CN101332761B - 发动机系统 - Google Patents

发动机系统 Download PDF

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CN101332761B
CN101332761B CN2008101102863A CN200810110286A CN101332761B CN 101332761 B CN101332761 B CN 101332761B CN 2008101102863 A CN2008101102863 A CN 2008101102863A CN 200810110286 A CN200810110286 A CN 200810110286A CN 101332761 B CN101332761 B CN 101332761B
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hydrogen
engine
driving engine
oxygen concentration
engine system
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CN101332761A (zh
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岛田敦史
石川敬郎
杉政昌俊
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Hitachi Ltd
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
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    • F02M25/12—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding acetylene, non-waterborne hydrogen, non-airborne oxygen, or ozone the apparatus having means for generating such gases
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    • B60L2260/00—Operating Modes
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Abstract

一种发动机系统，具备以化学的方式反复进行氢的储存与释放的介质来生成富氢气体的氢供给装置，将由所述氢供给装置生成的富氢气体作为燃料之一来驱动发动机，具备：余热供给装置，其将所述发动机的余热供给到所述氢供给装置；发电机，其用发动机的动力进行发电；电力储存装置，其被充电了由所述发电机发电的电力；和电动机，其将所述电力储存装置放出的电力变换为动力。从而本发明的目的在于提供一种在搭载有以化学的方式反复进行氢的储存与释放的介质的发动机系统中，能够抑制CO2的释放且系统效率高的发动机系统。

Description

发动机系统
技术领域
本发明涉及搭载有以化学的方式反复进行氢的储存与释放的介质，使用由该介质生成的富氢气体为燃料的氢发动机(engine)系统。 
背景技术
在具备搭载有以化学的方式反复氢的储存与释放的介质，通过该介质生成富氢气体的氢供给装置，对发动机供给由氢供给装置生成的富氢气体的系统中，需要对氢供给装置供给用于生成富氢气体的热量。通过利用发动机的余热作为该热量，不需要对氢供给装置供给新的能量，因此系统的效率高。但是，发动机的余热随运转点而变动，因此需要管理对氢供给装置供给的发动机余热的系统。 
作为以往的对热量以及动力进行管理的系统，例如如专利文献1所述，记载了如下的系统：在发动机、改质器、燃料电池的构成中，通过在起动时和暖机后切换热量供给方法来管理热量的系统，或管理利用发动机和燃料电池的负载-效率特性的对动力进行管理的系统双方。 
专利文献1：日本特开2000-303836号公报 
专利文献1所记载的系统是一种混合动力系统，其以发动机和燃料电池作为动力源，发动机以介质为燃料，燃料电池使用含有由改质器对介质进行改质后的氢的燃料气体和氧气进行发电。在该混合动力系统中，由于对发动机供给的燃料为介质，所以难以抑制CO2的排放。与此相反，如果是将氢供给装置生成的富氢气体供给发动机的系统，则是可以抑制CO2 的排放并利于环保的系统。但是，在将氢供给装置生成的富氢气体供给到发动机的系统中，由于使用发动机的余热将介质改质后的燃料供给到发动机，所以需要管理发动机的余热与发动机的效率的匹配。另外，为了使整体为高效率的系统，需要组合电动机、电力储存装置、发动机，使发动机的运转点在热效率高的区域运转这样的管理动力的系统。 
发明内容
本发明的目的在于，提供一种在搭载了以化学的方式反复进行氢的储存与释放的介质的发动机系统中，可以抑制CO2的排放且系统效率优良的发动机系统。 
本发明的发动机系统，具备由以化学的方式反复进行氢的储存与释放的介质来生成富氢气体的氢供给装置，将由所述氢供给装置所生成的富氢气体作为燃料之一来驱动发动机，其特征在于，具备：余热量供给装置，其对所述氢供给装置供给上述发动机的余热；发电机，其通过所述发动机的动力进行发电；电力储存装置，其被充电了由上述发电机所发电的电力；电动机，其将从上述电力储存装置放出的电力变换为动力；使由所述介质或所述氢供给装置生成的所述富氢气体燃烧，将该热量供给到氢供给装置的燃烧装置，在排气管中设置所述燃烧装置，在所述燃烧装置的设定场所的排气管上游侧以及排气管下游侧的双方具备所述氢供给装置，所述发动机系统具备检测所述排气管上游侧的排气的氧浓度的氧浓度检测装置，在所述氧浓度为规定值以下时，禁止使用所述燃烧装置。在该发动机系统中，通过发动机的动力进行发电，对电力储存装置进行充电，按照使用者的要求，从电力储存装置中进行放电，通过电动机变换为动力，电动机跟踪使用者的要求。因此具有以下特征，发动机的运转不需要完全跟踪使用者的要求，供给到氢供给装置的发动机余热的热量供给比例高，另外由于发动机能在高效率的运转区域被驱动，所以降低介质的消耗率，提高系统效率。 
发明效果 
根据本发明，由于可以使用自氢供给装置生成的富氢气体来生成动力，所以可以提供一种抑制CO2的排放，且降低介质的消耗率，系统效率高的发动机系统。 
附图说明
图1是系统整体的构成图。 
图2是发动机运转状态和氢供给装置可生成的氢量的关系的图。 
图3是发动机的运转条件与发动机热效率的关系的图。 
图4是发动机的运转条件与发动机排气温度的关系的图。 
图5是发动机的运转条件与氢介质消耗率的关系的图。 
图6是系统整体的运转流程图。 
图7是对氢供给装置供给燃烧器所产生的热量的热量供给控制方法的图。 
图8是氢供给装置的构成图。 
图9是燃烧器的构成图。 
图10是对发动机供给脱氢化介质的整体系统构成图。 
图中符号说明： 
1-氢化介质容器(tank) 
2-脱氢化介质容器 
3-氢供给装置 
4-燃烧器 
5-发动机 
6、9-发电机 
7-电力储存装置 
8-电动机 
10-轮胎 
11-加热器 
12-分离装置 
13-排气流量调整装置 
14-富氢气体供给装置 
15-点火装置 
16-混合装置 
17、25-氧浓度检测装置 
18-氢流路 
19-隔板(spacer) 
20-氢分离膜 
21-流路突起 
22-高导热基板 
23-燃料流路 
24-催化剂层 
具体实施方式
以下，参照附图对本发明的实施方式进行说明。 
图1是系统整体的构成图。在氢化介质容器1中搭载以化学的方式储存了氢的介质(以下，氢化介质)，将氢化介质供给氢供给装置3。储存在脱氢化介质容器2中的介质，为通过氢供给装置3从氢化介质释放氢后的燃料(以下，脱氢化介质)。氢化介质，例如为萘烷(decalin)、环己烷(cyclohexane)、甲基环己烷等碳化氢系燃料及其混合燃料，脱氢化介质是萘、苯、甲苯等碳化氢系燃料以及其混合燃料。以下针对使用了甲基环己烷为氢化介质的情况进行说明。 
在氢供给装置3中，进行以下的反应。 
(式1) 
根据上述式(1)，将生成的甲苯和氢用分离装置12分离为甲苯和氢，并对发动机5供给氢，甲苯被回收到脱氢化介质容器2中。供给到发动机5的氢由于可能混合了甲苯或甲基环乙烷，因此以下作为富氢气体。根据式(1)为了由甲基环乙烷生成氢1mol需要大约68kJ/mol的热量。因此构成为对氢供给装置3供给发动机5的气体。为了将反应温度设定在规定范围内(250～400℃)，发动机5的排气，通过排气流量调整装置13调整对氢供给装置3供给的排气气体流量。发动机5与发电机6连接，发电机6所发电力被充入电力储存装置7。电力储存装置7还包括电力变换装置。从电力储存装置7对电动机8放电，将动力传递到轮胎10。另外，在轮胎10减速时，由发电机9生成再生能量，充入电力储存装置7。在氢供给装置3在反应式(1)所需要的热量不足时，通过燃烧器4或由电力储存装置7经加热器11供给热量。对加热器11供给的电力也可以不用电力储存装置7储存电力，仅进行电力变换对发动机放电。对燃烧器4供给富氢气体，但也可以按照需要供给脱氢介质。根据图1的构成，储存燃料构成为使用作为液体燃料的氢化介质生成动力时，为用氢供给装置3生成富氢气体，供给到发动机5来生成动力。成为储存安全性、便利性以及能量密度高的液体燃料，作为系统整体不排放CO2而生成动力的构成。 
图2是表示发动机5和氢供给装置3所可以生成的氢量的关系的图。 
在S201决定作为发动机5的运转状态的发动机转数、发动机转矩时，  则在S202决定了发动机5的排气温度T_ex、排气流量F_ex、发动机排气比热Cp_ex。在将反应式1的最低温度设为T_re、热回收效率设为η_re时，由S203按照下述决定对氢供给装置3的可供给热量Q1。 
Q1＝F_ex·Cp_ex·(T_ex-T_re)·η_re    …式(2) 
通过决定Q1，根据式(1)由于生成氢1mol所需要的热量为68kJ，所以由S204，决定在氢供给装置3可生成的氢量F2。另一方面，在S201决定发动机5的运转状态时，决定发动机的热效率，由S205决定发动机5所需要的氢量F1。在图1的构成中，为了得到良好的耗油量，需要减少介质的消耗率。因此，需要考虑以下的值。 
·F1-F2
·Pe/(F1·LH2) 
其中，Pe为发动机5的输出。LH2为氢的低位发热量。 
在F1-F2为0以下的情况下，仅用发动机的排气热量就可以满足氢供给装置3所需要的热量。即在F1-F2为0以下时，氢化介质的消耗率，仅依赖于Pe/(F1·LH2)。另一方面，在F1-F2大于0时，需要通过图1的燃烧器4或加热器11对氢供给装置3供给排气以外的热量，F1-F2越大，由燃烧器4或加热器11供给的热量越大。在该热量大时，介质的消耗率增大，耗油量恶化。因而，优选F1-F2为0以下，或在F1-F2比0大时，氢化介质的消耗率受F1-F2、Pe/(F1·LH2)双方的影响。即在F1-F2为0以下时，增大Pe/(F1·LH2)，F1-F2大于0的情况下，通过提高Pe/(F1·LH2)，减小F1-F2可以减小氢化介质的消耗率。 
图3是表示发动机5的运转条件和发动机热效率的关系的图。一般的，为火花点火的发动机的情况下，在发动机转矩高的区域，发动机热效率高。因为发动机热效率高的情况下，Pe/(F1·LH2)高，所以减小介质的消耗率。另一方面，图4表示了发动机5的运转条件和排气管的规定位置的发动机排气温度的关系。发动机的输出越高，发动机5的排气温度越高。发动机5的排气温度越高，根据式(2)Q1越大，F2越大。因而F1-F2变小，介质的消耗率变小。在图1的构成的发动机5中使用具有图3和图4的特性的发动机的情况下，氢化介质的消耗率小的区域如图5所示。这样决定发  动机5的运转点时，决定了氢化介质的消耗率。这样在本系统中，由于从发动机5对氢供给装置3的热量供给比例影响氢化介质的消耗率上升，所以发动机的热效率与氢化介质的消耗率未必一致。 
图6是表示系统整体的运转流程的图。基于S601、S602的车速、油门开度在S603决定使用者要求的动力。然后，通过从S605的电力储存装置输出的电力由S604控制电动机。由S606进行电力储存装置的剩余量测量，由S607决定要求发动机的输出，以使剩余量在规定的范围内。另外，也可以基于S603的要求动力决定要求发动机输出。根据要求发动机输出和S608的氢化介质消耗率曲线，由S609如图5所示按照在发动机同输出线上氢化介质消耗率为最小的方式决定发动机转数、发动机转矩，由S610、S611控制发电机6、发动机5以达到该发动机转数、发动机转矩。然后，由S612进行对氢供给装置3的热量供给控制。 
图7表示对氢供给装置3供给燃烧器4所产生的热量的热量供给控制方法。由发动机5的S701决定当前运转点；根据当前运行点和由S702决定氢供给装置3的不足热量曲线，由S703决定燃烧器4的加热量；由S704决定富氢气体对燃烧器4的供给量，对燃烧器4供给富氢气体。根据S705的富氢气体界限供给量曲线和S701的当前发动机的运转区域，在S706判断富氢气体供给量是否在规定范围内。S705的富氢气体界限供给量曲线，根据发动机排气中的氧浓度决定。发动机排气中的氧浓度由对发动机供给的燃料和空气的比例决定。即决定发动机运转区域时，决定了富氢气体的界限供给量。在超越该界限点时，需要由S707减少富氢气体的供给量。然后，由S710检查在S709由催化剂温度测量装置或推定装置所检测的催化剂温度是否在规定范围内，在为规定范围外的情况下，由S703控制燃烧器4的加热量，以使催化剂温度在规定范围内。上述热量供给控制方法，也可以使用加热器11来代替燃烧器4进行热量供给。 
接着，对图1所示的氢供给装置3的构成，使用图8进行说明。氢供给装置3的构成，如图8所述，在发动机排气管中设置如下基本构造：在设置了流路突起21的纯铝(导热率：250W/mK)高导热基板22的上面，形成由Pt/氧化铝催化剂构成的催化剂层24。在该催化剂层24上层叠了仅使氢选择性地通过的氢分离膜20，通过隔板19层叠有氢流路18。 
供给到氢供给装置3的氢化介质，通过燃料流路23，边接触高导热基板22的表面上所形成的催化剂层24边进行脱氢反应，生成氢。将生成的氢透过氢分离膜24，经由隔板19，自氢流路18从氢供给装置3排出。另外，没有透过氢分离膜20的氢和脱氢化介质通过燃料流路23排出到氢供给装置3的外面。这里排出的氢和脱氢化介质，与自氢流路18排出的氢合流并混合，供给到图1的分离装置12。另外，也可以做成将自氢流路18排出的氢不与自燃料流路23排出的氢和脱氢化介质混合，供给到分离装置12和发动机5之间的构成。另外，在图8中，为了低温高效率地进行氢化介质的脱氢反应，设置了氢分离膜20，也可以做成不具备氢分离膜20的构成。另外，也可以层叠配置图8所示的基本构造。 
图9是表示燃烧器4的构成图。在将发动机5的排气供给到氢供给装置3的构成中，表示氢供给装置3在排气的流向上的温度分布。根据发动机5的运转条件，在氢供给装置3的排气上游部为可生产氢的催化剂温度，但是在氢供给装置3的排气下游部催化剂温度低，出现不能生成氢的催化剂温度区域。此时，如图9所示在燃烧器4的排气上游侧和下游侧设置氢供给装置3，使用氢供给装置3，将在氢供给装置3的排气上游部所生成的富氢气体供给到下游侧的排气管内。通过这样，可以用在排气下游部中设置的氢供给装置3将不足的热量补偿到对设置在排气上游部的氢供给装置3进行供给的热量中。 
通过混合装置16，将排气和富氢气体混合之后，由点火装置15将排气中的氧气和富氢气体点燃。也可以使用催化剂代替点火装置15使其燃烧。所谓混合装置16，是指通过设置赋予气流旋转那样的板状的结构或突起物、截门(絞り)使其混合的构造，混合排气与富氢气体。根据本系统，排气中的氧，与外部气体中氧相比，由于温度高，所以用于提高到规定的燃烧气体温度所需要的富氢气体量少，燃烧器4的热效率高。另外，与使用外部气体的氧的情况相比，由于不需要泵等新的必要补助设备，所以系统成本低、简单。 
为了使用排气中氧燃烧富氢气体，在发动机5中需要进行稀薄燃烧。在稀薄燃烧时的空气中的氧浓度使用氧浓度检测装置17、25进行检测。根据由氧浓度检测装置17所检测的氧浓度进行监视，以使不对燃烧器4  供给使氧完全燃烧的富氢气体量以下。或使用氧浓度检测装置25的情况下，控制富氢气体对燃烧器4的供给，以使氧浓度不为规定以上。 
图10表示对发动机5供给脱氢化催化剂的系统的结构。 
如发动机5起动时，氢供给装置3的催化剂温度低、另外电力储存装置7的电力储存率低的情况下，由氢供给装置3难以生成发动机5所需要的富氢气体量，且用电动机8难以产生需要的动力。此时，由脱氢化介质容器2对发动机5供给脱氢化介质。此时，对发动机5进行供给的可以是富氢气体和脱氢化催化剂双方或仅是脱氢化介质。另外，在脱氢化介质不足的时候，也可以对发动机5供给氢化介质。在使用甲基环乙烷作为氢化介质的时候，脱氢化介质为甲苯，辛烷值与汽油相同或以上。因此可以用发动机5进行运转。 
另外，根据这样的构成，发动机5的输出与仅供给富氢气体时相比可以高输出进行运行。另外，还具有在氢化介质容器1的储存量少时，也可以对发动机5供给脱氢化介质的特征。 
另外，脱氢化介质，也可以不供给到发动机，供给到燃烧器4，对氢供给装置3进行热量供给。 

Claims (11)

1.一种发动机系统，具备由以化学的方式反复进行氢的储存与释放的介质来生成富氢气体的氢供给装置，将由所述氢供给装置所生成的富氢气体作为燃料之一来驱动发动机，其特征在于，
具备：
余热供给装置，其将所述发动机的余热供给到所述氢供给装置；
发电机，其用发动机的动力进行发电；
电力储存装置，其被充电了由所述发电机发电的电力；
电动机，其将所述电力储存装置放出的电力变换为动力；和
使由所述介质或所述氢供给装置生成的所述富氢气体燃烧，将该热量供给到氢供给装置的燃烧装置，
在排气管中设置所述燃烧装置，在所述燃烧装置的设定场所的排气管上游侧以及排气管下游侧的双方具备所述氢供给装置，
所述发动机系统具备检测所述排气管上游侧的排气的氧浓度的氧浓度检测装置，在所述氧浓度为规定值以下时，禁止使用所述燃烧装置。
2.根据权利要求1所述的发动机系统，其特征在于，
针对使用者所要求的要求动力，控制从所述电力储存装置对电动机输出的电力，
具备控制装置，其根据所述电力储存装置的剩余量或所述要求动力来决定发动机输出，控制发动机转数和发动机转矩。
3.根据权利要求2所述的发动机系统，其特征在于，
所述控制装置，根据基于所述要求动力所决定的发动机输出和所述介质的消耗率，控制发动机转数和发动机转矩。
4.根据权利要求1所述的发动机系统，其特征在于，
所述余热供给装置具有调整来自发动机的余热量的余热量调整装置。
5.根据权利要求4所述的发动机系统，其特征在于，
具备催化剂温度推定装置，其推定或检测所述氢供给装置的催化剂温度，
所述余热量调整装置基于催化剂温度调整余热量。
6.根据权利要求4所述的发动机系统，其特征在于，
具备催化剂温度推定装置，其推定或检测所述氢供给装置的催化剂温度，
所述燃烧装置或所述余热量调整装置，基于发动机的运转状态以及所述催化剂温度进行控制。
7.根据权利要求1所述的发动机系统，其特征在于，
所述氢供给装置搭载在所述发动机的排气管中，
所述燃烧装置具备：
将富氢气体供给到排气中的富氢气体供给装置；和
将排气与所述富氢气体的混合气体点火的点火装置。
8.根据权利要求7所述的发动机系统，其特征在于，
具备检测所述燃烧装置和所述发动机之间的排气的氧浓度的氧浓度检测装置和检测所述燃烧装置的下游侧的排气中所包含的氧浓度的氧浓度检测装置中的至少一个。
9.根据权利要求8所述的发动机系统，其特征在于，
以检测所述燃烧装置和所述发动机之间的排气的氧浓度的氧浓度检测装置、检测所述燃烧装置的下游侧的排气中所包含的氧浓度的氧浓度检测装置中的至少一方的值为基础，控制供给到所述燃烧装置的所述富氢气体或所述介质的供给量。
10.根据权利要求5所述的发动机系统，其特征在于，
所述氢供给装置的催化剂温度为规定温度以下且所述电力储存装置的储存量为规定值以下的情况下，将所述介质供给到发动机。
11.根据权利要求1所述的发动机系统，其特征在于，
将由所述排气管上游侧的所述氢供给装置生成的氢供给到所述燃烧装置。
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