JP2020061918A - Superconductive power creation and storage system for electric vehicle, and platform - Google Patents

Abstract

To provide a superconductive power creation and storage system for electric vehicle and platform in which a vehicle itself creates and stores electric energy required for traveling by superconductive power generation, for effectively using energy of an electric automobile and the like and improving a travel distance.SOLUTION: In an electric vehicle, a superconductive power creation and storage system and platform 1 includes at least one of: a power generator 40 which is coupled to a non-drive wheel at the time of speed reduction or when the speed reduction is required; a refrigeration device cooling the power generator; a battery 20 which charges electricity superconductive generated by cooling the power generator with the refrigeration device; an electric motor 11 which drives a driving wheel and performs regenerative power generation; and a power generating device (a solar panel 30 and a solar thermal power generator 90) using natural energy). The superconductive power creation and storage system and platform 1 is composed of a DC-DC converter 22 and a converter 23 for charging electricity generated by the electric motor or the power generating device to a battery.SELECTED DRAWING: Figure 1

Description

  The present invention, in an electric vehicle, connects a generator that performs superconducting power generation by a refrigerating device to a non-driving wheel in a predetermined case to perform superconducting power generation, and charges the battery with the generated electricity, and an in-wheel motor. The mounted drive wheels generate regenerative power when decelerating, etc., and also use power generation using natural energy such as sunlight, wind power or solar heat to charge the battery not only while driving but also when parked or parked. By doing so, the present invention relates to a superconducting power storage system and platform for an electric vehicle that can improve the mileage compared to the conventional electric vehicle.

2. Description of the Related Art Conventionally, electric vehicles have been attracting attention as next-generation mobility that does not require fuel and does not generate exhaust gas, and various vehicle models that take advantage of low CO ₂ , low fuel consumption, electric power storage, etc. are being developed one after another. .
However, even though automobile manufacturers around the world have developed and commercialized electric vehicles, it cannot be said that the spread of electric vehicles is much more advanced than engine vehicles and hybrid vehicles.
The following factors can be considered as factors that hinder the spread of electric vehicles.
(1) The distance that can be traveled with one charge is short. (2) Charging takes time. (3) Infrastructure such as charging stations is not yet fully developed, and there are few places where you can recharge on the go.
Among the above factors, it is considered that the biggest problem is that the distance that can be traveled by one charge in (1) is short.
Therefore, in order to extend the mileage of an electric vehicle, it is conceivable to apply various technologies currently being developed to solve the factors that hinder the spread of such an electric vehicle.

Patent Document 1 discloses a technique relating to an in-wheel motor that performs vibration control with multiple degrees of freedom between a vehicle body side and a wheel while appropriately rotating the wheel.
This device includes an in-wheel motor that generates a driving torque for rotating a wheel, a stator fixed to an intermediate member on the vehicle body side, and an in-wheel motor in a plane that is rotatable with respect to the intermediate member on the vehicle body side and is orthogonal to the rotation axis. And a rotor fixed to a wheel supported so as to be relatively movable in the translational direction.
Then, by applying an electromagnetic force between the stator and the rotor, the wheel can be relatively moved in the translational direction while being rotated with respect to the vehicle body side.

Patent Document 2 discloses a vehicle-mounted superconducting device that enables use of electric energy with less energy loss by using a highly efficient superconducting device that utilizes a superconducting phenomenon in an automobile that runs using natural gas as a fuel. Techniques related to cooling systems and vehicles utilizing superconductivity are disclosed.
This device includes a superconducting device mounted on a vehicle equipped with a tank for storing liquefied natural gas and a natural gas utilization engine for obtaining a driving force using this natural gas, and a superconducting cooling medium in a state where the superconducting device is housed. It has a cold insulation container that can keep the superconducting device in a low temperature state by being filled, and a heat exchanger that cools the superconducting cooling medium whose temperature is raised by compression using liquefied natural gas as a cold heat source.

Patent Document 3 discloses a technique related to an automobile provided with a solar system that keeps a battery always charged and withstands a large amount of power consumption.
The device comprises a solar cell, a main battery, an auxiliary battery and a converter. The solar cell is provided on the upper part of the vehicle body and electrically connected to the main battery to charge the main battery. The auxiliary battery is electrically connected to the solar cell and the main battery and can be charged by the solar cell and can charge the main battery. The converter is electrically connected to the auxiliary battery and is configured to convert the power of the auxiliary battery from direct current to alternating current of 100 V voltage.

JP, 2007-160973, A JP, 2007-089297, A Utility model registration No. 3043098

  However, Patent Document 1 does not disclose a technique for extending the mileage of a vehicle such as an electric vehicle by collecting regenerative energy or combining with another power generation device to generate and store electricity.

  Further, in Patent Document 2, a fuel cell is used to generate electric power using superconducting power to drive a vehicle. However, a technique for performing superconducting electric power generation using regenerative energy or another power generating device is combined to generate power. However, no technique is disclosed for extending the travel distance of a vehicle such as an electric vehicle.

  Further, Patent Document 3 relates to a vehicle equipped with a solar system that keeps a battery always charged and withstands a large amount of power consumption, but collects regenerative energy or combines with another power generation device to create and store electricity. However, no technique is disclosed for extending the travel distance of a vehicle such as an electric vehicle.

  The present invention has been made in view of the above problems, and in vehicles such as electric vehicles, in order to eliminate the factors that prevent the spread of electric vehicles, the effective use of energy in conventional electric vehicles and the like. To provide a superconducting power storage system and platform for an electric vehicle, which aims at improving utilization and mileage, by which the vehicle itself generates electric energy necessary for traveling by superconducting power generation or the like to store electricity.

  In order to solve the above problems, a superconducting wound power storage system and a platform for an electric vehicle according to the present invention include a generator connected to non-driving wheels when decelerating or when deceleration is required, and the generator. It is characterized by comprising a refrigerating apparatus for cooling, and a battery for cooling the refrigerating apparatus to generate superconducting electric power by the refrigerating apparatus and charge the generated electricity.

  Further, the superconducting electric power storage system and platform for an electric vehicle according to the present invention, in addition to the above configuration, at least one of a motor for driving the drive wheels and regenerative power generation, and a power generation device using natural energy. And a device for charging the battery with electricity generated by the electric motor or the power generation device.

  The electric motor that drives the drive wheels and regenerates power is an in-wheel motor.

  Further, the power generation device using natural energy is characterized by being at least one of solar power generation, wind power generation, and solar thermal power generation.

  Further, a photovoltaic power generation device includes a solar panel provided on a vehicle surface such as a roof and a hood of a vehicle, and a DC-DC converter for boosting a DC voltage generated by the solar panel by sunlight to a voltage with which a battery can be charged. It is characterized by being composed of and.

  In addition, a power generator using wind power generation is a generator that generates power by a wind turbine that rotates on the wind and that is installed in the roof of the vehicle or in the front of the vehicle body, and the generated voltage of the generator is converted into a voltage that can be charged into a battery. It is characterized by comprising a converter and a converter.

  Further, a power generation device using solar thermal power generation includes a condenser mirror, which is arranged on a roof of a vehicle and has a curved parabolic shape for collecting sunlight, and a heat collection tube which is disposed at a focal point of the condenser mirror and allows liquid to pass therethrough. A turbine generator that is driven by steam generated in the heat collecting tube to generate electric power, and a converter that converts a generated voltage of the generator into a voltage that can be charged in a battery.

  Further, the electric vehicle is a hybrid vehicle or an electric vehicle.

  The refrigerant used for cooling the generator in the refrigeration system is liquid nitrogen.

  Further, the cooling medium used for cooling the generator in the refrigerating apparatus includes liquid helium or a liquid cooling medium in general.

  Further, in order to connect the generator that generates power in the superconducting state to the non-driving wheels, accelerator pedal depression detection means, brake pedal depression detection means, alarm signal generation means, and signals from each means are used during deceleration or It is characterized in that it is provided with means for judging the necessity of deceleration, and means for connecting or disconnecting the non-driving wheel to the generator by the judgment means.

  Further, the temperature control of the refrigeration system is provided with a temperature sensor for measuring the temperature of the refrigerant filled in the heat insulation tank, and means for heating the refrigerant, and when the temperature measured by the temperature sensor is equal to or higher than the boiling point of the refrigerant. Is cooled, and when the temperature is below the boiling point, the cooling is stopped. When the temperature is below the freezing point, the cooling is stopped and the refrigerant is heated by means for heating.

  That is, the embodiment of the superconducting wound power storage system and platform for an electric vehicle according to the present invention is to connect a generator that performs superconducting power generation by a refrigerating device to a non-driving wheel in a predetermined case, and to It is configured by a system for generating and storing electricity by driving the generator with rotational energy to generate electricity and charging the generated electricity in a battery.

  In addition to this, an embodiment of a superconducting wound power storage system and a platform for an electric vehicle according to the present invention is mounted on a drive wheel of a vehicle to run, and an in-wheel motor or an in-wheel motor for regenerative power generation for regenerative power generation. It is composed of an electric motor other than the wheel motor, and a system for generating and storing electricity for charging the battery with regenerated electric power.

In addition, the embodiment of the superconducting power storage system and platform for an electric vehicle according to the present invention is a system for generating and storing electricity in a battery, which is generated by natural energy such as photovoltaic power generation, wind power generation or solar thermal power generation. It is composed.
This system is provided with, for example, a solar panel on the surface of the vehicle, and is configured to charge the battery with electricity generated by the solar panel by sunlight during traveling and parking, through a DC-DC converter.
Further, a wind power generator is provided in the front of the vehicle, and the wind turbine is rotated by the wind force received by the vehicle while the vehicle is running to generate electricity to charge the battery through the converter.
Further, the vehicle roof is provided with a solar heat concentrator, and is configured to charge the battery with electricity generated by the thermal energy of sunlight through the converter.

  According to the invention of claim 1, a generator for performing superconducting power generation by the refrigerating device is connected to the non-driving wheels in a predetermined case, and the rotating energy of the non-driving wheels drives the generator to generate electric power. By charging the battery with the generated electricity, the traveling distance can be extended.

  According to the invention of claim 2, in addition to the invention of claim 1, regenerative power generation by an in-wheel motor or an electric motor other than the in-wheel motor, and use of natural energy such as sunlight, wind power, and solar heat to create and store electricity. Therefore, the traveling distance can be further extended.

  According to the invention of claim 3, by mounting the in-wheel motor on the drive wheels, space saving of the drive system is realized to secure the battery mounting space, and the regenerative brake of the drive wheels is regenerated when operating. It is possible to extend the traveling distance by generating power and charging the battery with the generated electricity via the inverter. At the same time, it has a great effect of improving the vehicle motion control capability and enabling the vehicle motion, the excellent anti-slip control, and the improvement of the running stability of the vehicle, which were difficult in the conventional vehicle.

  According to the invention of claim 4, by using the natural energy such as the solar power generation, the wind power generation or the solar thermal power generation together, the energy efficiency can be improved and the traveling distance can be extended. Further, since no fuel is required and no exhaust gas is generated, the advantages of low CO2, low fuel consumption, electric power storage, etc. can be utilized to make a great contribution to environmental protection and global warming countermeasures.

  According to the invention of claim 5, the solar panel provided on the surface of the vehicle allows the battery to be charged with electricity generated during traveling in the daytime and during parking and stopping, so that the vehicle can travel. It is possible to extend the distance and reduce the number of times of charging.

  According to the invention of claim 6, the electricity generated by the wind power generator arranged on the roof of the vehicle can be charged into the battery and used for traveling of the vehicle. Since the wind power generation can be performed day and night, it is possible to extend the traveling distance and reduce the number of times of charging.

  According to the invention of claim 7, the solar thermal power generator arranged on the roof of the vehicle or the front portion of the vehicle body charges the battery with electricity generated by the solar power generator during traveling in the daytime and during parking and stopping. Since it can be used for traveling of a vehicle, it is possible to extend the traveling distance and reduce the number of times of charging. Further, there is an effect that exhaust heat generated from the turbine or the like can be used for heating the inside of the vehicle.

  According to the eighth aspect of the invention, when the electric vehicle is a hybrid vehicle or an electric vehicle, there are many parts that can be shared, such as a battery and an inverter, and it is possible to share technology and components.

  According to the invention of claim 9, by using liquid nitrogen as a refrigerant for realizing superconductivity, it is possible to realize superconductivity at a high temperature in this field, so that a small refrigerating apparatus is used. Therefore, the device can be downsized and the cost can be reduced.

  According to the invention of claim 10, by using a liquid helium or a liquid cooling medium in general as a refrigerant for realizing superconductivity, superconductivity can be realized at an extremely low temperature, and a superconducting material can be freely selected. The degree of flexibility can be expanded, and restrictions on selection of superconducting materials can be relaxed.

  According to the invention of claim 11, the generator is activated when the accelerator pedal is not depressed, when the brake pedal is depressed, and when an alarm such as a front inter-vehicle distance or a front collision is generated from the alarm signal generating section. Since the battery can be charged with the generated electricity by connecting to the non-driving wheels to generate electricity, the traveling distance can be extended. In addition, in these cases, since the generator acts as a braking device, the braking distance can be shortened, the occurrence of traffic accidents can be prevented, and the safety of passengers can be secured. Play.

  According to the invention of claim 12, the temperature of the liquid nitrogen in the inner tank container of the refrigerator is measured, and the operation of the refrigerating apparatus is controlled, whereby the temperature of the liquid nitrogen is appropriately controlled to prevent overcooling. Therefore, by heating with a heater, there is a great effect that vaporization or solidification of liquid nitrogen can be prevented and a trouble that disables superconducting power generation of a generator can be avoided.

FIG. 3 is a system diagram of energy of an electric vehicle according to an embodiment of the present invention. 1 is a perspective view of an electric vehicle according to an embodiment of the present invention. 1 is a side view of a coreless permanent magnet generator according to an embodiment of the present invention. FIG. 4 is a plan view of the coreless permanent magnet generator according to the embodiment of the present invention as viewed in the direction of arrow A in FIG. 3. It is a systematic diagram of the refrigerating device in the embodiment of the present invention. It is a systematic diagram of another example of the refrigerating apparatus in the embodiment of the present invention. It is a perspective view of the in-wheel motor in the embodiment of the present invention. It is explanatory drawing of the solar panel in embodiment of this invention. It is explanatory drawing of the structure of the solar panel in embodiment of this invention. It is sectional drawing which shows the connection of the solar panel in embodiment of this invention. It is a circuit diagram of the solar panel in the embodiment of the present invention. It is explanatory drawing of the wind power generator in embodiment of this invention. It is a systematic diagram of the wind power generator in embodiment of this invention. It is explanatory drawing of the solar thermal power generator in embodiment of this invention. It is a systematic diagram of the solar thermal power generator in embodiment of this invention. It is a systematic diagram of the control signal of the system which concerns on embodiment of this invention. 6 is a flowchart illustrating control of the system according to the embodiment of the invention.

  Hereinafter, an outline of a power generation system according to an embodiment of the present invention will be described based on the drawings. However, the drawings are schematic, and the arrangement of each part, the ratio of dimensions, and the like do not necessarily match the actual ones.

  FIG. 1 is a system diagram of energy of an electric vehicle according to an embodiment of the present invention. FIG. 2 is a perspective view of the electric vehicle according to the embodiment of the present invention.

  As shown in FIGS. 1 and 2, the first electric energy generation / storage system of the present invention enables superconducting power generation by cooling the generators 40, 40 using a refrigerating device 60, for example, and Under the conditions, the left and right rear wheels 7, 7 that are non-driving wheels are connected to the generators 40, 40 to perform superconducting power generation, and the generated electricity is charged into the battery 20 via the converters 23, 23. As a result, electric energy is created and stored from the rotational energy of the non-driving wheels during traveling.

  As shown in FIGS. 1 and 2, the second electric energy generating / storage system of the present invention includes, for example, a battery 20 to an inverter 21 in the in-wheel motors 11 and 11 mounted on the left and right driving wheels of the vehicle. AC power is supplied via the in-wheel motors 11 and 11 to drive the front wheels 5 and 5 to run, and at a predetermined time such as when decelerating, the power generated as a generator is regenerated by the inverter 21 or the like. By charging the battery 20 via the regenerative energy, electric energy is created and stored. Of course, the second electric energy generating / storing system of the present invention is not limited to the in-wheel motor, and may be an electric motor other than the in-wheel motor.

  The third electric energy generation / storage system of the present invention utilizes natural energy, for example, as shown in FIGS. 1 and 2, solar energy or wind power as shown in FIGS. 12 to 15. It is a system that creates and stores electrical energy from energy or solar heat energy. For example, in the case of solar power generation, this system is equipped with a solar panel 30 on the vehicle surface such as a roof of the vehicle as shown in FIG. 2, and DC generated electricity generated by sunlight during running and parking is stopped. -The battery 20 is charged via the DC converter 22.

  Further, the controller 100 shown in FIGS. 1 and 2 controls the superconducting wound power storage system for an electric vehicle. Hereinafter, a system for generating and storing each electric energy will be described.

<First electric energy generation / storage system of the present invention>
First, regarding the system for generating and storing electric energy from rotational energy by the generator 40 that performs superconducting power generation, which is the first electric energy generating and storing system of the present invention, for example, power is generated to the rear wheels 7 and 7 that are non-driving wheels. A case where the machines 40, 40 are connected to generate power will be described.

  This system includes a refrigerating device 60 for realizing superconductivity. As shown in FIGS. 1 and 5, the refrigeration system 60 includes a compressor 66, a refrigerator 65 inserted in a vacuum heat insulation container 61 b for cooling with a refrigerant compressed by the compressor 66, and two vacuums. The heat-insulating container 61a is composed of generators 40 and 40 that perform superconducting power generation. Each of the generators 40, 40 is immersed and installed in the liquid nitrogen 130 in the vacuum heat insulation container 61 a, and cooled by the refrigerator 65. Then, in a predetermined case, a control signal from the controller 100 is connected to the axles 72, 72 of the rear wheels 7, 7 which are non-driving wheels via the connecting devices 71, 71 to perform superconducting power generation.

  That is, by connecting the rear wheels 7 and 7 and the generators 40 and 40, the generators 40 and 40 are rotated by the rotational energy of the wheels of the rear wheels 7 and 7 that are running, and the superconductivity of the generators 40 and 40 is increased. Electricity is generated, and the generated electricity is converted into a DC voltage by the converters 23, 23, boosted, and integrated by the diode 28 to charge the battery 20.

As the generator 40 of this system, a coreless permanent magnet generator 40a as shown in FIGS. 3 and 4 is used.
Generally, a generator is composed of a rotor that arranges an insulated conductor (armature winding) on the surface of a rotor and a stator that is fixed around the rotor and forms magnetic lines of force with respect to the rotor. Composed.
The stator is a component that forms magnetic lines of force. For example, a coil is wound around a magnetic steel sheet core that constitutes the stator, and an electric current is passed through the coil to form an electromagnet to generate a magnetic field.
However, in the present invention, a permanent magnet is used instead of the electromagnet. This is because the magnetic field can be generated without consuming current.

The rotor is a component that rotates using external energy such as hydraulic power, thermal power, or wind power as a drive source, and when the coil of the rotor crosses the magnetic lines of force formed by the stator, current flows through the coil to generate electricity. . In the present invention, a coreless type having no core is adopted. This is because by adopting the coreless type, it is possible to suppress physical resistance to rotation called cogging torque due to a magnetic field attractive force generated at the time of starting, and it is possible to smoothly rotate and generate power even at the time of starting or at low speed.
Further, the rotor may be a permanent magnet and the stator may be a coreless coil. The point is that power can be generated only if the coil relatively crosses the line of magnetic force generated by the permanent magnet.

  A concrete example in which the rotor of the coreless permanent magnet generator 40a is a permanent magnet and the coil of the stator is a coreless type is shown in the side sectional view of FIG. 3 and the plan view of FIG. Show. In both figures, a coreless permanent magnet generator 40a includes a fixed shaft 42, a rotating case 43, a base 44, a plurality of coreless coils 45, a plurality of first permanent magnets 46, and a plurality of first permanent magnets 46. The rotating case 43 is composed of a second permanent magnet 47, and is rotatably supported by the fixed shaft 42 by a bearing 48.

  A plurality of coil housing holes 51 formed in a penetrating state along the outer periphery are arranged in a ring shape on the base 44. In the illustrated example, 21 coreless coils 45 are individually housed and fixed in the winding portion 53 of the coil housing hole 51. Further, the coreless coils 45 are connected in three phases, and each coreless coil 45 is wound in a single layer, so that a three-phase alternating current can be obtained.

  The plurality of first permanent magnets 46 are fixed to the inner surface of the rotating case 43, and are arranged in a ring shape so as to face one surface of the coreless coil 45. The second permanent magnets 47, which are the same in number as the first permanent magnets 46 and have opposite polarities, are fixed to the inner surface of the rotating case 43, and face the other surface of the coreless coil 45 so as to face the first permanent magnets 46. Are arranged in a shape.

  As a result, magnetic force lines are formed from the first permanent magnet 46 to the second permanent magnet 47, or vice versa, which penetrate the air-core portion 52 of the coreless coil 45. Further, the polarities of the adjacent magnets of the permanent magnets 46 and 47 are opposite to each other on the same side surface.

  The ratio of the numbers of the permanent magnets 46, 47 to the number of the coreless coils 45, 45 is 4: 3. As a result, the coreless coil 45 can be connected in three phases.

  Further, as shown in FIG. 4, the width (w2) of each permanent magnet 46, 47 is slightly smaller than the width (w1) of the coreless coils 45, 45. The width is a length along the circumferential direction of the base 44. With such a configuration, the directions of the currents flowing through the coreless coils 45 are the same in all the coreless coils 45 regardless of the positional relationship between the permanent magnets 46, 47 and the coreless coils 45, 45, and the coreless coils 45 are always stable. The generated electromotive force can be obtained.

  The power generator 40 is configured by using a plurality of coreless permanent magnet power generators 40a and housing them in a metal case.

When the generator 40 is connected to the axle 72 during traveling, the rotating case 43 rotates in association with the rotation of the axle 72, which causes the coreless coil 45 to form a magnetic field line between the permanent magnets 46 and 47. An electric current is caused to flow through the coreless coil 45 by crossing over, and power is generated.
As shown in FIGS. 1 and 5, the generated three-phase AC voltage is converted into a predetermined DC voltage by the converter 23, and the battery 20 is charged.

Next, a liquid nitrogen circulation type refrigerating apparatus 60 for cooling the generator 40 and performing superconducting power generation will be described.
Superconductivity refers to a phenomenon in which when a substance such as a specific metal or compound is cooled to a very low temperature, the electric resistance sharply decreases and the electric resistance becomes zero. When copper is used as the material of the coil in the generator 40, electric resistance of the copper wire causes a current resistance loss, and there is a problem such as heat generation due to the resistance loss. In order to solve such a problem, it was necessary to take measures such as increasing the diameter of the copper wire.

  Therefore, by adopting a superconducting material as the coil material of the generator 40, the electric resistance can be reduced to zero under the superconducting state, so that these problems can be solved. As a result, the wire diameter can be reduced, no heat generation measures are required, and the energy loss due to electric resistance can be reduced to zero.

In order to realize superconductivity, first, the material of the coreless coil 45 of the generator 40 is changed from copper to a superconducting material. Specifically, there is bismuth-based high temperature superconducting wire DI-BSCCO and the like.
Next, the coreless coil 45 of the generator 40 needs to be placed in a cryogenic environment. For this reason, as a cooling medium for cooling the superconducting wire used in the coreless coil 45 of the generators 40, 40, for example, a circulation type refrigeration system 60 of liquid nitrogen 130 is adopted.

  FIG. 5: is a figure which shows the structure of the refrigerating apparatus 60 of the liquid nitrogen circulation type used for embodiment of this invention. As shown in the figure, the refrigerating apparatus 60 is composed of two vacuum heat insulating containers 61a for accommodating the generators 40 and one vacuum heat insulating container 61b for accommodating the refrigerator 65.

Then, the inner tank container 62 of the vacuum heat insulating container 61a is filled with the liquid nitrogen 130, the generator 40 is immersed therein, and the liquid nitrogen 130 cooled by the refrigerator 65 is circulated in the inner tank container 62. Then, the generator 40 is cooled to realize superconductivity of the coreless coil 45, and superconducting power generation is performed by the generator 40.
Of course, the refrigerant is not limited to the liquid nitrogen 130, and liquid helium or a liquid cooling medium in general may be used.

  As a specific configuration, in the vacuum heat insulating container 61a, the generator 40 is immersed and installed in a rectangular inner tank container 62 filled with liquid nitrogen 130, and further, the circumference of the inner tank container 62 is covered with a heat insulating material 64. It is housed in the outer tank container 63, and the inside of the outer tank container 63 is vacuum-insulated. As a result, the liquid nitrogen 130 is thermally insulated. For the inner tank container 62, for example, copper having a high thermal conductivity is used. By using copper, the cooling effect of the generator 40 can be enhanced. Further, the inner tank container 62 is provided with a temperature sensor 131 for measuring and monitoring the temperature of the liquid nitrogen 130. Furthermore, if necessary, a heater 132 for controlling the temperature may be provided.

  In the vacuum heat insulation container 61 b, the refrigerator 65 is mounted on the outer tank container 63, and the refrigerator 65 is inserted into the rectangular inner tank container 62 filled with the liquid nitrogen 130. Cool 130. Further, the refrigerator 65 is connected to the compressor 66. The compressor 66 compresses the liquid nitrogen 130, and the refrigerator 65 cools the liquid nitrogen 130.

  Further, pumps 68 and 68 for sending the liquid nitrogen 130 to the vacuum heat insulating containers 61a and 61a are provided in the inner tank container 62 of the vacuum heat insulating container 61b. The vacuum heat insulating container 61b for transferring the liquid nitrogen 130 and the respective vacuum heat insulating containers 61a, 61a are connected by transfer pipes 69, 69. The transfer pipes 69, 69 are heat-insulated to prevent heat from entering.

  With this configuration, the liquid nitrogen 130 cooled by the refrigerator 65 in the vacuum heat insulation container 61b is transferred to the respective vacuum heat insulation containers 61a, 61a by the pumps 68, 68 via the transfer pipes 69, 69, and the power generation is performed. The machines 40, 40 are cooled to realize superconducting power generation. The inner vessel 62 is equipped with a temperature sensor 131 for measuring and monitoring the temperature of the liquid nitrogen 130 and a heater 132 for controlling the temperature.

The liquid nitrogen 130 is injected from the injection port 67 provided in the upper portion of the outer tank container 63 of the vacuum heat insulating container 61b.
Further, a reservoir tank for supplying the liquid nitrogen 130 for precooling can be mounted on the upper part of the outer tank container 63. Other than this, since it is the same as the vacuum heat insulating container 61a, detailed description thereof will be omitted.

  With the above configuration, it is possible to drive the generators 40, 40 with the respective torques of the left and right rear wheels 7, 7 for superconducting power generation, and to stabilize the vehicle balance and enhance the output. Has the effect of being able to.

Next, another configuration example of the refrigerating apparatus 60 used in the embodiment of the present invention will be described.
The refrigerating apparatus 60 shown in FIG. 6 has only one vacuum heat insulating container 61, the refrigerator 65 is mounted on the upper portion of the outer tank container 63, and the refrigerator is provided in the rectangular inner tank container 62 filled with liquid nitrogen 130. 65 is inserted and the liquid nitrogen 130 in the inner tank container 62 is cooled.

Further, the generator 40 is immersed in the inner tank container 62 filled with the liquid nitrogen 130, and the coreless coil 45 of the generator 40 is cooled by the liquid nitrogen 130 cooled by the refrigerator 65 to realize superconducting power generation. In this configuration, one connecting device 71 is used, and the rotation of the rear wheels 7, 7 is transmitted to the connecting device 71 via the axles 72, 72. Then, in a predetermined case, the coupling device 71 transmits the rotation of the axles 72, 72 to the generator 40 via the gear device 73 by a signal from the controller 100, and the superconducting power generation by the generator 40 is performed. The generated electricity is converted into a DC voltage in the converter 23, boosted and charged in the battery 20. The gear device 73 not only transmits the rotations of the axles 72, 72 to the generator 40, but also acts as a speed increaser and a speed reducer by appropriately setting the gear ratio, so that efficient power generation can be performed. The gear device 73 may be used in the embodiment shown in FIG. 5 without any problem.
Other than the above, it is the same as the refrigerating apparatus 60 shown in FIG. 5, so detailed description thereof will be omitted.
The rear wheels 7, 7 and the generator 40 are connected to each other under predetermined conditions such as during regeneration, which will also be described in detail later.

  The refrigerating apparatus 60 shown in FIG. 6 can drive the generator 40 with the total torque of the left and right rear wheels 7 and 7 by the above-described configuration, so that the generator 40 can be driven even at low speed. It is possible to reduce the size and weight of the refrigerating apparatus 60 while having the effect.

  In the embodiment shown in FIG. 5, a total of three vacuum heat insulating containers 61b and respective vacuum heat insulating containers 61a, 61a are used, and the rear wheels 7, 7 and the respective generators 40, 40 are connected by the connecting devices 71, 71. It is configured to generate power by connecting them. Further, in the embodiment shown in FIG. 6, one vacuum heat insulating container 61 is used, and the rear wheels 7, 7 and the generator 40 are connected by the connecting device 71 to generate electric power. Further, as another embodiment, two vacuum heat insulating containers 61 of the embodiment shown in FIG. 6 are used for the left wheel 7 and the right wheel 7, respectively, and the rear wheels 7, 7 and 2 are connected by the connecting devices 71, 71. A configuration may be used in which power is generated by connecting each of the generators 40.

  By the way, since the boiling point of the liquid nitrogen 130 used as the refrigerant is −195.8 ° C. (77.33K), the refrigerating apparatus 60 keeps the liquid nitrogen 130 at this temperature so that the liquid nitrogen 130 maintains the liquid state. Has the ability to keep Further, since the freezing point of the liquid nitrogen 130 is −210 ° C. (63 K), which is close to the boiling point, the temperature is measured and monitored so that the liquid nitrogen 130 does not solidify due to supercooling, and cooling is performed when the temperature is too low. It is stopped and heated by the heater 132, and the liquid nitrogen 130 is controlled so as to always maintain a liquid state. The details of the control will be described later.

  Liquid helium can also be used as the refrigerant. Since the boiling point of liquid helium is −269 ° C. (4.2 K), which is much lower than that of liquid nitrogen 130, when liquid helium is used, the refrigerator 65 of the refrigerating apparatus 60 is even more effective than that of liquid nitrogen 130. Requires high freezing capacity. Further, since the liquid heliu has no freezing point, the heater 132 is not necessary. Further, it goes without saying that the refrigerant that can be used in the present invention is not limited to liquid nitrogen and liquid helium, and includes all liquid cooling media.

  As described above, according to the system for generating and storing electric energy from rotational energy by using the generator 40 that performs superconducting power generation, the magnetic field generated at start-up is adopted by adopting the coreless type without the core in the generator 40. It is possible to suppress physical resistance to rotation called cogging torque due to attractive force, and it is possible to smoothly rotate to generate electricity even at startup or at low speed, and to generate electricity smoothly without compromising the riding comfort at startup. There is an effect that can be.

  Further, by making the rotor a permanent magnet and the stator a coreless coil 45, it is not necessary to consume current to generate a magnetic field. Further, since the coreless coil 45 does not rotate, the mechanical stress hanging on the coil can be reduced and the risk of disconnection can be reduced. Therefore, in combination with the effect that the electric resistance of the coreless coil 45 becomes zero due to the superconducting power generation, the wire diameter of the coreless coil 45 can be reduced, and the material cost can be reduced accordingly.

  Further, since the wire diameter of the coreless coil 45 can be made thin, a coil having a large number of turns can be wound around the stator, so that the electromotive force of the generator 40 can be correspondingly increased. Play.

  Further, by adopting a superconducting material as the coil material of the generator 40, the electric resistance can be zero under the superconducting state, and the energy loss due to the electric resistance can be zero.

  Furthermore, by using the generator 40 together with regenerative power generation by an in-wheel motor 11 described later and power generation using natural energy such as sunlight, wind power, or solar heat, the electric energy required for traveling is created by itself during traveling. This has the effect of enabling storage of electricity.

<Second electric energy generation / storage system of the present invention>
Next, regarding the system for generating and storing electric energy from regenerative energy, which is the second system for generating and storing electric energy of the present invention, for example, when the in-wheel motors 11 and 11 are attached to the front wheels 5 and 5 as driving wheels, explain.

  FIG. 7 is a view of the front wheels 5 viewed from the inside of the lower surface of the vehicle body 2. As shown in the figure, the front wheel 5 is suspended from the vehicle body 2 by a damper 18. An in-wheel motor 11 is attached to the lower end of the damper 18 inside the wheel 15, and a rotation shaft (not shown) of the in-wheel motor 11 or the like is connected to a hub (not shown) of the wheel 15 via a transmission gear (not shown). The rotation of the rotary shaft is transmitted to the wheel 15 to rotate the wheel 15. Tires 16 are attached to the periphery of the wheel 15. A brake caliper 13 is provided at the lower end of the damper 18 to brake a brake disc 14 which is concentrically arranged with the wheel 15. Further, the inside of the lower end of the damper 18 is connected to the vehicle body 2 by the lower arm 12 and the steering tie rod 19 is rotatably connected, and the front wheels 5, 5 are steered by a steering mechanism (not shown).

The in-wheel motor 11 is connected to the inverter 21 by the wire 29, and the inverter 21 is connected to the battery 20.
During traveling, the DC voltage of the battery 20 is input to the inverter 21, converted into a three-phase AC voltage by the inverter 21, and input to the in-wheel motor 11 via the wire 29. The in-wheel motor 11 is composed of a three-phase AC induction motor. Since the rotation speed of the three-phase AC induction motor has a characteristic of being proportional to the power supply frequency, the rotation speed of the in-wheel motor 11 etc. is proportional to the frequency of the three-phase AC voltage supplied from the inverter 21. Then, the inverter 21 can output an alternating current of a predetermined frequency when the frequency command signal is input. Therefore, by controlling the power supply frequency of the inverter 21, the rotation speed of the in-wheel motor 11 or the like can be controlled. That is, by controlling the frequency of the inverter 21, speed control of the vehicle can be performed easily and reliably. This frequency command signal is sent from the driving control system side of the vehicle.

  When the accelerator is depressed to accelerate, the inverter 21 increases the frequency of the AC voltage and supplies the AC voltage to the in-wheel motor 11. As a result, the in-wheel motor 11 increases the rotation speed and accelerates the vehicle. That is, when accelerating, the vehicle operates as an electric motor for traveling. On the other hand, the in-wheel motor 11 operates as a generator when decelerating by releasing the accelerator or depressing the brake. Then, the generated AC voltage is converted into a DC voltage by the inverter 21, and the battery 20 is charged. That is, during deceleration, the in-wheel motor 11 acts as a regenerative brake and also performs regenerative power generation. In this way, the regenerative energy is stored in the battery 20 as electric energy.

  As described above, according to the system for generating and storing electric energy from the regenerative energy of the in-wheel motor 11 or the like, when the brake pedal is depressed or the accelerator is released, the in-wheel motor 11 or the like becomes a generator and regenerative power is generated. Then, the battery 20 is charged. That is, the front wheels 5 and 5 can be used as a regenerative brake, and electric energy can be created and stored by regenerative power generation.

  Further, by adopting a configuration in which the front wheels 5, 5 are independently driven by the in-wheel motor 11 mounted on the front wheels 5, 5, the internal combustion engine or the motor housed in the vehicle body 2 of the conventional vehicle is Will be housed in. Further, by adopting a three-phase AC induction motor for the in-wheel motor 11 and driving the in-wheel motor 11 by the inverter 21, it is possible to reduce the weight because a mechanism such as a transmission, which has been conventionally required, is unnecessary. As a result, an open space can be secured in the vehicle body 2, so that the space for mounting the battery 20 and the like can be expanded and the traveling distance can be extended.

  Further, particularly by adopting the in-wheel motor 11, it is possible to improve the vehicle motion control ability, to realize the vehicle motion which was difficult in the conventional vehicle, to achieve the excellent anti-slip control and to improve the running stability of the vehicle. Has the effect.

  In the above description, the front wheels 5 and 5 are the driving wheels, the rear wheels 7 and 7 are the non-driving wheels, and the in-wheel motor 11 for driving the front wheels 5 and 5 is mounted. , 7 as driving wheels and the front wheels 5, 5 as non-driving wheels, the in-wheel motor 11 can be attached to the rear wheels 7, 7. That is, the use of the in-wheel motor 11 is not limited to the front wheels 5, 5. Further, in the present embodiment, the case of using the in-wheel motor 11 has been described, but the system for generating and storing electric energy from regenerative energy is not limited to using the in-wheel motor 11, and regenerative power generation is possible. It does not have to be the in-wheel motor 11 as long as it has a function, and it does not matter what kind of motor it is.

  Further, the superconducting power storage system and platform for an electric vehicle according to the present invention is not limited to an electric vehicle, and for example, an in-wheel instead of an electric motor mounted in a conventional hybrid vehicle or electric vehicle. There is no problem in using the motor 11 as a system for generating and storing electric energy from regenerative energy.

<Third Electric Energy Generating and Storage System of the Present Invention>
Next, as an example of using together natural energy such as solar power generation, wind power generation, or solar thermal power generation, which is the third electric energy generation / storage system of the present invention, first, the energy of sunlight is generated by solar power generation by the solar panel 30. A system for creating and storing electric energy will be described.

  As shown in FIG. 8, the solar panel 30 is composed of, for example, a flat plate-shaped solar cell 31 made of a silicon substrate and having a size of 150 mm × 150 mm. The solar cell 31 receives sunlight to generate a DC voltage of 0.5V to 1.2V, for example. However, since the voltage of the solar cell 31 alone is too low to drive the in-wheel motor 11, the necessary number of solar cells 31 are connected in series and used.

FIG. 9 shows an example of a solar panel 30 configured by arranging a plurality of solar cells 31.
This figure is an example of a total of 60 sheets, which is 6 sheets in the horizontal direction and 10 sheets in the vertical direction. The solar cell 31 is sealed in order to withstand the surrounding environment, is reinforced by a frame 32 in order to have overall strength, and is mounted on the roof or hood of the vehicle as shown in FIG. Alternatively, the structure may be embedded on the roof or hood of the vehicle.

  FIG. 10 shows a connection example when a plurality of solar cells 31 are connected in series to obtain a required voltage. The solar cells 31 arranged on the solar panel 30 are connected in series by an interconnector 33 in a daisy chain shape as shown in the figure, and the terminal ends are led out to the back and connected to the output terminals 34.

  FIG. 11 shows a circuit diagram of the solar panel 30, the DC-DC converter 22, and the battery 20. The solar panel 30 is connected to the input of the DC-DC converter 22 via the output terminal 34, and the output of the DC-DC converter 22 is connected to the battery 20.

  The output voltage of the battery 20 is generally about DC300V to DC400V. On the other hand, the output voltage of the solar panel 30 is determined by the product of the output voltage of the solar cell 31 alone and the number of sheets used. However, since the solar cell 31 is limited in the surface area of the vehicle, the number of sheets used is limited, and it may not be possible to set the voltage higher than the output voltage of the battery 20. The DC-DC converter 22 boosts the DC output voltage of the solar panel 30 to a DC voltage required for charging the battery 20. That is, by using the DC-DC converter 22, the DC output voltage of the solar panel 30 can be converted into a DC voltage that can charge the battery 20, and the restriction on the number of solar cells 31 used can be solved. .

  As described above, according to the system for generating and storing electric energy from the energy of sunlight by the photovoltaic power generation, the solar panel 30 is provided on the vehicle surface such as the roof of the vehicle, and the electricity generated by the photovoltaic power generation is DC- Since the battery 20 is configured to be charged via the DC converter 22, it is possible to generate and store electricity not only while traveling but also when the vehicle is parked or stopped.

  For this reason, the battery can be used for traveling of the vehicle without requiring time for charging after use, and it is possible to further improve energy efficiency and extend the traveling distance. Further, since no fuel is required and no exhaust gas is generated, it is possible to achieve low CO2 and low environmental load.

  Next, an example of generating and storing electric energy from wind energy by wind power generation will be described. As shown in FIG. 12, a plurality of wind power generators 80 for performing wind power generation are arranged below the roof of the vehicle and the front part of the vehicle body 2. By disposing the wind power generator 80 at this position, the running air hits the front part of the vehicle body 2 and then flows rearward along the surface of the vehicle body 2. Therefore, the air hitting the roof of the vehicle or the lower front portion of the vehicle body 2 hits the wind turbines 81 provided in the respective wind power generators 80, and the wind turbines 81 are rotated to drive the wind power generators 80 to generate power. , And is discharged to the lower surface of the vehicle body 2 and the rear of the vehicle body 2 via the duct 86.

  As for the structure of the wind power generator 80, as shown in FIG. 13, the rotating shaft of the wind turbine 81 is connected to the speed increaser 82. The speed increaser 82 increases the rotation speed of the wind turbine 81. The rotary shaft 83 of the speed increaser 82 is connected to the generator 84, which drives the generator 84 to generate electricity.

As the generator 84, for example, the coreless permanent magnet generator 40a described with reference to FIGS. 3 and 4 may be used.
The electricity generated by the plurality of generators 84 is converted into a DC voltage by the converters 24 connected to each of the generators 84, boosted, integrated through the respective diodes 28, and charged in the battery 20. As described above, electric energy can be created and stored from the wind energy obtained during traveling. Needless to say, even when the vehicle is parked or stopped, it is possible to generate electricity day and night as long as the wind blows and the windmill 81 rotates.

  Therefore, energy efficiency can be further improved, and since wind power generation can be performed day and night, it is possible to perform power storage not only while traveling but also when the vehicle is parked or stopped, and it is possible to extend the traveling distance. At the same time, the number of times of charging can be reduced.

  Next, an example of creating and storing electric energy from solar thermal energy by solar thermal power generation will be described. The solar thermal power generator 90 is arranged on the roof of the vehicle, as shown in FIG. As shown in FIG. 15, the configuration of the solar thermal power generator 90 includes a substantially rectangular condenser mirror 92 curved in a parabolic cross section for collecting sunlight in a thin rectangular casing 91 in the left-right direction of the vehicle body 2. Multiple units are installed side by side. The surface of the condenser mirror 92 is mirror-finished. For example, heat collecting tubes 93 for passing a liquid such as water are arranged at respective focal positions, and both ends of each heat collecting tube 93 are brought to the header 99. The lines are connected and integrated.

  When the sunlight 119 hits the condensing mirror 92, the sunlight 119 that hits the condensing mirror 92 is reflected and condensed at its focal point. The liquid in the heat collecting tube 93 located at the focal point is heated by the collected solar rays to become high-temperature vapor in the heat collecting tube 93. The steam generated in the plurality of heat collecting tubes 93 is integrated into the header 99 and led to the turbine 94 to rotate the turbine 94 and drive the generator 95 connected to the turbine 94 to generate electricity. The electricity generated by the generator 95 is converted into a DC voltage by the converter 25, boosted and charged in the battery 20. As described above, electric energy can be created and stored from solar thermal energy.

  On the other hand, the steam that has rotated the turbine 94 is cooled by the fan 98 provided in the condenser 96 and returns to liquid. The liquid is again sent to each heat collecting tube 93 by the pump 97, is heated by the condensing mirror 92 to become vapor, is led to the turbine 94 in the same manner as described above, and rotates the turbine 94 to drive the generator 95. Generate electricity. In this way, the liquid in the heat collecting tube 93 plays a role of converting solar heat energy into electric energy while circulating. The heat collecting tube 93 is schematically illustrated in FIG. 14 and FIG. 15 as a single tube, but in actuality, it is made into a thin tube and bent back and forth plural times to lengthen the path length to enhance the heat collecting effect. I am configuring.

  Further, when the ignition key is pulled out while the vehicle is parked or parked, the condenser mirror 92 may be driven by a motor (not shown) so as to be shielded by a shutter in order to stop the power generation. Further, by combining a motor and a chain (not shown), the condensing mirror 92 can be rotated 180 degrees around the heat collecting tube 93 so as to cover the heat collecting tube 93 and stop the solar thermal power generation. It goes without saying that, if the solar power generation is performed and the battery 20 is charged even when the vehicle is parked or stopped, it is possible to perform power storage not only while traveling but also when the vehicle is parked. Further, there is an effect that exhaust heat generated from the turbine or the like can be used for heating the inside of the vehicle. The other effects are the same as those of the wind power generation, so the description thereof will be omitted.

  As described above, according to the third electric energy creation / storage system of the present invention, by using natural energy such as solar power generation, wind power generation, or solar thermal power generation together, energy efficiency is improved and mileage is extended. In addition to being able to operate, it is possible to generate and store electric power not only while traveling but also when the vehicle is parked and stopped, and the number of times of charging can be reduced. Further, since no fuel is required and no exhaust gas is generated, the advantages of low CO2, low fuel consumption, electric power storage, etc. can be utilized to make a great contribution to environmental protection and global warming countermeasures.

Furthermore, by using natural energy in combination, power storage is continued even when the vehicle is not in use, so in the event of a power outage in the area, the electric vehicle according to the present invention can be operated via a V2H (Vehicle to Home) device. The stored electricity can be used as a household power source, and can be used as an emergency power source device.
Of course, if the vehicle is sufficiently charged and there is no plan to use the vehicle for the time being, it may be used as a normal household power source via the V2H device.

<Control operation of electric energy generating / storage system of the present invention>
Next, the control operation of the first to third electric energy generation / storage systems of the present invention will be described with reference to the system diagram of the control signals of the present system of FIG. 16 and the flowchart of FIG. 17 for explaining the control of the system.

  As shown in FIG. 16, the controller 100 that performs the system control according to the present embodiment includes, for example, a microcomputer 101, a communication circuit 102, a digital input circuit 103, an analog input circuit 104, a digital output circuit 105, and an analog output circuit 106. It is configured. Further, inside the microcomputer 101, a CPU that performs arithmetic processing, a ROM that stores a control program, a RAM that temporarily stores data and the like, a comb port that communicates with an external device, and an analog signal input such as a temperature signal are digital signals. A / D converter for converting to digital, D / A converter for converting digital data such as CPU calculation result to analog signal, D / I port for processing input / output signals such as contact signal, D / O port, etc. It consists of

  The controller 100 is mounted on a printed circuit board and, as shown in FIG. 1, is housed in a circuit board case and disposed inside the vehicle. As shown in FIG. 16, the controller 100 includes a detection signal of an accelerator operation detection unit 111 that detects an operation of an accelerator pedal 110, a detection signal of a brake operation detection unit 113 that detects an operation of a brake pedal 112, and an alarm signal generation unit 114. Input processing of various alarm signals from and the signal of the temperature sensor 131 provided in the inner tank container 62 of the refrigerating apparatus 60. Further, on / off control of the connecting device 71 and the refrigerator 65 and output processing of control signals for the boiling point of the liquid nitrogen 130 and the temperature of the freezing point are performed by the heater 132 provided in the inner tank container 62 of the refrigerator 60. Further, the measurement data, the alarm type, the control output state, etc. are output to the setting display unit 117, and the setting display unit 117 displays them.

  The alarm signal generation unit 114, for example, based on the detection signal from the radar 115 provided in the front portion of the vehicle body 2 and the image information in the forward direction from the camera 116 provided in the vehicle, for example, the front inter-vehicle distance, the front collision, the front collision at low speed, The pedestrian collision and lane departure obstacles and fallen objects on the road, landslides and depressions on the road are judged, and an alarm signal is output. Of course, the alarm signal is not limited to these, and it goes without saying that when other obstacles related to traffic safety are detected, the same process determination is performed and the alarm signal can be output. The controller 100 inputs these alarm signals from the alarm signal generator 114. Although this alarm signal is input / output to / from the controller 100 via the communication circuit 102, it may be configured to be input / output via the digital input circuit 103 or the digital output circuit 105.

  Hereinafter, while omitting the same parts as those already described, the control operation of the present system will be mainly described with reference to the system diagram of FIG. 16 and the flowchart of FIG. The refrigeration system 60 will be described by taking the configuration of FIG. 5 as an example. In step (S01) of FIG. 17, the controller 100 inputs an accelerator operation signal from the accelerator operation detection unit 111, and in step (S02), determines whether or not the accelerator pedal 110 is depressed. When the accelerator pedal 110 is depressed, in step (S03), a control signal for disconnecting (turning off) the generator 40 is output to the coupling devices 71, 71. This control signal causes the coupling devices 71, 71 to disconnect the axles 72, 72 of the rear wheels 7, 7 from the generators 40, 40, so that the generators 40, 40 are turned off.

Further, the controller 100 outputs to the setting display unit 117 a display signal with the generators 40, 40 turned off. The setting display unit 117 receives the signal and displays that the generators 40, 40 are turned off. Then, go to step (S07).
The controller 100 may be configured to display that the generators 40, 40 have been turned off after receiving an answerback signal (not shown) from the generators 40, 40. Hereinafter, the display method of the operating state of the controlled object is the same.

  When it is determined in step (S02) that the accelerator pedal 110 is not depressed, a brake operation signal is input from the brake operation detection unit 113 in step (S04), and the brake pedal 112 is operated in step (S05). Determine whether you are stepping on. When the brake pedal 112 is depressed, in step (S06), a control signal for connecting (turning ON) the generators 40, 40 is output to the connecting device 71. By this control signal, the coupling devices 71, 71 couple the axles 72, 72 of the rear wheels 7, 7 with the generators 40, 40, and the generators 40, 40 start power generation. If the brake pedal 112 is stopped after the brake pedal 112 is pressed and the accelerator pedal 110 is not pressed after that, the state in which the generators 40, 40 are connected (turned on) is maintained. To be done.

  Further, a display signal for turning on the generators 40, 40 is output to the setting display unit 117. The setting display unit 117 receives the signal and displays that the generator 40 is turned on. Then, go to step (S07).

  If the brake pedal 112 is not depressed in step (S05), the process proceeds to step (S07).

  In step (S07), the controller 100 inputs the signal from the alarm signal generator 114, and in step (S08), determines whether or not there is an alarm signal. If there is an alarm signal, in step (S09), a control signal for connecting (turning ON) the generators 40, 40 is output to the connecting devices 71, 71. Further, a display signal for turning on the generators 40, 40 is output to the setting display unit 117.

Further, in step (S10), a display signal of alarm generation (alarm ON) is output to the setting display unit 117. Upon receiving this signal, the setting display unit 117 displays that the generators 40, 40 have been turned ON and that an alarm has been issued (alarm ON). Then, go to step (S12).
In addition, the controller 100 receives a signal from the alarm signal generation unit 114 to determine the type of the alarm, and displays a type of the alarm such as a front vehicle distance alarm or a front vehicle collision on the setting display unit 117. Is output.

  When the connecting devices 71, 71 connect the axles 72, 72 of the rear wheels 7, 7 to the generators 40, 40 by the control signal for connecting the generator 40, the generators 40, 40 start power generation. Thus, for example, when a front inter-vehicle distance alarm is issued, the generators 40, 40 are connected and thus act as a regenerative brake to decelerate the vehicle and avoid a collision. Of course, in this case, when the driver notices and depresses the brake pedal 112, the generators 40, 40 are connected (turned on) also in step (S06), so that the vehicle can be decelerated. Further, if the vehicle is equipped with an auto cruising function that is a system different from the present invention, it goes without saying that this system automatically applies the brakes, decelerates, and operates to avoid a collision. Nor.

  If there is no alarm signal in step (S08), an alarm cancellation display signal (alarm OFF) is output to the setting display unit 117 in step (S11). Then, go to step (S12). When there is no alarm signal, it is not necessary to output a control signal for disconnecting (turning off) the generators 40, 40 to the coupling devices 71, 71, because when the accelerator pedal 110 is stepped on, power is generated. This is because it is sufficient to output a control signal for disconnecting (turning off) the machines 40, 40.

  In step (S12), the controller 100 inputs the signal of the temperature sensor 131 provided inside the inner tank container 62, converts the signal into a digital signal by the built-in A / D converter, and in step (S13). Then, the digital signal is subjected to arithmetic processing such as scaling to measure the temperature, and in step (S14), a signal indicating the measured temperature is output to the setting display unit 117. The setting display unit 117 displays the measured temperature of the liquid nitrogen 130. The refrigerating apparatus 60 of FIG. 5 includes a total of three temperature sensors 131, but steps (S12 to S14) such as temperature measurement and temperature display perform processing on all three.

 In step (S15), it is determined whether the temperature is equal to or higher than the boiling point of the liquid nitrogen 130. If it is lower than the boiling point, in step (S16), a signal for stopping (turning off) the cooling by the refrigerating apparatus 60 is output. Further, the display signal for turning off the cooling by the refrigerating apparatus 60 is output to the setting display unit 117. Upon receiving this signal, the setting display unit 117 displays that the cooling by the refrigeration system 60 is OFF. Then, go to step (S18).

  If the temperature is equal to or higher than the boiling point of the liquid nitrogen 130, a signal for turning on the cooling by the refrigerating apparatus 60 is output in step (S17). Further, a display signal indicating that the cooling by the refrigeration system 60 is turned on is output to the setting display unit 117. Upon receiving this signal, the setting display unit 117 displays that cooling by the refrigerating device 60 is turned on. Then, go to step (S18). If even one of the three temperature sensors 131 has a boiling point or higher, the cooling is controlled with priority.

  In step (S18), it is determined whether the temperature has reached the temperature near the freezing point of the liquid nitrogen 130. If the temperature near the freezing point has been reached, a signal for turning off the cooling by the refrigerating apparatus 60 is output in step (S19). Further, in step (S20), an ON signal is output to the heater 132 provided inside the inner tank container 62. Further, the display signal for turning off the cooling by the refrigerating apparatus 60 is output to the setting display unit 117, and the display signal for turning on the heater 132 is output. The heater 132 is energized by an ON signal, and the heater 132 generates heat to raise the internal temperature of the inner tank container 62 and prevent the liquid nitrogen 130 from solidifying. Upon receiving this signal, the setting display unit 117 displays that cooling by the refrigerating apparatus 60 is OFF and that the heater 132 is ON. If even one of the three temperature sensors 131 has reached a temperature near the freezing point, the control is performed by giving priority to the temperature not lower than the freezing point.

  The reason why the inside of the inner vessel 62 is heated by the heater 132 is that the boiling point of the liquid nitrogen 130 is 77.3K, but the freezing point at which it becomes solid is 63K, and the temperature difference between the two is slight, so if it is overcooled. This is to prevent the liquid nitrogen 130 from becoming solid so that the liquid nitrogen 130 cannot be circulated, and as a result, the generator 40 cannot be cooled and the superconducting phenomenon does not occur.

After the above processing is completed, the process returns to step (S01).
The temperature near the freezing point is slightly higher than the freezing point, but it may be written as a fixed value in the ROM in the microcomputer 101 in advance, or an arbitrary value may be set in the RAM in the microcomputer 101. It may be settable from the display unit 117.

  When the measured temperature has not reached the temperature near the freezing point, the heating signal output of the heater 132 provided inside the inner tank container 62 is turned off in step (S21). Further, the display signal for turning off the heater 132 is output to the setting display unit 117. Upon receiving this signal, the setting display unit 117 displays that the heater 132 has been turned off. Then, the process returns to step (S01).

  Although the heater 132 may be ON / OFF controlled, the current value to be applied to the heater 132 in order to make it equal to or higher than the freezing point temperature is calculated from the difference between the measured temperature of the liquid nitrogen 130 and the temperature near the freezing point. By converting the calculated value into an analog signal by the built-in D / A converter and supplying a current corresponding to the analog signal to the heater 132, finer temperature control can be performed. In the embodiment of FIG. 5, the heater 132 is provided only in the vacuum heat insulating container 61b, but it may be provided in each vacuum heat insulating container 61a to perform heating for preventing supercooling. In this case, in steps (S15 to S21), the heater 132 provided in each vacuum heat insulating container 61a is also processed.

  As described above, according to the control operation of the system of the first to third electric energy generation / storage systems of the present invention, when the brake pedal 112 is depressed, the controller 100 forwards from the alarm signal generation unit 114. When an alarm such as an inter-vehicle distance or a frontal collision is generated, or when the brake pedal 112 is stepped on, the brake pedal 112 is stopped, and the accelerator pedal 110 is not stepped on thereafter, the generators 40, 40 Is connected to the rear wheels 7, 7 to generate electric power and control the battery 20 to be charged.

  Further, in step (S02), when the accelerator pedal 110 is not depressed, the generators 40, 40 are immediately connected to the rear wheels 7, 7 to generate electricity to act as a regenerative brake and charge the battery 20. It can also be controlled. In step (S05), when the brake pedal 112 is depressed, the vehicle is braked by a hydraulic system that is different from this system, so the regenerative power generation amount is adjusted to balance the regenerative power generation. It can also be configured to do so.

As a result, electric energy is created and stored, and in these cases, the generators 40, 40 act as a braking device, so that the braking distance of the vehicle can be shortened and the occurrence of a traffic accident can be prevented. This has a great effect of ensuring the safety of passengers.
In addition to the above-described predetermined case, when it is necessary, the power generation mode is set in the setting display unit 117, and during the period when the setting is effective, the generators 40, 40 are constantly operated except in the above case. The rear wheels 7, 7 are connected to generate power and generate and store electricity. Therefore, superconducting power generation can be performed during acceleration.

  Further, the temperature of the liquid nitrogen 130 in the inner tank container 62 is measured, and the operation of the refrigerating apparatus 60 is controlled to appropriately control the temperature of the liquid nitrogen 130, and the heater 132 is used to prevent supercooling. By heating by heating the liquid nitrogen 130, it is possible to prevent vaporization or solidification of the liquid nitrogen 130, and it is possible to avoid the trouble that disables the superconducting power generation of the generator 40.

  The superconducting wound power storage system for electric vehicles and the platform 1 according to the present invention described in the above embodiments are not limited to the above-described embodiments, and the configurations disclosed in the above-described embodiments are mutually exclusive. A configuration in which the configurations are replaced or the combination is changed, a configuration in which the configurations disclosed in the known invention and the above-described embodiments are mutually replaced or the combination is changed, and the like are also included. Further, the technical scope of the present invention is not limited to the above-described embodiments, but extends to the matters described in the claims and equivalents thereof.

DESCRIPTION OF SYMBOLS 1 Superconducting electric power storage system and platform for electric vehicles 2 Vehicle body 5 Front wheel 7 Rear wheel 11 In-wheel motor 20 Battery 21 Inverter 22 DC-DC converter 23-25 converter 30 Solar panel 31 Solar cell 40 Generator 40a Coreless permanent magnet Generator 60 Refrigerator 61 Vacuum insulation container 61a, b Vacuum insulation container 62 Inner tank container 63 Outer tank container 65 Refrigerator 66 Compressor 71 Coupling device 72 Axle 80 Wind power generator 90 Solar heat generator 92 Condensing mirror 100 Controller 101 Micro Computer 114 Alarm signal generator 117 Setting display 130 Liquid nitrogen 131 Temperature sensor 132 Heater

Claims (12)

  In an electric vehicle, a generator that is coupled to non-driving wheels when decelerating or needs to be decelerated, a refrigerating device that cools the generator, and the generator is cooled by the refrigerating device to generate superconducting power. A superconducting wound energy storage system and platform for an electric vehicle, comprising: a battery that charges the generated electricity.   An electric vehicle, comprising at least one of an electric motor that drives drive wheels and regenerates power, and a power generation device that uses natural energy, and a device that charges a battery with electricity generated by the electric motor or power generation device. 2. The superconducting wound energy storage system and platform for an electric vehicle according to claim 1, wherein   The superconducting wound energy storage system and platform for an electric vehicle according to claim 2, wherein the electric motor that drives the drive wheels and regenerates power is an in-wheel motor.   The superconducting power storage system and platform for an electric vehicle according to claim 2, wherein the power generator using natural energy is at least one of solar power generation, wind power generation, and solar thermal power generation.   A photovoltaic power generation device includes a solar panel provided on a vehicle surface such as a roof of a vehicle or a hood, and a DC-DC converter that boosts a DC voltage generated by the solar panel by sunlight to a voltage with which a battery can be charged. 5. The superconducting wound energy storage system and platform for an electric vehicle according to claim 4, wherein   BACKGROUND OF THE INVENTION A power generation device using wind power generation includes a generator that generates power by a wind turbine that is rotated by wind force and that is disposed on the roof of a vehicle or the front part of a vehicle body, and a converter that converts the generated voltage of the generator into a voltage with which a battery can be charged. The superconducting wound energy storage system and platform for an electric vehicle according to claim 4, characterized by comprising:   BACKGROUND OF THE INVENTION A power generation device using solar thermal power generation includes a condenser mirror that is arranged on the roof of a vehicle and that has a parabolic cross section that collects sunlight, and a heat collection tube that is disposed at the focal point of the condenser mirror and through which liquid passes. 5. A turbine generator that is driven by steam generated in a heat tube to generate electric power, and a converter that converts a generated voltage of the generator into a voltage that can be charged in a battery. Superconducting energy storage system and platform for electric vehicles.   The superconducting creation power storage system and platform for an electric vehicle according to claim 1, wherein the electric vehicle is a hybrid vehicle or an electric vehicle.   The superconducting wound energy storage system and platform for an electric vehicle according to claim 1, wherein the refrigerant used for cooling the generator in the refrigeration apparatus is liquid nitrogen.   The superconducting wound energy storage system and platform for an electric vehicle according to claim 1, wherein the refrigerant used for cooling the generator in the refrigeration apparatus includes liquid helium or a liquid cooling medium in general.   In order to connect a generator that generates power in the superconducting state to non-driving wheels, accelerator pedal depression detection means, brake pedal depression detection means, alarm signal generation means, and signals from each means are used for deceleration or deceleration. The superconducting wound energy storage system and platform for an electric vehicle according to claim 1, further comprising: a means for determining necessity and a means for connecting or disconnecting a non-driving wheel to a generator by the determination means. .   The temperature control of the refrigerating apparatus is provided with a temperature sensor for measuring the temperature of the refrigerant filled in the adiabatic tank, and means for heating the refrigerant, and cooling is performed when the temperature measured by the temperature sensor is equal to or higher than the boiling point of the refrigerant. However, when the temperature is below the boiling point, the cooling is stopped, and when the temperature is below the freezing point, the cooling is stopped and the refrigerant is heated by means for heating the superconducting vehicle. Energy storage system and platform.

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