JP2004048895A - Private energy generating system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reduce a burden applied to a system without wasting excess energy. <P>SOLUTION: This private energy generating system 10 includes a stationary generator 20 for outputting electric power to be supplied to a private load 90; a battery which is a constitutive device of an on-vehicle generator 60 installed on an electric car 50 and can store the power outputted from the stationary generator 20; and a power meter which detects the power consumption of the private load 90. An electronic control unit 40 controls so that the stationary generator 20 may output preset power, therefore the burden on the device 20 can be reduced more than in the case of following the load. When the output power is excessive relative to the power consumption detected by the power meter, the control unit controls so that the excess power may be stored in the battery 70, thus efficiently utilizing the generated power without wasting it. <P>COPYRIGHT: (C)2004,JPO

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a private energy generation system.
[0002]
[Prior art]
Conventionally, as a private energy generation system, a reformer converts city gas into hydrogen, supplies the hydrogen and oxygen in the air to a fuel cell, and reacts the two to generate electric power. 2. Description of the Related Art There is known a system in which exhaust heat obtained by cooling a fuel cell or the like is supplied to a private load while exhaust heat is recovered in water and supplied to a water heater as hot water. In such a private energy generating system, it is conceivable to perform load following control for following the amount of power generated by the fuel cell as the power consumption of the private load fluctuates.
[0003]
[Problems to be solved by the invention]
However, it is not preferable to perform the load following control because the load on the system increases. On the other hand, if the load following control is not performed, the load on the system is reduced, but the power consumption of the private load varies greatly depending on the time of day, so the generated power sometimes exceeds the power consumption and wastes power. It may be.
[0004]
The present invention has been made to solve the above-described problem, and an object of the present invention is to provide a private energy generation system that can reduce a burden on a system without wasting surplus energy.
[0005]
In addition, for example, in Japanese Patent Application Laid-Open No. 2002-83607, the power generated by the fuel cell in the private energy generation system is set to a substantially constant low power (0.4 kW), and large power (2 kW) is used for power that cannot be covered. It has been proposed to supply power from a fuel cell of an electric vehicle that generates electric power. However, in this case, the fuel cell of the electric vehicle is increased in size, which causes a new problem that it is difficult to mount the vehicle, which is not preferable.
[0006]
[Means for Solving the Problems and Their Functions and Effects]
The first private energy generation system of the present invention comprises:
Energy generating means for generating energy to be supplied to the private load;
Energy generation control means for controlling the energy generation means to generate energy of a predetermined magnitude;
Differential energy supply means for supplying to the vehicle energy of a difference between the energy generated by the energy generation means and the consumption of the private load;
It is provided with.
[0007]
In this private energy generating system, since the energy generating means controls to generate energy of a predetermined magnitude, the load on the energy generating means can be reduced as compared with the case of controlling to follow the private load. . Further, when the energy generated by the energy generating means is excessive with respect to the consumption of the private load, the excess energy is supplied to the vehicle, so that the excess energy can be effectively used without wasting.
[0008]
In this system, when the energy generated by the energy generating means is insufficient for the consumption of the private load, the insufficient energy may be received from the vehicle. In this way, even if the energy generating means cannot cover the consumption of the private load, it can be easily dealt with without imposing a load on the energy generating means.
[0009]
In this private energy generation system, the vehicle may include an energy storage unit, and the energy supply unit may supply the energy difference to the energy storage unit of the vehicle. In this way, the vehicle can temporarily store excess energy in the energy storage means and use it when needed.
[0010]
In this private energy generation system, the energy may be any energy, but is preferably thermal energy, electric energy, or heat and electric energy.
[0011]
In this private energy generation system, the vehicle may include a motor as one of the power sources, and the energy storage unit may be a battery that supplies electric energy to the motor. Here, the "vehicle" may have, for example, only a motor as a power source, or may have both an engine and a motor as power sources.
[0012]
In this private energy generating system, the energy generating means may be a fuel cell, a micro turbine, or a solar cell. These are suitable for supplying energy to a private load.
[0013]
The second private energy generating system of the present invention comprises:
Energy generating means for generating energy to be supplied to the private load based on a predetermined energy source;
Energy generation control means for controlling the energy generation means to generate energy of a predetermined magnitude;
A differential energy source supply unit that supplies the vehicle with the energy source required to generate the difference energy between the energy generated by the energy generation unit and the consumption of the private load;
It is provided with.
[0014]
In this private energy generating system, since the energy generating means controls to generate energy of a predetermined magnitude, the load on the energy generating means can be reduced as compared with the case of controlling to follow the private load. . Further, when the energy generated by the energy generating means is excessive with respect to the consumption of the private load, the energy source necessary to generate the excessive energy is supplied to the vehicle, so that the excessive energy source is wasted. It can be used effectively without doing.
[0015]
In this system, when the energy generated by the energy generating means is insufficient for the consumption of the private load, an energy source required to generate the insufficient energy may be received from the vehicle. In this way, even if there is a case where the consumption of the private load cannot be covered, it is possible to easily cope with it without imposing a load on the energy generating means.
[0016]
In this private energy generating system, the energy generating means may be a fuel cell, a micro turbine, or a solar cell. These are suitable for supplying energy to a private load.
[0017]
In the private energy generating system, the energy generating means is a stationary fuel cell that generates energy to be supplied to a private load based on hydrogen from a reformer that generates hydrogen using a hydrocarbon-based fuel as a raw material, The energy generation control means controls an amount of hydrogen supplied from the reformer to the energy generation means so that the energy generation means generates energy of a predetermined magnitude, and the difference energy source supply means The amount of hydrogen required to generate the differential energy may be supplied to a hydrogen storage unit that can supply hydrogen to a fuel cell mounted on the vehicle. In this way, the burden on the reformer can be reduced as compared with the case of following the load, and even if excessive hydrogen is generated, it is supplied to the hydrogen storage means of the vehicle, so that it is effective when necessary in the vehicle. Can be used for
[0018]
BEST MODE FOR CARRYING OUT THE INVENTION
Next, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is an explanatory diagram showing an outline of the overall configuration of a private energy generation system 10 of the present embodiment, FIG. 2 is a block diagram showing a schematic configuration of a stationary power generation device 20, and FIG. It is a block diagram.
[0019]
As shown in FIG. 1, a private energy generating system 10 according to the present embodiment includes a stationary power generation device 20 that supplies power to a private load 90 of a detached house or supplies hot water to a water heater 92, and an electric vehicle 50. And an in-vehicle power generator 60 that transmits and receives electric power to and from the stationary power generator 20 mounted on the vehicle. Although the electric vehicle 50 is connected to the stationary power generation device 20 in a stopped state, the vehicle can run if the connection with the stationary power generation device 20 is released.
[0020]
As shown in FIG. 2, the stationary power generation device 20 includes a reformer 26 that receives a supply of city gas (13A) from the gas pipe 21 and reforms the city gas into a hydrogen-rich reformed gas. A CO selective oxidizing unit 27 for reducing carbon monoxide therein to produce a fuel gas, a fuel cell 30 that receives supply of the fuel gas and air to generate power by an electrochemical reaction, a cooling water and a hot water tank for the fuel cell 30 A heat exchanger 32 for exchanging heat with low-temperature water 31; a DC / DC converter 35 for adjusting the voltage and current of DC power from the fuel cell 30 to convert the DC power into desired DC power; Is converted into AC power to supply power to the private load 90, a power meter 38 for detecting power consumption consumed by the private load 90, and an electronic control unit 40 for controlling the entire system.
[0021]
The reformer 26 is formed by the following equation (1) based on city gas supplied from the gas pipe 21 through the control valve 22, the pressure pump 23, and the desulfurizer 24 for removing sulfur, and water vapor supplied from a pipe (not shown). And a hydrogen-rich reformed gas is generated by the steam reforming reaction and the shift reaction of the following formula (2). The reformer 26 is provided with a combustion section 28 for supplying heat required for such a reaction, and city gas is supplied to the combustion section 28 from the gas pipe 21 via the control valve 22 and the booster pump 25. It has become so. Further, the exhaust gas on the anode side of the fuel cell 30 is supplied to the combustion unit 28, so that unreacted hydrogen in the anode off-gas can be used as fuel.
[0022]
(Equation 1)
CH ₄ + H ₂ O → CO + 3H ₂ (1)
CO + H ₂ O → CO ₂ + H ₂ (2)
[0023]
The CO selective oxidizing unit 27 receives a supply of air through a pipe (not shown) and selectively converts and oxidizes carbon monoxide in the presence of hydrogen. The carbon monoxide in the raw gas is selectively oxidized to obtain a hydrogen-rich fuel gas having an extremely low carbon monoxide concentration (about several ppm in the embodiment).
[0024]
The fuel cell 30 is formed by stacking a plurality of single cells each including an electrolyte membrane, an anode and a cathode sandwiching the electrolyte membrane, and a separator serving as a partition between cells while supplying fuel gas and air to the anode and the cathode. The fuel cell is constructed as a solid polymer fuel cell, and generates power by an electrochemical reaction between hydrogen in the fuel gas from the CO selective oxidizing unit 27 and oxygen in the air from the blower 29. The fuel cell 30 is provided with a circulating cooling water channel, and is maintained at an appropriate temperature (about 80 to 90 ° C.) by circulating the cooling water. A heat exchanger 32 is provided in the circulation path of the cooling water, and the low-temperature water supplied from the hot water storage tank 31 by the pump 34 is heated by heat exchange with the cooling water of the fuel cell 30 to heat the hot water storage tank. The hot water is stored at 31. That is, the hot water storage tank 31 stores hot water as a heat exchange medium that has recovered the exhaust heat of the fuel cell 30. The hot water stored in the hot water storage tank 31 is supplied to a water heater 92 and discharged from a faucet of a detached house at an appropriate time.
[0025]
An output terminal (not shown) of the fuel cell 30 is connected to a private load 90 via a DC / DC converter 35, a distributor 36, and an inverter 52. The electric power is converted into electric power and supplied to the private load 90, or supplied as DC power to the battery 70 of the vehicle-mounted power generator 60. Here, the battery 70 of the on-vehicle power generator 60 is detachably connected to the stationary power generator 20 by a connector 39. Further, the DC power from the battery 70 of the vehicle-mounted power generator 60 is converted into AC power by the inverter 52 after passing through the distributor 36 and supplied to the private load 90. Since the DC / DC converter 35 and the inverter 37 are configured as general DC / DC converter circuits and inverter circuits, and the distributor 36 is also configured as a general switching circuit, detailed description thereof is omitted.
[0026]
The electronic control unit 40 is configured as a microprocessor mainly including a CPU 41, and includes a ROM 42 for storing various control programs, a RAM 43 for temporarily storing data, and an input / output port and a communication port (not shown). I have. The electronic control unit 40 includes an output current and an output voltage from a current sensor and a voltage sensor (not shown) in the inverter 37, power consumption Po from a wattmeter 38, a reformer 26, a CO selective oxidizing unit 27, and a fuel cell 30. Each temperature from an attached temperature sensor (not shown) is input via an input port. Also, from the electronic control unit 40, drive signals to the actuators of the control valve 22, the booster pumps 23 and 25, the blower 29, the circulation pump 33 and the pump 34, the ignition signals to the combustion unit 28, the DC / DC converter 35, A control signal to the distributor 36, a switching control signal to the inverter 37, and the like are output via the output port.
[0027]
As shown in FIG. 3, the electric vehicle 50 includes a traveling motor 51 as a driving source of the wheels W, and an on-vehicle power generation device 60 that supplies power to the traveling motor 51 and charges the battery 70. ing.
[0028]
The traveling motor 51 is a three-phase synchronous motor. As shown in FIG. 3, after a DC current output from the fuel cell 61 or the battery 70 is converted into a three-phase AC through the distributor 72 and the inverter 52. Supplied. The traveling motor 11 receives the supply of the electric power and generates a rotational driving force. This rotational driving force is transmitted to the axle 54 of the wheel W via the differential gear 53 and serves as power for driving the electric vehicle 50.
[0029]
The on-vehicle power generator 60 includes a solid polymer electrolyte type fuel cell 61 similar to the fuel cell 30 described above, a battery 70 in which a plurality of known secondary batteries are connected in series, and a distributor 72 for distributing power. And a power control unit (PCU) 74 for performing various controls.
[0030]
Like the fuel cell 30, the fuel cell 61 has a stack structure in which a plurality of unit cells serving as constituent units are stacked. As shown in FIG. 3, in each single cell constituting the fuel cell 61, a hydrogen gas (fuel gas) is supplied from the hydrogen tank 62 to the anode after the pressure and the flow rate are adjusted by the mass flow controller 63 and then humidified. Compressed air (oxidizing gas) whose pressure is adjusted is supplied from the air compressor 64 to the cathode, and a predetermined electrochemical reaction proceeds to generate power. The generated power is supplied to the distributor 72. Around the fuel cell 61, a hydrogen gas circulation pump 65 for supplying the hydrogen gas discharged unreacted from the fuel cell 61 to the fuel cell 61 again and a fuel cell 61 for cooling the fuel cell 61 are provided. A water pump 66 for circulating the cooling water, a radiator 67 for radiating the cooling water circulated by the water pump 66, and the like are provided.
[0031]
Under the control of the PCU 74, the battery 70 drives the traveling motor 51 when the vehicle starts, recovers regenerative power during deceleration regeneration, assists the traveling motor 51 during acceleration, and controls the fuel cell 61 according to the load. Or be charged by. The battery 70 is detachably connected to the distributor 39 of the stationary power generation device 20 via the connector 39. The battery 70 may be any battery that can be charged and discharged, and is not limited to a nickel hydride secondary battery, and may be, for example, a nickel cadmium secondary battery, a lithium hydrogen secondary battery, a lead storage battery, or the like.
[0032]
The distributor 72 is a switching circuit for supplying electric power to the traveling motor 51 with one or both of the fuel cell 61 and the battery 70 and charging the battery 70 with the fuel cell 61.
[0033]
The PCU 74 controls the driving force of the traveling motor 51, and is configured as a logic circuit centered on a microcomputer, and includes a well-known CPU (not shown), a ROM, a RAM, and input / output ports. The PCU 74 inputs the pedal position of the accelerator pedal sensor, the output current / output voltage of the inverter 52, the remaining capacity value of the battery 70, and the detection values of various sensors (not shown), and based on the input values, the mass flow controller 63 And a control signal for controlling the supply gas amount to the air compressor 64 and a control signal to the inverter 52 and the distributor 72.
[0034]
Next, the operation of the private energy generating system 10 thus configured will be described. The electronic control unit 40 of the stationary power generation device 20 in the private energy generation system 10 executes a steady operation control as a main control. That is, when the main switch (not shown) of the system is turned on, the CPU 41 of the electronic control unit 40 reads out the steady operation control program shown in FIG. First, the CPU 41 executes various initial settings (step S110). In the various initial settings, a process of referring to a predetermined power consumption pattern of the day and setting a target value (constant value) of the power generated by the fuel cell 30 based on the peak value of the power consumption pattern. And a process of interrupting the transfer of power between the distributor 36 and the battery 70 of the on-vehicle power generator 60. After performing the various initial settings, the steady operation is started (step S120). Specifically, the amount of hydrogen gas supplied from the reformer 26 to the fuel cell 30 is controlled by the amount of city gas supplied to the reformer 26 such that the power generated from the fuel cell 30 becomes the target value. Thereafter, it is determined whether or not a command to stop operation has been issued, that is, whether or not a main switch (not shown) of the system has been turned off from on (step S130). If the main switch remains on, the process returns to step S120 again. To continue steady operation. On the other hand, when the main switch is turned off from on, the operation of the fuel cell 30 is stopped (step S140), and this program ends.
[0035]
Next, a surplus power handling process as an interrupt process started at a predetermined interrupt timing (for example, a timing every several msec) separately from the main control will be described. When the interrupt process is started, the CPU 41 of the electronic control unit 40 first determines whether or not the vehicle-mounted power generator 60 is connected via the connector 39 (step S200). This program is terminated, and when connected, the current power consumption Po from the wattmeter 38 is read (step S210). Subsequently, it is determined whether the power generated by the fuel cell 30 is excessive or insufficient with respect to the power consumption Po (step S220). If the power generated by the fuel cell 30 is excessive with respect to the power consumption Po, the distributor 36 is controlled. Then, the excess is stored in the battery 70 of the on-vehicle power generating device 60 from the distributor 36, that is, the battery 70 is charged (step S230), and the program ends. When the power generated by the fuel cell 30 is insufficient with respect to the power consumption Po in step S220, the distributor 36 is controlled, and the shortage is transferred from the battery 70 of the on-vehicle power generator 60 to the private power generator via the distributor 36. The program is supplied to the load 90 (step S240), and the program ends. Note that the electronic control unit 40 is electrically connected via the connector 39 so that the state of charge of the battery 70 can be checked or charged. If no excess or shortage does not occur in step S220, this program is terminated.
[0036]
In the surplus power handling process described above, for example, if the fuel cell 30 is controlled to generate 500 W of power, and the power consumption of the private load 90 is 400 W, a difference of 100 W is stored in the battery 70 of the on-vehicle power generator 60. Stored. Conversely, if the consumption of the private load 90 is 600 W, the difference of -100 W is supplied to the vehicle, that is, 100 W is supplied from the vehicle.
[0037]
Here, the correspondence between the components of the present embodiment and the components of the present invention will be clarified. The fuel cell 30 of the stationary power generation device 20 of this embodiment corresponds to the energy generation means of the present invention, the CPU 41 of the electronic control unit 40 corresponds to the energy generation control means and the differential energy supply means, 70 corresponds to energy storage means.
[0038]
In the private energy generation system 10 of the present embodiment described above, the fuel cell 30 in the stationary power generation device 20 controls to generate a predetermined target power, so that the fuel cell 30 in the stationary power generation device 20 controls to follow a private load. The burden on the stationary power generation device 20 can be reduced. When the electric power generated by the stationary power generation device 20 is excessive with respect to the consumption of the private load, the excessive electric power is supplied to the battery 70 mounted on the electric vehicle 50, so that the excessive electric power is wasted. It can be used effectively without. Conversely, when the power generated by the stationary power generation device 20 is insufficient for the consumption of the private load, the shortage is supplemented by the battery 70 mounted on the electric vehicle 50. It can be dealt with easily without burden.
[0039]
It should be noted that the present invention is not limited to the above-described embodiment at all, and it goes without saying that the present invention can be implemented in various modes as long as it belongs to the technical scope of the present invention.
[0040]
For example, the above embodiment may be modified as shown in FIG. That is, in the above-described embodiment, the heat converter 46 capable of converting heat energy into electric energy and supplying the electric energy to the battery 70 of the vehicle-mounted power generator 60 is connected to the hot water tank 31 of the stationary power generator 20 via the electromagnetic valve 45. Then, the electronic control unit 40 may detect the storage amount and the hot water temperature from the sensor 31a attached to the hot water storage tank 31, and control the opening and closing of the solenoid valve 45 according to the detection result. Specifically, electronic control unit 40 determines that the amount of hot water stored in hot water storage tank 31 is excessive with respect to the amount of hot water used in hot water supply device 92 when both the amount of storage and the temperature of hot water have reached the upper limits. Then, control may be performed such that the electromagnetic valve 45 is opened and the thermal energy of the hot water in the hot water storage tank 31 is converted into electric energy by the heat converter 46, and then the battery 70 is charged. In this way, when the amount of hot water stored in hot water storage tank 31 is excessive, the thermal energy of the hot water is accumulated in battery 70, so that the heat recovered from fuel cell 30 can be used effectively without waste. Further, as in the above-described embodiment, the control is performed so that the fuel cell 30 in the stationary power generation device 20 generates a predetermined target power. Can be lightened.
[0041]
On the other hand, in FIG. 6, when the temperature of hot water in the hot water storage tank 31 falls below the lower limit, it is determined that the amount of hot water stored in the hot water storage tank 31 is insufficient with respect to the amount of hot water used in the water heater 92, and the electromagnetic valve By opening 45, electric energy from the battery 70 of the on-vehicle power generator 60 may be exchanged for heat energy by the heat converter 46 to generate hot water, and the hot water may be supplied to the hot water storage tank 31. In this way, even if the amount of oil stored in the hot water tank 31 may not be able to cover the usage of the water heater 92, it is possible to easily deal with the problem without imposing a load on the reformer 26 or the fuel cell 30. Can be.
[0042]
Here, the correspondence between the components of the embodiment of FIG. 6 and the components of the present invention will be clarified. In FIG. 6, for example, when the fuel cell 30 is controlled to generate 500 W of power, the amount of heat generated by the heat exchanger 32 is uniquely determined according to the 500 W of power. It can also be said that control is performed so that a predetermined amount of heat is generated. Therefore, the heat exchanger 32 corresponds to an energy generation unit, the CPU 41 of the electronic control unit 40 corresponds to an energy generation control unit and a differential energy supply unit, and the battery 70 of the vehicle-mounted power generator 60 corresponds to an energy storage unit.
[0043]
Here, the heat converter 46 is provided to convert the heat energy into electric energy and store it in the battery 70. However, as another utilization form of the heat energy, the electric vehicle 50 is not converted into electric energy but is kept in hot water. For example, warming the electric vehicle 50 (for example, warming up the fuel cells 30 and 61), heating the electric vehicle 50, and the like, by supplying the electric power to the insulated warmer, or conversely, from the electric vehicle 50 to the stationary power generation device 20. It may be used for.
[0044]
Further, the above-described embodiment may be modified as shown in FIG. That is, in the above-described embodiment, instead of connecting the stationary power generation device 20 and the on-vehicle power generation device 60 via the connector 39, the hydrogen-rich fuel gas generated in the reformer 26 is supplied via the CO selective oxidation unit 27. A branch 47 connecting to the hydrogen tank 62 of the on-vehicle power generator 60 is provided in the middle of a path to be supplied to the anode side of the fuel cell 30, and an electromagnetic valve 48 is provided in the middle of the branch 47. When it is determined in step S220 of the interruption process that the power generated by the fuel cell 30 is excessive, the solenoid valve 48 is opened to control the hydrogen gas corresponding to the excess to be stored in the hydrogen tank 62 of the vehicle-mounted power generator 60. Is also good. In this way, when the amount of hydrogen generated by the reformer 26 is excessive with respect to the amount of hydrogen necessary to output the power consumption of the private load 90, the excess hydrogen is supplied to the hydrogen tank 62 mounted on the electric vehicle 50. Therefore, the generated hydrogen can be effectively used without wasting. Further, the burden on the reformer 26 can be reduced as compared with the case where control is performed so as to follow the private load.
[0045]
On the other hand, in FIG. 7, when the amount of hydrogen generated in the reformer 26 is insufficient for the amount of hydrogen required to output the power consumption of the private load 90, the amount of hydrogen stored in the hydrogen tank 62 of the on-vehicle power generator 60 is reduced. The supplied hydrogen may be supplied to the anode side of the fuel cell 30 of the stationary power generation device 20 via the branch path 47. In this case, it is possible to easily cope without imposing a burden on the reformer 26.
[0046]
Here, the correspondence between the components of the embodiment of FIG. 7 and the components of the present invention will be clarified. The fuel cell 30 of the present embodiment corresponds to the energy generation means of the present invention, the electronic control unit 40 corresponds to the energy generation control means and the differential energy source supply means, and the hydrogen tank 62 mounted on the electric vehicle 50 stores hydrogen. It corresponds to a means.
[0047]
Further, in the above-described embodiment, a polymer electrolyte fuel cell is employed as the fuel cells 30 and 61. However, another type of fuel cell such as a phosphoric acid type may be employed, or a fuel cell may be used instead. For example, another power generation device such as a micro gas turbine or a solar cell may be employed.
[0048]
Furthermore, in the above-described embodiment, the private energy generation system 10 used for the private load 90 and the water heater 92 of the detached house has been described. However, each house of an apartment house such as a condominium, each tenant such as an office building or an office, etc. It may be used for a private load or a water heater attached to each building.
[0049]
Further, in the above-described embodiment, an example in which the electric vehicle 50 uses only the driving motor 51 as a power source has been described. The vehicle may be a hybrid vehicle that can travel. Alternatively, a plurality of electric vehicles 50 may be connected to the stationary power generation device 20.
[0050]
Further, in the above-described embodiment, the CPU 41 of the electronic control unit 40 may read the remaining capacity value of the battery 70 of the on-vehicle power generating device 60 and stop charging the battery 70 when the battery 70 is fully charged.
[0051]
Furthermore, in the above-described embodiment, in the fuel cell operation control shown in FIG. 4, the target value of the power generated by the fuel cell 30 is always set to a constant value, but the target value is set so as to change over time. You may. Also in this case, the burden is reduced as compared with the case where the load following control is performed.
[Brief description of the drawings]
FIG. 1 is an explanatory diagram illustrating an outline of an overall configuration of a private energy generating system 10 according to an embodiment.
FIG. 2 is a block diagram illustrating a schematic configuration of a stationary power generation device 20.
FIG. 3 is a block diagram illustrating a schematic configuration of a vehicle-mounted power generator 60.
FIG. 4 is a flowchart of a steady operation control program executed by the electronic control unit 40 of the stationary power generation device 20.
FIG. 5 is a flowchart of an interruption process executed by the electronic control unit 40 of the stationary power generation device 20.
FIG. 6 is an explanatory diagram illustrating an outline of a main configuration of another embodiment.
FIG. 7 is an explanatory diagram illustrating an outline of a main configuration of another embodiment.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 10 ... Private energy generation system, 11 ... Running motor, 20 ... Stationary power generator, 21 ... Gas piping, 22 ... Regulator valve, 23 ... Boost pump, 24 ... Desulfurizer, 25 ... Booster pump, 26 ... Reformer , 27: CO selective oxidation unit, 28: combustion unit, 29: blower, 30: fuel cell, 31: hot water tank, 32: heat exchanger, 33: circulation pump, 34: pump, 35: DC / DC converter, 36 ... Distributor, 37 ... Inverter, 38 ... Power meter, 39 ... Connector, 40 ... Electronic control unit, 41 ... CPU, 42 ... ROM, 43 ... RAM, 44 ... Timer, 45 ... Solenoid valve, 46 ... Heat exchanger, 46: heat converter, 47: branch road, 48: solenoid valve, 50: electric vehicle, 51: running motor, 52: inverter, 53: differential gear, 54: axle, 58: power meter, 60: onboard power generation 60, distributor, 61, fuel cell, 62, hydrogen tank, 63, mass flow controller, 64, air compressor, 65, hydrogen gas circulation pump, 66, water pump, 67, radiator, 70, battery, 72 ... a distributor, 90 ... a private load, 92 ... a water heater.

Claims (7)

Energy generating means for generating energy to be supplied to the private load;
Energy generation control means for controlling the energy generation means to generate energy of a predetermined magnitude;
A private energy generation system comprising: a difference energy supply unit configured to supply a vehicle with a difference in energy between the energy generated by the energy generation unit and the consumption of the private load. The vehicle includes energy storage means,
The private energy generation system according to claim 1, wherein the energy supply unit supplies the difference energy to an energy storage unit of the vehicle. The private energy generation system according to claim 1, wherein the energy is heat energy, electric energy, or heat and electric energy. The private energy generating system according to claim 1, wherein the vehicle has a motor as one of power sources, and the energy storage unit is a battery that supplies electric energy to the motor. Energy generating means for generating energy to be supplied to the private load based on a predetermined energy source;
Energy generation control means for controlling the energy generation means to generate energy of a predetermined magnitude;
A private energy generation system comprising: a difference energy source supply unit that supplies a vehicle with the energy source required to generate energy of a difference between the energy generated by the energy generation unit and the consumption of the private load. The private energy generation system according to claim 1, wherein the energy generation unit is a fuel cell, a micro turbine, or a solar cell. The energy generating means is a stationary fuel cell that generates energy to be supplied to a private load based on hydrogen from a reformer that generates hydrogen using a hydrocarbon-based fuel as a raw material,
The energy generation control means controls the amount of hydrogen supplied from the reformer to the stationary fuel cell so that the energy generation means generates energy of a predetermined magnitude,
6. The private use according to claim 5, wherein the differential energy source supply means supplies the amount of hydrogen necessary to generate the differential energy to a hydrogen storage means capable of supplying hydrogen to a fuel cell mounted on the vehicle. Energy generation system.

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