JP2001069614A - Hybrid drive moving body - Google Patents

Abstract

PROBLEM TO BE SOLVED: To perform driving, while grasping the states of power sources at all times by having a program for detecting electrical energies capable of being supplied by a first power source and a second power source, and for computing the movable distance of a moving body from the electrical energies which can be supplied. SOLUTION: To a motor driver 30, a battery controller 61, and a fuel cell controller 71, a car controller 5 sends request signals for data stored in the memories of the motor driver 30, the battery controller 61, and the cell controller 71. With respect to data request, required data signals are sent back to the car controller 5 from the controllers 30, 61, 71. The car controller 5 computes optimum drive quantities for units on the basis of the data from the controller 30, 61, 71 and drive-controls a controller unit 3, a battery unit, and a fuel cell unit as operation command data. Consequently, stable driving up to a destination is confirmed, and cases of shortage of movable distance and of remaining fuel quantity can be dealt with swiftly.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hybrid drive type mobile unit using a battery and a fuel cell as a power source for a motor for driving a mobile unit such as a vehicle or a ship.

[0002]

2. Description of the Related Art In order to reduce the pollution of vehicles, an electric motor is used for driving the vehicle. The power source for the vehicle is to extend the traveling distance per charge, and to efficiently and stably supply electric power at the time of constant speed traveling and high output such as acceleration. To do so, hybrid electric vehicles that combine constant-speed and high-power batteries have been developed. In such a hybrid drive vehicle, methanol is used as a primary fuel, and a fuel cell including a reformer and a shift reactor for processing carbon monoxide is used as a power supply source. Hybrid driving vehicles using a combination of secondary batteries (batteries) such as lead-acid batteries that handle peak loads and the like have been considered.

[0003]

In such a hybrid drive vehicle, two power sources, a fuel cell and a battery, are selectively used to supply power efficiently, and the power supply state such as the running fuel and the remaining amount of capacity is determined. It is desirable to detect and drive while always grasping the possible travel distance in order to enable stable operation control to the destination and prompt response to power supply deterioration, fuel shortage, and the like.

The present invention has been made in consideration of the above points, and detects a state of two power supplies during driving, calculates a movable distance based on the detected data, and can travel to a destination without any trouble. It is another object of the present invention to provide a hybrid drive type movable body that can always operate while grasping the power supply state.

[0005]

In order to achieve the above object, according to the present invention, there is provided a hybrid drive type moving body having first and second power supply sources as power sources of a power source for driving the moving body. A hybrid drive type moving body having a program for detecting a power supply possible amount by each of the first and second power supply sources and calculating a movable distance of the moving body from the power supply possible amount. provide.

[0006] According to this configuration, during the traveling operation, the amount of power that can be supplied to each of the first and second power sources constituting the hybrid, for example, the capacity and the remaining amount of fuel, are detected, and based on this, the moving body is detected. Is calculated, the stable operation to the destination is confirmed, and it is possible to promptly cope with a shortage of the movable distance or a shortage of the remaining amount.

In a preferred configuration example, the first power source is a fuel cell and the second power source is a battery, and the fuel consumption rate of the fuel cell and the capacity consumption rate of the battery or the moving body are calculated. And calculating a movable distance of the moving body based on the above formula, and displaying a warning when the remaining amount of the fuel of the fuel cell and the remaining amount of the capacity of the battery are equal to or less than a predetermined set value.

According to this configuration, a hybrid power source is constituted by the fuel cell and the battery (secondary battery), and the fuel consumption rate of the fuel cell is calculated from the distance traveled and the amount of fuel used. The movable distance by the fuel cell is calculated from the remaining amount of the fuel. Also, the capacity consumption rate of the battery or the moving body is calculated from the distance moved and the voltage drop amount of the battery or the capacity consumption amount of the whole moving body, and the movable distance is calculated from the capacity consumption rate and the remaining capacity. . In this case, if the remaining amount of the fuel and the remaining amount of the battery capacity are equal to or smaller than predetermined values, a warning is displayed, and measures such as replenishment of the fuel, replacement of the battery, and charging can be performed.

In a further preferred configuration example, capacity characteristic data corresponding to the current and voltage of the battery is provided in advance,
The battery capacity is calculated based on the capacity characteristic data from the detected current or voltage data of the battery.

According to this configuration, the capacity characteristic data corresponding to the current and voltage of the battery is stored in the ROM or the like in advance, and the current or voltage of the battery is detected.
Based on the detected data, the battery capacity (remaining amount) at the time of the detection is calculated from the stored capacity characteristic data.

In a further preferred configuration example, after the first detection data of the current or the voltage is obtained, the second detection data of the current or the voltage is obtained after a lapse of a predetermined time, and the first and the second detection data are obtained. It is characterized in that the impedance is calculated from the capacitance calculation value based on

According to this configuration, the capacity and impedance of the battery are calculated based on the first detection data,
After a lapse of a predetermined time, the capacity and the impedance are calculated based on the second detection data, and the deterioration state of the battery is identified based on the change in the impedance. The movable distance can be calculated based on the remaining battery capacity in consideration of the change in the impedance.

[0013]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is an overall configuration diagram of a hybrid drive vehicle according to an embodiment of the present invention. The hybrid drive vehicle 1 of this embodiment is applied to a motorcycle. The hybrid drive vehicle 1 includes a hybrid drive device 2. The hybrid drive device 2 includes an electric motor unit 3, a transmission 4, a vehicle controller 5, a battery unit 6, and a fuel cell unit 7.
have.

The fuel cell unit 7 is disposed behind the seat 8 and above the driving wheels 9. A methanol tank 13 is disposed in front of the seat 8 and between the front fork 12 that steers the steered wheels 11. The methanol tank 13 is provided with a fuel injection cap 14.

The electric motor of the electric motor unit 3 is driven by a hybrid system using the fuel cell of the fuel cell unit 7 and the battery of the battery unit 6 to rotate the drive wheels 9.

FIG. 2A is a diagram showing another example of the shape of a motorcycle of a hybrid drive type, and FIG. 2B is a diagram showing the structure of a hydrogen supply device for the fuel cell. The hybrid drive vehicle 1 has a vehicle controller 5 and a battery unit 6 below a seat 8, an electric motor unit 3 is provided below the vehicle controller 5, and a fuel cell unit 7 is provided in front of the electric motor unit 3. A hydrogen supply device 15 for supplying hydrogen for power generation to the fuel cell unit 7 is provided on a carrier behind the seat 8.

As shown in FIG. 2 (B), the hydrogen supply device 15 includes a hydrogen tank 16 together with a methanol tank 13 and a fan 17 and a burner 18 for supplying combustion air. A reformer 19 is provided for heating and vaporizing the fuel to obtain hydrogen through the catalyst.

FIG. 3 is a schematic configuration diagram of a hybrid drive vehicle according to the present invention. The hybrid drive vehicle 1 includes a main switch SW1, a seat 8, a stand 20,
Footrest 21, accelerator grip 22, brake 2
3, a display device 24, a lamp unit 25 such as a lighting device or a turn signal, a user input device 26, a non-volatile memory 27, a timer 28, and an electric motor unit 3, a transmission 4, a vehicle controller 5, a battery unit 6, A fuel cell unit 7 is provided.

An ON / OFF signal is sent from the main switch SW1 to the vehicle controller 5 to drive the electric vehicle. Further, sensors S1 to S4 are provided on the seat 8, the stand 20, the footrest 21, and the brake 23, respectively, and ON / OFF signals are sent from these sensors S1 to S4 to the vehicle controller 5 to detect respective operating states. You.

The accelerator grip 22 constitutes an output setting means. The accelerator grip 22 is provided with an accelerator opening sensor S5, and an accelerator opening signal is sent from the accelerator opening sensor S5 to the vehicle controller 5 by a user's grip operation. Sent. The control of the electric motor is performed according to the accelerator opening. The vehicle controller 5 constitutes control means for controlling the output of the electric motor based on the output set value of the output setting means constituted by the accelerator grip 22.

The user can input various data to the vehicle controller 5 from the user input device 26, and can change the driving characteristics of the vehicle, for example. Further, data is exchanged between the nonvolatile memory 27 and the timer 28 and the vehicle controller 5, and when the vehicle is stopped, the operating state information at that time is stored in the nonvolatile memory 27, and the operating state stored at the start of the operation is stored. The information is read and controlled by the vehicle controller 5.

The display device 24 is driven by a display ON / OFF signal from the vehicle controller 5, and the display device 24 displays the operating state of the electric vehicle. A lamp unit 25 such as a lighting device or a turn signal is provided with a DC / DC converter 25a,
It comprises a lamp 25b such as a lighting device or a turn signal. D according to the start ON / OFF signal from the vehicle controller 5
The C / DC converter 25a is driven to turn on the lamp 25b.

The electric motor unit 3 includes a motor driver 30, an electric motor 31, which is connected to the drive wheels 9, an encoder 32, a regenerative current sensor S11, and regenerative energy control means 33. The motor driver 30 controls the electric motor 31 according to the duty signal from the vehicle controller 5, and the driving wheels 9 are driven by the output of the electric motor 31. The encoder 32 detects the magnetic pole position and the rotation speed of the electric motor 31. The motor speed information is stored in a memory in the motor driver 30 from the encoder 32 and sent to the vehicle controller 5 as needed. The output of the electric motor 31 is shifted by the transmission 4 to drive the drive wheels 9, and the transmission 4 is controlled by a shift command signal from the vehicle controller 5. The electric motor 31 is provided with a motor voltage sensor or a motor current sensor S7. Information on the motor voltage or the motor current is stored in a memory in the motor driver and sent to the vehicle controller 5 as needed.

The battery unit 6 includes a battery 60,
A battery controller 61 and a battery relay 62 are provided. The fuel cell unit 7 includes a fuel cell 70, a fuel cell controller 71, a backflow prevention element 72, and a fuel cell relay 73 that constitute power generation means. A first power supply path L1 that enables the output current of the fuel cell 70 to be supplied to the battery 60, and a second power supply path L2 that allows the output current from the battery 60 to be supplied to the electric motor 31
And power is supplied via the power adjustment unit 80.

The battery controller 61 is provided with detecting means for detecting the state of charge of the battery 60. This detecting means comprises a battery temperature sensor S12, a battery voltage sensor S13, and a battery current sensor S14.
These pieces of information are stored in a memory in the battery controller 61 and input to the vehicle controller 5 as needed. The battery relay 62 is activated by an ON / OFF signal from the vehicle controller 5 to operate the second power supply path L2
Control power supply from

Communication data is sent from the vehicle controller 5 to the fuel cell controller 71, whereby the fuel cell controller 71 controls the fuel cell 70. The fuel cell controller 71 is provided with detection means for detecting the state of the fuel cell 70. This detecting means comprises various temperature sensors S21, a fuel cell voltage sensor S22, and a fuel cell current sensor S23. These information are stored in a memory in the fuel cell controller 71 and input to the vehicle controller 5 as necessary. You. The fuel cell relay 73 connected to the fuel cell controller via the rectifier diode (backflow prevention element) 72
It operates in response to the N / OFF signal to control the power supply from the first power supply path L1.

FIG. 4 is a configuration diagram of a main part of the fuel cell unit according to the embodiment of the present invention. The fuel cell unit 7 of this embodiment includes a methanol tank 102, a reformer (reformer) 103, a shift converter 104, a selective oxidation reactor 105, a fuel cell (cell) 70, a water recovery heat exchanger 107, a water tank 108, It comprises a fuel cell controller 71. Fuel cell controller 71
Are connected to devices such as valves, pumps, fans, and sensors. Reformer 103, shift converter 10
4. Each part of the selective oxidation reactor 105 and the fuel cell 70 is provided with a temperature sensor Tr, Tb, Ts, Tp, Tc.
The temperature is controlled to an appropriate value by (FIG. 3).

The reformer (reformer) 103 includes a heater (burner) 110, an evaporator 111, and a catalyst layer 112. The burner pump 113 is driven by the temperature detection of the temperature sensor Tb to supply the methanol to the heater 110, the methanol is supplied from the methanol tank 102, and the air is supplied by the drive of the burner fan 114. Heat. The double circle in the figure indicates the air intake. Methanol supplied from the methanol tank 102 by driving the methanol pump 115 and water supplied from the water tank 108 by driving the water pump 116 are mixed and supplied to the evaporator 111. The mixed fuel of methanol and water is vaporized by heating the evaporator 111 by the heater 110, and the fuel vaporized by the evaporator 111 is supplied to the catalyst layer 112.

The burner 110 is further supplied with surplus (or bypassed) hydrogen gas from the fuel cell (cell) 70 through a pipe 201 and burns. This burner 1
With the heat of combustion of 10, the primary fuel (raw material) composed of methanol and water is vaporized and the catalyst layer 112 is heated to maintain the catalyst layer 112 at a reaction temperature required for the catalytic reaction.
The combustion gas and air not contributing to the reaction are exhaust
02 to the outside.

The catalyst layer 112 is made of, for example, a Cu-based catalyst, and decomposes a mixture of methanol and water into hydrogen and carbon dioxide at a catalyst reaction temperature of about 300 ° C. as follows.

CH ₃ OH + H ₂ O → 3H ₂ + CO _{2 In} this catalyst layer 112, a trace amount (about 1%) of carbon monoxide is generated.

CH ₃ OH → 2H ₂ + CO This CO is adsorbed on the catalyst in the cell 70 and reduces the electromotive force reaction. Therefore, the concentration of the CO is reduced in the shift converter 104 and the selective oxidation reactor 105 on the subsequent stage to reduce the cell concentration. Concentration within the range of 100 ppm to several tens ppm.

In the shift converter 104, at a reaction temperature of about 200 ° C., CO is converted to CO ₂ by the following reaction with water, ie, a chemical reaction of CO + H ₂ O → H ₂ + CO ₂ , and the concentration is reduced to about 0.1. %.

In a selective oxidation reactor 105, CO is converted from CO to CO ₂ by an oxidation reaction of 2CO + O ₂ → 2CO ₂ at a catalytic reaction temperature of about 120 ° C. using a platinum-based catalyst, and the concentration is further increased. Reduce to 1/10 or less. Thereby, the CO concentration in the cell 70 can be reduced to about several tens ppm.

The reformer 103 reforms the raw material to produce hydrogen as described above, and supplies the obtained hydrogen to the fuel cell 70 via the shift converter 104 and the selective oxidation reactor 105. A buffer tank 117 and switching valves 117a and 117b for absorbing pulsation and pressure fluctuation are provided between the reforming device 103 and the shift converter 104, and hydrogen is reformed by the operation of these switching valves 117a and 117b. It is returned to the heater 110 of the device 103. The shift converter 104 is cooled by the cooling air fan 118 by detecting the temperature of the temperature sensor Ts. The cooling air is discharged outside through the exhaust passage 203.

A buffer tank 124 and a switching valve 1 are provided between the shift converter 104 and the selective oxidation reactor 105.
24a and 124b are provided, and the operation of these switching valves returns hydrogen to the heater 110 of the reformer.

The hydrogen supplied from the shift converter 104 is mixed with air supplied by driving the reaction air pump 119 and supplied to the selective oxidation reactor 105. The selective oxidation reactor 105 is cooled by the cooling air fan 120 by detecting the temperature of the temperature sensor Tp. The cooling air is supplied to the exhaust passage 20
4 to the outside.

Between the selective oxidation reactor 105 and the fuel cell 70, a buffer tank 121 and a switching valve 121a,
121 b is provided, and the operation of these switching valves returns hydrogen to the heater 110 of the reformer 103.

By adjusting the flow rates of the switching valves 117a and 117b for the shift converter 104, the switching valves 124a and 124b for the selective oxidation reactor 105, and the switching valves 121a and 121b for the fuel cell 70, the hydrogen supplied to the fuel cell 70 is adjusted. The amount is adjusted and the electromotive force can be adjusted. In this case, since oxygen is supplied in excess, the electromotive force is controlled by the amount of hydrogen.

In such adjustment of the electromotive force, the vehicle controller 5 calculates the required electromotive force based on the data of the sensors S21 to S23 of the fuel cell unit 7 and the operation state detection data from the other various sensors. Based on this, the vehicle controller 5 or the fuel cell controller 71 calculates the flow rate of each switching valve in consideration of the time delay until the hydrogen amount in the cell after the switching valve operation actually changes, and the like. The ON / OFF control or the opening control of each switching valve is performed by the fuel cell controller 71. In this case, the amount of hydrogen to be vaporized can be increased by increasing the supply amount of the primary fuel such as methanol to increase the electromotive force, but in this case, there is a time delay until the amount of hydrogen contributing to power generation increases. appear. Such a time delay is covered by the power from the battery.

The fuel cell 70 includes a cooling / humidifying pump 122
Is supplied from the water tank 108, and the temperature is detected by the temperature sensor Tc. Air is supplied from the water recovery heat exchanger 107 by driving the pressurized air pump 123. At 70, power is generated as follows.

The fuel cell 70 has a structure in which, for example, a platinum-based porous catalyst layer (not shown) is provided on both sides of a cell membrane (not shown) in which a water passage 205 for cooling and humidification is formed to form electrodes. It is. One electrode has a hydrogen passage 2
Hydrogen is supplied from the selective oxidation reactor 105 through 06, and oxygen (air) is supplied to the other electrode through the oxygen passage 207. Hydrogen ions move from the hydrogen passage 206 of the hydrogen-side electrode to the oxygen-side electrode through the cell membrane, and combine with oxygen to form water. Electromotive force is generated between the electrodes due to the movement of the electrons (−) accompanying the movement of the hydrogen ions (+).

The generation of the electromotive force is an exothermic reaction. In order to cool it and smoothly move hydrogen ions to the oxygen electrode side, the water tank 205 is pumped from the water tank 108 to the water passage 205 of the cell membrane between the two electrodes. Is supplied with water. The water that has passed through the water passage 205 and has become hot is supplied to the heat exchanger 107.
Then, heat exchange is performed with the air to return to the water tank 108. Water tank 1
08 is provided with a radiation fin 208 for cooling water. 2
09 is an overflow pipe.

Air is introduced into the heat exchanger 107. This air exchanges heat with high-temperature water to become high-temperature air, which is supplied to the oxygen passage 207 by the air pump 123. By sending such high-temperature air, a bonding reaction with hydrogen ions is promoted, and an electromotive force reaction is efficiently performed. For this reason, it is desirable to provide an air intake (shown by a double circle in the figure) to the heat exchanger 107 in the vicinity of the selective oxidation reactor 105 or the catalyst layer 112 that causes the high-temperature catalytic reaction described above.

The oxygen in the air that has passed through the oxygen passage 207 and combined with the hydrogen ions becomes water and is recovered in the water tank 108. The remaining air (oxygen and nitrogen) is
It is discharged outside through 0.

The water used in the fuel cell 70 and the water generated by the power generation are supplied to the water recovery heat exchanger 107.
And heat is exchanged with the cooling air to return to the water tank 108. Further, the surplus of hydrogen used for power generation in the fuel cell 70 passes through the valve 211 and the pipe 201.
It is returned to the heater 110 of the reformer 103.

As described above, in the fuel cell unit 7,
The evaporator 111 is heated by the heater 110, and the raw material vaporized by the evaporator 111 is supplied to the catalyst layer 112 by the reformer 103 to reform the raw material to produce hydrogen. Is supplied to the fuel cell 70 via the shift converter 104 and the selective oxidation reactor 105 to generate power. In this case, the hydrogen obtained from the selective oxidation reactor 105 may be temporarily stored in the hydrogen cylinder 16 as shown in FIG.

The output of the fuel cell 70 is connected to a power adjusting unit 80 via a backflow prevention element 72 and a fuel cell relay 73, as shown in FIG. 60 and the electric motor 31.

FIG. 5 is a block diagram of the power supply control system of the hybrid drive vehicle according to the present invention. The vehicle controller 5 is connected to the electric motor unit 3, the battery unit 6, and the fuel cell unit 7 via two-way communication lines 220, 221, 222, respectively. The fuel cell unit 7 is connected to the electric motor unit 3 via a (+) side current line 223a and a (−) side current line 223b. A switch 225 is provided on the (+) side current line 223a. This switch 225
ON / OFF driven by the vehicle controller 5.

The battery unit 6 is connected to the electric motor unit 3 via a (+) current line 224a and a (-) current line 224b. A switch 226 is provided on the (+) side current line 224a. This switch 226 is turned ON / OF by the vehicle controller 5.
Driven by F.

The electric motor unit 3 includes an electric motor 31
(Fig. 3) and controller (motor driver 30)
In addition, an encoder, a sensor, and the like are integrated as a module. Such an electric motor unit 3 is
It is detachable from the vehicle as an integral member. Therefore, the bidirectional communication line 220 and the current lines 223a, 223
Each of 3b, 224a, and 224b is connected to a motor driver 30 serving as a controller of the electric motor unit 3 via a coupler (not shown).

The motor driver 30 has a memory, and the operating state of the electric motor unit 3, for example, the detection data such as the number of revolutions, the throttle opening, the running speed, the required load, the temperature, the shift position, etc. is constantly rewritten and stored. .

The battery unit 6, as shown in FIG. 3, integrates the battery 60, the battery controller 61, the sensors S12 to S14, the relay 62 and the like as a module. This battery unit 6 is detachable from the vehicle as an integral member. Therefore, the bidirectional communication line 221 and the current line 224a,
224b is connected to the battery controller 61 of the battery unit 6 via a coupler (not shown).

The battery controller 61 has a memory, detects state data such as temperature, voltage, current and the like of the battery unit and data on the remaining amount of the battery 60 and stores them while constantly rewriting them. Thus, while driving, data is exchanged with the vehicle controller through two-way communication to supply necessary power, and when the battery 60 is replaced, the remaining amount is immediately confirmed by the vehicle controller. And can perform arithmetic processing such as a travelable distance.

The fuel cell unit 7 includes the fuel cell 7 described above.
Along with the fuel cell controller 71
And the sensors S21 to 23 (FIG. 3), the relay 73 and the like are integrated as a module. The fuel cell unit 7 is detachable from a vehicle as an integral member. Therefore, the bidirectional communication line 222 and the current line 223
a and 223b are connected to the fuel cell controller 71 of the fuel cell unit 7 via a coupler (not shown).

The fuel cell controller 71 has a memory and stores state data such as temperature, voltage and current of the fuel cell unit 7 and detection data such as capacity data of the fuel cell (specifically, the remaining amount of the methanol tank). Store while always rewriting. Thereby, while driving, data can be exchanged with the vehicle controller by bidirectional communication to supply necessary electric power, and arithmetic processing such as a travelable distance can be performed.

In the embodiment of FIG. 5, a fuel cell and a battery are used as two power supply sources constituting the hybrid drive vehicle. However, two fuel cells or two batteries (secondary batteries) may be used. Alternatively, an engine-type generator or a capacitor can be used. The present invention is also applicable to ships and other devices other than vehicles.

FIG. 6 is an explanatory diagram of data communication of the control system of the hybrid drive vehicle according to the present invention. The vehicle controller 5 transmits a request signal for various data stored in the memory of each controller to each of the motor driver (controller of the electric motor) 30, the battery controller 61, and the fuel cell controller 71. In response to this data request, each controller 30, 61, 71
Sends necessary data to the vehicle controller 5. As the contents of the data, status information such as temperature, voltage, current, error information, capacity, and control information such as required output are transmitted and received.

In this case, the vehicle controller 5 calculates an optimal drive amount for each unit based on the data from the controllers 30, 61, 71, and uses this drive amount data as driving command data for each of the controllers 30, 6,.
1, 71 to control the drive of the electric motor unit 3, the battery unit 6, and the fuel cell unit 7.

FIG. 7 is a flowchart for detecting the state of the power supply system of the hybrid drive vehicle according to the present invention. The operation of each step is as follows.

S101: ON / OFF of main switch
It is determined whether the vehicle is driving or not, and the following program flow is executed only when the vehicle is ON.

S102: The vehicle controller 5 transmits to the battery controller 61 and the fuel cell controller 71 a request signal for data (capacity information) of methanol amount corresponding to the battery capacity and the fuel cell capacity, respectively. In this case, the battery controller 61 and the fuel cell controller 71 are each provided with a RAM or a non-volatile memory, and the battery capacity and the amount of fuel in the methanol tank are detected at predetermined intervals, and the detection data is constantly rewritten and stored. I have.

S103: Battery capacity data (remaining amount data) is returned from the battery controller to the vehicle controller. S104: The fuel cell controller returns data on the remaining amount of methanol (the amount of power that can be supplied) to the vehicle controller. S105: The vehicle controller calculates a travelable distance with the remaining battery power from the battery capacity data, and calculates a travelable distance with the remaining fuel amount from the data on the methanol amount. S106: The calculated travelable distance on the battery and the calculated travelable distance on the fuel cell are displayed on the display panel.

FIG. 8 is a flowchart of the operation of detecting the remaining amount of each power supply during traveling and displaying the same. As described above with reference to FIG. 6, the vehicle controller 5 transmits and receives various data to and from the battery controller 61 and the fuel cell controller 71.

S111: Data of the traveling distance from the start of operation is taken out. This travel distance data is obtained by writing data detected by a distance sensor provided on the axle to a RAM (or a nonvolatile memory) of a battery controller or a fuel cell controller or a RAM (or a nonvolatile memory) provided in a vehicle controller, and reading out the data. It is.

S112: The fuel consumption rate is calculated based on the methanol fuel consumption data from the start of operation (the difference between the current remaining amount of the methanol tank and the remaining amount at the start of operation) and the traveling distance data. This fuel consumption rate is used for calculating the travelable distance by the fuel cell.

S113: Based on the battery capacity data (current battery capacity) and the traveling distance data, the capacity consumption rate as the total vehicle is calculated. This capacity consumption rate is used to calculate the possible travel distance based on the remaining battery level and the remaining methanol level.

For example, data of the capacity consumption of the entire vehicle including the fuel consumption and the battery consumption is acquired, and the capacity consumption rate of the vehicle is calculated based on the capacity consumption and the traveling distance data. The travelable distance may be calculated based on the distance.

For example, the consumption rate of the power supply (fuel cell) is 100 cc / Ah, and the capacity consumption rate of the entire vehicle is 2.0
Assuming that km / Ah, when the remaining fuel amount is 3000 cc and the remaining battery amount is 5.0 Ah, the possible travel distance is (3000/100 + 5.0) * 2.0 = 70 km.

S114: It is determined whether or not the amount of methanol fuel in the tank is equal to or less than a predetermined set value. S115: If the amount of methanol fuel is larger than a predetermined set value, a normal remaining amount is displayed on the fuel display panel. S116: If the amount of methanol fuel is equal to or less than a predetermined set value, it is determined whether the remaining battery charge is equal to or less than the predetermined set value. If the remaining battery level is larger than the predetermined set value, a normal remaining battery level is displayed in S115 together with the methanol fuel. S117: When the remaining amount of the methanol fuel or the battery is equal to or less than a predetermined set value, each warning is displayed on the display panel.

S118: If the amount of fuel is larger than the set value in S114, it is determined whether the remaining battery charge is equal to or less than a predetermined set value. If the value is equal to or smaller than the set value, a warning is displayed (step S117).
Perform 5).

FIG. 9 shows a flow of battery capacity management during traveling. FIG. 10 is a graph of capacity characteristics (ratio to the maximum capacity) corresponding to the current (I) and voltage (V) of the battery. As described above, the vehicle controller 5 transmits and receives data to and from the battery controller 61 through two-way communication.

S121: The first detection data of the battery voltage and / or current is read from the battery controller and transmitted to the vehicle controller. The vehicle controller uses the capacity characteristic data of FIG.
And so on. According to the voltage or current data, the current battery capacity consumption (% of maximum capacity)
Is determined from the map of the capacitance characteristic graph. As an example, this battery capacity changes as the use time elapses as indicated by the arrow in the figure.

S122: After obtaining the first data of the current and the voltage, the timer starts counting.

S123: It is determined by the timer whether a predetermined time has been reached. Continue counting the timer until the set time is reached. S124: When the set time has elapsed, the second data of the battery current and / or voltage is read from the battery controller and transmitted to the vehicle controller.

S125: Based on the first data and the second data, the degree of battery capacity consumption is determined from the graph of FIG. 10 and the impedance is calculated. The deterioration state of the battery is determined from the change in the impedance.

As another method, when a battery is used, current and voltage in a state of almost the same current are detected by quickly switching a switch (FET, etc.) on the battery side, and the current / voltage in the constant current state is detected. It is also possible to calculate the remaining battery capacity and the impedance from the characteristics.

[0078]

As described above, according to the present invention, the amount of power that can be supplied to each of the first and second power sources constituting the hybrid, such as the capacity and the remaining amount of fuel, is detected during mobile operation. Based on this, the movable distance of the moving body is calculated, so that stable driving to the destination is confirmed, and when the movable distance is short, or when the remaining amount is insufficient, prompt action is taken. be able to.

[Brief description of the drawings]

FIG. 1 is an external view of a hybrid drive vehicle according to an embodiment of the present invention.

FIG. 2 is a configuration diagram of a hybrid drive vehicle according to another embodiment of the present invention.

FIG. 3 is a configuration diagram of a control system of the hybrid drive vehicle according to the embodiment of the present invention.

FIG. 4 is a configuration diagram of a main part of a fuel cell unit according to the present invention.

FIG. 5 is a configuration diagram of a power supply control system of the hybrid drive vehicle according to the present invention.

FIG. 6 is an explanatory diagram of a control system of the hybrid drive vehicle according to the present invention.

FIG. 7 is a flowchart of power state detection and calculation of the hybrid drive vehicle according to the present invention.

FIG. 8 is a flowchart of a remaining power detection and display operation of each power supply during running of the hybrid drive vehicle according to the present invention.

FIG. 9 is a flowchart of battery capacity management during traveling of the hybrid drive vehicle according to the present invention.

FIG. 10 is a graph of capacity characteristics (ratio to maximum capacity) corresponding to battery current (I) and voltage (V).

[Explanation of symbols]

1: hybrid drive vehicle, 2: hybrid drive device, 3: electric motor unit, 4: transmission, 5: vehicle controller, 6: battery unit, 7: fuel cell unit, 8: seat, 9: drive wheel, 11: Steering wheel, 12:
Front fork, 13: methanol tank, 14: fuel injection cap, 15: hydrogen supply device, 16: hydrogen cylinder, 17: fan, 18: burner, 19: reformer, 2
0: stand, 21: footrest, 22: accelerator grip, 23: brake, 24: display device, 25: lamp unit, 26: user input device, 27: nonvolatile memory, 28: timer, 30: motor driver, 31:
Electric motor, 32: Encoder, 33: Regenerative energy control means, 60: Battery, 61: Battery controller, 62: Battery relay, 70: Fuel cell, 71: Fuel cell controller, 72: Backflow prevention element, 73: Fuel cell relay , 80: power adjustment unit, 102: methanol tank, 103: reformer, 104: shift converter,
105: selective oxidation reactor, 107: water recovery heat exchanger,
108: water tank, 110: heater, 111: evaporator,
112: catalyst layer, 113: burner pump, 114: burner fan, 115: methanol pump, 116: water pump, 117: buffer tank, 118: cooling air fan, 119: air pump, 120: cooling air fan, 121 : Buffer tank, 122: cooling humidification pump, 123: pressurized air pump, 124: buffer tank, 220, 221, 222: bidirectional communication line, 22
3a, 223b, 224a, 224b: current line, 2
25, 226: switch

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) H02J 7/00 H02J 7/00 X

Claims (4)

[Claims] 1. A hybrid drive type moving body having first and second power supply sources as a power source of a power source for driving the moving body, the amount of power that can be supplied by each of the first and second power supply sources. , And a program for calculating a movable distance of the moving object from the power supply possible amount. 2. The fuel cell according to claim 1, wherein the first power supply is a fuel cell, and the second power supply is a battery. A fuel consumption rate of the fuel cell and a capacity consumption rate of the battery or the moving body are calculated, and based on these consumption rates. The method according to claim 1, further comprising calculating a movable distance of the moving body, and displaying a warning when a remaining amount of fuel of the fuel cell and a remaining amount of capacity of the battery are equal to or less than a predetermined set value. A hybrid-driven moving body according to claim 1. 3. The apparatus according to claim 1, further comprising capacity characteristic data corresponding to a current and a voltage of the battery, and calculating a battery capacity from detected data of the current or the voltage of the battery based on the capacity characteristic data. 3. The hybrid drive type moving body according to 2. 4. After obtaining the first detection data of the current or the voltage, obtain a second detection data of the current or the voltage after a lapse of a predetermined time, and calculate a capacity based on the first and the second detection data. The hybrid-driven moving body according to claim 3, wherein the impedance is calculated from the value.