JP5066124B2 - Battery temperature control system - Google Patents

Description

  The present invention relates to a battery temperature control system.

  In recent years, development of fuel cell vehicles and hybrid vehicles has been promoted rapidly. Such fuel cell vehicles are equipped with a high-voltage battery consisting of a lithium ion type secondary battery, and assist the motor by discharging the battery during acceleration or charge regenerative power during deceleration. Yes.

However, the charge / discharge performance of such a battery greatly depends on the temperature. For example, when taking out a large current, it is necessary to quickly cool the battery that generates heat, and conversely, if the temperature of the battery is extremely low, The battery needs to be warmed up to improve performance.
Therefore, a technique described in Patent Document 1-2 has been proposed.

JP 2006-306210 A JP 2007-250374 A

However, since the circuit described in Patent Document 1 is intended only for cooling the battery, the battery cannot be warmed up. Therefore, providing a warm-up heater or the like has the disadvantage that the installation space is increased, the weight is increased, and the cost is increased.
Next, in the battery cooling fan described in Patent Document 2, when the battery is rapidly cooled, it is necessary to increase the size of the cooling fan in order to increase the flow rate of the cooling air. However, when the size is increased in this way, the installation space becomes large.

  Then, this invention makes it a subject to provide the battery temperature control system which can cool and warm up a battery, without enlarging the space for installation.

As means for solving the above-mentioned problems, the present invention provides a power generator, a battery, an inlet and an outlet for cooling air that houses the battery and cools the battery, and warms the battery when the battery is warmed up. A battery temperature control system comprising: a housing having an inlet and an outlet for warming air to be operated; and an air pump for sending compressed air to the power generation device, wherein the cooling air outlet of the housing and the air pump A first pipe connecting the intake port, a second pipe connecting the discharge port of the air pump and the power generator, and a third pipe connecting the second pipe and the warm air inlet of the housing. A fourth pipe that connects the first pipe and the third pipe, a valve mechanism that shuts off the fourth pipe when the battery is warmed up, and shuts off the third pipe when the battery is cooled, Characterized by comprising Battery temperature control system.

According to such a battery temperature control system, when the air pump is operated in a state where the valve mechanism cuts off the fourth pipe when the battery is warmed up, the warm-up wind generated by the air being compressed by the air pump is From the discharge port of the air pump, it passes through the second pipe and the third pipe and is sent to the warm air inlet of the housing. Thereby, the battery accommodated in a housing | casing can be warmed up rapidly.
In addition, blocking the fourth pipe means blocking the air flow in the fourth pipe, that is, stopping.

  On the other hand, when the air pump is operated with the valve mechanism shutting off the third pipe when the battery is cooled, the cooling air is supplied to the casing at the cooling air inlet, the cooling air outlet, the first pipe, the air pump, and the second pipe. Through and sent to the generator. Here, since the flow rate of the cooling air sucked into the air pump is usually large with respect to the fan, the cooling air with a large flow rate passes through the cooling air inlet, the housing, and the outlet in this order, and the battery is discharged. Can cool rapidly.

  In addition, when the battery is switched from warming up to cooling, the fourth pipe is switched from a shut-off state to a non-blocking state (air flow-permitted state). Even if the hot warm air remains, the hot warm air is quickly drawn into the air pump inlet through the third pipe, the fourth pipe, and the first pipe by the operation of the air pump. The As described above, since the warm warm air is quickly removed from the housing, the battery can be rapidly cooled.

As described above, according to the battery temperature control system of the present invention, the air intake path for the air sucked into the air pump and the discharge path for the air discharged from the air pump are provided without separately providing the warm-up device and the cooling device. By appropriately switching at the time of warming up and cooling the battery, the air that is taken in can be used as cooling air, and the discharged air can be used as warming air.
That is, since the air pump has functions of a warm-up device and a cooling device, the system configuration is simplified, the weight is not increased, and the cost is not increased. Further, since the system configuration is simple as described above, the installation space is not increased, and for example, it can be easily mounted on a moving body such as a fuel cell vehicle or a hybrid vehicle.

Further, in the battery temperature control system, the casing includes a casing body that stores the battery, and a heat transfer pipe through which warm-up air flows when the battery is warmed up .

  According to such a battery temperature control system, when the battery is warmed up, the warm-up air discharged from the air pump passes from the discharge port of the air pump through the second pipe and the third pipe to the inlet of the heat transfer pipe ( After flowing through the heat transfer pipe from the warm air inlet), it flows out from the heat transfer pipe outlet (warm air outlet).

  That is, the flow passage cross-sectional area of the warm air does not suddenly increase, and the pressure of the warm air does not greatly decrease. That is, the pressure of warm-up air flowing out from the outlet of the heat transfer pipe is substantially equal to the pressure (discharge pressure) of warm-up air discharged from the air pump. Therefore, air (warm-up air after warm-up) can be supplied to the device connected to the downstream of the heat transfer pipe (in the embodiment described later, a fuel cell stack that is a power generation device) with the discharge pressure of the air pump.

  The battery temperature control system may further include a fifth pipe that connects the cooling air inlet of the housing and the air inlet from the outside.

  According to such a battery temperature control system, the fifth pipe is appropriately arranged corresponding to the position of the air inlet from the outside, so that the air from the outside can be passed through the fifth pipe to the housing. It can be led to the inlet of the cooling air. That is, by providing the fifth pipe, the position of the air inlet from the outside can be changed as appropriate.

  Further, in the battery temperature control system, a first cutoff that opens when the battery is warmed up and closes when the battery is cooled down, and a sixth pipe that connects the fifth pipe and the first pipe and the sixth pipe. And a valve.

According to such a battery temperature control system, the first shut-off valve is opened when the battery is warmed up, so that air from the outside passes through the fifth pipe, the sixth pipe, and the first pipe, and the air pump intake port. Led to. That is, the air from outside bypasses the casing, and the battery is not cooled by the air sucked into the air pump. Thereby, the battery can be efficiently warmed up by the warm-up air discharged from the air pump.
On the other hand, since the first shut-off valve is closed when the battery is cooled, the air from the outside is guided as cooling air to the inlet of the cooling air of the housing, so that the battery can be quickly cooled.

  In the battery temperature control system, the fifth pipe includes a second shutoff valve that is closed when the battery is warmed up and is opened when the battery is cooled, downstream of the connection point of the sixth pipe. And

According to such a battery temperature control system, when the battery is warmed up, the second shut-off valve is closed, so that it is possible to completely block the external air from being guided to the cooling air inlet of the housing.
On the other hand, since the second shut-off valve is opened when the battery is cooled, the air from the outside can be guided to the cooling air inlet of the housing.

Further, in the above battery temperature control system, comprising: the outlet of the warm-up style of the casing, the seventh pipe connecting a downstream portion than the connection point of the third pipe in the second pipe And

  According to such a battery temperature control system, the warm-up wind after warming up the battery is guided from the outlet of the warm-up wind of the housing to the power generation device through the seventh pipe and the second pipe. Thereby, the warm-up wind after warm-up of a battery can be utilized with a power generator.

Further, in the above battery temperature control system, wherein an outlet of the warm-up style housing, a seventh pipe connecting a downstream portion than the connection point of the third pipe in the second pipe, said seventh And an eighth pipe that connects the pipe and the fifth pipe.

  According to such a battery temperature control system, when the battery generator is warmed up, if the power generator does not require warm-up air after warm-up, the warm-up air is sent from the discharge port of the air pump to the second pipe, It is possible to circulate in the order of 3 piping, housing, 7th piping, 8th piping, 5th piping, and air pump inlet.

  Further, in the battery temperature control system, the eighth pipe may be connected to the power generation device when the power generation device generates power and the battery is warmed up, or when the power generation device generates power and the battery is uncooled and non-cooling. A third shut-off valve that closes when warming up is provided.

According to such a battery temperature control system, (1) since the third shut-off valve is closed at the time of power generation of the power generation device and at the time of warming up of the battery, the warming up discharged from the warm air outlet of the housing The wind does not return to the fifth pipe through the eighth pipe, but is supplied to the power generation device through the seventh pipe and the second pipe.
(2) Since the third shut-off valve is closed when the power generator is generating power and when the battery is not cooled and not warmed up, air to be discharged from the air pump and sent to the power generator through the second pipe However, it does not return to the fifth pipe through the seventh pipe and the eighth pipe.

  In the battery temperature control system, the second pipe includes a fourth shut-off valve that is closed between the connection point of the third pipe and the connection point of the seventh pipe when the battery is warmed up. Features.

  According to such a battery temperature control system, when the battery is warmed up, the fourth shutoff valve is closed, so that all of the warming air from the air pump passes through the third pipe and Guided to the entrance. Thereby, the battery can be quickly warmed up.

  The battery temperature control system further includes a ninth pipe that communicates the second pipe with the outside.

  According to such a battery temperature control system, when the power generation device does not require air discharged from the air pump during battery cooling, this air is discharged to the outside via the second pipe and the ninth pipe. it can. Thus, the air pump can operate without receiving a load from the power generation device, and cooling air is preferably sucked into the air pump. Therefore, the battery can be efficiently cooled.

  In the battery temperature control system, the ninth pipe is provided with a fifth shut-off valve that is closed during power generation by the power generation device.

  According to such a battery temperature control system, when the power generation device generates power, the fifth shut-off valve is closed, so that the air discharged from the air pump is not discharged to the outside through the ninth pipe and is guided to the power generation device. be able to.

  In the battery temperature control system, the seventh pipe includes a sixth shut-off valve that closes when the power generation apparatus stops generating, between the connection point of the eighth pipe and the connection point of the second pipe. Features.

  According to such a battery temperature control system, when the power generation of the power generation device is stopped, the sixth shutoff valve is closed, for example, when the battery is warmed up, the warm-up exhausted from the warm-up outlet of the housing It is possible to prevent wind from being supplied to the power generation device.

  ADVANTAGE OF THE INVENTION According to this invention, the battery temperature control system which can cool and warm up a battery can be provided, without enlarging the installation space.

It is a top view which shows the structure of a battery temperature control system. It is a figure which shows the air flow path | route at the time of the electric power generation of a fuel cell stack, and the time of non-warming-up / non-cooling of a battery. It is a figure which shows the flow path of the air at the time of the electric power generation of a fuel cell stack, and the warming-up of a battery. It is a figure which shows the air flow path at the time of electric power generation of a fuel cell stack, and at the time of cooling of a battery. It is a figure which shows the air flow path at the time of the power generation stop of a fuel cell stack, and at the time of warming up of a battery. It is a figure which shows the air flow path at the time of the electric power generation stop of a fuel cell stack, and at the time of cooling of a battery.

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

≪Battery temperature control system configuration≫
A battery temperature control system 1 according to this embodiment shown in FIG. 1 is mounted on a fuel cell vehicle V (moving body). The fuel cell vehicle V travels by driving a motor (not shown) for travel using a fuel cell stack 11 and / or a battery 12 described later as a power source.

  The battery temperature control system 1 includes a fuel cell stack 11 (power generation device), a battery 12, an air pump 13 (supercharger), a housing 20, a first pipe 31 to a ninth pipe 39, and a normally closed type. The first on-off valve 41, the second on-off valve 42, the first shut-off valve 51 to the sixth shut-off valve 56, and an ECU 70 (Electronic Control Unit) that electronically controls them are provided.

<Fuel cell stack>
The fuel cell stack 11 is a stack formed by stacking a plurality of (for example, 200 to 400) solid polymer type single cells. The fuel cell stack 11 generates power by causing an electrochemical reaction between air from the air pump 13 and hydrogen from a hydrogen tank (not shown).
Note that the power control device (not shown) connected to the output terminal of the fuel cell stack 11 is controlled by the ECU 70 so that the power generation of the fuel cell stack 11 is controlled.

<Battery>
The battery 12 is a chargeable / dischargeable high-voltage power source that assists (supplements) insufficient power of the fuel cell stack 11 by discharging during acceleration or charges regenerative power from the motor during deceleration. Such a battery is composed of, for example, an assembled battery formed by combining a plurality of lithium ion type single cells, and the charge / discharge performance of the battery 12 depends on the temperature of the battery 12.
The battery 12 is provided with a temperature sensor (not shown) that detects the temperature and outputs it to the ECU 70.

<Air pump>
The air pump 13 is a device that pumps air by adiabatically compressing the sucked air and then discharging it. Therefore, the discharged air has a high temperature due to compression, and the flow rate of the air that is sucked and discharged is much larger than the flow rate of the air that is sent from a fan or the like.
Such an air pump 13 is a device that sends air to the fuel cell stack 11 and generates warm air when the battery 12 is warmed up and cooling air when the battery 12 is cooled.
The air pump 13 uses the fuel cell stack 11 and / or the battery 12 as a power source, and its rotational speed is controlled by the ECU 70.

<Case>
The housing 20 includes a main body 21 and a heat transfer pipe 22 attached to the lower surface of the main body 21.

The main body 21 has a flat box shape, for example, and houses the battery 12 therein. A cooling air inlet 21a is formed in the front wall of the main body 21, and a cooling air outlet 21b is formed in the rear wall. In addition, it is preferable that a plurality of the inlets 21 a and the outlets 21 b are formed so that the cooling air flows through the entire battery 12.
In the main body 21, the single cells constituting the battery 12 are arranged with a gap therebetween. When the battery 12 is cooled, the cooling air flows through the gap so that the battery 12 is cooled.

<Case-Heat transfer pipe>
The heat transfer pipe 22 is attached to the lower surface of the main body 21. Then, when the battery 12 is warmed up, the warm-up air flows through the heat transfer pipe 22, whereby the heat of the warm-up air is transferred to the battery 12 through the heat transfer pipe 22 and the main body 21, and the battery 12 is warmed up.
In FIG. 1, the heat transfer pipe 22 is illustrated on the upper surface of the main body 21 for convenience.

<First to ninth piping>
A connection state of the first pipe 31 to the ninth pipe 39 will be described.
The first pipe 31 connects the cooling air outlet 21 b of the housing 20 and the air inlet of the air pump 13.
The second pipe 32 connects the discharge port of the air pump 13 and the fuel cell stack 11.
The third pipe 33 connects the second pipe 32 and the warm air inlet 22 a of the heat transfer pipe 22.
The fourth pipe 34 connects the first pipe 31 and the third pipe 33.

The fifth pipe 35 connects the cooling air inlet 21 a of the housing 20 and the air scoop S (air inlet from the outside).
The sixth pipe 36 connects the fifth pipe 35 and the first pipe 31.
The seventh pipe 37 connects the warm air outlet 22 b of the heat transfer pipe 22 and the second pipe 32 downstream of the connection point of the third pipe 33.
The eighth pipe 38 connects the seventh pipe 37 and the fifth pipe 35.
The ninth pipe 39 communicates the second pipe 32 with the outside of the vehicle (outside). In FIG. 1, the ninth pipe 39 extends to the right side of the fuel cell vehicle V, but is not limited thereto, and may extend rearward, for example.

<First to second on-off valves, first to sixth shut-off valves>
The attachment positions of the first on-off valve 41 to the sixth cutoff valve 56 will be described. The first on-off valve 41 to the sixth shut-off valve 56 are normally closed solenoid valves that are controlled to open and close by the ECU 70.

The first on-off valve 41 is provided upstream of the connection point of the fourth pipe 34 in the third pipe 33. The first on-off valve 41 is set to open when the battery 12 is warmed up (see FIGS. 3 and 5) and closed when the battery 12 is cooled (see FIGS. 4 and 6).
The second on-off valve 42 is provided in the fourth pipe 34. The second on-off valve 42 is set to be closed when the battery 12 is warmed up (see FIGS. 3 and 5) and opened when the battery 12 is cooled (see FIGS. 4 and 6).
That is, in the present embodiment, the valve mechanism that shuts off the fourth pipe 34 when the battery 12 is warmed up and shuts off the third pipe 33 when the battery 12 is cooled includes the first on-off valve 41, the second on-off valve 42, and the like. It is configured with.

The first shutoff valve 51 is provided in the sixth pipe 36. The first shut-off valve 51 is set to open when the battery 12 is warmed up (see FIGS. 3 and 5) and closed when the battery 12 is cooled (see FIGS. 4 and 6).
The second shutoff valve 52 is provided in the fifth pipe 35 downstream of the connection point of the sixth pipe 36 and the eighth pipe 38. The second shutoff valve 52 is set to be closed when the battery 12 is warmed up (see FIGS. 3 and 5) and opened when the battery 12 is cooled (see FIGS. 4 and 6).

The third shutoff valve 53 is provided in the eighth pipe 38. The third shut-off valve 53 is used when the fuel cell stack 11 generates power and the battery 12 is cooled (see FIG. 4), when the fuel cell stack 11 stops generating power and when the battery 12 is warmed up or cooled. It opens (see FIGS. 5 and 6) and is set to close when the fuel cell stack 11 is generating power and when the battery 12 is warmed up (see FIG. 3).
The fourth shut-off valve 54 is provided in the second pipe 32 between the connection point of the third pipe 33 and the ninth pipe 39 and the connection point of the seventh pipe 37. The fourth shut-off valve 54 is used when the fuel cell stack 11 generates power and the battery 12 is warmed up (see FIG. 3), when the fuel cell stack 11 stops generating power and when the battery 12 is warmed up or cooled. It is sometimes closed (see FIGS. 5 and 6) and is set to open when the fuel cell stack 11 is generating power and the battery 12 is cooled (see FIG. 4).

The fifth shutoff valve 55 is provided in the ninth pipe 39. Then, it is set to open only when the fuel cell stack 11 stops generating power and the battery 12 is cooled (see FIG. 6).
The sixth shutoff valve 56 is provided in the seventh pipe 37 between the connection point of the eighth pipe 38 and the connection point of the second pipe 32. The sixth shut-off valve 56 opens when the fuel cell stack 11 generates power and when the battery 12 warms up (see FIG. 3), and when the fuel cell stack 11 generates power and the battery 12 cools (FIG. 4). (Refer to FIG. 5 and FIG. 6) The fuel cell stack 11 is closed when power generation is stopped and the battery 12 is warmed up or cooled.

<Other equipment>
In the second pipe 32, an intercooler 61 (cooling device) that cools the air toward the fuel cell stack 11 is provided between the connection point of the seventh pipe 37 and the fuel cell stack 11.
In the fifth pipe 35, a filter 62 (air cleaner) is provided between the connection point of the air scoop S and the sixth pipe 36 and the eighth pipe 38.

<ECU>
The ECU 70 is a control device that electronically controls the battery temperature control system 1 and includes a CPU, a ROM, a RAM, various interfaces, an electronic circuit, and the like, and performs various functions according to a program stored therein. Demonstrate and control various devices.
When the ECU 70 detects an ON signal of IG (not shown), there is a power generation request from the driver, and it is necessary to supply air to the fuel cell stack 11 in order to generate power. It is set to judge.

Further, the ECU 70 determines that the battery 12 needs to be warmed up when the temperature of the battery 12 input from a temperature sensor (not shown) is equal to or lower than a first predetermined temperature (for example, 0 ° C.). It has a function to execute warm-up control.
Further, the ECU 70 has a function of determining that the battery 12 needs to be cooled when the temperature of the battery 12 is equal to or higher than a second predetermined temperature (for example, 50 ° C.), and performing cooling control of the battery 12.
Note that the first predetermined temperature and the second predetermined temperature depend on the specifications of the battery 12 (type of unit cell, shape of the housing 20, etc.), are determined by a preliminary test or the like, and are stored in the ECU 70 in advance.

≪Operation and effect of battery temperature control system≫
Next, the operation and effect of the battery temperature control system 1 will be described with reference to FIGS. The first on-off valve 41, the second on-off valve 42, the first shut-off valve 51 to the sixth shut-off valve 56 are normally closed as described above, and are in a closed state unless otherwise specified.

<At the time of power generation of the fuel cell stack-When the battery is not warmed up or cooled (at normal temperature)
With reference to FIG. 2, a description will be given of the time when the fuel cell stack 11 generates power and the battery 12 is not warmed up and not cooled (when the battery 12 is at room temperature).
The ECU 70 operates the air pump 13 with the first cutoff valve 51 and the fourth cutoff valve 54 open. Then, the air taken in from the air scoop S is supplied to the fuel cell stack 11 through the fifth pipe 35, the sixth pipe 36, the first pipe 31, the air pump 13, and the second pipe 32. That is, since air bypasses the housing 20, the air is supplied without receiving a large pressure loss from the battery 12 housed in the housing 20.

In this case, since the third shut-off valve 53 and the sixth shut-off valve 56 are closed, the air to be directed from the second pipe 32 to the fuel cell stack 11 passes through the seventh pipe 37 and the eighth pipe 38. The fifth pipe 35 is not returned.
If the second shutoff valve 52 can control its opening, the opening of the second shutoff valve 52 is maintained based on the temperature of the battery 12 without increasing the temperature of the battery 12. It is preferable to control such that

<During power generation of the fuel cell stack-warming up the battery>
With reference to FIG. 3, the time when the fuel cell stack 11 generates power and the battery 12 is warmed up will be described.
The ECU 70 operates the air pump 13 with the first cutoff valve 51, the first on-off valve 41, and the sixth cutoff valve 56 open. Then, the air sucked from the air scoop S is the fifth pipe 35, the sixth pipe 36, the first pipe 31, the air pump 13, the upstream portion of the second pipe 32, the third pipe 33, the heat transfer pipe 22, and the seventh pipe. The fuel cell stack 11 is supplied through a downstream portion of the pipe 37 and the second pipe 32. In this case, the air heated by adiabatic compression by the air pump 13 warms up the battery 12 when flowing through the heat transfer pipe 22 as warm-up air.

  Moreover, since the air discharged from the air pump 13 does not flow through the main body 21 of the casing 20 having a large flow path cross-sectional area but flows through the heat transfer pipe 22, the discharge pressure of the air pump 13 does not greatly decrease. That is, the discharge pressure of the air pump 13 and the air pressure in the fuel cell stack 11 are substantially equal. Thereby, it becomes easy to control the air pressure in the fuel cell stack 11 based on the rotational speed of the air pump 13.

  Further, when the battery 12 is warmed up after cooling, even if low-temperature air remains in the heat transfer pipe 22, warm-up air flows through the heat transfer pipe 22 after the battery 12 starts warming up. Therefore, the low temperature air can be quickly removed. At the same time, the battery 12 is quickly warmed up by the warm-up air flowing through the heat transfer pipe 22.

In this case, since the second shut-off valve 52 is in a closed state, air does not travel toward the main body 21 of the housing 20.
Further, since the third shut-off valve 53 is in a closed state, the air that should go from the seventh pipe 37 to the fuel cell stack 11 does not return to the fifth pipe 35 through the eighth pipe 38.
Furthermore, since the fourth shut-off valve 54 is in a closed state, all of the air (warm-up air) discharged from the air pump 13 goes to the heat transfer pipe 22 through the third pipe 33.
Furthermore, since the fifth shut-off valve 55 is in a closed state, the air (warm-up air) discharged from the air pump 13 is not discharged outside the vehicle through the ninth pipe 39.

<When generating power from the fuel cell stack-When cooling the battery>
With reference to FIG. 4, a description will be given of the cooling of the battery 12 when the fuel cell stack 11 generates power.
The ECU 70 operates the air pump 13 with the second cutoff valve 52, the fourth cutoff valve 54, the third cutoff valve 53, and the second on-off valve 42 opened. Then, the air taken in from the air scoop S is supplied to the fuel cell stack 11 through the fifth pipe 35, the main body 21, the first pipe 31, the air pump 13, and the second pipe 32. That is, external air flows between the single cells of the battery 12 housed in the main body 21 as cooling air, whereby the battery 12 is quickly cooled.
In this case, since the first shut-off valve 51 is in a closed state, air does not flow through the sixth pipe 36 and does not bypass the main body 21 of the housing 20.

  At the same time, a part of the air taken in from the air scoop S branches from the fifth pipe 35 and is part of the eighth pipe 38, a part of the seventh pipe 37, the heat transfer pipe 22, and the third pipe 33. , The fourth pipe 34, a part of the first pipe 31, the air pump 13, and the second pipe 32, and is supplied to the fuel cell stack 11. That is, external air also flows inside the heat transfer pipe 22 as cooling air, whereby the battery 12 is quickly cooled and the cooling efficiency of the battery 12 is enhanced.

  In addition, when the battery 12 is cooled after being warmed up, even if high-temperature air remains in the heat transfer pipe 22, the second on-off valve 42 opens and the fourth pipe 34 is switched to the flow-permitted state. Therefore, after the cooling of the battery 12 is started, the remaining high-temperature air can be quickly removed by being sucked into the air pump 13. At the same time, the battery 12 is quickly cooled by the cooling air flowing through the heat transfer pipe 22.

<When the fuel cell stack stops generating electricity-When the battery warms up>
With reference to FIG. 5, a description will be given of when the fuel cell stack 11 is stopped in power generation and when the battery 12 is warmed up.
The ECU 70 operates the air pump 13 with the first on-off valve 41, the third cutoff valve 53, and the first cutoff valve 51 open. Then, the air (warm-up air) discharged from the air pump 13 is a part of the second pipe 32, the third pipe 33, the heat transfer pipe 22, a part of the seventh pipe 37, the eighth pipe 38, and the sixth pipe. 36, returns to the air inlet of the air pump 13 through a part of the first pipe 31. That is, air circulates between the air pump 13 and the heat transfer pipe 22, and the heated air (warm-up air) flows through the heat transfer pipe 22, whereby the battery 12 can be quickly warmed up.

Further, the circulating air bypasses the inside of the main body 21 so that the pressure loss of the circulating air does not increase. However, the first shut-off valve 51 may be closed and the second shut-off valve 52 may be opened, and the circulating air may pass through the main body 21.
Further, since the sixth shutoff valve 56 is in a closed state, the air to be circulated does not go to the fuel cell stack 11 through the seventh pipe 37.

<When stopping power generation in the fuel cell stack-When cooling the battery>
With reference to FIG. 6, the cooling of the battery 12 when the power generation of the fuel cell stack 11 is stopped will be described.
The ECU 70 operates the air pump 13 with the second cutoff valve 52, the fifth cutoff valve 55, the third cutoff valve 53, and the second on-off valve 42 opened. Then, the air taken in from the air scoop S is discharged outside the vehicle through the fifth pipe 35, the main body 21, the first pipe 31, the air pump 13, a part of the second pipe 32, and the ninth pipe 39. . That is, external air flows between the single cells of the battery 12 housed in the main body 21 as cooling air, whereby the battery 12 is quickly cooled.

At the same time, a part of the air taken in from the air scoop S branches from the fifth pipe 35 and is part of the eighth pipe 38, a part of the seventh pipe 37, the heat transfer pipe 22, and the third pipe 33. And the fourth pipe 34, a part of the first pipe 31, the air pump 13, a part of the second pipe 32, and the ninth pipe 39. That is, external air flows through the heat transfer pipe 22 as cooling air, whereby the battery 12 is quickly cooled, and the cooling efficiency of the battery 12 is enhanced.
Further, since the sixth shut-off valve 56 is in a closed state, air does not travel to the fuel cell stack 11 through the seventh pipe 37.

≪Effect of battery temperature control system-summary≫
As described above, according to the battery temperature control system 1, the fuel cell stack 11 is configured to include only one air pump 13 as a power source for flowing air (warm-up air and cooling air). The battery 12 is warmed up / cooled by appropriately switching between the intake path and the discharge path of the air pump 13 corresponding to the time when the battery 12 is warmed up / cooled / not warmed up / not cooled. Can be executed promptly.

  In addition, since the configuration includes only one air pump 13, the system configuration is simplified, the installation space is reduced, the configuration is easy in terms of cost, and the weight does not increase significantly. Therefore, it becomes easy to mount on a moving body such as a fuel cell vehicle V or a hybrid vehicle.

  As mentioned above, although one Embodiment of this invention was described, this invention is not limited to this, For example, it can change as follows in the range which does not deviate from the meaning of this invention.

  In the above-described embodiment, the configuration in which the battery temperature control system 1 is mounted on the fuel cell vehicle V is exemplified. However, the configuration may be mounted on other mobile objects such as a hybrid vehicle, a motorcycle, a train, and a ship. Moreover, the structure integrated in the stationary fuel cell system may be sufficient.

  In the above-described embodiment, the configuration in which the power generation device is the fuel cell stack 11 is exemplified, but other power generation devices, for example, an engine (internal combustion engine) including a generator mounted on a hybrid vehicle may be used.

In the embodiment described above, the first opening / closing valve 41 is provided in the third pipe 33, the second opening / closing valve 42 is provided in the fourth pipe 34, and the valve mechanism is configured by the first opening / closing valve 41 and the second opening / closing valve 42. Although the case where it comprised was illustrated, for example, it is good also as providing a three-way valve in the connection point of the 3rd piping 33 and the 4th piping 34, and making this into a valve mechanism.
In addition, as for other shut-off valves, if the functions can be combined by a three-way valve, the shut-off valve may be appropriately replaced with a three-way valve (direction switching valve). Needless to say, even if such substitution is made, it belongs to the technical scope of the present invention. Specifically, for example, a three-way valve that functions as the fourth cutoff valve 54 and the sixth cutoff valve 56 may be provided at the connection point between the second pipe 32 and the seventh pipe 37. In addition, a three-way valve that functions as the third cutoff valve 53 and the sixth cutoff valve 56 may be provided at a connection point between the seventh pipe 37 and the eighth pipe 38.

1 Battery temperature control system 11 Fuel cell stack (power generation device)
12 battery 13 air pump 20 housing 22 heat transfer pipe 31 first pipe 32 second pipe 33 third pipe 34 fourth pipe 35 fifth pipe 36 sixth pipe 37 seventh pipe 38 eighth pipe 39 ninth pipe 41 first On-off valve (valve mechanism)
42 Second on-off valve (valve mechanism)
51 1st shutoff valve 52 2nd shutoff valve 53 3rd shutoff valve 54 4th shutoff valve 55 5th shutoff valve 56 6th shutoff valve S Air scoop (inlet of air from the outside)
V Fuel cell vehicle (moving body)

Claims (12)

A power generator,
Battery,
A housing that houses the battery and has an inlet and an outlet for cooling air that cools the battery, and an inlet and outlet for warm air that warms the battery when the battery is warmed;
An air pump for sending compressed air to the power generator;
A battery temperature control system comprising:
A first pipe connecting the cooling air outlet of the housing and the air pump inlet;
A second pipe connecting the discharge port of the air pump and the power generation device;
A third pipe connecting the second pipe and the warm air inlet of the housing;
A fourth pipe connecting the first pipe and the third pipe;
A valve mechanism that shuts off the fourth pipe when the battery is warmed up, and shuts off the third pipe when the battery is cooled;
A battery temperature control system comprising: 2. The battery temperature control system according to claim 1, wherein the case includes a case main body that houses the battery, and a heat transfer pipe through which warm-up air flows when the battery is warmed up. . The battery temperature control system according to claim 1, further comprising a fifth pipe that connects an inlet of cooling air to the casing and an inlet of air from the outside. A sixth pipe connecting the fifth pipe and the first pipe;
A first shut-off valve that opens when the battery is warmed up and closes when the battery is cooled;
The battery temperature control system according to claim 3, comprising: The battery according to claim 4, further comprising a second shut-off valve that is closed when the battery is warmed up and opened when the battery is cooled, downstream of the connection point of the sixth pipe in the fifth pipe. Temperature control system. Wherein the outlet of the warm-up style housing claim from claim 1, characterized in that it comprises a seventh piping connecting a downstream portion than the connection point of the third pipe in the second pipe 5 The battery temperature control system according to any one of the above. And the outlet of the warm-up style of the housing, and the seventh pipe connecting a downstream portion than the connection point of the third pipe in the second pipe,
An eighth pipe connecting the seventh pipe and the fifth pipe;
The battery temperature control system according to claim 3, comprising: A third shut-off valve that closes at the time of power generation of the power generation device and when the battery is warmed up, or at the time of power generation of the power generation device and when the battery is not cooled and is not warmed up, in the eighth pipe. The battery temperature control system according to claim 7, further comprising: The said 2nd piping is provided with the 4th cutoff valve closed at the time of warming up of the said battery between the connection point of the said 3rd piping and the connection point of the said 7th piping. Battery temperature control system. The battery temperature control system according to any one of claims 1 to 9, further comprising a ninth pipe that communicates the second pipe with the outside. The battery temperature control system according to claim 10, wherein the ninth piping includes a fifth shut-off valve that is closed when the power generation device generates power. 8. The sixth shutoff valve that closes when the power generation of the power generation device is stopped is provided between the connection point of the eighth pipe and the connection point of the second pipe in the seventh pipe. Battery temperature control system.

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