature control unit continuously supplies the refrigerant heated by waste heat of the engine to the plurality of heat exchange circuits.

  In a 5th aspect, in the said 1st thru | or 4th aspect, the said temperature control part cools only the said electrical storage part of temperature higher than the upper limit of the operating temperature range of the said molten salt battery.

  In a sixth aspect, in the fifth aspect, the temperature control unit cools the power storage unit by continuously supplying a refrigerant to the heat exchange circuit.

  According to the present invention using the above means, the temperature of the molten salt battery can be increased efficiently without adding a heat source such as a heater, and the temperature of the molten salt battery itself can be maintained within the operating temperature range.

It is a schematic block diagram of the hybrid vehicle carrying the temperature control apparatus which concerns on one Embodiment of this invention. It is a schematic block diagram of the molten salt battery which comprises the temperature control apparatus which concerns on one Embodiment of this invention.

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

  FIG. 1 is a schematic configuration diagram of a hybrid vehicle equipped with a temperature control device according to an embodiment of the present invention. FIG. 2 is a schematic configuration diagram of a molten salt battery configuring the temperature control device of the present invention. The present embodiment will be described with reference to the drawings.

  The hybrid vehicle 1 is composed of a so-called parallel type hybrid system, and is also simply referred to as a vehicle 1 in the following description.

  A vehicle 1 is equipped with a diesel engine (hereinafter referred to as an engine) 2 as a driving power source and a motor 3 (electric motor) that can also operate as a generator. A clutch 4 is connected to the output shaft of the engine 2, and an input side of the transmission 5 is connected to the clutch 4 via a rotating shaft of the motor 3. A differential device 7 is connected to the output side of the transmission 5 via a propeller shaft 6, and left and right drive wheels 9 are connected to the differential device 7 via a drive shaft 8.

  Specifically, the motor 3 is a synchronous generator motor including a rotor on which a permanent magnet is attached and a stator on which a three-phase coil is wound. That is, the motor 3 can transmit the driving force to the transmission 5 instead of the engine 2, and further generates electric power by driving the engine 2 or reverse driving from the drive wheels 9. The motor 3 is connected to the power conversion device 11 via the wiring 10.

  The power conversion device 11 includes a general inverter and a converter, and is connected to the battery 13 via the wiring 12. That is, the power conversion device 11 is electrically connected to the motor 3 and the battery 13. Therefore, the power converter 11 can convert the DC power supplied from the battery 13 into AC power and supply it to the motor 3, and can rectify the AC power supplied from the motor 3 and supply it to the battery 13. is there. Here, in FIG. 1, for the sake of convenience, the power conversion device 11 and the battery 13 are connected via a single wiring 12, but the power conversion device 11 will be described later as an actual electrical connection. Each power storage unit 14 (molten salt battery module 17) is electrically connected.

  The battery 13 includes three power storage units 14a, 14b, and 14c configured by connecting a plurality of molten salt batteries (that is, secondary battery cells) in series. Three temperature sensors (temperature detection units) 15a, 15b, 15c for detecting the temperature of each power storage unit 14 (in the case where any of them is not designated, simply referred to as temperature sensor 15), each power storage unit 14 There are three water channels (heat exchange channels) 16a, 16b, 16c (adjacently referred to as the water channel 16 if not specified). That is, the battery 13 has three molten salt battery modules 17a, 17b, and 17c (which are also simply referred to as a molten salt battery module 17 if any of them is not specified) including the power storage unit 14, the temperature sensor 15, and the water channel 16. doing. More specifically, the molten salt battery module 17a is configured by the power storage unit 14a, the temperature sensor 15a, and the water channel 16a, and the molten salt battery module 17b is configured by the power storage unit 14b, the temperature sensor 15b, and the water channel 16b, and the power storage unit 14c, The molten salt battery module 17c is comprised from the temperature sensor 15c and the water channel 16c.

  Further, the battery 13 has three flow rate adjustment valves 18a, 18b, 18c installed on the refrigerant inlet side of each water channel 16 (in the case where any one is not designated, it is also simply referred to as a flow rate adjustment valve 18). Yes.

  Further, the battery 13 is connected to the other device and the power conversion device 11 or the power storage unit 14 (that is, the molten salt battery module 17) so that power can be supplied to the other device mounted on the vehicle 1. Electrical connection is made through a DC / DC converter (not shown).

  The number of the power storage unit 14, the temperature sensor 15, the water channel 16, the molten salt battery module 17, and the flow rate adjustment valve 18 described above is not limited to three, and the storage capacity required for the vehicle 1 and one molten salt It can change suitably according to the electrical storage capacity in the battery module 17. FIG. Further, the water channel 16 may be disposed so as to cover the periphery of the power storage unit 14, or may be disposed in a gap between adjacent power storage units 14 (that is, in the vicinity of the power storage unit 14). Furthermore, the power storage unit 14, the temperature sensor 15, and the water channel 16 need not be modularized. Then, the molten salt battery module 17 may include the flow rate adjusting valve 18, or the flow rate adjusting valve may be provided outside the battery 13.

  As shown in FIG. 2, one molten salt battery 20 constituting the power storage unit 14 includes a positive electrode 22, a negative electrode 23, and a separate 24 interposed between the positive electrode 22 and the negative electrode 23 inside the battery container 21. Consists of a housing structure.

The positive electrode 22 includes a positive electrode current collector 22a and a positive electrode active material layer 22b disposed inside the positive electrode current collector 22a (that is, between the positive electrode current collector 22a and the separate 24). The positive electrode current collector 22a is made of, for example, an aluminum alloy porous body, and the positive electrode active material layer 22b contains, for example, sodium chromite (NaCrO ₂ ) as the positive electrode active material.

  The negative electrode 23 includes a negative electrode current collector 23a and a negative electrode active material layer 23b disposed inside the negative electrode current collector 23a (that is, between the negative electrode current collector 23a and the separate 24). The negative electrode current collector 23a is made of, for example, an aluminum foil, and the negative electrode active material layer 23b contains, for example, tin (Sn) as the negative electrode active material.

  The separate 24 is composed of a porous film of a fluororesin having resistance to molten salt at a temperature at which the molten salt battery 20 operates. Further, the separate 24 is immersed in a molten salt (not shown) filled in the battery container 21.

  In such a molten salt battery 20, the operating temperature range is, for example, 20 degrees to 90 degrees, a relatively high energy density is realized, and excellent safety can be ensured. And by heating the electrical storage part 14 which consists of the molten salt battery 20, and the molten salt battery module 17 containing this to the said operating temperature range, molten salt melt | dissolves and charge and discharge become possible.

  In addition, the electrical storage part 14 can change suitably the quantity of the molten salt batteries 20 connected in series according to the module terminal voltage requested | required of one molten salt battery module 17, and the amount of electrical storage. Further, the power storage unit 14 may be configured from one molten salt battery 20 without connecting the molten salt batteries 20 in series.

  The vehicle 1 configured as described above travels by transmitting the driving force generated by the engine 2 or the motor 3 by the transmission 5 and then transmitting it to the driving wheels 9. For example, when the vehicle 1 decelerates or travels on a downhill road, the motor 3 operates as a generator by reverse driving from the drive wheel 9 side. The negative driving force generated by the motor 3 is transmitted to the driving wheel 9 side as a braking force, and the AC power generated by the motor 3 is converted into DC power by the power converter 11 and charged to the battery 13. .

  The vehicle 1 also includes an engine cooling circuit 30 for cooling the engine 2 and a battery temperature adjustment circuit (heat exchange circuit) 40 for warming up the battery 13. Here, the battery temperature adjustment circuit 40 is connected to the engine cooling circuit 30, and the same refrigerant passes through the engine cooling circuit 30 and the battery temperature adjustment circuit 40. That is, the refrigerant is supplied from the engine cooling circuit 30 toward the battery temperature adjustment circuit 40, and the engine cooling circuit 30 also functions as a refrigerant supply circuit for the battery temperature adjustment circuit 40.

  Engine cooling water is used for the engine cooling circuit 30 as a refrigerant. The engine cooling circuit 30 includes an engine 2, a water passage 31 through which the engine cooling water passes, an engine cooling pump 32 that circulates the engine cooling water, an engine radiator 33 that cools the engine cooling water by exchanging heat with the outside air, and an engine cooling water. The engine cooling water tank 34 for storing the engine cooling water and the bypass valves 35 and 36 for switching the supply and non-supply of the engine cooling water to the battery temperature control circuit 40 are configured.

  The engine radiator 33 is disposed in front of the engine room, and the traveling wind is drawn into the engine radiator 33 by the rotation of the cooling fan 2a driven by the engine 2 to promote heat exchange between the outside air and the engine cooling water. .

  The battery temperature adjustment circuit 40 includes three water channels 16 and three flow rate adjustment valves 18 provided on the refrigerant inlet side of each water channel 16, and the refrigerant inlet side is connected to the bypass valve 35 of the engine cooling circuit 30. The refrigerant outlet side is connected to the bypass valve 36 of the engine cooling circuit 30. More specifically, the water channel 16a extends from the bypass valve 35 to the bypass valve 36 via the flow rate adjusting valve 18a and the power storage unit 14a, and the water channel 16b extends from the flow rate adjusting valve 18a to the flow rate adjusting valve 18b and the power storage unit. 14b extends to the refrigerant outlet side of the water channel 16a, and the water channel 16c extends from the flow rate adjusting valve 18b to the refrigerant outlet side of the water channel 16b via the flow rate adjusting valve 18c and the power storage unit 14c. Exist.

  Since the battery temperature adjustment circuit 40 configured in this manner is connected to the engine cooling circuit 30, the engine cooling water heated by the waste heat of the engine 2 is adjusted from the engine cooling circuit 30 through the bypass valve 35 to the battery temperature adjustment. It will be supplied to the circuit 40. Then, the high-temperature engine coolant supplied to the battery temperature adjustment circuit 40 exchanges heat with each power storage unit 14, and each power storage unit 14 is warmed up. The engine cooling water cooled by exchanging heat with each power storage unit 14 is supplied to the engine radiator 33 via the bypass valve 36, and after further cooling, the engine 2 is supplied to the engine 2 via the engine cooling pump 32. Will go through again.

  With such a configuration of the engine cooling circuit 30 and the battery temperature adjustment circuit 40, the waste heat of the engine can be used effectively, and there is no need to install a new heat source for ensuring the operating temperature of the battery 13. Therefore, the cost of the vehicle 1 can be reduced. Moreover, since the engine coolant of the engine 2 can be cooled more efficiently, the burden on the engine 2 can be further reduced.

  Further, the vehicle 1 includes a temperature control unit 50. The temperature control unit 50 includes one or a plurality of ECUs (electronic control units) mounted on the vehicle 1, and includes the motor 3, the power converter 11, the engine cooling pump 32, the flow rate adjustment valve 18, and the bypass valve 35. , 36 can be controlled.

  And the temperature sensor 15 provided in each of the molten salt battery module 17 is connected to the temperature control part 50, and each temperature signal of the electrical storage part 14 is supplied. Note that the arrangement and method of the temperature sensor 15 for obtaining the temperature signal of the power storage unit 14 are not particularly limited here.

  With such a configuration, the temperature control unit 50 can control the open / close state for each of the flow rate adjustment valve 18 and the bypass valves 35 and 36 according to each temperature of the power storage unit 14, and is supplied to each water channel 16. The flow rate of the engine coolant that is the refrigerant can be adjusted. That is, the temperature control unit 50 can selectively warm up the power storage unit 14 according to each temperature of the power storage unit 14.

  From such a temperature control mechanism of the battery 13, in the present embodiment, the engine 2, the motor 3, the power storage unit 14, the temperature sensor 15, the engine cooling circuit 30, the battery temperature control circuit 40, and the temperature control unit 50 to the vehicle. Therefore, the temperature adjusting device 60 for the molten salt battery for use is configured.

  Further, the temperature control unit 50 can also perform control to selectively cool the power storage unit 14. For example, when the engine 2 is stopped, only the engine cooling water pump 32 is operated, the engine cooling water is circulated through the engine cooling circuit 30 and the battery warming circuit 40, and the battery warm-up using the remaining heat of the engine 2 is performed. The power storage unit 14 may be cooled using the radiator 33. In addition, a refrigerant circuit dedicated to battery cooling (not shown) may be connected to the bypass valves 35 and 36 to supply a cooling refrigerant to each water channel 16 from the circuit.

  With such a configuration, the temperature control unit 50 can control the open / close state for each of the flow rate adjustment valve 18 and the bypass valves 35 and 36 according to each temperature of the power storage unit 14, and is supplied to each water channel 16. The flow rate of the engine coolant that is the refrigerant can be adjusted. That is, the temperature control unit 50 can selectively cool the power storage unit 14 according to each temperature of the power storage unit 14.

  Hereinafter, the temperature control of the battery 13 executed by the temperature control unit 50 will be described in detail.

  First, when the temperature of each power storage unit 14 of the battery 13 is within a predetermined temperature range, the temperature control unit 50 circulates engine coolant only in the engine cooling circuit 30. Here, the predetermined temperature range is an operating temperature range of the molten salt battery 20 constituting the power storage unit 14, and is 20 degrees to 90 degrees in the present embodiment. Specifically, the temperature control unit 50 determines whether or not the temperature of each power storage unit 14 is within the operating temperature range based on the temperature signal supplied from the temperature sensor 15. Thereafter, the temperature control unit 50 determines that the temperature of the power storage unit 14 is within the above operating temperature range and does not require warming up of the battery 13, and the bypass valve 35 prevents the engine coolant from circulating to the battery 13. , 36 is controlled. When the control of the open / close state of the bypass valves 35 and 36 is completed, the temperature control unit 50 drives the engine cooling pump 32, and the order of the engine 2, the bypass valve 35, the bypass valve 36, the engine radiator 33, and the engine cooling pump 32 is The engine coolant is circulated through the flow path.

  Next, when the temperature of any one of the three power storage units 14 constituting the battery 13 is lower than the lower limit value (that is, 20 degrees) of the operating temperature range of the molten salt battery 20, the temperature adjustment control unit 50 The open / close state of the flow rate adjustment valve 18 and the bypass valves 35 and 36 is controlled so that only the power storage unit 14 having a temperature lower than the lower limit value is warmed up.

  For example, when the temperature of the power storage unit 14 a is less than 20 degrees, the temperature control unit 50 does not flow engine cooling water directly from the bypass valve 35 toward the bypass valve 36, and cools the engine via the battery 13. The open / close state of the bypass valves 35 and 36 is controlled so that water flows. Moreover, the temperature control part 50 controls the open / close state of the flow rate adjustment valve 18a so that the engine cooling water is supplied only to the molten salt battery module 17a. When the control of the open / close state of the flow rate adjustment valve 18a and the bypass valves 35 and 36 is completed, the temperature adjustment control unit 50 drives the engine cooling pump 32 to drive the engine 2, the bypass valve 35, the flow rate adjustment valve 18a, the power storage unit 14a, and the bypass. The engine coolant is circulated through a flow path in the order of the valve 36, the engine radiator 33, and the engine cooling pump 32.

  After that, if the temperature control unit 50 determines that the warm-up of the power storage unit 14a is completed (that is, warmed up to a predetermined temperature of 20 degrees or more) by the temperature signal supplied from the temperature sensor 15a, the temperature control is performed. The unit 50 controls the open / close state of the flow rate adjusting valve 18 a and the bypass valves 35, 36, stops the supply of engine cooling water to the battery 13, and circulates the engine cooling water only by the engine cooling circuit 30.

  Then, after the power storage unit 14a is warmed up, if any temperature of the power storage unit 14 becomes less than 20 degrees again, the power storage unit 14 less than 20 degrees is similarly warmed up by the above control. . By controlling in this way, the temperature of all the power storage units 14 (that is, the entire battery 13) can be maintained within the operable temperature range of the molten salt battery 20.

  In addition, in order to maintain the temperature of the three power storage units 14 within the operating temperature range after the warm-up of the power storage unit 14a is completed, the engine cooling water is also supplied to the molten salt battery modules 17b and 17c. The open / close state of the flow rate adjusting valves 18b and 18c may be controlled. In this case, when the temperature of the power storage unit 14 exceeds the upper limit (that is, 90 degrees) of the operating temperature range, when the engine cooling water temperature exceeds 90 degrees, the supply of engine cooling water is stopped or On the contrary, when the engine coolant temperature is less than 90 degrees so as to reduce the supply amount, and when applicable to the cooling of the power storage unit 14, the flow rate adjustment valve 18 and the increase of the engine coolant supply, and It is necessary to control the open / closed state of the bypass valves 35 and 36. In this way, the temperature of all the power storage units 14 can be maintained within the operable temperature range of the molten salt battery 20 also by the control.

  Next, when the temperature of any two or more of the three power storage units 14 constituting the battery 13 is less than 20 degrees, the temperature adjustment control unit 50 sequentially separates only the power storage units 14 less than 20 degrees. The open / close state of the flow rate adjusting valve 18 and the bypass valves 35 and 36 is controlled so as to warm up.

  For example, when the temperature of the three power storage units 14 is less than 20 degrees, the temperature control unit 50 determines the order of warming up of the three power storage units 14. The temperature control unit 50 may individually warm up the power storage unit 14 in descending order of temperature. By adopting such a warm-up sequence, the time until the power storage unit 14 that warms up first reaches the operating temperature range can be shortened, the warm-up can be performed efficiently, and early power supply can be secured. Become. In the following, it is assumed that the power storage unit 14a, the power storage unit 14b, and the power storage unit 14c are warmed up in this order.

  First, the temperature control unit 50 opens and closes the bypass valves 35 and 36 so that the engine coolant does not flow directly from the bypass valve 35 toward the bypass valve 36 but flows through the battery 13. To control. Moreover, the temperature control part 50 controls the open / close state of the flow rate adjustment valve 18a so that the engine cooling water is supplied only to the molten salt battery module 17a. When the control of the open / close state of the flow rate adjustment valve 18a and the bypass valves 35 and 36 is completed, the temperature adjustment control unit 50 drives the engine cooling pump 32 to drive the engine 2, the bypass valve 35, the flow rate adjustment valve 18a, the power storage unit 14a, and the bypass. The engine coolant is circulated through a flow path in the order of the valve 36, the engine radiator 33, and the engine cooling pump 32.

  Thereafter, if the temperature control unit 50 determines that the warm-up of the power storage unit 14a is completed based on the temperature signal supplied from the temperature sensor 15a, the temperature control unit 50 supplies engine cooling water only to the molten salt battery module 17b. Thus, the open / close state of the flow rate adjusting valves 18a, 18b is controlled. As a result, the engine cooling water circulates through the flow path in the order of the engine 2, the bypass valve 35, the flow rate adjustment valve 18b, the power storage unit 14b, the bypass valve 36, the engine radiator 33, and the engine cooling pump 32, thereby warming the power storage unit 14b. The machine is started.

  Thereafter, when the temperature control unit 50 determines that the power storage unit 14b has been warmed up by the temperature signal supplied from the temperature sensor 15b, the temperature control unit 50 supplies engine cooling water only to the molten salt battery module 17c. Thus, the open / close state of the flow rate adjusting valves 18b and 18c is controlled. As a result, the engine cooling water circulates through the flow path in the order of the engine 2, the bypass valve 35, the flow rate adjustment valve 18c, the power storage unit 14c, the bypass valve 36, the engine radiator 33, and the engine cooling pump 32, and the power storage unit 14c is heated. The machine is started.

  Thereafter, when the temperature control unit 50 determines that the warm-up of the power storage unit 14c has been completed based on the temperature signal supplied from the temperature sensor 15c, the temperature control unit 50 opens and closes the flow rate adjustment valve 18c and the bypass valves 35 and 36. The state is controlled, the supply of engine cooling water to the battery 13 is stopped, and the engine cooling water is circulated only by the engine cooling circuit 30.

  And after the warming-up of the power storage unit 14c, when any temperature of the power storage unit 14 becomes less than 20 degrees again, the power storage unit 14 of less than 20 degrees is similarly warmed up by the above control. .

  In addition, after warming-up of the electrical storage part 14c is completed, in order to maintain the temperature of the three electrical storage parts 14 in an operating temperature range, engine cooling water is supplied again with respect to molten salt battery module 17a, 17b. In addition, the open / close state of the flow rate adjusting valves 18a, 18c may be controlled. In this case, when the temperature of the power storage unit 14 exceeds 90 degrees, if the engine cooling water temperature is higher than 90 degrees, the supply of engine cooling water is stopped or the supply amount is reversed. When the engine cooling water temperature is less than 90 degrees and is applicable to cooling the power storage unit 14, the flow rate adjustment valve 18 and the bypass valves 35 and 36 are opened and closed so as to increase the supply of engine cooling water. It is necessary to control.

  By controlling the temperature control unit 50 as described above, only the power storage units 14 that need to be warmed up can be individually individually warmed up. Therefore, the power storage units 14 that have been warmed up can be used as power sources sequentially. it can. That is, the battery 13 can be more efficiently exchanged with the power storage unit 14 that needs to be warmed up without adding a heat source such as a heater and without dispersing the heat quantity of the engine cooling water. Since the temperature of the battery can be raised, the power storage unit 14 can be operated quickly.

  Moreover, whenever it becomes less than 20 degree | times which is the minimum operating temperature of the molten salt battery 20, the electrical storage part 14 is warmed up or the engine cooling water heated by the engine 2 with respect to the molten salt battery module 17 is supplied continuously. Therefore, the temperatures of all the power storage units 14 can be easily maintained within the operating temperature range of the molten salt battery 20.

  When the temperature of the engine cooling water in the vicinity of the engine 2 is very high and there is an amount of heat that can warm up the plurality of power storage units 14 at the same time, the power storage units 14 that need to be warmed up are warmed up simultaneously. You may make it work. In this case, a temperature sensor is provided in the vicinity of the engine 2 or the bypass valve 35, and the temperature control unit 50 responds to the temperature signal supplied from the temperature sensor to the temperature control unit 50. The open / closed state of 35 and 36 may be controlled.

  Although the description of the embodiment of the temperature control device for a vehicle battery according to the present invention is finished above, the embodiment of the present invention is not limited to the above embodiment.

  In the above embodiment, the temperature control device is configured in the hybrid vehicle 1 in which the motor 3 is disposed between the clutch 4 and the transmission 5. However, the arrangement of the motor 3 is changed (for example, between the engine 2 and the clutch 4 or the speed change). It may be behind the machine 5). Further, different hybrid system configurations such as a configuration in which a plurality of motors 3 are mounted in the system, a so-called series hybrid system, or a series / parallel hybrid system may be used. Alternatively, the temperature control device may be configured in a vehicle in which only the engine (for example, a gasoline engine or a diesel engine) is used as a drive source by causing the motor 3 to function only as a generator.

  Further, in the above embodiment, the engine cooling water of the internal combustion engine (that is, engine cooling water heated by the engine) is used as the heat source of the battery temperature adjustment circuit 40, but another heated medium may be used as the heat source. Good. For example, a medium such as alcohol used in a heat exchanger for waste heat recovery arranged in an exhaust pipe of an engine may be used as a heat source. That is, if various heat generated by driving the engine 2 can be used to warm up the battery 13, the existing heat medium used in the vehicle 1 can be used as a heat source.

  Furthermore, in the above-described embodiment, one molten salt battery module 17 is provided as one heat channel 16 that circulates engine cooling water of the internal combustion engine as a thermal alternating current path. A heat exchange channel may be provided. For example, a water channel 16 and an alcohol channel used in the waste heat recovery heat exchanger may be provided for the molten salt battery module 17. With such a configuration, the power storage unit 14 can be warmed up more efficiently.

1 Hybrid vehicle (vehicle)
2 Engine 3 Motor (motor / generator)
DESCRIPTION OF SYMBOLS 11 Power converter 13 Battery 14, 14a, 14b, 14c Power storage part 15, 15a, 15b, 15c Temperature sensor 16, 16a, 16b, 16c Water channel (heat exchange channel)
17, 17a, 17b, 17c Molten salt battery module 18, 18a, 18b, 18c Flow rate adjustment valve 20 Molten salt battery 30 Engine cooling circuit (refrigerant supply circuit)
40 Battery temperature control circuit (heat exchange circuit)
50 Temperature Control Unit 60 Temperature Control Device

Claims (6)

An engine that is a driving source of the vehicle;
A generator for generating electricity by driving the engine;
A plurality of power storage units comprising at least one molten salt battery, capable of supplying power to the device mounted on the vehicle and storing the power generated by the generator;
A plurality of heat exchange passages provided around or near each of the plurality of power storage units, and configured to exchange heat between the refrigerant and the power storage units when the refrigerant passes through the interior; and the plurality of heat exchange flows A heat exchange circuit comprising a plurality of flow rate adjustment valves provided on the refrigerant inlet side of the passage,
A refrigerant supply circuit connected to a refrigerant inlet and a refrigerant outlet of the plurality of heat exchange passages via the engine, and supplying the refrigerant heated by waste heat of the engine to the heat exchange circuit; ,
A temperature detection unit for detecting temperatures of the plurality of power storage units, and
A temperature control unit that controls the open / closed state of each of the plurality of flow rate adjustment valves and warms the plurality of power storage units by adjusting the flow rate of the refrigerant supplied from the refrigerant supply circuit to the heat exchange channel; Have
The temperature adjustment control unit is a temperature adjustment device for a molten salt battery for a vehicle that warms up the power storage unit having a temperature lower than a lower limit value of an operating temperature range of the molten salt battery.   The temperature control unit is configured to sequentially and individually detect the plurality of power storage units detected when a plurality of power storage units having a temperature lower than a lower limit value of an operating temperature range of the molten salt battery are detected by the temperature detection unit. The temperature control device for a molten salt battery for a vehicle according to claim 1, wherein the temperature control device warms up rapidly.   The said temperature control part is a temperature control apparatus of the molten salt battery for vehicles of Claim 1 or 2 which warms up only the said electrical storage part of temperature lower than the lower limit of the operating temperature range of the said molten salt battery.   The said temperature control part continuously supplies the said refrigerant | coolant heated by the waste heat of the said engine with respect to these heat exchange circuits, The temperature control apparatus of the molten salt battery for vehicles of Claim 1 or 2 .   The temperature of the molten salt battery for a vehicle according to any one of claims 1 to 4, wherein the temperature control unit cools only the power storage unit having a temperature higher than an upper limit value of an operating temperature range of the molten salt battery. Preparation device.   The said temperature control part is a temperature control apparatus of the molten salt battery for vehicles of Claim 5 which cools the said electrical storage part by supplying a refrigerant | coolant continuously with respect to the said heat exchange circuit.

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