JP5489404B2 - Power generation control method - Google Patents

Description

  The present invention relates to a vehicle having a generator that generates power upon receiving fuel supply, power storage means for storing electric power generated by the power generator, and a motor that is driven by power supply from the power storage means. The present invention relates to a power generation control method.

  In recent years, it has a generator that generates power by receiving fuel supply, a power storage unit that stores power generated by the power generator, and a drive device such as a motor that is driven by power supply from the power storage unit. Various hybrid vehicles that improve fuel efficiency have been considered. As an example of such a hybrid vehicle, the vehicle is usually driven only by a motor, and when the charge amount of the power storage means falls below a predetermined value, the engine is operated and power is generated by a generator. The thing of the structure which accumulate | stores the performed electric power in an electrical storage means has been considered (for example, refer patent document 1).

In addition, a vehicle called a plug-in hybrid vehicle that receives power from an external power source such as a commercial power source, stores the power in power storage means, and travels using the stored power has been considered (for example, a patent) Reference 2).
JP 7-23504 A JP 2007-223458 A

  By the way, in the structure of patent document 1, although an engine is operated and it is made to generate electric power, in order to improve a fuel consumption, there exists a request which reduces the frequency | count of operating an engine as much as possible. Further, in the configuration described in Patent Document 1, when the engine is operated continuously for a long time, the engine is operated and the generator is caused to generate power, but in this case, when the fuel runs out. Since a problem that power generation becomes impossible occurs, it is necessary to stop the engine and the generator once and fill with fuel. However, once the engine and generator are stopped and the fuel is filled, if the charge amount of the power storage means is equal to or greater than the predetermined value and is not close to the full amount, the motor is run without power generation, so the power is stored. Another problem is that the charging amount of the means is reduced, resulting in an increase in fuel consumption.

  Furthermore, in the configuration described in Patent Document 2, it is possible to travel only by the power from the engine without charging even when the charge amount of the power storage means is reduced. There is a problem that the power storage means is likely to break down when traveling while the charge amount of the power storage means is reduced. In addition, when such a vehicle travels only with the power from the engine, the power storage means is simply deadly, and there is a problem that fuel is wasted correspondingly.

  The present invention is configured to solve such problems.

That is, a power generation control method according to the present invention includes a generator that generates power by receiving fuel supplied from a fuel tank , a storage unit that stores power generated by the generator, and a supply of power from the storage unit. The fuel filling detection means in a vehicle comprising: a motor that generates a driving force required for traveling to drive the drive shaft; and a fuel filling detection means for detecting whether or not the fuel tank is being filled with fuel. When the fuel tank is being filled with fuel, if the charge amount of the power storage means is less than or equal to a predetermined value, the generator generates power at the same time as filling the fuel, and the generated power is stored in the power storage means. Charging is performed, and power generation is stopped when the charge amount of the power storage means exceeds a predetermined value.

If this is the case, when the charge amount of the power storage means is less than or equal to a predetermined value, the generator can generate power at the same time as filling the fuel tank, so that the power storage means can be charged. It is possible to increase the total amount of energy charged in the vehicle during fuel filling. In other words, the total amount of energy charged in the vehicle when the fuel is filled into the fuel tank is increased without greatly changing the configuration of the hybrid vehicle including the conventional generator and the power storage means, and the vehicle for each fuel filling is increased. As a result, the total fuel consumption can be reduced. If the charge amount of the power storage means is less than or equal to a predetermined value, charging the power storage means by charging the fuel tank and charging the power storage means by causing the power generator to generate power at the same time. It is possible to reduce the number of times the vehicle travels while the amount is reduced, and to suppress the occurrence of a problem that the power storage unit fails or a problem that the power storage unit is simply dead and fuel is wasted.

In particular, in a vehicle further including an electric negative pressure pump that generates negative pressure to the brake booster, when the fuel filling detection unit determines that fuel is being charged, the charge amount of the power storage unit is equal to or less than a predetermined value. In this case, if the electric power is supplied from the electric storage means and control for accumulating negative pressure is performed, the electric energy is converted into negative pressure in advance when charging the electric storage means. Can reduce the number of times energy is consumed to accumulate new negative pressure on the brake booster, thus further extending the cruising range.

According to the power generation control method according to the present invention, when the charge amount of the power storage means is equal to or less than a predetermined value, the generator can generate power at the same time as filling the fuel, and the power storage means can be charged. It is possible to increase the total amount of energy charged in the vehicle when filling the fuel into the fuel tank . In other words, the total amount of energy charged in the vehicle when the fuel is filled into the fuel tank is increased without greatly changing the configuration of the hybrid vehicle including the conventional generator and the power storage means, and the vehicle for each fuel filling is increased. As a result, the total fuel consumption can be reduced. If the charge amount of the power storage means is less than or equal to a predetermined value, charging the power storage means by charging the fuel tank and charging the power storage means by causing the power generator to generate power at the same time. It is possible to reduce the number of times the vehicle travels while the amount is reduced, and to suppress the occurrence of a problem that the power storage unit fails or a problem that the power storage unit is simply dead and fuel is wasted.

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

  As shown in FIG. 1, a vehicle using the power generation control method of this embodiment includes a fuel cell 1 that is a generator, a fuel tank 2 that is a means for supplying hydrogen gas that is fuel required for power generation by the fuel cell 1, Compressor 3 as means for supplying air as oxygen-containing gas to fuel cell 1, battery 4 as power storage means for accumulating power generated by fuel cell 1, control device 5 for performing various controls associated with power generation, battery 4 The motor 6 that receives the power supplied from the motor 6 and generates the driving force necessary for traveling, the transmission system 8 that transmits the driving force of the motor 6 to the driving shaft 7, and the temperature control device that adjusts the temperature of the fuel cell 1 TC etc. are provided. Further, in the present embodiment, the battery 4 is supplied with electric power from the outside of the vehicle, for example, a household outlet, that is, a power line, an external power source represented by a separately provided solar cell, etc. A charger 9 is provided. In addition, a cap 2a is provided at the inlet of the fuel tank 2 to be closed except when fuel is filled, and fuel is being filled in the vicinity of the cap 2a when the cap 2a is opened. There is further provided an open / close sensor 10 serving as a fuel filling detection means for outputting a fuel filling detection signal k indicating this.

  The generator 1 is known as a fuel cell in this embodiment, and generates power by receiving supply of hydrogen gas from the fuel tank 2 and air from the compressor 3. The fuel tank 2 and the fuel cell 1 are connected by a fuel supply path P1 having a regulator RG, and the compressor 3 and the fuel cell 1 are connected by an air supply path P3. Here, an air filter 11 is provided at the air intake port of the compressor 3. Excess hydrogen-containing gas, which is surplus hydrogen gas remaining without reacting, is discharged from the fuel cell 1 through the exhaust hydrogen-containing gas discharge path P2 provided in communication with the fuel cell 1. I have to. From the exhaust hydrogen-containing gas discharge path P2, not only the exhaust hydrogen-containing gas but also water adhering to the negative electrode portion through the ion exchange membrane is discharged. On the other hand, surplus air other than that contributing to power generation is discharged outside the fuel cell 1 from the exhaust oxygen-containing gas discharge path P4 through the exhaust pipe P5 together with almost the total amount of water generated by power generation without circulating. I am doing so.

  The transmission system 8 includes a transmission and a clutch (not shown), and transmits the driving force of the motor 6 to the drive shaft 7 via the transmission by connecting the clutch. The transmission is an automatic transmission that changes the gear ratio according to the engine speed. The clutch is capable of intermittently connecting between the input side rotation shaft of the transmission and the motor. A drive shaft 7 is connected to the output side rotation shaft of the transmission.

  The control device 5 controls the electric power supplied to the motor 6 so that the motor 6 outputs a driving force necessary for traveling. The control device 5 charges the battery 4 with electric power output from the regenerative motor 6 when the vehicle is traveling at a reduced speed. Such a control device 5 includes, for example, an inverter or a DC-DC converter.

  The control device 5 is mainly composed of a microcomputer system including at least a central processing unit 11, a storage device 12, an input interface 13, and an output interface 14, and a converter and an inverter for controlling energization to the motor 6. (Both not shown). As schematically shown in FIGS. 1 and 2, the input interface 13 has an accelerator operation amount signal a output from an accelerator state sensor 15 for detecting an operation amount θ of an accelerator pedal (not shown), a vehicle speed v. For detecting the vehicle speed signal b output from the vehicle speed sensor 16 for detecting the amount of charge, the charge amount signal c indicating the charge amount E of the battery 4 output from the battery 4, and the presence or absence of operation of a brake pedal (not shown). The brake operation detection signal d output from the brake state sensor 17 and the fuel filling detection signal e output from the open / close sensor 10 are input at least. On the other hand, the output interface 14 outputs at least a reduction ratio control signal f to the transmission system 8 (more specifically, a transmission), and further outputs an output control signal g indicating the motor rotational speed to the motor 6. .

  The storage device 12 includes a motor output determination program for determining the output of the motor 6 based on the accelerator operation amount signal a and the vehicle speed signal b, and a charge amount E indicated by the charge amount signal c is equal to or less than a predetermined value Em. A regeneration control program that operates when the brake operation detection signal d is output and causes the generator 2 to perform regenerative power generation is stored. Here, as the predetermined value Em, a value near full charge, for example, an amount of 90% of full charge is set.

  Thus, in this embodiment, when the fuel filling detection signal e is output from the open / close sensor 10 to the input interface 13 to the storage device 12, the fuel cell 1 generates power simultaneously with fuel filling. It also has a built-in power generation control program for fuel charging.

  This fuel filling power generation control program operates only when the fuel filling detection signal e is output from the open / close sensor 10. The flow of control performed by the fuel filling power generation control program will be described below with reference to a flowchart shown in FIG.

  First, in step S1, it is determined whether or not fuel is being filled, that is, whether or not a fuel filling detection signal e is being output. If the fuel filling detection signal e is output, the process proceeds to step S2. Otherwise, the process proceeds to step S4.

  In step S2, it is determined whether or not the charge amount E of the battery 4 indicated by the charge amount signal c is equal to or less than a predetermined value Em. When the charge amount E is less than or equal to the predetermined value Em, the process proceeds to step S3. Otherwise, the process proceeds to step S4.

  In step S3, control is performed to cause the fuel cell 1 to generate power and charge the generated power to the battery 4. Then, the process returns to step S1.

  In step S4, the power generation by the fuel cell 1 is stopped, and the fuel charging power generation control program is terminated.

  Therefore, in this vehicle, when the cap 2a of the fuel tank 2 is opened in order to charge the fuel, the control of steps S1 → S2 → S3 is sequentially performed as long as the charge amount E is equal to or less than the predetermined value Em. The battery 4 is charged while generating power by the fuel cell 1 during filling.

  On the other hand, if the amount of charge E exceeds the predetermined value Em, it is not necessary to charge the battery 4 any more, so the control of steps S1 → S2 → S4 is sequentially performed, and the power generation by the fuel cell 1 is stopped.

  When the fuel filling is completed and the cap 2a of the fuel tank 2 is closed, the control of steps S1 to S4 is sequentially performed, and the power generation by the fuel cell 1 is stopped.

  That is, by adopting such a power generation control method, the fuel cell 1 can generate power at the same time as fuel is charged and the battery 4 can be charged. The total amount of can be increased. In other words, the total amount of energy charged in the vehicle during fuel filling is increased and the cruising distance of the vehicle for each fuel filling is extended without greatly changing the configuration of the vehicle including the conventional fuel cell and battery. In addition, the total fuel consumption can be reduced. The fuel cell 1 generates power at the same time as the fuel is charged, and the battery 4 is charged, so that the number of times of traveling can be reduced while the charge amount of the battery 4 is reduced. It is possible to suppress the occurrence of troubles in which the battery 4 fails or the battery 4 is simply dead and fuel is wasted.

  Furthermore, in the power generation control method according to the present embodiment, since the fuel cell 1 generates power when fuel is charged, the hydrogen gas in the fuel tank 2 is consumed simultaneously with the fuel charging, so that it has conventionally existed in fuel cell vehicles. The following problems can be solved. That is, in the fuel cell vehicle, there is a problem that when the fuel tank 2 is filled with hydrogen gas as fuel, the hydrogen gas is compressed to a high pressure, so that the fuel tank 2 becomes high temperature. In the power generation control method, the increase in the pressure of the hydrogen gas in the fuel tank 2 at the time of fuel filling is canceled out by the consumption of the fuel by the power generation. Therefore, the temperature increase of the fuel tank 2 accompanying the increase in the pressure of the hydrogen gas in the fuel tank 2 Can be suppressed.

  Moreover, 2nd embodiment of this invention is described with reference to drawings.

  As shown in FIG. 4, the hybrid vehicle using the power generation control method of this embodiment includes an engine A1 that generates a driving force required for traveling, an alternator A2 that converts the rotational driving force of the engine A1 into electric power, A fuel tank A3 for supplying fuel to the engine A1, a motor A5 connected to a drive shaft A4 common to the engine A1, a first transmission system A6 for transmitting the drive force of the engine A1 to the drive shaft A4, and a motor A5 Electric power is generated by the second transmission system A7 that transmits the driving force to the drive shaft A4, the motor control device A8 that controls the rotation of the motor A5, the central control device A9 that controls the operation of the engine A1, and the engine A1 and the alternator A2. Battery A10, which is a power storage means for storing the generated power, and the outside of the vehicle, for example, at home, for charging the battery A10 during parking Outlet or clogging power line comprises a charger A11 receive power from an external power source or the like typified by a separately provided solar cell. That is, the engine A1 and the alternator A2 function as a generator G in combination.

  The engine A1 is, for example, a gasoline engine or a diesel engine, and an electric throttle is provided in the intake system A1a. The engine A1 outputs a driving force to the drive shaft A4 via the transmission A11 and the clutch A12 that is a joint device disposed between the transmission A11 and the engine A1. A brake booster A12 is connected to the intake system of the engine A1 through a negative pressure passage. An electric negative pressure pump A13 is further connected to the brake booster A12.

  The fuel tank A3 is provided with a cap A3a that is closed at the injection port except when fuel is being filled, and in the vicinity of the cap A3a, fuel is being filled when the cap A3a is opened. Is further provided with an open / close sensor A14 as fuel filling detection means for outputting a fuel filling detection signal e.

  The motor A5 outputs a driving force to the drive shaft A4 during acceleration or the like.

  The first transmission system A6 includes a transmission A6a and a clutch A6b, and transmits the driving force of the engine A1 to the drive shaft A4 via the transmission A6a by connecting the clutch A6b. The transmission A6a is an automatic transmission that changes the gear ratio according to the engine speed. The clutch A6b can connect / disconnect between the input side rotation shaft of the transmission A6a and the engine A1. The drive shaft A4 is connected to the output side rotation shaft of the transmission A6a. The clutch A6b may be an existing forward clutch. Since the forward clutch is connected when the transmission A6a is operated at least in the D range, no special control is required for the intermittent operation.

  The second transmission system A7 includes a transmission gear device and a clutch. When the engine A1 drives the drive wheels, the second transmission system A7 is controlled to disconnect the clutch when the rotational speed of the drive shaft A4 exceeds the allowable rotational speed. It is what is done. In this case, the clutch may be either hydraulic or electromagnetic. As long as the second transmission system A7 can transmit the driving force of the motor A5 to the driving shaft A4, the configuration is not particularly limited to the above-described configuration, and the configuration of only the rotating shaft or the rotating shaft And a combination of gears.

  On the other hand, the central controller A9 is a microcomputer system comprising a central processing unit A15, a storage device A16, an input interface A17, and an output interface A18, as schematically shown in FIGS. Consists of the subject. The input interface A17 includes an accelerator operation amount signal a output from an accelerator state sensor A19 for detecting an operation amount θ of an accelerator pedal (not shown), and a vehicle speed output from a vehicle speed sensor A20 for detecting a vehicle speed v. A signal b, a charge amount signal c indicating the charge amount E of the battery A10 output from the battery A10, and a brake operation detection signal output from the brake state sensor A21 for detecting whether or not a brake pedal (not shown) is operated. d and the fuel filling detection signal e output from the open / close sensor A14 are input at least. On the other hand, from the output interface A18, the opening degree control signal h for the electric throttle A22 provided in the intake system A1a of the engine A1, the reduction ratio control signal i for the transmission A8a, and the motor control device 7 are further transmitted. On the other hand, an output control signal g indicating a motor output amount or a power generation amount is output, and at least a pump drive signal k that supports the start of driving of the electric negative pressure pump A13 is output to the electric negative pressure pump A13.

  The storage device A16 includes an output determination program for determining the output of the engine A1 based on the accelerator operation amount signal a and the vehicle speed signal b, a charge amount E indicated by the charge amount signal e is equal to or less than a predetermined value Em, and a brake. A regenerative control program that operates when the operation detection signal d is output and causes the generator G to perform regenerative power generation is stored.

  Thus, in the present embodiment, when the fuel filling detection signal e is output from the open / close sensor A14 to the input interface A17 to the storage device A16, power generation by the generator G simultaneously with fuel filling, that is, A fuel filling power generation control program for performing control to generate power by the engine A1 and the alternator A2 is further incorporated. Further, in the storage device A16, when the fuel filling detection signal e is output from the open / close sensor A14 to the input interface A17, the electric negative pressure pump A13 is used to accumulate negative pressure in the brake booster. It also has a negative pressure accumulation program that drives.

  The fuel filling power generation control program and the negative pressure accumulation program operate only when the fuel filling detection signal e is output. The flow of control performed by the fuel filling power generation control program and the negative pressure accumulation program will be described below with reference to a flowchart shown in FIG.

  First, in step S11, it is determined whether or not the fuel filling detection signal e is output. If the fuel filling detection signal e is output, the process proceeds to step S12. Otherwise, the process proceeds to step S15.

  In step S12, it is determined whether or not the charge amount E of the battery 4 indicated by the charge amount signal c is equal to or less than a predetermined value Em. If the charge amount E is less than or equal to the predetermined value Em, the process proceeds to step S13. Otherwise, the process proceeds to step S14.

  In step S13, while the engine A1 is idling, the alternator A2 converts the rotational force of the engine A1 to electric power to generate electric power, and the battery A10 is charged with the generated electric power. Thereafter, the process proceeds to step S14. Here, in order to improve the fuel consumption efficiency during power generation, when the engine A1 is idling, the fuel injection amount and the throttle valve opening may be controlled so that the engine A1 can be operated efficiently.

  In step S14, the pump drive signal k is output to the electric negative pressure pump A13 to operate the electric negative pressure pump A13, and the negative pressure is accumulated in the brake booster A12. Then, the process returns to step S11.

  In step S15, the power generation by the engine A1 and the alternator A2 is stopped, and the fuel charging power generation control program is terminated.

  Therefore, in this vehicle, when the cap A3a of the fuel tank A3 is opened to fill the fuel, the control of steps S11 → S12 → S13 → S14 is sequentially performed as long as the charge amount E is equal to or less than the predetermined value Em. While the fuel is being charged, the battery 4 is charged and the negative pressure is accumulated in the brake booster A12 via the electric negative pressure pump A13 while generating power by the generator G.

  On the other hand, if the charge amount E exceeds a predetermined value, it is not necessary to charge the battery A10 any more, so the control of steps S11 → S12 → S15 is sequentially performed and power generation is stopped.

  When the fuel filling is completed and the cap A3a of the fuel tank A3 is closed, the control from step S11 to S15 is sequentially performed, and the power generation by the fuel cell 1 is stopped.

  By adopting such a power generation control method, the engine A1 and the alternator A2 can generate power at the same time as fuel is charged, and the generated power can be charged in the battery A10, so that the vehicle is charged when fuel is charged. The total amount of energy to be increased can be increased. That is, the total amount of energy charged in the vehicle during fuel filling is increased without greatly changing the configuration of the hybrid vehicle including the conventional engine and battery, and the cruising distance of the vehicle for each fuel filling is extended. At the same time, the total fuel consumption can be reduced. The engine A1 and the alternator A2 generate power at the same time as the fuel is charged, and the battery A10 is charged, so that the number of times of traveling can be reduced while the charge amount of the battery A10 is reduced. In addition, it is possible to suppress the occurrence of the trouble that the battery A10 breaks down and the trouble that the battery A10 is simply dead and fuel is wasted.

  Further, when the open / close sensor A14 determines that the cap A3a of the fuel tank A3 is opened, that is, when it is determined that the fuel is being charged, electric power is further supplied from the battery A10 to generate an electric negative pressure. Since the pump A13 is driven to control the brake booster A12 to accumulate negative pressure, the battery A10 is charged prior to running, while the electric energy generated by the engine A1 and the alternator A2 is converted to negative pressure to generate a brake booster. A12 can be accumulated. Accordingly, it is possible to reduce the number of times the energy is consumed to reduce the negative pressure during traveling and to newly accumulate the negative pressure in the brake booster A12, and to further increase the cruising distance.

  The present invention is not limited to the embodiment described above.

  For example, as the power storage means, a capacitor or the like may be used instead of the battery described in the first and second embodiments.

  In the first and second embodiments, the charger may be omitted.

  In addition, as a fuel filling detection means, when an ignition key is used to lock and unlock the cap of the fuel tank, a sensor that detects the unlocking operation using the ignition key May be used. Further, instead of an open / close sensor for detecting the opening / closing of the cap of the fuel tank, a sensor for detecting the fuel filling amount may be used. Further, it may be determined that the fuel is being filled only when both the condition that the cap of the fuel tank is in an open state and the condition that the fuel filling amount is increased are satisfied.

  Furthermore, in the second embodiment, a battery serving as a power source for a headlamp, a control device, or the like may be provided separately from a battery that stores electric power supplied to the motor.

  And in said 2nd embodiment, what kind of control may be performed for performing an electric power generation and charge during driving | running | working. That is, if the charge amount is equal to or greater than the first predetermined value, the vehicle travels only by the output from the motor, and after being below the first predetermined value, the hybrid travel is performed while it is equal to or greater than the second predetermined value. After the value is less than the predetermined value, a mode in which power generation and charging are performed while traveling by only the output from the engine may be employed. Of course, regenerative power generation may be performed during deceleration.

  In addition, various changes may be made without departing from the spirit of the present invention.

Schematic which shows the vehicle which concerns on 1st embodiment of this invention. Schematic which shows the control apparatus which concerns on the same embodiment. The flowchart which shows the process which the control apparatus which concerns on the same embodiment performs. Schematic which shows the vehicle which concerns on 2nd embodiment of this invention. Schematic which shows the control apparatus which concerns on the same embodiment. The flowchart which shows the process which the control apparatus which concerns on the same embodiment performs.

Explanation of symbols

1 ... Fuel cell (generator)
G: Generator 4, A10: Battery (power storage means)
5 ... Control device A9 ... Central control device 10, A14 ... Opening / closing sensor (power storage means)

Claims (2)

A generator that generates power by receiving fuel supplied from a fuel tank, a power storage unit that stores electric power generated by the power generator, and a driving force that is required for traveling by receiving power supplied from the power storage unit In a vehicle comprising a motor for driving the drive shaft and fuel filling detection means for detecting whether or not fuel is being filled into the fuel tank,
When the fuel filling detecting means determines that the fuel tank is being filled with fuel, if the amount of charge of the power storage means is less than a predetermined value, the generator generates power at the same time as filling the fuel. A power generation control method, wherein power is stored in a power storage means, and power generation is stopped when a charge amount of the power storage means exceeds a predetermined value. In a vehicle further comprising an electric negative pressure pump that generates negative pressure to the brake booster,
When the fuel filling detecting means determines that fuel is being filled, if the charge amount of the power storage means is less than or equal to a predetermined value, electric power is further supplied from the power storage means to accumulate negative pressure. The power generation control method according to claim 1.

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