JP2018204594A - Engine type power generation device and its manufacturing method - Google Patents

Abstract

To provide an engine-type power generation device including a plurality of vehicular engines and capable of stably supplying electric power.SOLUTION: An engine type power generation device 10 includes a plurality of pairs of vehicular engines 11 and generators 12, a fuel supply portion 13 for supplying a fuel to the vehicular engines, an invertor device 14 for inverting primary AC power independently generated by the generators 12 into secondary AC power of a prescribed frequency, voltage and type, and an operation controller 15 for controlling rotating speeds of the vehicular engines 11 in operation. The operation controller 15 determines the rotating speeds of the vehicular engines 11 in operation to a first rotating speed lower than a maximum output rotating speed to maximize outputs of the vehicular engines 11 in operation when all of the vehicular engines 11 are operated, and controls the rotating speed so that the higher the rotating speed is, the lower the number of operations is small, when a part of the vehicular engines 11 in operation is stopped and the number of operations is reduced.SELECTED DRAWING: Figure 1

Description

  The present invention relates to an engine-type power generator configured to include a plurality of vehicle engines and a method for manufacturing the same.

  There are a wide variety of engine-type power generators depending on the application, the magnitude of power generation output, the fuel supplied to the engine, etc., but in general, a dedicated power generator suitable for the power generator used in the power generator The engine is used. For example, in the case of a biogas power generation device equipped with a biogas engine that uses biogas generated from biomass, which is one of renewable energies, a specially designed biogas engine is used. It is very expensive and is one factor that hinders the spread of biogas power generation devices.

  A gas engine is an engine that uses gas as fuel, and basically operates on the same principle as a gasoline engine for automobiles. A series of strokes of a general 4-stroke engine is as follows: 1. an intake stroke in which fuel gas and air are mixed and supplied into the cylinder (combustion chamber) in advance; 2. a compression stroke in which the air-fuel mixture is compressed by a piston and ignited by an electric spark; 3. Combustion stroke in which the air-fuel mixture burns (explodes), the air-fuel mixture after combustion (= combustion gas) expands and pushes down the piston; Finally, it has an exhaust stroke in which combustion gas is discharged from the cylinder by the piston. When the piston is lowered during the combustion stroke, it works to the outside (converted into a rotational force through the crank mechanism), rotates the connected generator, and generates electric power (for example, paragraphs 0004 and 0005 of Patent Document 1 below) Etc.).

  On the other hand, as a method of operating multiple engine generators in parallel and supplying AC power to the same load in common, an automatic parallel operation device is provided to adjust the frequency, phase, voltage, etc. of each engine generator In addition, the load sharing between the engine generators is made equal, and power is stably supplied to the load (for example, see Patent Documents 2 to 4 below). In the engine-type power generator including a plurality of engine-type power generators disclosed in Patent Documents 2 to 4 and the like, each engine-type power generator is connected in parallel without an inverter device by providing an automatic parallel operation device or the like. Power supply to the same load.

Japanese Patent No. 5700684 JP-A-9-135538 JP 2009-153258 A JP 2009-153259 A

  In Japan, automobiles such as private passenger cars, which are widely used, are usually replaced or disposed of before the use of 100,000 km for 10 years. Are exported overseas and reused or discarded.

  The inventor of the present application is mounted on a vehicle such as a privately-owned passenger car that is widely used, or a vehicle engine that has been mounted is used as a prime mover for driving a generator of an engine-type power generator. We paid attention to the fact that it is possible to provide a low-priced engine-type power generator by using a dedicated engine. However, when the vehicle engine is operated continuously for a longer time than the continuous operation time in a normal private passenger car or the like, especially in the case of a used vehicle engine, from the operating conditions assumed for vehicles. There is a concern that it may become a severe use condition and break down early or frequently.

  On the other hand, if you perform detailed maintenance such as replacing the engine parts before they fail, if necessary, carefully monitoring the deterioration status of the components over the entire engine power generator The cost of the maintenance itself will soar, and the cost of the engine-type power generator as a whole may soar. As described above, a vehicle engine is considered to be more likely to break down in an engine-type power generator than other components (for example, a generator, etc.). If the engine can be replaced with an inexpensive vehicle engine, the maintenance cost can be kept low, and the overall cost including the maintenance cost related to the use of the engine-type power generator can be reduced.

  Therefore, the inventor of the present application uses a plurality of vehicle engines as the prime mover of the engine-type power generation device, so that even if some of them malfunction and stop, the remaining normal vehicles that are not broken It has been conceived that an engine-type power generator capable of stably generating power can be provided at low cost by adopting a configuration in which power generation can be continued by the engine.

  The present invention has been made in view of the above-described problems, and an object of the present invention is an engine-type power generation device including a plurality of vehicle engines, in which one or more of them are stopped due to a failure or the like. Another object of the present invention is to provide an engine-type power generator capable of stably supplying power by operating other vehicle engines.

The engine-type power generator according to the present invention includes a plurality of generators that are a plurality of vehicle engines and AC generators that are driven separately to generate electric power by kinetic energy generated by consumption of fuel by the plurality of vehicle engines. And a fuel supply unit that supplies the fuel to the plurality of vehicle engines, and converts the primary AC power generated by the plurality of generators into secondary AC power having a predetermined frequency, voltage, and format. An inverter device and an operation controller for controlling the number of rotations of the vehicle engine during operation based on the number of one or more vehicle engines during operation among the plurality of vehicle engines;
In the case where the operation controller is the total number of the plurality of vehicle engines, the number of rotations of the vehicle engine during operation is set to the maximum output of each vehicle engine during operation. Control that sets the first rotational speed lower than the maximum output rotational speed and increases the rotational speed as the number decreases when the number of the operating vehicle engine stops and decreases. The first feature is to perform the above.

  According to the engine-type power generator of the first feature, first, since a plurality of vehicle engines are provided, even if one of them is temporarily stopped due to a failure or the like, the remaining vehicle engines are generators. Can be driven to maintain power generation, and power supply can be stably maintained. Furthermore, even if a plurality of vehicle engines have different specifications and performances, and it is difficult for each pair of the vehicle engine and the generator to be operated in parallel at the same frequency, phase and voltage, the inverter device Through this, parallel operation is possible even at different frequencies, phases, and voltages. Furthermore, by controlling the number of revolutions by the operation controller, even if some of the plurality of vehicle engines are stopped due to a failure or the like, the number of revolutions of the remaining vehicle engines can be increased to increase the power generation output. The power generation output of the generator corresponding to the vehicle engine is not reduced, but the reduction of the power generation output of the entire engine-type power generation device can be suppressed, and stable power supply becomes possible.

  Here, the “vehicle engine” is an engine as a prime mover that is mounted on a vehicle such as an automobile and generates a driving force for driving the vehicle. Including a power generation engine that drives a generator to be used, and the type of fuel used is not limited to a specific one, such as a gasoline engine, diesel engine, LPG (liquefied petroleum gas) engine, CNG (compressed natural gas) engine, etc. Furthermore, a dual fuel engine or a bi-fuel engine that can be used by mixing or switching two or more kinds of fuels is assumed, and further, it is mounted on an unused new engine and a vehicle before being mounted on the vehicle. Regardless of the used engine used. In addition to general automobiles intended to travel on public roads, vehicles include special purpose vehicles such as construction vehicles and agricultural vehicles.

  Furthermore, in the engine type power generation device according to the present invention, in addition to the first feature, each output of the plurality of vehicle engines is 10% to 90% of an average value of each maximum output of the plurality of vehicle engines. In the range of%, the second feature is that the first rotational speed is set separately so that the smaller the number is, the larger the number is.

  Furthermore, in the engine type power generation device of the second feature, an average value of outputs of the plurality of vehicle engines is within a range of 15% to 60% of an average value of maximum outputs of the plurality of vehicle engines. In the above, it is preferable that the first rotation speed is set separately so that the smaller the number, the larger the rotation speed becomes.

  According to the engine-type power generator of the second feature, the total shaft output of the operating vehicle engine is constant even when the number of operating vehicle engines decreases from the total number of the plurality of vehicle engines. Or it can maintain in the substantially constant range, and can suppress further the fluctuation | variation of the electric power generation output of an engine type electric power generating apparatus. In particular, when the total number of the plurality of vehicle engines is 3 or more and the number of vehicle engines in operation is 2 or more, the total shaft output of the vehicle engines in operation can be maintained substantially constant. .

  Further, in the engine type power generation device according to the first or second feature, the operation controller outputs an output state of a sensor or an engine control unit that detects a predetermined operation state provided for each of the plurality of vehicle engines. Based on the above, when it is detected that any of the driving vehicle engines is in a failure state or a quasi-failure state that is likely to become a failure, the failure state or the quasi-failure state is detected. It is preferable to stop the operation of the vehicle engine and to continue the operation by performing control to increase the rotational speed of the remaining vehicle engine that has not been detected as being in the failure state or the semi-failure state. As a result, the operation of the vehicle engine detected as being in a failure state or a quasi-failure state can be stopped, and the operation of the other vehicle engine can be maintained, whereby the first or second feature described above. Thus, the operational effect of the engine type power generator can be obtained as it is, and stable power supply can be achieved.

  Furthermore, in the engine type power generation device according to the present invention, in addition to the first or second feature, the operation controller includes a predetermined storage device, and each of the plurality of vehicle engines is included in the storage device. The accumulated operation time or the first data capable of calculating the accumulated operation time is stored, and the accumulated operation time stored in the storage device or the accumulated operation time calculated based on the first data Based on the above, from among a part of the plurality of vehicle engines that are in operation, select the engine that needs to be temporarily stopped to temporarily stop the operation, and from among some of the plurality of vehicle engines that are in suspension, A third feature is that a restart required engine for restarting operation is selected, and control for stopping the operation and control for restarting the operation are performed on the selected stop engine and restart required engine, respectively.

  According to the engine type power generation device of the third feature, since at least one of the plurality of vehicle engines can be stopped while being sequentially replaced based on the past driving history, The service life can be extended and the engine generator can be operated stably.

  Furthermore, in any one of the above-described engine-type power generators, the plurality of vehicle engines may be at least one of a new engine manufactured for mounting on a vehicle and a used engine mounted on the vehicle. Preferably there is. In general, a used engine has a higher risk of failure than a new engine, but it is inexpensive and can reduce the introduction cost of an engine-type power generator. However, regardless of whether or not the used engine is included in a plurality of vehicle engines, the engine-type power generation device of any of the characteristics is in a failure state or a semi-failure state, The operational effects of the engine type power generator having the first to third characteristics can be obtained as they are, and stable power supply can be achieved.

  Furthermore, in addition to any of the above features, the engine-type power generator according to the present invention is a methane gas engine in which at least a part of the plurality of vehicle engines can use fuel gas whose main fuel is methane gas as the fuel. This is the fourth feature.

  Methane gas as a fuel gas has a larger hydrogen / carbon ratio than gasoline and light oil, can suppress the generation amount of carbon dioxide per unit calorie, and is excellent in environmental performance. In addition, a methane gas engine can be easily manufactured by only partially modifying a gasoline engine or a diesel engine. Therefore, according to the engine type power generation device of the fourth feature, it is possible to stably operate an inexpensive engine type power generation device configured with a methane gas engine.

Furthermore, in addition to any of the above features, the engine-type power generation device according to the present invention is a CO ₂ removal unit that selectively removes carbon dioxide contained in the fuel gas with respect to the methane gas. A fifth feature is that the fuel gas having a CO ₂ concentration reduced by the CO ₂ removal device is supplied to the methane gas engine.

According to the engine-type power generation device of the fifth feature, the CO ₂ removal device can suppress the carbon dioxide concentration in the fuel gas containing methane gas as the main fuel to a certain value or less, so that the stable and high efficiency of the methane gas engine As a result, it is possible to provide a stable operation of the engine-type power generation device that is inexpensive and excellent in environmental performance.

Furthermore, the engine type power generation device of the fifth feature is configured such that the CO ₂ removal device includes a CO ₂ separation membrane that selectively separates carbon dioxide contained in the fuel gas from the methane gas. It is preferable. Accordingly, downsizing of the CO ₂ removal device, as a result, can be made compact in engine generator apparatus having a methane engine.

  Furthermore, in the engine type power generation device according to the fourth or fifth feature, the fuel gas is preferably a biogas. Accordingly, it is possible to stably operate an inexpensive engine-type power generation apparatus configured with a biogas engine, and promote the spread of power generation using biogas, which is a kind of renewable energy.

  Furthermore, in the engine type power generation device according to the present invention, in addition to the fourth or fifth feature, the operation controller can suppress the carbon dioxide concentration at the time of starting the methane gas engine to be lower than that in the steady operation. A sixth feature is that control is performed to supply the fuel gas to the methane gas engine.

  According to the engine type power generator of the sixth feature, the methane gas engine can be started stably and easily.

  Furthermore, in addition to the fourth or fifth feature, the engine-type power generator according to the present invention is a bi-fuel engine in which the methane gas engine can be used by switching between the fuel gas and a predetermined liquid fuel, A seventh feature is that the operation controller performs control to supply the liquid fuel to the methane gas engine instead of the fuel gas when the methane gas engine is started.

  According to the engine type power generator of the seventh feature, the methane gas engine can be started stably and easily.

  Furthermore, in addition to any of the above features, the engine-type power generator according to the present invention is configured such that each of the plurality of vehicle engines is an engine module that can be attached to and detached from a base or a casing. Is the eighth feature.

  According to the engine-type power generator of the eighth feature, when replacement with a spare vehicle engine becomes necessary due to a failure or the like, the replacement is simplified. In addition, it can be easily replaced with another vehicle engine of a different model.

Furthermore, the manufacturing method of the engine type power generation device according to the present invention is a method of manufacturing an engine type power generation device including a plurality of vehicle engines,
Preparing the plurality of vehicle engines;
Preparing a plurality of generators that are AC generators including a rotor and a stator;
Preparing a fuel supply unit for supplying the fuel to the plurality of vehicle engines;
Preparing an inverter device that converts primary AC power generated by each of the plurality of generators into secondary AC power of a predetermined frequency, voltage, and format;
Preparing an operation controller for controlling the rotational speed of the vehicle engine;
Assembling the plurality of vehicle engines, the plurality of generators, the fuel supply unit, the inverter device, and the operation controller on a base or in a housing;
Connecting each of the plurality of vehicle engines and the generator on a one-to-one basis such that each shaft output of the plurality of vehicle engines can individually drive the rotors of the plurality of generators;
Connecting the fuel supply unit and the plurality of vehicle engines such that the fuel can be supplied from the fuel supply unit to the plurality of vehicle engines;
Electrically connecting the plurality of generators and the inverter device such that primary AC power generated by the plurality of generators can be input to the inverter device;
Electrically connecting the operation controller to the plurality of vehicle engines and the inverter device so that a control signal from the operation controller can be input to the plurality of generators and the inverter device;
A target for setting the rotation speed target value of the plurality of vehicle engines to a first rotation speed lower than each maximum output rotation speed at which each output of the vehicle engine is maximum for the operation controller. And a value setting step.

  The engine type power generation device having the first characteristic can be provided by the method for manufacturing the engine type power generation device having the first characteristic.

  Furthermore, in addition to the first feature, the method for manufacturing an engine-type power generation device according to the present invention includes at least one of the plurality of vehicle engines in the step of preparing the plurality of vehicle engines. The second feature is to use a used vehicle engine.

  By preparing a plurality of vehicle engines using at least one used vehicle engine by the method for manufacturing an engine-type power generation device of the second feature, the used vehicle engine can be effectively used. Since an engine type power generator can be produced at low cost, an engine type power generator using a used vehicle engine can be widely used.

  In addition to the first or second feature, the method of manufacturing the engine-type power generation device according to the present invention further includes the step of preparing the plurality of vehicle engines in a vehicle engine using gasoline or light oil as fuel. The third feature is that it includes a step of remodeling a methane gas engine using methane gas as a main fuel.

  The engine type power generation device having the fourth characteristic can be provided by the method for manufacturing the engine type power generation device having the third characteristic.

Furthermore, in addition to the third feature, the method for manufacturing an engine-type power generator according to the present invention includes the step of preparing the fuel supply unit in the fuel gas containing methane gas as a main fuel. A fourth feature is that it includes a step of producing using a CO ₂ removal device that selectively removes carbon dioxide contained in the methane gas.

  The engine type power generation device having the fifth feature can be provided by the method for manufacturing the engine type power generation device having the fourth feature.

Furthermore, in the method for manufacturing the engine type power generation device of the fourth feature, the CO ₂ removal device includes a CO ₂ separation membrane that selectively separates carbon dioxide contained in the fuel gas from the methane gas. It is preferable to be configured. Thereby, size reduction of the engine type electric power generating apparatus of the said 5th characteristic can be achieved.

Furthermore, in addition to any of the above features, the method for manufacturing an engine-type power generator according to the present invention provides an engine that can be attached to and detached from the base or the casing in the step of preparing the plurality of vehicle engines. Prepare modules for the number of the plurality of vehicle engines,
In the step of assembling on the base or in the housing, a fifth feature is that the engine module is installed on the base or in the housing.

  The engine-type power generator of the eighth feature can be provided by the method of manufacturing the engine-type power generator of the fifth feature.

  According to the engine-type power generation device and the method for manufacturing the same according to the present invention, an engine-type power generation device capable of stably supplying power can be provided.

The block diagram which shows typically the example of an outline structure of the engine type electric power generating apparatus which concerns on 1st Embodiment of this invention. The block diagram which shows typically the example of a schematic structure of the engine type electric power generating apparatus which concerns on 2nd Embodiment of this invention. The flowchart which shows an example of the procedure of the operation suspension resumption process of the engine type electric power generating apparatus which concerns on 3rd Embodiment of this invention. The block diagram which shows typically the example of an outline structure of the engine type electric power generating apparatus which concerns on 4th Embodiment of this invention.

  Hereinafter, engine-type power generators (hereinafter referred to as “the power generator” as appropriate) according to some embodiments of the present invention will be described.

[First Embodiment]
First, a schematic configuration of the power generation device in the first embodiment will be described with reference to the drawings. FIG. 1 is a block diagram schematically illustrating a schematic configuration example of the power generation apparatus 10.

  As shown in FIG. 1, the power generation device 10 includes a plurality of vehicle engines 11, a generator 12, a fuel supply unit 13, an inverter device 14, an operation controller 15, an exhaust gas discharge unit 16, and an auxiliary power supply unit 17. It is configured with. In the present embodiment, a configuration is assumed in which one generator 12 is arranged for each of a plurality of vehicle engines 11 and each vehicle engine 11 drives a corresponding one generator 12 separately. . That is, the same number of generators 12 as the vehicle engines 11 are present. As an example, the number of vehicle engines 11 and generators 12 is two or more, and is determined by the relationship between the output characteristics of each vehicle engine 11 during steady operation and the specification value of the power generation output of the power generation device 10. However, 3 or more is preferable for the reason described later.

  The fuel supplied to the vehicle engine 11 may be gas LPG (liquefied petroleum gas), natural gas mainly composed of methane gas, or the like in addition to liquid gasoline and light oil. In the present embodiment, the vehicle engine 11 is assumed to be a methane gas engine that can use fuel gas whose main fuel is methane gas. The methane gas engine may be a CNG engine for a vehicle, or a gasoline engine for a vehicle is converted into a methane gas engine or a bi-fuel engine that can be used by switching between gasoline and methane gas using a known conversion component. It may be a modified one. As described above, the methane gas engine operates on the same principle as a gasoline engine for vehicles. Although it is considered technically possible to convert a vehicle diesel engine to a methane gas engine, a diesel engine usually has a structure that does not require a spark plug. Must be installed separately.

  In the present embodiment, peripheral devices necessary for driving the vehicle engine 11 that are attached to the vehicle engine 11 in advance are used as they are as a part of the vehicle engine 11. As the peripheral device, for example, an engine control unit, an engine oil (lubricating oil) related device, a cooling water related device, an intake system related device, an exhaust system related device, etc. are assumed.

  The engine control unit is generally used for a vehicle engine. The supply amount and supply timing of fuel gas (equivalent to the fuel injection timing and injection amount of a gasoline engine), the ignition timing, and the throttle opening (air supply) Amount), valve timing (intake and exhaust valve opening / closing timing), idling speed, etc. are controlled at various points of the vehicle engine 11 (air flow sensor, cooling water temperature sensor, exhaust gas) This is a well-known arithmetic processing unit composed of an electronic microcomputer or the like based on the output value of the oxygen sensor. The mass ratio (air-fuel ratio) of the intake air amount and the fuel gas flow rate is determined by the fuel gas supply amount and the throttle opening, and the degree of combustion of the fuel gas (completely) by the oxygen sensor that detects the residual oxygen concentration in the exhaust gas Combustion or incomplete combustion), and the magnitude of the air-fuel ratio relative to the stoichiometric air-fuel ratio can be detected. It should be noted that the idling speed is controlled as necessary when the connection between the rotating shaft of the vehicle engine 11 and the rotating shaft of the generator 12 is released when the vehicle engine 11 is started and the engine is in an idling state. Done.

  The engine oil-related device includes an engine oil (lubricating oil) circulation path, an oil pan, an oil strainer, an oil pump, an oil filter, and the like provided on the circulation path. The cooling water related device includes a cooling water circulation path (water gallery), a water jacket, a radiator, a cooling water pump, a temperature sensor, a reservoir tank, a radiator fan, and the like. Among the engine oil-related devices and the cooling water-related devices, those that can be shared between the vehicle engines 11 without being provided for each vehicle engine 11 are excluded from the vehicle engines 11 and are used for a plurality of vehicle engines 11. You may make it provide collectively in the exterior.

  The intake system related device is configured to include an intake manifold or the like, and the exhaust system related device is configured to include an exhaust manifold or the like. The air filter may not be provided for each vehicle engine 11, but may be provided collectively on the upstream side of the intake manifold as necessary. Further, the exhaust gas treatment device for removing harmful substances such as nitrogen oxides in the exhaust gas provided in the gasoline engine or the diesel engine need not be provided for each vehicle engine 11. When an exhaust gas treatment device for a methane gas engine is provided, it is provided as a part of the exhaust gas discharge unit 16 or separately provided outside the power generation device 10.

  The generator 12 is configured using an AC generator such as a synchronous generator or an induction generator having a rotor and a stator. The structure and type of the alternator is not limited to a specific structure and type. The same number of generators 12 as the vehicle engine 11 do not necessarily have to be AC generators having the same structure and type. The rotating shaft of the vehicle engine 11 and the rotating shaft of the generator 12 are connected directly or via a predetermined coupling mechanism (for example, gear, chain, belt, etc.), and the shaft of the vehicle engine 11 is connected. The output is transmitted to the rotating shaft of the generator 12.

  The fuel supply unit 13 delivers a fuel gas tank that stores fuel gas, a compressor that boosts the fuel gas discharged from the fuel gas tank to a predetermined pressure, and delivers the fuel gas to the fuel gas inlet of each vehicle engine 11. The fuel gas is supplied to the plurality of vehicle engines 11. When the fuel gas in the fuel gas tank is adjusted to the predetermined pressure, the compressor is unnecessary, and when the fuel gas in the fuel gas tank is higher than the predetermined pressure, the fuel gas is A decompressor for reducing the pressure to the predetermined pressure is provided.

  The inverter device 14 converts primary AC power having a frequency corresponding to the rotational speed of the corresponding vehicle engine 11 generated by each generator 12 into DC power, and then converts the primary AC power to a desired frequency, voltage, type (single phase). Or a three-phase) secondary AC power, one for each generator 12, or one inverter device 14 can be configured to input a plurality of primary AC power. May be. When one inverter device 14 is provided for each generator 12, the inverter devices 14 are controlled to output secondary AC power having the same frequency, voltage, phase, and type in linkage with each other. The inverter device 14 further includes a relay and switches necessary for grid connection, and a control device that performs control necessary for grid connection. The control device also performs control necessary for each operation of AC / DC conversion and DC / AC change of each part of the inverter device 14 based on a command from the operation controller 15 or the outside. FIG. 1 illustrates a case where a command regarding the start or stop of each operation is issued from the operation controller 15 toward the inverter device 14.

  The operation controller 15 controls the start and stop of the operation for each of the plurality of vehicle engines 11 and operates at a predetermined number of revolutions according to the specifications and performance of each vehicle engine 11. It is a control device that performs operation control. The operation controller 15 includes an arithmetic processing device such as a CPU and an MPU and a memory device such as a semiconductor memory, and performs various control processes described later when the arithmetic processing device executes a predetermined program.

  The operation controller 15 does not perform the operation control of each vehicle engine 11, but the individual operation control is performed by the engine control unit described above, and the operation controller 15 controls the engine of each vehicle engine 11. While controlling the start and stop of a driving | operation with respect to a unit, the control value for driving | running with a predetermined | prescribed rotation speed is output. In the case of a general engine control unit for a vehicle engine, the rotation speed is controlled by receiving a control signal corresponding to the amount of depression of the accelerator pedal and adjusting the throttle opening, etc. Instead of the control signal corresponding to the depression amount of the accelerator pedal, the operation controller 15 outputs a control value corresponding to the desired rotational speed to the engine control unit of each vehicle engine 11.

  The exhaust gas discharge unit 16 is connected to an exhaust manifold exhaust port of each vehicle engine 11, and includes various pipes that collectively collect exhaust gases discharged from each vehicle engine 11 and discharge them to the outside of the power generator 10. Configured. In addition, an exhaust gas treatment device that removes greenhouse gases such as unburned hydrocarbons and carbon dioxide contained in exhaust gas, and an exhaust gas treatment device that removes harmful substances such as nitrogen oxides, if necessary, You may provide in the downstream of a manifold piping as a part of exhaust gas discharge part 16, or as a different body from this electric power generating apparatus 10. FIG. Further, if necessary, a silencer for reducing exhaust noise is provided, for example, as a part of the exhaust gas discharge unit 16 or as a separate body from the power generation device 10 on the downstream side of the manifold pipe. Also good. In addition, when the exhaust gas discharge part 16 is comprised only by the said manifold piping, you may provide the said exhaust gas discharge part 16 as a separate body instead of providing as one component of this electric power generating apparatus 10. FIG.

  The auxiliary power supply unit 17 is a power supply that supplies electric power necessary for the electric device used in the power generation device 10 and includes a storage battery (secondary battery). For charging the storage battery, AC power supplied from an external commercial power source or AC power generated by the power generator 10 is converted into DC power and used. As the storage battery, a known storage battery such as a lead battery or a lithium ion battery can be used. The electric device includes an engine control unit, a spark plug, a solenoid valve, a pump, and the like mounted on the vehicle engine 11 when the generator 12 needs to be supplied with excitation power from the outside. 12. In the case where an electromagnetic valve, pumps, and the like are provided in the fuel supply unit 13, an inverter device 14 and an operation controller 15 are assumed. In addition, you may provide the auxiliary power supply part 17 as a separate body instead of providing as one component of this electric power generation apparatus 10. FIG.

  Next, control of the rotational speed of the vehicle engine 11 during operation by the operation controller 15 will be described. For convenience of explanation, hereinafter, the total number of the plurality of vehicle engines 11 is n, and the number of the vehicle engines 11 in operation is m (m ≦ n). Further, the rotational speed (maximum output rotational speed) at which the shaft output of the i-th (i = 1 to n) vehicle engine 11 (hereinafter referred to as engine Ei) becomes the maximum value (PMi) is set as RMi, and is set in the engine Ei. The first rotation speed that is the target rotation speed is R1i (m). The first rotation speed R1i (m) varies depending on the number m of the vehicle engines 11 being operated. The maximum value (PMi) of the shaft output is a value in a load state in which the vehicle engine 11 is in operation and driving the corresponding generator 12.

The operation controller 15 satisfies the following first condition, second condition, and third condition for the first engine speed R1i (m) for all the vehicle engines 11 (engine Ei) that are in operation. Set to The setting is performed before the operation of the power generation device 10 is started, for example, when the power generation device 10 is installed.
First condition) R1i (n) <RMi
Second condition) R1i (m)> R1i (n): m <n
Third condition) R1i (k-1)> R1i (k): k = 2 to n

  The first condition is that when the number m of the vehicle engines 11 in operation is equal to the total number n of the vehicle engines 11, the first rotation speed R1i (n) of each engine Ei is set to the maximum output rotation speed of the same engine Ei. This means that it is set lower than RMi. The second condition is that when a part of the plurality of vehicle engines 11 stops driving and the number m of vehicle engines 11 in operation is smaller than the total number n of vehicle engines 11, each engine Ei Means that the first rotation speed R1i (m) is set higher than the first rotation speed R1i (n) of the same engine Ei when all the vehicle engines 11 are operated. The third condition means that the smaller the number m of the vehicular engines 11 in operation, the higher the first rotation speed R1i (m) is set. The second condition is automatically satisfied if the third condition is satisfied.

  The data necessary for the setting is information regarding the shaft output characteristics of each of the plurality of vehicle engines 11. For example, the relationship between the shaft output for each engine Ei and the shaft rotation speed is tabulated, for example, a discrete value between 10% and 100% of the maximum shaft output (PMi), for example, every 1 to 5%, and the corresponding shaft rotation speed. The data is stored in a predetermined storage area of a storage device provided in the operation controller 15.

  Here, as a method of satisfying the first to third conditions, when the number m of the vehicle engines 11 in operation is equal to the total number n of the vehicle engines 11, the first rotational speed R1i (n) of each engine Ei. For example, the first rotational speed R1i (n) is set so that the shaft output Pni at 10 is within the range of 10% to 50% of the average value PMa of the maximum value (PMi) of the shaft output of each engine Ei. . As a specific setting example of the first rotation speed R1i (n), a magnification Mn for the average value PMa of the total shaft output PTn, which is the sum of the shaft outputs Pni, is set. Here, the percentage value of the value obtained by dividing the magnification Mn by the total number n is set to be within a range of 10% to 50%, and the average value PMa is multiplied by the percentage value to calculate each axis output Pni. The first rotation speed R1i (n) corresponding to each calculated shaft output Pni is derived with reference to the above table. The derived first rotational speed R1i (n) is stored in a predetermined storage area. Here, since the percentage value multiplied by the average value PMa is the same for each engine Ei, the calculated shaft outputs Pni are equal to each other, and the total shaft output PTn is evenly distributed among the engines Ei. However, since the shaft output characteristics and the shaft torque characteristics are not always the same between the engines Ei, for example, the distribution ratio of the total shaft output PTn between the engines Ei according to the maximum shaft output or the maximum shaft torque of each engine Ei. May be adjusted.

  Subsequently, the shaft output Pmi at the first rotation speed R1i (m) is changed from the shaft output Pni (m = n) until the number m of the vehicle engines 11 in operation is decreased from n by 1 to 1. For example, the first rotation speed R1i (m) (provided that m = 1 to n−1) monotonically increases to a range of 60% to 90% (m = 1) of the average value PMa. Set. However, it is assumed that the maximum value (PMi) of the shaft output of each engine Ei is 60% to 90% or more of the average value PMa. The shaft output of each engine Ei increases monotonically until it reaches about 60% to 90% of the maximum value (PMi) as the shaft rotational speed increases, so the third condition is satisfied by the method exemplified above. Is done.

  As a specific setting example of the first rotation speed R1i (m), the magnification Mm with respect to the average value PMa of the total shaft output PTm, which is the sum of the shaft outputs Pmi, is set to the magnification Mn as much as possible within a range not exceeding the magnification Mn. Set to be equal. However, the percentage value of the value obtained by dividing the magnification Mm by the number m of operating units does not exceed the set value within the range of 60% to 90% (m = 1). Each axis output Pmi is calculated by multiplying the average value PMa by the percentage value, and the first rotation speed R1i (m) corresponding to each calculated axis output Pmi is derived with reference to the above table. The derived first rotation speed R1i (m) is stored in a predetermined storage area. Here, since the percentage value multiplied by the average value PMa is the same for each engine Ei, the calculated shaft outputs Pmi are equal to each other, and the total shaft output PTm is evenly distributed among the engines Ei. However, since the shaft output characteristics and the shaft torque characteristics are not always the same between the engines Ei, for example, the distribution ratio of the total shaft output PTm between the engines Ei according to the maximum shaft output or the maximum shaft torque of each engine Ei. May be adjusted.

  According to one method that satisfies the first to third conditions, the first rotational speed R1i (m) (where m = 1 to n) is determined by the shaft output Pmi at the first rotational speed R1i (m). In the range of 10% to 90% of the average value PMa, the number m of the vehicle engines 11 in operation is set separately so as to increase as the number decreases. Here, the range of the ratio of the shaft output Pmi to the average value PMa (hereinafter, ratio Ami, where m = 1 to n) is 10% to 75% or 15% with respect to the above 10% to 90%. Maximum value (PMi) of shaft output and maximum output rotation of each vehicle engine 11 such as -75%, 15% -60%, 20% -60%, 20% -50%, etc. You may set narrowly according to the number (RMi), the total number n of the vehicle engines 11, the lower limit of the number m of the vehicle engines 11 in operation, and the like. Here, when the percentage value multiplied by the average value PMa is the same for each engine Ei, the calculated shaft outputs Pmi are equal to each other and are the same as the average value of the shaft outputs Pmi. Accordingly, the ratio of the average value of each axis output Pmi to the average value PMa (hereinafter, ratio Bm, where m = 1 to n) and its range are also the same as the ratio Ami and its range. However, as described above, when adjusting the distribution ratio of the total shaft output PTm between the engines Ei, the range of the ratio Bm is narrower than the range of the ratio Ami, for example, the lower limit of the range of the ratio Bm The value may be set larger than the lower limit value of the range of the ratio Ami, or the upper limit value of the range of the ratio Bm may be set smaller than the upper limit value of the range of the ratio Ami, or both may be performed. . As an example, the range of the ratio Bm is set to 10% to 75%, 15% to 75%, 15% to 60%, 20% to 60%, 20% to 50%, etc. To do.

  For example, the ratio (ratio Ami) of the shaft output Pni with respect to the average value PMa at the first rotation speed R1i (n) is set low, or the number m of the vehicle engines 11 in operation is decreased from the total number n to 1. By stopping at 2 or more without making it possible, the upper limit value of the range of the ratio Ami can be set lower than 90%. By suppressing the upper limit value of the range of the ratio Ami to be low, it is possible to suppress an increase in the shaft rotational speed of the vehicle engine 11 during operation when the number m of the vehicle engines 11 during operation decreases. Only a small number of vehicle engines 11 and generators 12 can be prevented from entering an extremely high speed operation state, and as a result, the life of vehicle engines 11 and generators 12 can be extended. On the other hand, by setting the lower limit value of the range of the ratio Ami to be higher than 10%, the total shaft output PTm of the vehicle engine 11 during operation can be set higher, and the total power output from the plurality of generators 12 can be increased. Can be set high. The same applies to the range of the ratio Bm.

  As an example, when the total number n of the vehicle engines 11 is 4, the first rotation speed R1i (k) (where k = 1 to 4) is set to the first rotation speed R1i (k) for each engine Ei. The shaft output Pki is set to 90% (k = 1), 60% (k = 2), 40% (k = 3), 30% (k = 4) of the average value PMa, for example. . When the total number (4 units) of the vehicle engine 11 is operated at the first rotation speed R1i (4), the total shaft output of the vehicle engine 11 is 1.2 PMa. When one of the vehicle engines 11 is stopped and three are driven, the total shaft output of the vehicle engine 11 is 1.2 PMa. When two of the vehicle engines 11 are stopped and the two are operated, the total shaft output of the vehicle engine 11 is 1.2 PMa. When three of the vehicle engines 11 are stopped and one of them is operated, the total shaft output of the vehicle engine 11 is 0.9 PMa. In this example, when 2 to 4 of the vehicle engine 11 are operated, the total shaft output of the vehicle engine 11 is constant at 1.2 PMa. In addition, the ratio with respect to the said average value PMa of the shaft output Pki in the above-mentioned 1st rotation speed R1i (k) in k = 1-4 is an example, Comprising: It is not limited to the said ratio.

  As another example, when the total number n of the vehicle engines 11 is 5, the first rotational speed R1i (k) (where k = 1 to 5) is set to the first rotational speed R1i (k ) For example, 90% (k = 1), 75% (k = 2), 50% (k = 3), 37.5% (k = 4), 30 of the average value PMa. % (K = 5). When the total number (5 units) of the vehicle engine 11 is operated at the first rotation speed R1i (5), the total shaft output of the vehicle engine 11 is 1.5 PMa. When one of the vehicle engines 11 is stopped and four are driven, the total shaft output of the vehicle engine 11 is 1.5 PMa. When two of the vehicle engines 11 are stopped and three are driven, the total shaft output of the vehicle engine 11 is 1.5 PMa. When three of the vehicle engines 11 are stopped and two are driven, the total shaft output of the vehicle engine 11 is 1.5 PMa. When four of the vehicle engines 11 are stopped and one is operated, the total shaft output of the vehicle engine 11 is 0.9 PMa. In this example, when 2 to 5 of the vehicle engine 11 are operated, the total shaft output of the vehicle engine 11 is constant at 1.5 PMa. In addition, the ratio with respect to the said average value PMa of axial output Pki in 1st rotation speed R1i (k) in k = 1-5 is an example, Comprising: It is not limited to the said ratio.

  When the total number n of the vehicle engines 11 is 2, 3, or 6 or more, the vehicle engines 11 satisfying the first to third conditions with respect to each engine Ei with reference to the above example. The first rotation speed R1i (m) can be set in accordance with the number m of operation. Even if the number m of operating vehicle engines 11 decreases from the total number n by controlling the number of revolutions of the vehicle engine 11 that satisfies the first to third conditions by the operation controller 15 described above, the vehicle engine in operation 11 total shaft outputs can be maintained within a certain range, and as a result, fluctuations in the power generation output of the power generation device 10 can be suppressed.

  The total number n of the vehicle engines 11 may be 2, but if it is 3 or more, even if one of them stops operation, the remaining 2 or more can maintain operation, This is preferable because a decrease in the total shaft output of the vehicle engine 11 during operation can be suppressed.

  The operation controller 15 uses the first rotation speed R1i (m) of each engine Ei with the number m of operation being 1 to n stored in a predetermined storage area as described above, and the engine of each vehicle engine 11 to be operated. A control value for operating at the first rotational speed R1i (m) corresponding to the operating number m at that time is output to the control unit. The operation controller 15 changes and outputs the control value as necessary whenever the number m of operation is changed and whenever the vehicle engine 11 to be operated is changed.

[Second Embodiment]
First, a schematic configuration of the power generation device according to the second embodiment will be described with reference to the drawings. FIG. 2 is a block diagram schematically illustrating a schematic configuration example of the power generation device 20.

  As shown in FIG. 2, the power generator 20 includes a plurality of vehicle engines 11, a generator 12, a fuel supply unit 13, an inverter device 14, an operation controller 15, an exhaust gas discharge unit 16, an auxiliary power unit 17, and The operation state measuring device 18 is provided. In the present embodiment, similarly to the first embodiment, one generator 12 is arranged for each of the plurality of vehicle engines 11, and each vehicle engine 11 sets a corresponding one generator 12. A separate driving configuration is assumed. Since the vehicle engine 11, the generator 12, the inverter device 14, the operation controller 15, the exhaust gas discharge unit 16, and the auxiliary power supply unit 17 are the same as those of the engine type power generation device 10 of the first embodiment. Duplicate explanations are omitted. Also in this embodiment, as in the first embodiment, the vehicle engine 11 is assumed to be a methane gas engine that can use fuel gas whose main fuel is methane gas.

  The driving state measuring device 18 is one or more driving state values indicating the respective driving states of the one or more vehicle engines 11 in the driving state by the driving control of the driving controller 15 among the plurality of vehicle engines 11. Is a measuring instrument that is installed in each of the plurality of vehicle engines 11. The one or more operating state values are, for example, at least one of a shaft output, a shaft speed, an air-fuel ratio, a fuel supply amount, and a coolant temperature of the vehicle engine 11. In this case, the measuring instrument is at least one of a shaft output meter, a shaft speed meter, an air-fuel ratio meter, a fuel gas flow sensor, and a cooling water temperature sensor, or two or more of each measuring instrument. It is a combination. Since the shaft output of the vehicle engine 11 can be calculated by multiplying the product of the shaft torque and the shaft rotational speed by a predetermined coefficient, the shaft output meter can be realized by a shaft torque meter and a shaft rotational speed meter. Since the shaft torque meter is not attached to the normal vehicle engine 11, it is necessary to provide it separately. Therefore, when the shaft output is not used as the driving state value, it is not necessary to provide it separately. A shaft revolution meter, an air-fuel ratio meter (oxygen sensor for detecting residual oxygen concentration in exhaust gas), a fuel gas flow sensor, and a coolant temperature sensor are attached as part of the peripheral device of the vehicle engine 11. If it is, it can be configured using the attached shaft speed meter, air-fuel ratio meter, flow rate sensor, and temperature sensor. However, since the hydrogen / carbon ratio of methane gas is larger than that of gasoline or light oil, the methane gas engine and the gasoline engine have a higher hydrogen concentration in the exhaust gas than the methane gas engine. For this reason, when the methane gas engine which is the vehicle engine 11 of the present embodiment is manufactured by modifying a gasoline engine for automobiles, the air-fuel ratio meter (in the exhaust gas) attached to the original gasoline engine is used. There is a possibility that the detection characteristics of the oxygen sensor for detecting the residual oxygen concentration will change, and if necessary, adjust the attached air-fuel ratio meter or replace it separately with an oxygen sensor for a methane gas engine.

  As an example, the operating state measuring device 18 is configured to include a shaft torque meter, a shaft speed meter, an air-fuel ratio meter, a fuel gas flow rate sensor, and a coolant temperature sensor, and each measuring device is in operation. The shaft torque, shaft speed, air-fuel ratio, fuel supply amount, and coolant temperature of each vehicle engine 11 are continuously measured. The operation state measuring instrument 18 further includes an arithmetic processing unit 19 that aggregates the measured values of each measuring instrument every predetermined unit period (for example, one hour), and calculates the average value, maximum value, Three types of statistical values of the minimum value are calculated as driving state data, and the identification information and calculation of each vehicle engine 11 are stored in a predetermined storage area of a storage device provided in the driving controller 15 or the driving state measuring device 18. Recorded together with the date and time information every time the driving state data is calculated. The operation state data is stored for a predetermined storage period (for example, 1 to 3 days, 1 to 3 weeks, or 1 to 3 months), and when new operation state data is added, Operating state data older than the predetermined time is deleted. In addition, for the vehicle engine 11 that has been stopped during the unit period, the above three types of statistical values are not calculated, and the driving state value indicating that the driving is stopped is displayed in the driving state data. Is added. Further, for the vehicular engine 11 whose operation has been stopped or restarted in the middle of the unit period, in addition to the above three kinds of statistical values for a part of the period during operation, the operation was stopped or restarted in the middle. An operation state value indicating the fact and date / time data are added. As an example, for the calculation of the above three types of statistical values for a part of the period during operation, the shaft output, the shaft speed, the air-fuel ratio, and the fuel supply during a certain period immediately before the operation stop and a certain period immediately after the operation is resumed. The measured values of the amount and the cooling water temperature may not be taken into consideration because they may be different from the values during steady operation. Each fixed period may be constant regardless of the difference in the vehicle engine 11 or may be set in advance for each type of the vehicle engine 11. Similar to the operation controller 15, the arithmetic processing unit 19 includes an arithmetic processing device such as a CPU and MPU and a memory device such as a semiconductor memory, and the arithmetic processing unit 19 executes the predetermined program to execute the above aggregation. Processing and storage processing are performed. Note that the arithmetic processing unit 19 may be configured using an arithmetic processing device of the operation controller 15.

  In this embodiment, the driving controller 15 is based on the driving state data for the storage period of each vehicle engine 11 recorded in the predetermined storage area by the arithmetic processing unit 19. Is a failure state or a quasi-failure state that is likely to become a failure (failure state determination process). Hereinafter, the vehicle engine 11 that is determined to be in a failure state or a quasi-failure state is referred to as a “failure state engine”.

  Next, an example of the failure state determination process will be described. The operation controller 15 reads out the operation state data for the storage period from the predetermined storage area, and the shaft output, the shaft speed, the air-fuel ratio, the fuel supply amount, the cooling water of the vehicle engine 11 of the operation state data. The average value of the latest unit period (for example, 1 hour) of three types of statistical values of any one of the measured values of temperature, average value, maximum value, and minimum value, is calculated for a plurality of previous unit periods. When any one or all of the average values have a fluctuation (increase or decrease) exceeding a predetermined reference change rate (for example, ± 20% to 30%), or the maximum of the most recent unit period The width of the value and the minimum value (= maximum value−minimum value) is a predetermined reference increase rate (for example, for one or all of the maximum value and the minimum value width of a plurality of unit periods before that , + 20% to 30%), or If there is both determines that the vehicle engine 11, a fault condition the engine fault conditions or quasi fault condition. Alternatively, for any of the measured values of shaft output, shaft speed, air-fuel ratio, fuel supply amount, and coolant temperature, the above criterion does not determine that the engine is in a failed state, but the reference change rate and the reference increase rate If the measured values of shaft output, shaft speed, air-fuel ratio, fuel supply amount, and cooling water temperature are determined to be two or more, the vehicle engine 11 May be determined to be a faulty engine. Alternatively, the latest predetermined value for at least one of the average value, maximum value, and minimum value of any one of the measured values of the shaft output, shaft speed, air-fuel ratio, fuel supply amount, and coolant temperature is selected. When the vehicle engine 11 continuously deviates from a preset normal range over a number of unit periods (for example, 1 hour), it is determined that the vehicle engine 11 is a failure state engine in a failure state or a semi-failure state. May be. Furthermore, the determination as to whether or not the engine is a malfunctioning engine is not limited to the determination method exemplified above.

  The reference change rate and the reference increase rate are determined for each shaft output, shaft rotation speed, air-fuel ratio, fuel supply amount, and coolant temperature of the vehicle engine 11, but are different even if they are the same. It may be. The reference change rate and the reference increase rate may be constant regardless of the difference in the vehicle engine 11 or may be set in advance for each type of the vehicle engine 11.

  The failure state determination process is performed periodically, for example, every time the operation state data is updated every predetermined unit period (for example, 1 hour), or at one or more predetermined times within a day. Implemented. When the operation controller 15 detects one or more failure state engines from the plurality of vehicle engines 11 in the failure state determination process, the operation controller 15 performs control to stop the operation of the failure state engine. To the engine control unit. Then, the operation controller 15 operates from the first rotation speed R1i (m) of each engine Ei when the operation number m stored in the predetermined storage area in the manner described in the first embodiment is 1 to n. The first rotation speed R1i (m) corresponding to the number m of operating units excluding the stopped malfunctioning engine is read, and the remaining engine control units of the vehicle engine 11 that are not detected as malfunctioning engines are A control value for driving at the first rotational speed R1i (m) corresponding to the operating number m is output, and the shaft output of the remaining vehicle engine 11 is increased to continue the driving.

  As another form of the driving state data, the driving state measuring instrument 18 replaces the three kinds of statistical values with a raw measurement value or an average value for each shorter period (for example, 1 to 10 minutes), The operation state data may be recorded in the predetermined storage area. Furthermore, as another form, the driving state measuring device 18 receives a signal value indicating an abnormality of the engine individually detected by the engine control unit of each vehicle engine 11 as one of the driving state values. Based on the above, the failure state determination process may be performed every predetermined unit period (for example, 1 hour).

  In the present embodiment, the operation controller 15 detects the malfunctioning engine and performs control to stop the operation of the malfunctioning engine. However, in the first embodiment, the operation controller 15 detects the malfunctioning engine. Therefore, when any one of the vehicular engines 11 becomes a failed engine, for example, the user of the power generation device 10 detects the situation, and the user or the like controls the operation controller 15. On the other hand, a control for stopping the operation of the engine in the failed state is instructed by an input operation or the like from a predetermined input device. In addition, when the detected operation of the malfunctioning engine has already been stopped due to the malfunctioning state or the like, control for stopping the operation of the malfunctioning engine by the operation controller 15 or the user is unnecessary.

[Third Embodiment]
First, a schematic configuration of the power generation device according to the third embodiment will be described. The configuration of the power generation device 30 (not shown) in the third embodiment is the same as the configuration of the power generation device 10 in the first embodiment or the power generation device 20 in the second embodiment. Duplicate explanations are omitted. The difference between the power generation apparatus 30 and the power generation apparatus 10 or the power generation apparatus 20 is that the operation controller 15 performs an operation suspension resumption process described below. The operation suspension resumption process is performed by selecting the engine that needs to be temporarily stopped from a part of the plurality of vehicle engines 11 that are in operation, From the above, a restart required engine for restarting the operation is selected, and a control for stopping the operation and a control for restarting the operation are performed on the selected stop required engine and restart required engine, respectively.

  Next, a preparation process for engine data used for the operation suspension resumption process will be described. The engine data is first data capable of calculating the cumulative operation time of each of the plurality of vehicle engines 11 or the cumulative operation time, and is stored in a predetermined storage area of a storage device provided in the operation controller 15. The The operation suspension restart process is performed based on the cumulative operation time stored in the predetermined storage area or the cumulative operation time calculated based on the first data stored in the predetermined storage area. The In the present embodiment, the first data and the cumulative operation time calculated based on the first data are stored in a predetermined storage area.

  The first data includes information indicating whether the vehicle engine 11 is a new engine manufactured to be mounted on a vehicle or a used engine mounted on the vehicle, and when the vehicle engine 11 is a used engine, It shows the information about the cumulative mileage during the period of being mounted on the vehicle, the cumulative operating time since it was mounted on the power generation device 30 or the information that can be used to calculate the cumulative operating time, and the distinction between driving and stopping Or the information which can determine the said distinction, and the latest driving | operation start date are provided according to the engine 11 for vehicles.

  Information indicating whether the vehicle engine 11 in the first data is a new engine or a used engine and information regarding the cumulative travel distance when the vehicle engine 11 is a used engine are manufactured at the time of manufacturing or installing the power generation apparatus 30. The data is stored in the predetermined storage area by a manufacturer or installer.

  In the present embodiment, the operation controller 15 has a timekeeping function, and when the operation control unit 15 performs control for starting or stopping the operation of any of the plurality of vehicle engines 11, The start or stop date and time of operation is overwritten and stored in the predetermined storage area. When the start date and time of driving is recorded, a flag indicating the driving state of the vehicle engine 11 that has started the driving is set to 1 (indicating that driving is in progress), and when the driving stop date and time is recorded. Then, a flag indicating the operating state of the vehicle engine 11 that has stopped the operation is set to 0 (indicating that the vehicle is stopped).

  The operation start date and time and stop date and time after the vehicle engine 11 is mounted on the power generation device 30 are recorded, thereby calculating the cumulative operation time since the vehicle engine 11 is mounted on the power generation device 30. It becomes possible. In addition, since the start date and time and the stop date and time are closest to each other, it is possible to distinguish whether the vehicle engine 11 is operating or stopped. Therefore, in this embodiment, the start date and time and the stop date and time of the operation are information that can be used to calculate the accumulated operation time since the first data is installed in the power generation device 30, whether the operation is in progress or is stopped. It is used as information that can determine the distinction and the latest operation start date and time.

  Hereinafter, description will be made based on specific examples. In the present embodiment, when the vehicle engine 11 is stopped for the first time after the vehicle engine 11 is mounted on the power generation apparatus 30, the operation controller 15 stores the stop date and time stored in the predetermined storage area and starts the operation first. Then, the first cumulative operation time of the first operation period is calculated from the start date and time stored in the predetermined storage area and stored in the predetermined storage area.

  When the operation controller 15 performs control for resuming the operation of the stopped vehicle engine 11, the operation controller 15 overwrites and stores the start date and time with the start date and time already stored in the predetermined storage area. At the same time, the flag indicating the operation state is set from 0 to 1.

  When the operation controller 15 performs the second or later control to stop the operation of the vehicle engine 11 during operation, the operation controller 15 overwrites the stop date and time already stored in the predetermined storage area. And a flag indicating the operation state is set from 1 to 0. Further, the cumulative operation time (hereinafter referred to as “second cumulative operation time”) from the latest start date to the stop date is calculated, and the first cumulative operation time that has already been registered is calculated. The second cumulative operation time of the operation period is added and stored as a new first cumulative operation time by overwriting the first cumulative operation time already stored in the predetermined storage area.

  Next, the operation suspension restart process by the operation controller 15 will be described with reference to FIG. FIG. 3 is a flowchart showing an example of the procedure of the operation suspension restart process of the operation controller 15.

  When the operation suspension resumption process is started, a variable i (i = 1 to n, n is the total number of the plurality of vehicle engines 11) for distinguishing the vehicle engine 11 is initialized to 1 (step # 11).

  Next, information indicating a distinction between a new engine and a used engine in the first data of the vehicle engine 11 of the variable i specified at the present time, information on the cumulative travel distance in the case of a used engine, Engine data such as one cumulative operation time and the latest operation start date and time and operation stop date and time are read from the predetermined storage area. Further, when the vehicular engine 11 corresponding to the variable i is a used engine, the information related to the cumulative travel distance is indicated, or the cumulative travel distance calculated from the information is expressed using a predetermined conversion formula, or When the predetermined conversion table is referred to convert the accumulated operation time into the first accumulated operation time that has been read out, and the flag F (i) of the vehicle engine 11 corresponding to the variable i is 1. Includes calculating the third cumulative operation time that is the cumulative operation time from the most recent operation start date and time and the current date and time to the current time and adding it to the first cumulative operation time. The cumulative operation time T1 (i) and the third cumulative operation time T3 (i) are temporarily stored in another storage area (work area) (step # 12).

  Next, it is determined whether or not the vehicle engine 11 corresponding to the variable i is the last vehicle engine (i = n) (step # 13). If it is not the last vehicle engine (NO branch), the variable i is increased by 1 (step # 14), the process proceeds to the next vehicle engine 11, and the processing of steps # 12 to # 13 is repeated. If it is the vehicle engine (YES branch), the process proceeds to the next engine stop required engine selection process (step # 15).

  In step # 15, the flag F (i) is set to 1 using a formula or table of the relationship between the lower limit value T3L and the upper limit value T3H of the first cumulative operation time T1 and the third cumulative operation time T3. The vehicle engine 11 that is currently in operation is selected such that the third cumulative operation time T3 (i) is equal to or greater than the lower limit value T3L. In addition, a vehicle engine that is currently in the operation stop state in which the flag F (i) is 0 is used by formulating or tabulating the relationship between the first cumulative operation time T1 and the lower limit value T4L of the operation stop period T4. 11, the number of the engine suspension period T4 (i) equal to or greater than the lower limit value T4L is defined as the number P of engines capable of operation suspension, and the total number of vehicle engines 11 currently in operation suspension is defined as the number Q of engine suspensions during operation. The operation suspension period T4 (i) is calculated as the time from the most recent operation stop date and time to the current date and time. P ≦ Q.

  When the vehicle engine 11 having the third cumulative operation time T3 (i) equal to or greater than the lower limit value T3L is equal to or less than the number P of engines capable of operation suspension and is not 0, the selected vehicle engine 11 is selected as the engine requiring suspension. . Further, when the vehicle engine 11 having the third cumulative operation time T3 (i) that is equal to or greater than the lower limit value T3L exceeds the number P of engines that can be stopped, the third cumulative operation time T3 (i) is close to the upper limit value T3H. Therefore, if there are those exceeding the upper limit value T3H, P units are selected from those having a large difference from the upper limit value T3H, and are selected as the engine to be stopped. It should be noted that if there is a vehicle engine 11 having a third cumulative operation time T3 (i) that is not less than the lower limit value T3L and is not selected for the P units, the upper limit value T3H is determined. In order from the largest difference, (Q−P) units are selected, and a total of Q units are selected as engines that need to be stopped. Here, R is the number of vehicle engines 11 selected as the engine that needs to be stopped. If the vehicle engine 11 whose third cumulative operation time T3 (i) is equal to or greater than the lower limit value T3L is 0, the engine to be stopped is not selected, and R = 0.

  The relationship between the first cumulative operation time T1 and the lower limit value T3L and the upper limit value T3H of the third cumulative operation time T3 is that both the lower limit value T3L and the upper limit value T3H decrease as the first cumulative operation time T1 increases. Is set to Thus, the vehicle engine 11 having the longer first accumulated operation time T1 (i) is more easily selected as the engine that needs to be stopped, and conversely, the vehicle engine 11 having the shorter first accumulated operation time T1 (i) needs to be stopped. Since it is difficult to select an engine, leveling of the first cumulative operation time T1 (i) proceeds between a plurality of vehicle engines 11 mounted on the same engine-type power generation device 100, so that a plurality of vehicle engines 11 The life of the engine 11 as a whole can be extended.

  Next, a restart required engine selection process for selecting the R vehicle engines 11 as the restart required engines from among the Q vehicle engines 11 that are currently in operation suspension with the flag F (i) being 0 is performed (step S1). # 16). In the case of R = Q, all of the Q vehicle engines 11 that are currently out of operation are selected as restart-required engines. In the case of 0 <R <Q, R vehicles are sequentially selected from the Q vehicle engines 11 that are currently in operation in descending order of the time during which the operation suspension period T4 exceeds the lower limit value T4L. In the case of R> P, the vehicle engine 11 in which the operation suspension period T4 does not exceed the lower limit value T4L is also, for example, from the longer operation suspension period T4 or from the operation suspension period T4 closer to the lower limit value T4L. Select and select a total of R units to be restarted engines. When R = 0, the restart required engine is not selected.

  In the present embodiment, the relationship between the first cumulative operation time T1 and the lower limit value T4L of the operation suspension period T4 is set such that the lower limit value T4L increases as the first cumulative operation time T1 increases. However, the lower limit value T4L may be set to a constant value regardless of the first cumulative operation time T1. However, if the first cumulative operation time T1 is the same, T4L <T3L <T3H.

  Next, the operation controller 15 performs control for stopping the operation and control for restarting the operation for the engine that needs to be stopped selected in Step # 15 and the engine that needs to be restarted selected in Step # 16, respectively (Step S15). # 17) The operation suspension restart process is terminated.

[Fourth Embodiment]
Initially, the schematic structure of this power generator in 4th Embodiment is demonstrated with reference to drawings. FIG. 4 is a block diagram schematically illustrating a schematic configuration example of the power generation device 40.

  As shown in FIG. 4, the power generation device 40 includes a plurality of vehicle engines 11, a generator 12, a fuel supply unit 23, an inverter device 14, an operation controller 15, an exhaust gas discharge unit 16, and an auxiliary power supply unit 17. It is configured with. In this embodiment, as in the first to third embodiments, one generator 12 is arranged for each of a plurality of vehicle engines 11, and each vehicle engine 11 corresponds to one generator. Assume a configuration in which 12 is driven separately. The vehicle engine 11, the generator 12, the inverter device 14, the operation controller 15, the exhaust gas discharge unit 16, and the auxiliary power supply unit 17 are the same as those of the power generation device 10 of the first embodiment, and thus overlap. I will omit the explanation. The power generation device 40 may further include an operation state measuring instrument 18 of the power generation device 20 of the second embodiment. In this case, it is preferable that the operation controller 15 can perform the failure state determination process described in the second embodiment. Furthermore, it is preferable that the operation controller 15 can perform the operation suspension resumption process described in the third embodiment. In this case, the storage device provided with the operation controller 15 stores engine data used for the process. Are stored in a predetermined storage area.

  Also in the present embodiment, as in the first to third embodiments, the vehicular engine 11 is assumed to be a methane gas engine that can use fuel gas whose main fuel is methane gas. However, in the present embodiment, it is assumed that biogas mainly containing methane gas is used as the fuel gas. The biogas includes carbon dioxide and biogas-derived components in addition to the main component methane gas.

Similar to the fuel supply unit 13 of the engine type power generation devices 10 to 30 of the first to third embodiments, the fuel supply unit 23 stores a fuel gas tank that stores fuel gas, and a fuel gas discharged from the fuel gas tank. A compressor that boosts the pressure and a pipe that delivers the fuel gas to the fuel gas inlet of each vehicle engine 11, and CO that selectively removes carbon dioxide contained in the fuel gas with respect to methane gas _{2 A} removal device 24 is provided. When the fuel gas in the fuel gas tank is adjusted to the predetermined pressure, the compressor is unnecessary, and when the fuel gas in the fuel gas tank is higher than the predetermined pressure, the fuel gas is A decompressor for reducing the pressure to the predetermined pressure is provided. Further, in the present embodiment, it is assumed that biogas-derived components such as hydrogen sulfide and siloxane contained in biogas are removed in advance using an existing desulfurization apparatus and siloxane removal apparatus and stored in a fuel gas tank. To do.

For example, the CO ₂ removal device 24 includes a facilitated transport film formed by adding a well-known carrier substance that selectively reacts with carbon dioxide into, for example, a gel film, and is configured to include fuel gas in the facilitated transport film. The carbon dioxide is selectively permeated into methane gas and separated from the permeation side treatment chamber of the facilitated transport membrane. The fuel gas from which carbon dioxide has been separated and removed is taken out from the supply-side treatment chamber of the facilitated transport membrane. The CO ₂ removal device 24 is installed between the fuel gas tank and the compressor or on the downstream side of the compressor.

By providing the CO ₂ removal device 24, carbon dioxide contained in the fuel gas can be suppressed to a certain concentration or less. When the fuel gas contains a large amount of carbon dioxide in addition to the main fuel methane gas, the output of the methane gas engine decreases in proportion to the concentration of carbon dioxide, so the CO ₂ removal device 24 is provided to reduce the output of the methane gas engine. Can be suppressed.

[Fifth Embodiment]
Next, a method for manufacturing the power generation devices 10, 20, and 30 according to the first to third embodiments will be briefly described. The vehicle engine 11, the generator 12, the fuel supply unit 13, the inverter device 14, the operation controller 15, the exhaust gas discharge unit 16, and the auxiliary power supply unit 17 constituting the power generation devices 10, 20, 30 are respectively Since it can be manufactured using a well-known apparatus and components, description of the manufacturing method of each component will be omitted.

Therefore, the method for manufacturing the power generation devices 10, 20, and 30 includes the following first to eighth steps.
First step: A step of preparing a plurality of vehicle engines 11.
Second step: A step of preparing a plurality of AC generators 12.
Third step: A step of preparing the fuel supply unit 13.
Fourth step: A step of preparing the inverter device 14.
Fifth step: a step of preparing the operation controller 15.
Sixth step: a step of preparing the exhaust gas discharge unit 16.
Seventh step: a step of preparing the auxiliary power supply unit 17.
Eighth step: A plurality of vehicle engines 11, a plurality of generators 12, a fuel supply unit 13, an inverter device 14, an operation controller 15, an exhaust gas discharge unit 16, and an auxiliary power source unit 17 are mounted on a base or a housing. The process of assembling and connecting to each other.

  In the first step, a plurality of vehicle engines 11 are replaced with an unused new engine before being mounted on a vehicle or a used engine that has been mounted and used on a vehicle, for example, a vehicle engine manufacturer or a vehicle engine. Obtain from a dealer (agent, etc.) to handle and prepare. Used engines are available at a lower price than new engines, and new engines are originally manufactured for mounting on vehicles, while a considerable number of vehicles (cars) are scrapped every year. Therefore, it is considered that a used engine is easier to obtain than a surplus new engine that can be diverted to other applications.

  Moreover, in the said 1st thru | or 4th embodiment, since the methane gas engine is assumed as the vehicle engine 11, when the required number of methane gas engines cannot be obtained, for example, after obtaining a gasoline engine, the first step , A process for remodeling the gasoline engine into a methane gas engine is added.

  In the second step, a plurality of AC generators 12 are obtained and prepared from the manufacturer of the AC generator or a trader (agent or the like) that handles the AC generator. In the present embodiment, the number of the vehicle engines 11 and the AC generators 12 is the same as in the first to fourth embodiments.

  In the third step, the devices and parts that make up the fuel supply unit 13 are obtained from the manufacturer of the device, etc., or a vendor (agent, etc.) that handles the device, and the like. The supply unit 13 is prepared.

  In the fourth step, the inverter device 14 is prepared by obtaining it from the manufacturer of the inverter device or a trader (agent or the like) that handles the inverter device.

  In the fifth step, a general-purpose or semi-general-purpose control device including an arithmetic processing device such as a CPU and an MPU constituting the operation controller 15 and an electronic device such as a memory device such as a semiconductor memory, the manufacturer of the control device, Obtain from a supplier (agent, etc.) that handles the control device, or obtain electronic devices such as the arithmetic processing device and memory device individually, assemble the electronic device, and manufacture and obtain the control device. Alternatively, the operation controller 15 is prepared by installing the computer program for the control process performed by the operation controller 15 described in the first to third embodiments to be executed in the arithmetic processing unit in the manufactured control device.

  In the sixth step, the device or parts constituting the exhaust gas discharge unit 16 are obtained from the manufacturer of the device or the trader (agent, etc.) handling the device, etc., and the device or part is assembled. An exhaust gas discharge unit 16 is prepared. In addition, when the exhaust gas discharge part 16 is not provided as a component of the power generation device 10 but as a separate body, the sixth step is not necessary as a method for manufacturing the power generation device 10.

  In the seventh step, the device and parts constituting the auxiliary power supply unit 17 are obtained from the manufacturer of the device or a supplier (agent, etc.) handling the device, etc., and the device or part is assembled and exhausted. The gas discharge part 16 is prepared. If the auxiliary power supply unit 17 is not provided as a component of the power generation device 10 but is provided separately, the seventh step is not necessary as a method for manufacturing the power generation device 10.

  In the eighth step, the plurality of vehicle engines 11, the plurality of generators 12, the fuel supply unit 13, the inverter device 14, the operation controller 15, the exhaust gas discharge unit 16, and the auxiliary prepared in the first to seventh steps. The power supply unit 17 is assembled on the base or in the housing and connected to each other in the following manner.

  One generator 12 corresponding to one vehicle engine 11 is configured such that the rotation shaft of the vehicle engine 11 and the rotation shaft of the generator 12 are directly or a predetermined coupling mechanism (for example, gear, chain, belt). Etc.). A plurality of outlets of the manifold piping of the fuel supply unit 13 are connected to respective fuel gas inlets of the plurality of vehicle engines 11 separately. The plurality of inlets of the manifold piping of the exhaust gas discharge unit 16 are connected to the exhaust ports of the exhaust manifolds of the plurality of vehicle engines 11 separately. The primary AC power generated by each generator 12 can be input to the inverter device 14 so that the output terminals of the plurality of generators 12 and the input terminals of the inverter device 14 are electrically connected via a predetermined power wiring. To do. The electric power output from the auxiliary power supply unit 17 is supplied to the vehicle engine 11, the generator 12, the fuel supply unit 13, the inverter device 14, the operation controller 15, and the like via a predetermined power wiring. In the case where the generator 12 is a model that can be operated independently, the power supply from the auxiliary power supply unit 17 is not necessary. Each signal terminal of the control signal related to the start and stop of the operation of the vehicle engine 11 and the control signal related to the rotational speed control output from the operation controller 15 is engine control of the vehicle engine 11 via a predetermined signal line. Connected to the control signal input terminal of the unit. Moreover, the signal terminal which outputs the instruction | command with respect to the inverter apparatus 14 is connected with the control signal input terminal which receives the said instruction | command of the control apparatus of the inverter apparatus 14 via the predetermined | prescribed signal line as needed.

  The power generators 10, 20, and 30 manufactured through the first to eighth steps are put into practical use after completing the following target value setting step. In the target value setting step, a first rotation speed lower than each maximum output rotation speed at which each output of the vehicle engine 11 is maximized is set to the operation controller 15 with respect to a target value of the rotation speeds of the plurality of vehicle engines 11. As an example, the first rotational speed is set so as to satisfy the first to third conditions described in the first embodiment.

As a modified example (another embodiment) of the method of manufacturing the power generation devices 10, 20, and 30, in the third step, the fuel supply unit 13 is replaced with carbon dioxide contained in the fuel gas containing methane gas as the main fuel. On the other hand, a process of manufacturing using a CO ₂ removal device 24 that selectively removes the carbon dioxide is included. The CO ₂ removal device 24 is the same as that described in the fourth embodiment, and as a result, the power generation device 40 of the fourth embodiment is manufactured. Here, the CO ₂ removal device 24 converts carbon dioxide contained in a fuel gas such as a facilitated transport film formed by adding a known carrier substance that selectively reacts with carbon dioxide into a gel film, for example, into methane gas. It is preferable that a CO ₂ separation membrane that selectively separates the membrane is provided.

[Another embodiment]
Next, a modified example (another embodiment) of the first to fifth embodiments will be described.

<1> In the first to fifth embodiments, it is assumed that all of the plurality of vehicle engines 11 are methane gas engines that can use fuel gas whose main fuel is methane gas. A part or all of 11 may be a vehicle engine other than a methane gas engine.

  For example, a part of the plurality of vehicle engines 11 may be configured with a methane gas engine, and the other part may be configured with a gasoline engine. In this case, the fuel supply part 13 should just prepare the fuel supply part for methane gas engines, and the fuel supply part for gasoline engines separately. In addition, when the vehicle engine 11 is replaced due to a failure or the like described in the second embodiment, since there are two fuel supply units for the methane gas engine and for the gasoline engine, each outlet of the manifold piping of each fuel supply unit By preliminarily taking measures such as connecting to each other in a switchable manner, the methane gas engine can be replaced with a gasoline engine, or the gasoline engine can be replaced with a methane gas engine.

<2> In the first to fourth embodiments, when the vehicle engine 11 is configured by a methane gas engine, the fuel gas supplied to the methane gas engine is a fuel gas other than the main fuel methane gas such as biogas. Since the output of the methane gas engine decreases in proportion to the carbon dioxide concentration when the carbon dioxide contains a large amount of carbon dioxide, as described in the fourth embodiment, the CO ₂ removal device 24 is provided to keep the carbon dioxide concentration at a constant value. It is preferable to suppress to the following. However, in order to suppress the carbon dioxide concentration to an extremely low concentration, it is necessary to prepare a high-performance CO ₂ removal device 24 having a high CO ₂ removal capability, and the fuel supply unit 23 is increased in size or cost.

  In the methane gas engine, apart from the above-mentioned decrease in output, if the carbon dioxide concentration in the fuel gas is high, start-up may become unstable. The concentration is preferably suppressed.

For example, an auxiliary gas tank is provided in the fuel supply unit 23, and the carbon dioxide concentration in the fuel gas is lowered from the carbon dioxide concentration in the fuel gas supplied during steady operation using the CO ₂ removal device 24 described in the fourth embodiment. Fuel gas or separately prepared high purity (for example, 99% to 100%) methane gas is stored in the auxiliary gas tank, and the fuel gas is supplied from the auxiliary gas tank only to the vehicle engine 11 to be started. The fuel supply unit 23 is configured as possible. As an example, the same number of three-way valves as the vehicle engine 11 are prepared, and one inlet of each three-way valve is connected to an outlet of a manifold pipe connected to the fuel gas tank of the fuel supply unit 23, respectively. The other inlet is connected to the outlet of the manifold piping connected to the auxiliary gas tank, and the outlet of each three-way valve is connected to the intake port of each intake manifold of the plurality of vehicle engines 11.

<3> As described in the first embodiment, at least a part of the plurality of vehicle engines 11 may be a bi-fuel engine that can be used by switching between gasoline and methane gas. When the vehicle engine 11 is a bi-fuel engine, it is not used as an unstable startable methane gas engine at the time of start-up. After supplying gasoline as fuel and starting it as a gasoline engine, switching to the methane gas engine for steady operation You may make it transfer. Also in this case, it is necessary to prepare two fuel supply units for the methane gas engine and the gasoline engine, as described in the separate embodiment <1>.

<4> In the first to fifth embodiments, it is also a preferred embodiment that each of the plurality of vehicle engines 11 is configured as an engine module that can be attached to and detached from a base or a housing.

  Here, it is preferable that each engine module has the same width, depth, and height. At least if the width and the depth are the same, even if the vehicle engine 11 is replaced, the floor area of the power generation devices 10 to 40 can be maintained constant. The plurality of vehicle engines 11 may be arranged in a single layer in the vertical direction, or may be arranged in two or more layers. When arranged in multiple layers, the height of each engine module is preferably the same.

  Further, each engine module is disposed at the same position in which at least the rotation shaft of the vehicle engine 11, the fuel gas inlet, and the exhaust manifold outlet face relatively in the same direction. Is preferred. Thereby, connection of the generator 12, the fuel supply part 13, and the exhaust gas discharge part 16 to each engine module is unified and becomes easy.

  Further, when an air filter is not provided for each vehicle engine 11 as a device related to the intake system of the vehicle engine 11 but is provided collectively on the upstream side of the intake manifold, the position of the inlet of the intake manifold of the vehicle engine 11 is determined. Are preferably arranged at the same position facing in the same direction.

  Further, in the engine oil related device and the coolant related device of the vehicle engine 11, those that can be shared between the vehicle engines 11 without being provided for each vehicle engine 11 are excluded from the vehicle engine 11. In the case where the plurality of vehicle engines 11 are collectively provided outside, the position of the communication port between the devices collectively provided outside and the devices remaining in the vehicle engine 11 is relatively faced in the same direction. And it is preferable to arrange in the same position.

<5> In the operation suspension restart process of the third embodiment, when the operation controller 15 also performs the failure state determination process described in the second embodiment in parallel, a plurality of the failure state determination process If one or more of the vehicle engines 11 are detected as malfunctioning engines and the operation is stopped or needs to be stopped, the stop engine selection process (step # 15) is stopped. In other words, instead of newly selecting the engine that needs to be stopped, instead of the detected failure state engine, a failure state engine is selected from the vehicle engines 11 that have been suspended due to the operation suspension resumption process. It is preferable to select the same number of restart required engines in the same manner as the restart required engine selection process (step # 16) and to restart the operation promptly.

<6> In the first to fifth embodiments described above, the same number of the vehicular engines 11 and generators 12 constituting the engine-type power generation devices 10 to 40 are used, and each vehicular engine 11 has a corresponding one power generation. Although the structure which drives the machine 12 separately (hereinafter referred to as “basic structure”) is assumed, the engine type power generation devices 10 to 40 are added to the basic structure, and (1) a plurality of vehicle engines and Another configuration comprising one generator, allocating the one generator to the plurality of vehicle engines, synchronizing the plurality of vehicle engines, and driving the one generator in parallel Or (2) comprising one vehicle engine and a plurality of generators, allocating the plurality of generators to the one vehicle engine, and the one vehicle engine comprising the plurality of generators. With a separate configuration to drive the generators in parallel Good. Furthermore, the different configurations of (1) or (2) may be a plurality of sets. Furthermore, you may make it input the alternating current power output from another structure of said (1) or (2) into the inverter apparatus 14 with the alternating current power output from the generator 12 of the said basic structure. In this case, also for the vehicle engine having another configuration (1) or (2) connected to the inverter device 14, the operation controller 15 is separately provided in the same manner as the vehicle engine 11 having the basic configuration. It is preferable to control the start and stop of the operation and to control the rotational speed described in the first embodiment. Further, the operation controller 15 also includes the vehicle engine having another configuration (1) or (2) described above in the determination process of the failure state and the like described in the second embodiment, and determines whether or not the engine is a failure state engine. And control to stop the operation of the malfunctioning engine may be performed. Further, the operation controller 15 includes the engine for the vehicle having the different configuration (1) or (2) as the target of the operation stop restart process described in the third embodiment, and the selected stop required engine and restart required engine. In contrast, control for stopping the operation and control for resuming the operation may be performed. Moreover, the generator of another structure of said (1) or (2) may be individually provided with an inverter apparatus. Further, in addition to the plurality of vehicle engines 11, the fuel supply unit 13 supplies fuel gas to the vehicle engine having the different configuration (1) or (2), and the operation controller 15 operates. The exhaust gas discharge unit 16 collects the exhaust gas discharged from each vehicle engine, and controls the start and stop of the power generation devices 10 to 40. The auxiliary power supply unit 17 may be discharged to the outside and supply necessary power.

<7> The engine-type power generators 10 to 40 according to the first to fifth embodiments include an exhaust heat recovery device including a heat exchanger that recovers exhaust heat released from the plurality of vehicle engines 11. It may be configured as a cogeneration device. In this case, the exhaust heat recovery device may be configured using a cooling water related device attached to the vehicle engine 11.

  INDUSTRIAL APPLICABILITY The engine-type power generation device and the manufacturing method thereof according to the present invention can be used for an engine-type power generation device including a plurality of vehicle engines and a method for manufacturing the same.

10, 20, 30, 40: Engine-type power generator 11: Vehicle engine 12: Generator 13, 23: Fuel supply unit 14: Inverter device 15: Operation controller 16: Exhaust gas discharge unit 17: Auxiliary power supply unit 18: Operating state measuring device 19: arithmetic processing unit 24: CO ₂ removing device

Claims (19)

A plurality of vehicle engines;
A plurality of generators that are AC generators that are driven separately by each of the kinetic energy generated by the consumption of fuel by the plurality of vehicle engines;
A fuel supply section for supplying the fuel to the plurality of vehicle engines;
An inverter device that converts primary AC power generated by each of the plurality of generators into secondary AC power having a predetermined frequency, voltage, and format;
An operation controller that controls the number of rotations of the vehicle engine in operation based on the number of one or more vehicle engines in operation among the plurality of vehicle engines;
When the number of the operation controllers is the total number of the plurality of vehicle engines, the number of rotations of the vehicle engine during operation is maximized and the output of each vehicle engine during operation is maximized. The first rotational speed is set lower than each maximum output rotational speed, and when a part of the vehicle engine in operation stops and decreases, the number is increased to a higher rotational speed as the number decreases. An engine-type power generator that performs control.   The first rotational speed increases as the number of the plurality of vehicle engines decreases within a range of 10% to 90% of the average value of the maximum outputs of the plurality of vehicle engines. The engine type power generator according to claim 1, wherein the engine type power generator is set separately.   The first rotation speed is such that the average value of the outputs of the plurality of vehicle engines is within a range of 15% to 60% of the average value of the maximum outputs of the plurality of vehicle engines, and the smaller the number, The engine-type power generator according to claim 2, wherein the engine-type power generator is set separately so as to be large.   The operation controller is configured such that any one of the vehicle engines in operation is faulty based on an output state of a sensor or an engine control unit that detects a predetermined operation state provided for each of the plurality of vehicle engines. When it is detected that the vehicle is in a quasi-failure state that is likely to become a state or failure, the operation of the vehicle engine detected as being in the state of failure or quasi-failure is stopped, and the failure state or quasi-failure state The engine-type power generation according to any one of claims 1 to 3, wherein the remaining vehicle engine that is not detected as being is controlled to increase the rotational speed and the operation is continued. apparatus.   The operation controller includes a predetermined storage device, and the storage device stores each accumulated operation time of the plurality of vehicle engines or first data capable of calculating the accumulated operation time. Based on the accumulated operation time stored in the device or the accumulated operation time calculated based on the first data, the vehicle is temporarily operated from a part of the plurality of vehicle engines in operation. The engine that needs to be stopped is selected, the engine that needs to be restarted is selected from some of the plurality of engines for the vehicle that are stopped, and the engine that needs to be stopped and the engine that needs to be restarted are selected. The engine-type power generator according to any one of claims 1 to 4, wherein control for stopping operation and control for restarting operation are performed, respectively.   6. The engine according to claim 1, wherein the plurality of vehicle engines are at least one of a new engine manufactured for mounting on a vehicle and a used engine mounted on the vehicle. The engine-type power generator according to Item 1.   The engine according to any one of claims 1 to 6, wherein at least a part of the plurality of vehicle engines is a methane gas engine capable of using fuel gas whose main fuel is methane gas. Power generator. The fuel supply unit includes a CO ₂ removal device for selectively removing the carbon dioxide contained in the fuel gas to the methane gas, the said fuel gas, wherein the CO ₂ removing CO ₂ concentration by the apparatus is lowered The engine-type power generator according to claim 7, wherein the engine-type power generator is configured to be supplied to a methane gas engine. The engine according to claim 8, wherein the CO ₂ removal device includes a CO ₂ separation membrane that selectively separates carbon dioxide contained in the fuel gas from the methane gas. Power generator.   The engine type power generator according to any one of claims 7 to 9, wherein the fuel gas is biogas.   The said operation controller performs control which supplies the said fuel gas by which the carbon dioxide density | concentration was restrained lower than the time of steady operation to the said methane gas engine at the time of the start of the said methane gas engine. The engine-type power generator according to any one of the above. The methane gas engine is a bi-fuel engine that can be used by switching between the fuel gas and a predetermined liquid fuel,
The said operation controller performs control which supplies the said liquid fuel to the said methane gas engine instead of the said fuel gas at the time of the start of the said methane gas engine, The one of Claims 7-10 characterized by the above-mentioned. The engine-type power generator as described.   13. The engine-type power generator according to claim 1, wherein each of the plurality of vehicle engines is configured as an engine module that can be attached to and detached from a base or a casing. . A method for manufacturing an engine-type power generation device including a plurality of vehicle engines,
Preparing the plurality of vehicle engines;
Preparing a plurality of generators that are AC generators including a rotor and a stator;
Preparing a fuel supply unit for supplying the fuel to the plurality of vehicle engines;
Preparing an inverter device that converts primary AC power generated by each of the plurality of generators into secondary AC power of a predetermined frequency, voltage, and format;
Preparing an operation controller for controlling the rotational speed of the vehicle engine;
Assembling the plurality of vehicle engines, the plurality of generators, the fuel supply unit, the inverter device, and the operation controller on a base or in a housing;
Connecting each of the plurality of vehicle engines and the generator on a one-to-one basis such that each shaft output of the plurality of vehicle engines can individually drive the rotors of the plurality of generators;
Connecting the fuel supply unit and the plurality of vehicle engines such that the fuel can be supplied from the fuel supply unit to the plurality of vehicle engines;
Electrically connecting the plurality of generators and the inverter device such that primary AC power generated by the plurality of generators can be input to the inverter device;
Electrically connecting the operation controller to the plurality of vehicle engines and the inverter device so that a control signal from the operation controller can be input to the plurality of generators and the inverter device;
A target for setting the rotation speed target value of the plurality of vehicle engines to a first rotation speed lower than each maximum output rotation speed at which each output of the vehicle engine is maximum for the operation controller. A value setting process;
The manufacturing method of the engine type electric power generating apparatus characterized by having.   15. The engine-type power generator according to claim 14, wherein in the step of preparing the plurality of vehicle engines, a used vehicle engine is used for at least one of the plurality of vehicle engines. Production method.   16. The step of preparing the plurality of vehicle engines includes a step of remodeling a vehicle engine using gasoline or light oil as a fuel to a methane gas engine using methane gas as a main fuel. Method for producing an engine-type power generation device. The step of preparing the fuel supply unit manufactures the fuel supply unit by using a CO ₂ removal device that selectively removes carbon dioxide contained in the fuel gas containing methane gas as a main fuel with respect to the methane gas. The method according to claim 16, further comprising a step. The engine according to claim 17, wherein the CO ₂ removal device includes a CO ₂ separation membrane that selectively separates carbon dioxide contained in the fuel gas from the methane gas. Manufacturing method of a power generator. In the step of preparing the plurality of vehicle engines, preparing an engine module detachable from the base or the housing for the number of the plurality of vehicle engines,
The engine-type power generator according to any one of claims 14 to 18, wherein in the step of assembling on the base or in the casing, the engine module is installed on the base or in the casing. Manufacturing method.

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