JP2014227037A - Battery heating device of vehicle - Google Patents

Abstract

A battery heating apparatus for a vehicle including a battery that can be heated using air is provided. A battery heating device for a vehicle (1) includes an engine (3), a battery (5), an exhaust passage (31) for exhausting exhaust gas from the engine (3), a supply passage (51) for supplying air to the battery (5), and an exhaust passage (31). A heat exchanger 7 that directly or indirectly supplies the heat of the exhaust gas to the air, and the battery 5 is heated by the air after passing through the heat exchanger 7. [Selection] Figure 2

Description

  The present invention relates to a battery heating device for a vehicle having a battery and an engine. For example, the present invention relates to a battery heating device for a hybrid vehicle driven by power from a generator motor that rotates by electric power supplied from a battery and power from an engine.

Generally, a battery cannot sufficiently discharge electric power at a low temperature (in particular, 0 ° C. or less), and cannot fully exhibit its ability.
Therefore, a hybrid vehicle or the like cannot be sufficiently driven by a battery at a low temperature.
Even in the case of driving by the engine instead of driving by the battery, the battery can not be charged sufficiently because the storage capacity of the battery is reduced at low temperatures.

Patent Document 1 and Patent Document 2 disclose a technique for exchanging heat between exhaust heat (gas) and a heat medium (liquid) and heating the battery by closed circuit circulation of the heat medium (liquid). ing.
Patent Document 3 discloses a technique for recovering exhaust heat immediately after the catalytic converter and heating the battery using the exhaust heat.
Patent Document 4 discloses a technique in which an exhaust pipe is extended to the vicinity of a battery.
Patent Document 5 discloses a technique in which a battery is disposed outside each of two branched exhaust pipes.

JP-A-7-329581 Japanese Patent Laid-Open No. 2001-37009 JP 2009-24648 A Japanese Utility Model Publication No. 61-10918 JP-A-6-189413

In the techniques disclosed in Patent Documents 1 to 5, a fluid other than air is used as a fluid for heating the battery.
Thus, when a battery other than air is used, the position of the battery is likely to be limited.

  This invention is made | formed in view of the said subject, and an example of the subject is providing the battery heating apparatus of the vehicle provided with the battery which can be heated using air.

  The vehicle battery heating device of the present invention includes an engine, a battery, an exhaust passage for exhausting exhaust gas of the engine, a supply passage for supplying air to the battery, and heat of exhaust gas in the exhaust passage. And a first heat exchanger that directly or indirectly supplies air, and the battery is heated by the air after passing through the heat exchanger.

  Preferably, a valve is formed in the exhaust passage or the supply passage, and heating of the battery is controlled by the valve.

  Preferably, the heat transfer passage is configured to pass a heat transfer material, and the heat transfer passage exchanges heat with the air in the supply passage by the heat exchanger, and heat different from that of the heat exchanger. The exchanger exchanges heat with the exhaust gas in the exhaust passage.

  Preferably, the supply passage has an intake side supply passage communicating with the heat exchanger and a bypass supply passage bypassing the heat exchanger.

  Preferably, the exhaust passage includes an engine-side exhaust passage communicating with the heat exchanger and a bypass exhaust passage bypassing the heat exchanger.

  Preferably, a valve is formed in the first exhaust passage.

  According to the present invention, it is possible to provide a vehicle battery heating apparatus including a battery that can be heated using air.

It is explanatory drawing of the battery heating apparatus of the vehicle in the 1st Embodiment of this invention. It is explanatory drawing of a structure of 1st Embodiment. It is explanatory drawing of 2nd Embodiment. It is explanatory drawing of 3rd Embodiment. It is explanatory drawing of 4th Embodiment. It is explanatory drawing of 5th Embodiment. It is explanatory drawing of 6th Embodiment. It is explanatory drawing of 7th Embodiment. It is explanatory drawing of 8th Embodiment. It is explanatory drawing about the 1st example of mounting to a vehicle. It is explanatory drawing about the 2nd example of mounting to a vehicle. It is explanatory drawing about the 3rd example of mounting to a vehicle. It is explanatory drawing about the 4th example of mounting to a vehicle. It is explanatory drawing about the 5th example of mounting to a vehicle.

<First Embodiment>
FIG. 1 is an explanatory diagram of a battery heating device for a vehicle 1 according to the first embodiment of the present invention.

As shown in FIG. 1, the vehicle 1 has a first compartment 2a, a second compartment 2b, and a third compartment 2c.
As shown in FIG. 1, the vehicle 1 such as an automobile has an engine 3, a battery 5, a heat exchanger 7, a generator motor 9, a power distribution switching unit 10, a transmission 10 a, and an electric power path 11.

In the first compartment 2a, an engine 3, a battery, a power distribution switching unit 10 and the like are arranged.
The second passenger compartment 2b is a space where a driver or the like is seated.
Further, the third compartment 2c is a space in which luggage or the like can be loaded as a trunk room.
A battery 5 is disposed in a space under the seats of the front seats (driver seat and front passenger seat) in the second compartment 2b.

The rotating shaft of the engine 3 is connected to the power distribution switching unit 10.
The rotating shaft of the generator motor 9 is also connected to the power distribution switching unit 10.
Further, the rotation shaft of the transmission 10 a is also connected to the power distribution switching unit 10.
The power distribution switching unit 10 can cut off transmission of power to the rotation shaft of the engine 3, the rotation shaft of the generator motor 9, and the rotation shaft of the transmission 10a.
Furthermore, the power distribution switching unit 10 can arbitrarily change the power transmission ratio among the rotation shaft of the engine 3, the rotation shaft of the generator motor 9, and the rotation shaft of the transmission 10a.

By switching the power distribution switching unit 10, the power from the engine 3 can be supplied to the transmission 10a. It is also possible to use engine brakes by supplying power from the tires to the engine 3 via the transmission 10a.
It is also possible to generate power by supplying power from the engine 3 to the generator motor 9 or by supplying (regenerating) power from the tires via the transmission 10a.
It is also possible to start the engine 3 by providing the engine 3 with the power generated by supplying the electric power from the battery 5 to the generator motor 9. It is also possible to drive the tire by the generator motor 9 by supplying the power generated by supplying electric power from the battery 5 to the generator motor 9 to the transmission 10a.

In addition to connecting any two of the engine 3, the generator motor 9 and the transmission 10a, while connecting all three of the engine 3, the generator motor 9 and the transmission 10a, It is also possible to change the proportion of power distributed to the two.
For example, it is possible to generate (regenerate) electric power by supplying a part of the power from the tire to the engine 3 through the transmission 10a and using the engine brake while supplying the rest to the generator motor 9. is there.
It is also possible to supply the remainder to the generator motor 9 while supplying a part of the power generated by the engine 3 to the tire via the transmission 10a.
Furthermore, the power of the engine 3 and the power of the generator motor 9 can be supplied to the tires via the transmission 10a.

The generator motor 9 and the battery 5 are electrically connected. Electric power generated by driving the generator motor 9 is stored in the battery 5. Further, the generator motor 9 can be driven by the electric power from the battery 5.
Note that whether the electric power from the battery 5 is supplied to the generator motor 9 or the electric power from the generator motor 9 is supplied to the battery 5 for charging is controlled by an ECU (not shown) or the like. The ECU can also adjust the amount of electric power when supplying electric power from the battery 5 to the generator motor 9.

Exhaust gas from the engine 3 is exhausted through the exhaust passage 31. In the middle of the exhaust passage 31, a catalyst unit 39 and a heat exchanger 7 are arranged in order from the engine 3 side.
A three-way catalyst is disposed inside the catalyst portion 39.
In the heat exchanger 7, the exhaust gas of the engine 3 is heat-exchanged with air or the like.

  FIG. 2 is an explanatory diagram of the configuration of the first embodiment.

As shown in FIG. 2, the vehicle 1 includes an engine 3, a battery 5, and a heat exchanger 7.
The vehicle 1 also has an exhaust passage 31 for exhausting exhaust gas to the outside of the vehicle 1.
The exhaust passage 31 includes an engine-side exhaust passage 33 that connects the engine 3 and the heat exchanger 7, and a discharge-side exhaust passage 35 that discharges the exhaust gas that has exited the heat exchanger 7 to the outside of the vehicle 1.
Further, the engine side exhaust passage 33 is provided with an exhaust passage valve 4 for adjusting the amount of exhaust gas passing through the exhaust passage 31 (= the amount of exhaust gas supplied to the heat exchanger 7).
In addition, when the exhaust passage valve 4 is in a closed state, when the engine 3 is operated, there may be a bypass passage, an air release portion, or the like.

The vehicle 1 also has a supply passage 51 for supplying air to the battery 5.
The supply passage 51 is exhausted from the battery 5, an intake side supply passage 53 that takes in air and supplies it to the heat exchanger 7, an intermediate supply passage 55 that supplies air after leaving the heat exchanger 7 to the battery 5, and the battery 5. And a discharge side supply passage 57 for sending out the air.
A supply fan 6 that pumps air passing through the supply passage 51 is disposed in the intermediate supply passage 55.
By adjusting the rotational speed of the supply fan 6 and the like, the amount of air passing through the supply passage 51 (the amount of air supplied to the heat exchanger 7 and the battery 5) is adjusted.

  Here, the air sucked in by the supply passage 51 may be indoor air (first vehicle interior 2a, second vehicle interior 2b, and third vehicle interior 2c) or air outside the vehicle. However, it is appropriate to suck in air from the second passenger compartment 2b where the driver is present. The exhaust gas passing through the exhaust passage 31 is discharged outside the vehicle.

The air sucked by the supply passage 51 is heated by absorbing heat from the exhaust gas by the heat exchanger 7. This air is supplied to the battery 5. Then, the battery 5 is warmed (warm-up).
This has the following effects.
When the vehicle 1 has to be driven with the electric power from the battery 5 under a low temperature condition, the battery 5 can be warmed in a relatively early time.
As a result, the battery 5 that cannot supply sufficient power to the generator motor 9 at low temperatures can be brought into a state in which sufficient power can be supplied at an early stage.
Further, when the surplus driving force is stored in the battery 5 when the vehicle 1 is driven by the engine 3, the storage capacity of the battery 5 can be recovered early.
Further, since it is air and not exhaust gas that is used to warm the battery 5, it is possible to prevent a problem such as a short circuit of the battery 5 from occurring. That is, since the exhaust gas contains a large amount of water vapor, it is possible to prevent a short circuit from occurring in the electrical connection portion of the battery 5 when the water vapor is liquefied.
Moreover, since water does not adhere to the battery 5, deterioration such as corrosion of the battery 5 due to water can be prevented.
Furthermore, as a method for warming the battery 5, there is a method of generating heat by passing an electric current. However, this method promotes deterioration of the battery 5. On the other hand, in this embodiment, since the battery 5 is not warmed by such a method, it is possible to prevent deterioration of the battery 5.

After the battery 5 is sufficiently warmed, the exhaust passage valve 4 is closed, the supply of heat to the heat exchanger 7 is stopped, and the battery 5 is not further heated.
In addition, when the temperature of the battery 5 further rises above a predetermined temperature, the supply fan 6 is operated and the room (the first compartment 2a, the second compartment 2b, and the third compartment 2c) is operated. Alternatively, air outside the vehicle is supplied to the battery 5 to cool the battery 5.

Furthermore, in cases other than low temperatures, the supply fan 6 is operated while the exhaust passage valve 4 is closed from the beginning, and the interior (the first compartment 2a, the second compartment 2b, and the third compartment 2c) is operated. Or air outside the vehicle is supplied to the battery 5 to cool the battery 5.
In particular, when the air in the second compartment 2b is supplied to the battery 5 at a high temperature (summer or the like), the air in the second compartment 2b is relatively controlled by the air conditioner when the vehicle 1 is in operation. It is maintained at a low temperature. This low temperature air can be supplied to the battery 5.

As described above, the air taken in by the intake side supply passage is indoor air (first vehicle interior 2a, second vehicle interior 2b, and third vehicle interior 2c) or air outside the vehicle. As for this, only one of them can be determined at the manufacturing stage, and the air can not be sucked from other parts.
Further, it may be configured such that any one of the air in the first compartment 2a, the second compartment 2b and the third compartment 2c, and the air outside the vehicle can be selected as required when the vehicle 1 is traveling. good. Thus, it is appropriate to make the selection possible because the temperature of the air provided to the battery 5 can be controlled more appropriately.
In particular, when the battery 5 is cooled, the temperature outside the vehicle is often high, and it is often appropriate to use the air in the room (the second vehicle compartment 2b).
Further, even when the battery 5 is heated, in this case, the outside of the vehicle is often at a low temperature, and the battery 5 is heated using air from the room (the first vehicle compartment 2a and the second vehicle compartment 2b). It is possible to warm the battery 5 more rapidly.

Moreover, the air after heating the battery 5 is discharged indoors (the first vehicle compartment 2a, the second vehicle compartment 2b, and the third vehicle compartment 2c) or outside the vehicle. It is also possible to select one space for the discharge location at the time of manufacture. You may make it switch either indoor (1st vehicle interior 2a, 2nd vehicle interior 2b, 3rd vehicle interior 2c), or the exterior of a vehicle according to the necessity at the time of driving | running | working of the vehicle 1. FIG.
In the most suitable embodiment, it is appropriate that the air after passing through the battery 5 is discharged into the third vehicle compartment 2c. Because, when the battery 5 is cooled using the air from the second passenger compartment 2b, even the air after the battery 5 is cooled is at a lower temperature (lower humidity) than the air outside the vehicle. This is because there are many cases. Also, the reason for setting the air discharge location after heating the battery 5 to the third passenger compartment 2c instead of the second passenger compartment 2b is to provide the air after cooling the battery 5 to the passenger side of the rear seat. Is not appropriate.

As an optimal example of the air intake and exhaust space, it is appropriate to intake the air in the second compartment 2b and exhaust the air to the third compartment 2c.
This is because when the battery 5 is heated, the battery 5 can be heated using the air in the second passenger compartment 2b that is heated relatively quickly. Further, although the temperature is lowered by warming the battery 5, the air warmed by the exhaust gas is warmer than the air outside the vehicle and is useful for warming the inside of the vehicle.
Further, when the battery 5 is cooled, the battery 5 can be cooled using the air in the second compartment 2b having a low temperature. Furthermore, even after the battery 5 is cooled, the air from the second compartment 2b is usually lower in temperature than the air outside the vehicle.

[Example of specific control]
Note that the following control can be performed in any of the first embodiment and other embodiments described later.
The exhaust passage valve 4 (the supply fan 6 and the supply passage valve 58 (refer to the second and subsequent embodiments)) adjusts the temperature of the air taken in by the intake side supply passage 53, the temperature of the exhaust gas, and the temperature of the battery 5. Can be controlled based on. Thereby, heating (cooling) of the battery 5 can be controlled more appropriately.

The exhaust passage valve 4 (the supply fan 6 and the supply passage valve 58 (see the second and subsequent embodiments)) can control the amount of heating to the battery 5 according to the remaining capacity stored in the battery 5. it can. Specifically, when the remaining capacity of the battery 5 is small, the battery 5 is rapidly heated so that the battery 5 can output an output close to the rating. On the other hand, when the remaining capacity of the battery 5 is sufficient, the battery 5 does not need to output an output close to the rating, so the battery 5 may be heated slowly. The remaining capacity may be measured after the vehicle 1 starts to drive, or may be estimated from the remaining capacity before parking.
Further, when the remaining capacity is small, the vehicle 1 gives priority to running by the generator motor 9, warms the battery 5 by heat generation when discharged from the battery 5, and when the remaining capacity is sufficient, the vehicle 1 May prioritize traveling by the engine 3.

Further, when the battery 5 has to be heated, it is more appropriate for heating the battery to raise the temperature of the exhaust gas.
Therefore, the engine 3 may be operated in a rich state, and then in a lean state, thereby causing a thermal reaction by the catalyst unit 39 to perform control for increasing the temperature of the exhaust gas.

<Second Embodiment>
FIG. 3 is an explanatory diagram of the second embodiment. Note that a description of the same parts as those in the first embodiment will be omitted.

  In the first embodiment, the temperature of the air supplied to the battery 5 in the supply fan 6 and the exhaust passage valve 4 can be adjusted to some extent, but it is difficult to control the heat with only these two members. Thus, the battery 5 may be overheated.

Therefore, in the second embodiment, the bypass supply passage 54 is provided and connected to the intermediate supply passage 55 at the connection portion 56.
Here, in the second embodiment, the intermediate supply passage 55 includes a first intermediate supply passage 55 a from the heat exchanger 7 to the connection portion 56 and a second intermediate supply passage 55 b from the connection portion 56 to the battery 5. Have
A supply passage valve 58 for adjusting the flow rate is disposed in the first intermediate supply passage 55a.

The bypass supply passage 54 is an intermediate supply passage 55 after taking in air outside the vehicle (first vehicle compartment 2a, second vehicle compartment 2b and third vehicle compartment 2c) and / or outside the vehicle and passing through the heat exchanger 7. This air can be supplied to the connecting portion 56 of the first.
As a result, the temperature of the air heated unnecessarily in the heat exchanger 7 can be lowered.
Further, by completely closing the supply passage valve 58, only the air that does not pass through the heat exchanger 7 can be directly supplied to the battery 5.
As a result, the temperature of the air supplied to the battery 5 can be appropriately controlled. Note that such control that directly supplies only air that does not pass through the heat exchanger 7 to the battery 5 is performed when the battery 5 needs to be cooled.

Further, when the battery 5 is heated, the opening amount of the supply passage valve 58 is adjusted so that the amount of air that has passed through the heat exchanger 7 and becomes high temperature is appropriate, and the amount of heating of the battery 5 is increased. Can be adjusted (stepless adjustment).
Further, since the bypass supply passage 54 is provided, it is possible to reduce pressure loss caused by disposing the heat exchanger 7 in the intake side supply passage 53 as in the first embodiment. Thereby, the driving force of the supply fan 6 can also be reduced.

  The supply passage valve 58 may be provided in the connecting portion 56 instead of the intake side supply passage 53 and may be configured by a switching valve (see FIGS. 7 and 9). Such a modification is also possible in the following embodiments.

<Third Embodiment>
FIG. 4 is an explanatory diagram of the third embodiment. Note that description of the same parts as those of the second embodiment is omitted.

In the third embodiment, the intake side supply passage 53 and the bypass supply passage 54 branch the air taken in from the same intake port 53a at the first supply connection portion 56a.
The intake side supply passage 53 and the bypass supply passage 54 merge at the second supply connection portion 56b.
The supply passage valve 58 is located upstream of the heat exchanger 7.

  Since it comprised in this way, the pressure loss resulting from arrange | positioning the heat exchanger 7 to the intake side supply passage 53 like 1st Embodiment can be reduced.

<Fourth Embodiment>
FIG. 5 is an explanatory diagram of the fourth embodiment. Note that description of the same parts as those in the first to third embodiments is omitted.

In the fourth embodiment, a bypass exhaust passage 36 that bypasses the heat exchanger 7 is provided on the exhaust passage 31 side.
The bypass exhaust passage 36 is connected to the engine side exhaust passage 33 at the first exhaust connection portion 37a, and is connected to the exhaust side exhaust passage 35 at the second exhaust connection portion 37b.
Thus, since the bypass is formed in the exhaust passage 31, the amount of exhaust gas input to the heat exchanger 7 can be arbitrarily adjusted.

  The exhaust passage valve 4 may be provided not in the engine side exhaust passage 33 but in the first exhaust connection portion 37a and may be constituted by a switching valve. Such a modification is also possible in the following embodiments.

<Fifth Embodiment>
FIG. 6 is an explanatory diagram of the fifth embodiment. Note that description of parts similar to those of the first to fourth embodiments is omitted.

In the fifth embodiment, the first heat exchanger 7 a is disposed in the exhaust passage 31, and the second heat exchanger 7 b is disposed in the supply passage 51.
The heat transfer material passes through the heat transfer passage 8 and is connected to the first heat exchanger 7a and the second heat exchanger 7b.
In the first heat exchanger 7a, the heat transfer material exchanges heat with the exhaust gas.
Further, in the second heat exchanger 7b, the heat transfer material exchanges heat with air.
That is, in the first to fourth embodiments, the exhaust gas and the air are directly exchanged with heat, but in the fifth embodiment, heat is exchanged via the heat transfer material. Yes.

Here, the heat transfer material may be arbitrarily selected as necessary. For example, it may be a liquid such as water (water containing ethylene glycol which is an antifreeze liquid) or a gas such as carbon dioxide.
In particular, as the heat transfer material, EGR cooler, heat exchange to which an exhaust pipe is attached, water used for an air conditioner, (carbon dioxide), or the like can be used.
That is, in this case, it is possible to select various heat transfer materials that mediate heat transfer between the exhaust gas and the air.

  In addition, since the exhaust gas and air do not directly exchange heat, it is possible to reliably prevent a situation in which the exhaust gas enters the air.

<Sixth Embodiment>
FIG. 7 is an explanatory diagram of the sixth embodiment. Note that the description of the same parts as those in the first to fifth embodiments will be omitted.

As shown in FIG. 7, the supply passage 51 has an intake side supply passage 53 and a bypass supply passage 54.
Air sucked from the intake port 53a is pumped by the supply fan 6. Thereafter, the first supply connection portion 56 a branches off, one is supplied to the heat exchanger 7, and the other is supplied to the bypass supply passage 54.
The air that has passed through the heat exchanger 7 merges at the second supply connection portion 56 b and is supplied to the battery 5.
The heat exchanger 7 is connected to the downstream side of the catalyst unit 39. This is because it is not appropriate to dispose the heat exchanger 7 on the upstream side of the catalyst unit 39 because the catalyst unit 39 generates heat by the catalyst.
A supply passage valve 58 is disposed in the first supply connection portion 56a.
With this supply passage valve 58, it is possible to control whether the air supplied to the heat exchanger 7 and heated is supplied to the battery 5 or whether the air is supplied without going through the heat exchanger 7. However, it is not alternative and the ratio can be changed.

Most of the intake side supply passage 53, the heat exchanger 7, the supply fan 6, and the bypass supply passage 54 are packaged as the exhaust heat recovery / exchange unit 13.
Similarly, the battery 5 is also packaged as a battery box 12.
Further, the exhaust heat recovery / exchange unit 13 and the battery box 12 can be further integrated into the battery heating / cooling unit 14.
The battery heating / cooling unit 14 is assumed to be placed under the floor 102 (see also FIG. 8) of the second passenger compartment 2b, but the present invention is not limited to this.
By doing in this way, maintenance, assembly, etc. are facilitated.

<Seventh Embodiment>
FIG. 8 is an explanatory diagram of the seventh embodiment. Note that a description of the same parts as those in the first to sixth embodiments will be omitted.

As shown in FIG. 8, the integrated unit 15 is integrated with the battery 5 (battery box 12), the supply fan 6, the second heat exchanger 7b, and the intake side supply passage 53.
Further, as in the fifth embodiment of FIG. 6, air is heated via a heat transfer material.
The heat transfer material is circulated between the first heat exchanger 7a and the second heat exchanger 7b by the heat transfer passage 8.
The integrated unit 15 is accommodated below the front seat 101 and below the floor 102.
The first heat exchanger 7 a is located on the downstream side of the catalyst unit 39.
The air is pumped by the supply fan 6 disposed in the intake side supply passage 53, passes through the second heat exchanger 7 b, is heated, and is supplied to the battery 5.
When there is no need to heat the battery 5, it is possible to cool the battery 5 by stopping the circulation of the heat transfer passage 8 and driving the supply fan 6.
Moreover, the air after heating the battery 5 is discharged | emitted by the 3rd compartment 2c.

Thus, since the battery 5 (integrated unit 15) is disposed at a position below the front seat 101, the area under the front seat 101 that is a dead space existing in the vehicle 1 can be effectively utilized.
Moreover, it becomes possible to arrange | position the 1st heat exchanger 7a immediately after the catalyst part 39. FIG. If it does so, the exhaust gas of comparatively high temperature immediately after discharged | emitted from the catalyst part 39 can be utilized for the heat exchange in the 1st heat exchanger 7a, and it is suitable for heating the battery 5.

  Further, when the supply fan 6 is rotated in the reverse direction, the warmed air can be supplied to the second compartment 2b. As a result, the second passenger compartment 2b can be heated.

<Eighth Embodiment>
FIG. 9 is an explanatory diagram of the eighth embodiment. Note that description of portions similar to those of the seventh embodiment is omitted.

The eighth embodiment of FIG. 9 is the same as the seventh embodiment.
However, the air fed by the supply fan 6 is switched by the supply passage valve 58.
The supply passage valve 58 can be switched between supplying air to the battery 5 after passing through the second heat exchanger 7 b or supplying air directly to the battery through the bypass supply passage 54. Moreover, it is possible not only to completely switch to one but also to control the ratio.
As described above, since the supply passage valve 58 and the bypass supply passage 54 are provided, the temperature of the air supplied to the battery 5 can be appropriately controlled.

<Regarding the first mounting example on the vehicle 1 (automobile)>
FIG. 10 is an explanatory diagram of a first example of mounting on the vehicle 1.

The system for heating the battery 5 in FIG. 10 is conceptually as shown in FIG. 10 when mounted on an actual vehicle 1 (automobile).
The system for heating the battery 5 in FIG. 10 is the same as that shown in FIG.
Thus, the heat exchanger 7 is disposed on the downstream side of the catalyst unit 39 and in the vicinity thereof.
Accordingly, the exhaust gas having a relatively high temperature immediately after being discharged from the catalyst unit 39 can be used for heat exchange in the first heat exchanger 7a, and the battery 5 can be heated.
Further, as shown in FIG. 10, in a hybrid vehicle, the battery 5 is often arranged in the width direction from the center of the vehicle 1, so that the heat exchanger 7 is arranged in the front direction of the vehicle 1 relative to the battery 5. Is preferred.

<About the second mounting example and the third mounting example on the vehicle 1 (automobile)>
FIG. 11 is an explanatory diagram of a second example of mounting on the vehicle 1.
FIG. 12 is an explanatory diagram of a third example of mounting on the vehicle 1.

In the four-wheel drive vehicle 1, a propeller shaft for driving rear wheels is disposed near the center in the width direction of the vehicle 1 from the front to the rear.
Therefore, in the second mounting example of FIG. 11, the battery 5 is divided into a first battery 5a and a second battery 5b.
Further, as in the third mounting example of FIG. 12, the heat exchanger 7, the supply passage 51, and the exhaust passage 31 may be divided instead of the battery 5.

<About the 4th example of mounting to the vehicle 1 (automobile)>
FIG. 13 is an explanatory diagram of a fourth mounting example on the vehicle 1.

  When the propeller shaft is not disposed near the center in the width direction of the vehicle 1 as shown in FIGS. 11 and 12, it is possible to simply provide the bypass exhaust passage 36 as shown in FIG. .

<About the 5th example of mounting to the vehicle 1 (automobile)>
FIG. 14 is an explanatory diagram of a fifth example of mounting on the vehicle 1.

As shown in FIG. 14, the engine 3 and the heat exchanger 7 are unitized.
Thus, the ease of assembly is increased by unitizing the engine 3 and the heat exchanger 7.
Furthermore, since the engine 3 and the heat exchanger 7 are unitized, the high-temperature exhaust gas discharged from the engine 3 can be immediately introduced into the heat exchanger 7.
In addition, by unitizing the engine 3 and the heat exchanger 7, it is possible to perform vibration isolation of the unitized part. As a result, it is possible to prevent vibration generated by the engine 3 or the like from being transmitted to the vehicle body.
Furthermore, even when the vibration absorbing mechanism 16 (bellows) is disposed in the supply passage 51, the temperature of the air passing through the supply passage can be lowered. Accordingly, the vibration absorbing mechanism 16 can be formed of an inexpensive material such as a resin instead of an expensive metal.

  Further, the present invention is not limited to the above embodiment, and various changed structures, configurations, and controls may be performed.

<Configuration and Effect of Embodiment>
The battery heating device of the vehicle 1 according to the present embodiment includes an engine 3, a battery 5, an exhaust passage 31 for exhausting exhaust gas from the engine 3, a supply passage 51 that supplies air to the battery 5, and an exhaust passage 31. A heat exchanger 7 that directly or indirectly supplies the heat of the exhaust gas to the air, and the battery 5 is heated by the air after passing through the heat exchanger 7.
Since it has such a structure, it becomes possible to provide the vehicle provided with the battery which can be heated using air.
Moreover, since water does not adhere to the battery 5, deterioration such as corrosion of the battery 5 due to water can be prevented.
Moreover, it becomes possible to heat the battery 5 rapidly and to make the battery 5 exhibit original performance at an early stage.

An exhaust passage valve 4 or a supply passage valve 58 is formed in the exhaust passage 31 or the supply passage, and heating of the battery 5 is controlled by the exhaust passage valve 4 or the supply passage valve 58.
Since it has such a structure, the heating to the battery 5 can be controlled more appropriately. Further, when the battery 5 is cooled, the exhaust passage valve 4 or the supply passage valve 58 can be used to control the cooling state appropriately.

A heat transfer passage 8 through which the heat transfer material passes, and the heat transfer passage 8 (heat transfer material) exchanges heat with the air in the supply passage 51 by the second heat exchanger 7b. Heat is exchanged with the exhaust gas in the exhaust passage 31 by a first heat exchanger 7a different from 7b.
Since it has such a structure, it becomes possible to select various heat transfer materials that mediate the transfer of heat between the exhaust gas and the air.
In addition, since the exhaust gas and air do not directly exchange heat, it is possible to reliably prevent a situation in which the exhaust gas enters the air.

The supply passage 51 includes an intake side supply passage 53 that communicates with the heat exchanger 7 and a bypass supply passage 54 that bypasses the heat exchanger 7.
Since it has such a structure, the heating or cooling of the battery 5 can be controlled more appropriately.

The exhaust passage 31 includes an engine-side exhaust passage 33 that communicates with the heat exchanger 7 and a bypass exhaust passage 36 that bypasses the heat exchanger 7.
Since it has such a structure, the heating or cooling of the battery 5 can be controlled more appropriately.

An exhaust passage valve 4 is formed in the exhaust passage 31.
Since it has such a structure, the heating or cooling of the battery 5 can be controlled more appropriately.

DESCRIPTION OF SYMBOLS 1 Vehicle 3 Engine 4 Exhaust passage valve 5 Battery 6 Supply fan 7 Heat exchanger 7a 1st heat exchanger 7b 2nd heat exchanger 8 Heat transfer passage 9 Generator motor 31 Exhaust passage 33 Engine side exhaust passage 35 Exhaust side exhaust passage 36 Bypass exhaust passage 39 Catalyst 51 Supply passage 53 Intake side supply passage 54 Bypass supply passage 55a First intermediate supply passage 55b Second intermediate supply passage 57 Discharge side supply passage 58 Supply passage valve

Claims (6)

An engine,
Battery,
An exhaust passage for discharging exhaust gas of the engine;
A supply passage for supplying air to the battery;
A heat exchanger for supplying heat of exhaust gas in the exhaust passage directly or indirectly to air,
The battery is heated by air after passing through the heat exchanger. A valve is formed in the exhaust passage or the supply passage,
The vehicle battery heating device according to claim 1, wherein heating of the battery is controlled by the valve. A heat transfer passage through which the heat transfer material passes,
The heat transfer passage is
Heat exchange with the air in the supply passage by the heat exchanger;
The vehicle battery heating device for a vehicle according to claim 1, wherein heat exchange with the exhaust gas in the exhaust passage is performed by a heat exchanger different from the heat exchanger. The supply passage is
An intake side supply passage communicating with the heat exchanger;
The battery heating device for a vehicle according to claim 1, further comprising: a bypass supply passage that bypasses the heat exchanger. The exhaust passage is
An engine side exhaust passage communicating with the heat exchanger;
The vehicle battery heating device according to claim 1, further comprising: a bypass exhaust passage that bypasses the heat exchanger. The battery heating device for a vehicle according to claim 5, wherein a valve is formed in the exhaust passage.

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