JP4123691B2 - Mobile body having a hybrid drive source using a fuel cell - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a moving body that moves by using a motor generator and a heat engine, which are powered by a fuel cell and a capacitor, as drive sources.
[0002]
[Prior art]
In recent years, a vehicle that travels by a motor generator using a fuel cell as a power source has been proposed. A fuel cell refers to a device that generates electricity by an electrochemical reaction between hydrogen and oxygen. Since the fuel cell mainly emits water vapor and does not contain harmful components, it has the advantage of being very environmentally friendly.
[0003]
In addition to a fuel cell, a vehicle has been proposed that includes a capacitor as a power source and also uses a heat engine as a drive source. By providing two types of drive sources with different characteristics, such a vehicle has an advantage that efficient driving can be realized by combining the advantages of both.
[0004]
[Problems to be solved by the invention]
In the case where there are three types of energy output sources that output electric power or mechanical power, namely, a fuel cell, a capacitor, and a heat engine, efficient use of these has not been sufficiently studied. Although some studies have been made on the proper use of the motor generator and the heat engine that use only the battery as the power source, there has been little study on the case where the two types of power sources are used properly. Such a problem has occurred in a state that can occur not only in vehicles but also in moving bodies such as ships and airplanes.
[0005]
An object of the present invention is to improve driving efficiency, responsiveness, and the like by properly using a moving body including a fuel cell, a capacitor, and a heat engine.
[0006]
[Means for solving the problems and their functions and effects]
In order to solve the above-described problems, the present invention provides a moving body that uses a motor generator and a heat engine as power sources, which are powered by a fuel cell and a storage battery.
First control means for selectively using the motor generator and the heat engine while preferentially using the capacitor as the power source;
Second control means for driving the motor generator and the heat engine separately while preferentially using the fuel cell as the power source;
Based on a predetermined switching condition, switching control means for switching and using the first control means and the second control means is provided. The moving body here includes, for example, a vehicle, an aircraft, and a ship. The accumulator includes various mechanisms capable of heavy electric discharge such as a secondary battery and a capacitor. The first control means and the second control means may be configured as separate circuits, or two functions may be constructed in software within a single control unit.
[0007]
In such a configuration, efficient operation can be realized by properly using the control mode in which the battery is preferentially used and the control mode in which the fuel cell is preferentially used. While the fuel cell has high operating efficiency, it has characteristics such that power cannot be generated unless fuel is replenished after fuel consumption, and responsiveness is low. A capacitor has the opposite characteristics. Therefore, there are cases where it is more advantageous to use a fuel cell as a power source and cases where it is more advantageous to use a capacitor depending on the situation of the moving body. From this point of view, the hybrid vehicle of the present invention can improve driving efficiency by properly using the two control modes described above.
[0008]
Unlike the method of the present invention, the fuel cell, the capacitor, and the heat engine are selectively used in a single control mode using all parameters related to the power source, that is, the switching condition between the motor generator and the heat engine and the motor. It is possible to realize. However, this method makes the energy output source selection process very complicated. In the present invention, it is possible to simplify the control process by selecting the power source in the form of switching the control mode, in other words, separately processing the power source selection and the power source selection. . According to the present invention, since it is possible to perform the power source switching determination and the power source switching determination at different periods, the frequency of the power source switching determination is increased without causing an extreme increase in processing load. It is possible.
[0009]
Here, “priority use” means that power is mainly output from one of the battery and the fuel cell, and is not limited to a mode in which only one of them is used as a power source. For example, an aspect in which more than half of the requested power is output from one of the power sources and the remaining power is compensated by the other power source is included. In addition, a mode is also included in which the power is compensated for by the other power source only when the required power cannot be output from one power source.
[0010]
The electric motor and the heat engine can be used properly according to various conditions. As an example, it can be used properly according to the moving speed and required power of the moving body. Focusing on the fact that the electric motor has characteristics superior to those of the heat engine in terms of noise and environment, the electric motor may be properly used according to these requirements. Furthermore, it is good also as what is used properly according to the operation state of the operation part used for a driving | running | working of a mobile body. It may be used properly based on the storage status of the battery and the remaining amount of fuel for the fuel cell (hereinafter referred to as “FC fuel”). From the viewpoint of avoiding a sense of incongruity during operation, it is preferable that the conditions regarding the proper use of the electric motor and the heat engine be constant regardless of the power source, but different conditions may be applied for each control mode.
[0011]
The switching of the control mode in the present invention can be performed, for example, under the following conditions.
[0012]
As a 1st aspect, when the movement state detection means which detects the movement state of a moving body is provided, it can switch on the conditions decided based on the movement state. The movement state includes the speed and kinetic energy of the moving body. Since the electric power required for the electric power source of the electric motor is closely related to the motion state of the moving body, switching according to the electric power requirement can be realized by using the electric power.
[0013]
As a second aspect, in the case where the regeneration predicting means for predicting the probability of occurrence of regeneration by the motor generator is provided, switching is performed so that the first control means is used when the motor is in an exercise state in which the probability is a predetermined value or more. be able to. When the probability of regeneration is high, the regenerated electric power can be stored quickly by using the battery as a power source in advance. Here, the probability of regeneration need not be quantitatively performed. It may be a stepwise prediction such as large, medium and small. Such prediction can be performed based on, for example, the operation state of the operation unit used for driving the moving body. For a vehicle, for example, it can be determined that the regeneration probability is high when the accelerator opening is fully closed.
[0014]
In addition, when a speed detection unit that detects the moving speed of the moving body is provided, regeneration may be predicted based on the moving speed. When the moving speed is high, there is a high possibility that deceleration is required after that, and it can be said that the probability of regeneration is high.
[0015]
When the moving body is a vehicle and the future driving route is known by the navigation system, the regeneration probability may be predicted based on the gradient of the route. For example, when the route is a downhill road, it can be predicted that the regeneration probability is high. Further, it may be determined whether or not the road is a downhill road based on a comparison between the output power and the acceleration of the vehicle, and in the case of the downhill road, it may be predicted that the regeneration probability is high.
[0016]
As a third aspect, in the case of including a first detection unit that detects a parameter related to the power output efficiency of the fuel cell and a second detection unit that detects a parameter related to the power output efficiency of the battery, It can be switched by comparing the output efficiency of the electric power from the battery. In this way, highly efficient operation can be realized. The power output efficiency varies depending on parameters such as the temperature of the fuel cell and the battery and the required power. The switching can be realized by, for example, a method in which the relationship between these parameters and power output efficiency is stored in advance as a function or a map, and the efficiency is sequentially obtained by referring to the function and a power source with higher efficiency is selected. Further, a map that gives a flag for specifying a power source with high efficiency according to a parameter may be prepared and used separately by referring to the map.
[0017]
As a fourth aspect, when provided with a fluctuation detecting means for detecting fluctuations in required power, switching can be performed based on a comparison between fluctuations and responsiveness of the fuel cell. In general, since a fuel cell has lower responsiveness than a storage battery, it may not be able to follow when the required power fluctuates greatly. Therefore, by using the fuel cell in a situation where the fluctuation of the required power is relatively small, it is possible to realize power supply in accordance with the responsiveness of the required power. Since the responsiveness of the fuel cell varies depending on various parameters such as temperature and required power, the switching condition may be varied according to these parameters.
[0018]
The various conditions shown in the first to fourth aspects may be applied in combination. The present invention can be configured in various modes such as a moving body control method and a driving source selection method in addition to the above-described structure as a moving body.
[0019]
Further, the present invention integrates the functions of the first control unit, the second control unit, and the switching unit described above, and when the motor generator and the heat engine are driven separately, the battery and the fuel are used as the power source. Control means for determining the priority of use of the battery and selectively using the power source and the drive source based on the determination may be provided. Also in this case, it is needless to say that various conditions shown in the first to fourth aspects can be applied.
[0020]
DETAILED DESCRIPTION OF THE INVENTION
With respect to the embodiment of the present invention, an example applied to a hybrid vehicle will be described by dividing it into the following items.
A. Device configuration:
B. General behavior:
C. Operation control:
C1. Control mode switching process:
C2. Drive control processing:
D. Second embodiment:
[0021]
A. Device configuration:
FIG. 1 is a schematic configuration diagram of a hybrid vehicle as an embodiment. The power source of the hybrid vehicle of this embodiment is the engine 10 and the motor 20. As shown in the figure, the power system of the hybrid vehicle of this embodiment is configured by connecting the engine 10, the input clutch 18, the motor 20, the torque converter 30, and the transmission 100 in series from the upstream side. The output shaft 15 of the transmission 100 is coupled to the axle 17 via a differential gear 16. The input clutch 18 is a mechanism that interrupts transmission of power between the crankshaft 12 of the engine 10 and the motor 20.
[0022]
Various heat engines can be applied to the engine 10. In this embodiment, a normal gasoline engine is used. As the motor 20, either a direct current motor or an alternating current motor can be applied. In this embodiment, a three-phase synchronous motor is used. The motor 20 is rotated by the three-phase AC generated by the drive circuit 52 configured as a transistor inverter. As a power source for the motor 20, a battery 50 and a fuel cell 54 are provided. The motor 20 also functions as a generator by being forced to rotate by an external force.
[0023]
The torque converter 30 is a so-called fluid coupling. As the transmission 100, a stepped transmission having five forward speeds and one reverse speed was used. Switching of the gear stage of the transmission 100 is realized by the hydraulic control unit 104 switching the hydraulic system from the pump 102 to the transmission 100. Note that the shift range of the gear position can be adjusted by the driver operating the shift lever. The shift lever can select parking (P), reverse (R), neutral (N), drive position (D), and positions 4 to L. The shift stage is performed in a range set in advance according to each shift position.
[0024]
In addition to the power transmission system to the axle 17, an auxiliary machine driving device 82 is coupled to the engine 10. The auxiliary machine includes a compressor for an air conditioner, a pump for power steering, a pump for cooling the fuel cell 54, and the like. Here, the auxiliary machines driven by using the power of the engine 10 are collectively shown as an auxiliary machine driving device 82. Specifically, the accessory driving device 82 is coupled to a pulley provided on the crankshaft of the engine 10 via the accessory clutch 19 via a belt, and is driven by the rotational power of the crankshaft.
[0025]
An auxiliary machine driving motor 80 is also coupled to the auxiliary machine driving device 82. As the accessory driving motor 80, either a DC motor or an AC motor can be applied. In this embodiment, a three-phase synchronous motor is used. The auxiliary machine drive motor 80 is a drive circuit 56 configured as a transistor inverter, and rotates by a three-phase alternating current generated using the battery 50 and the fuel cell 54 as power sources. When the engine 10 is not in operation, the accessory drive motor 82 can be driven by the accessory drive motor 80. At this time, the clutch 19 is released to reduce the load. The auxiliary machine drive motor 80 also functions as a generator that generates electric power using the power of the engine 10. The electric power thus generated can be charged in the battery 50.
[0026]
Between the drive circuits 52 and 56 and each power source, there are provided selector switches 51 and 55 that can switch the connection state to three places. By the operation of the changeover switch 55, the fuel cell 54 is connected to the drive circuit 56 (circuit a in the figure), connected to the drive circuit 52 (circuit b in the figure), and connected to the battery 50. Three connection states of the state (circuit c in the figure) can be realized. Similarly, by the operation of the changeover switch 51, the battery 50 can switch the selection destination to three types: the drive circuit 56, the drive circuit 52, and the fuel cell 54.
[0027]
The operation of each unit described above is controlled by the control unit 70. The control unit is configured as a microcomputer including a CPU, a memory, and the like inside. Various signals necessary for execution of the control are input to the control unit 70. The input signals include a remaining amount sensor 76 for detecting the remaining amount of FC fuel in the fuel tank FC for the fuel cell 54, a vehicle speed sensor 78, a temperature sensor 54s for the fuel cell 54, a remaining capacity sensor 50s for the battery 50, and the like. It is done. In addition, signals from various sensors such as operation states of an accelerator pedal, a brake pedal, a shift lever, a parking brake, and the like are input to the control unit 70, but the illustration is omitted here.
[0028]
The control unit 70 is provided with various functional blocks for realizing control. In FIG. 1, a BT priority control unit 71 and an FC priority control unit 72 are shown as functional blocks characteristic of the present embodiment. The BT priority control unit 71 drives and controls the engine 10 and the motor 20 in a control mode in which the power supply of the battery 50 is preferentially used. The FC priority control unit 72 controls the driving of the engine 10 and the motor 20 in a control mode in which the fuel cell 54 is preferentially used. The control unit 70 performs operation control while properly using these functional blocks. In the present embodiment, these functional blocks are configured as software, but of course, they may be configured as hardware.
[0029]
B. General behavior:
The hybrid vehicle of the present embodiment travels by using two power sources, that is, the engine 10 and the motor 20 according to the vehicle speed and torque. The use of both is set in advance as a map and stored in the ROM in the control unit 70.
[0030]
FIG. 2 is an explanatory diagram showing the relationship between the running state of the vehicle and the power source. A region MG in the drawing is a region in which the motor 20 and the engine 10 are used properly. The region outside the region MG, that is, the EG region is a region that travels using the engine 10 as a power source. Although the vehicle of the present embodiment can travel using both the engine 10 and the motor 20 as power sources, this operation mode is not used in principle.
[0031]
When the motor 20 is selected as a power source in the MG region, the hybrid vehicle starts with the power of the motor 20 with the input clutch 18 turned off. When the vehicle speed and the accelerator opening reach a traveling state in the vicinity of the boundary between region MG and region EG, control unit 70 turns on input clutch 18 and starts engine 10. Thereafter, the vehicle travels using only the engine 10 as a power source. While the engine is running, the motor 20 is simply idle.
[0032]
The control unit 70 also performs switching control of the shift speed as well as selectively using the power source. The shift speed is switched based on a map set in advance in the running state of the vehicle. FIG. 2 shows a map at the D position. As shown in the figure, the control unit 70 switches the gear position so that the gear ratio decreases as the vehicle speed increases.
[0033]
In addition, the hybrid vehicle of a present Example can reproduce | regenerate the kinetic energy of a vehicle as an electrical energy by making the motor 20 function as a generator at the time of braking. The collected electric energy is charged in the battery 50.
[0034]
C. Operation control:
The proper use of the power source and the power source is realized by the following control process. FIG. 3 is a flowchart of the operation control processing routine. This process is repeatedly executed by the CPU in the control unit 70. As shown in the figure, the CPU first executes a control mode switching process (step S10), and in response to the result, executes a drive control process in each control mode (step S100). The control mode switching process is a process mainly corresponding to the proper use of the power source, and the drive control process is a process corresponding to the proper use of the power source. Here, the case where the control mode switching process (step 10) and the drive control process (step 100) are repeated at the same cycle is illustrated, but it is also possible to execute them at different cycles. For example, the control mode switching process (step S10) may be executed every time the drive control process (step S100) is executed a predetermined number of times. Hereinafter, each process will be described in detail.
[0035]
C1. Control mode switching process:
FIG. 4 is a flowchart of the control mode switching process. This is a process for switching the three control modes of the engine operation mode, the fuel cell priority mode, and the battery priority mode. The engine operation mode refers to an operation mode in which the motor 20 is not used at all and is driven only by the power of the engine 10. The fuel cell priority mode and the battery priority mode are operation modes in which the motor 20 and the engine 10 are used separately. The former is different in that the fuel cell 54 is used as a main power source when the motor 20 is driven, and the latter is used as the main power source.
[0036]
When the regeneration probability by the motor 20 is high, the CPU selects the battery priority mode (steps S12 and S28). By using the battery 50 as a power source, when regeneration occurs, the obtained power can be quickly charged into the battery 50. Here, various determination methods are possible for the regeneration probability. In the present embodiment, when the vehicle speed is higher than a predetermined value set in advance, it is determined that the regeneration probability is high. In addition, you may judge by the operation state of an operation part. For example, it may be determined that the regeneration probability is high when the accelerator is fully closed. When the navigation system is installed, it may be determined that the regeneration probability is high when the route is a downhill road.
[0037]
If it is determined in step S12 that the regeneration probability is low, mode switching is performed according to the remaining capacity SOC of the battery 50 and the remaining amount of FC fuel. These determinations are made based on the magnitude relationship between the remaining capacity SOC, the remaining amount of FC fuel, and the set predetermined values. Each predetermined value can be arbitrarily set, and may be a fixed value or may be varied according to parameters such as vehicle speed and torque. By adjusting this value, it is possible to avoid wasting power of the battery 50 and FC fuel during operation control.
[0038]
When the remaining capacity SOC is low and the remaining amount of FC fuel is insufficient (steps S14 and S16), the engine operation mode is selected in order to avoid using either the battery 50 or the fuel cell 54 as a power source. (Step S24).
[0039]
When the remaining capacity SOC is low but sufficient FC fuel remains (steps S14 and S16), the fuel cell priority mode is selected to effectively use the fuel cell 54 (step S26).
[0040]
When the remaining capacity SOC is sufficient but the remaining amount of FC fuel is insufficient (steps S14 and S18), the battery priority mode is selected in order to effectively use the power of the battery 50 (step S28).
[0041]
When the remaining capacity SOC is high and sufficient FC fuel remains (steps S14 and S18), the control mode is switched based on the power output efficiency of both. The CPU calculates the power output efficiency ηf of the fuel cell 54 and the power output efficiency ηb of the battery 50 (step S20), and selects a control mode corresponding to the more efficient one. That is, when efficiency ηf> efficiency ηb, the fuel cell priority mode is selected (steps S22 and S26). In other cases, the battery priority mode is selected (steps S22 and S28).
[0042]
The power output efficiency ηf of the fuel cell 54 refers to the ratio between the power that can actually be output using a unit amount of FC fuel and the power that can be theoretically output. In this embodiment, a map that gives power efficiency ηf using temperature and required power as parameters is prepared in advance and stored in the memory of the control unit 70. The CPU can obtain the power output efficiency ηf by referring to this map. The relationship between the parameter and the efficiency ηf may be stored as a function. Also, parameters different from temperature and required power, and additional parameters may be used.
[0043]
The power output efficiency ηb of the battery 50 refers to the ratio between the actually output power and the theoretically output power. The power output efficiency ηb is obtained by preparing in advance a map using the required power and the remaining capacity SOC as parameters, and the CPU refers to them. Furthermore, temperature may be included as a parameter. Different parameters or additional parameters may be used. The relationship between the parameter and the efficiency ηb may be stored as a function. For the battery 50, the efficiency during charging may be taken into consideration. The charging efficiency may be obtained based on the energy efficiency when the battery 50 is charged by the engine 10, and for example, by multiplying a coefficient of about 0.6 to 0.7, it is assumed that the efficiency reduction during charging is uniform. May be reflected.
[0044]
In addition, in the present Example, the aspect which calculates | requires power output efficiency (eta) f and (eta) b sequentially, and compared was illustrated. Based on these efficiencies ηf and ηb, a map that provides a flag for specifying the power source to be used may be prepared for the above-described parameters, and the power source may be selected without sequentially obtaining the efficiencies ηf and ηb.
[0045]
When each control mode is selected by the above processing, the CPU shifts to drive control in each control mode as shown in step S100 of FIG.
[0046]
C2. Drive control processing:
In the engine operation mode (step S24), the vehicle travels using the engine 10 as a power source in the entire region regardless of the map shown in FIG. Since such control is the same as that of a conventional vehicle using only the engine as a power source, detailed description thereof is omitted.
[0047]
In the fuel cell priority mode, the power source, that is, the motor 20 and the engine 10 are selectively used according to the map of FIG. FIG. 5 is a flowchart of the fuel cell priority mode. This process is executed by the CPU of the control unit 70 and corresponds to the function of the FC priority control unit 72 shown in FIG.
[0048]
In this process, the CPU inputs the vehicle speed and the accelerator opening (step S102), and determines whether or not the traveling state of the vehicle is in the MG region based on these parameters (step S104). If it is not in the MG region, the vehicle travels using the engine 10 as a power source (step S110). Since this process is the same as that of a conventional vehicle, detailed description thereof is omitted.
[0049]
When the driving state of the vehicle is in the MG region, the motor 20 is driven by the electric power of the fuel cell 54 (step S106). At the same time, the battery 50 is compensated for the power shortage in the fuel cell 54 (step S108). In order to execute such driving, the CPU switches the changeover switches 51 and 55 to a state in which power can be supplied from both the fuel cell 54 and the battery 50.
[0050]
FIG. 6 is an explanatory diagram showing a state of power output. A curve Er represents the required power. In the present embodiment, power is mainly output from the fuel cell 54 and the battery 50 compensates for the shortage of power. The hatched area FCA in the figure corresponds to the power output from the fuel cell 54. A region BTA between the required power Er and the region FCA corresponds to the power output from the battery 50.
[0051]
In order to realize such control, the CPU sets, as the required power of the fuel cell 54, a value Ef obtained by multiplying the initial required power Er0 by a certain reduction rate. Since the fuel cell 54 has relatively low responsiveness, the voltage gradually increases, and the required power Ef is output at time t1. As the power output from the fuel cell 54 increases, the power output from the battery 50 gradually decreases. After the electric power Ef is output from the fuel cell 54, the fluctuation amount of the required electric power Er is output from the battery 50. The required power of the fuel cell 54 is changed at a relatively long period. By such control, while the fuel cell 54 is used as the main power source, the low response can be compensated for by the battery 50, and the required power Er can be output without delay.
[0052]
This control is merely an example, and the control may be performed in which the required power Er is set as a required value for the fuel cell 54 as it is and the shortage is compensated by the battery 50. Further, the changeover switches 51 and 55 may be switched to a state in which power can be supplied only from the fuel cell 54, and in the fuel cell priority mode, control without using any power source of the battery 50 may be performed. The motor 20 and the engine 10 are not limited to the map of FIG. 2 and can be used properly in consideration of various conditions.
[0053]
In the battery priority mode, the power source, that is, the motor 20 and the engine 10 are selectively used according to the map of FIG. The control process is the same as in the fuel cell priority mode. In the control process of FIG. 5, instead of steps S106 and S108, a process of driving the motor 20 by the battery 50 is executed.
[0054]
According to the hybrid vehicle described above, high-efficiency driving can be performed according to driving conditions by switching and executing the control modes of the fuel cell priority mode, the battery priority mode, and the engine operation mode. By using the battery priority mode when the regeneration probability is high, the kinetic energy of the vehicle can be efficiently recovered.
[0055]
The hybrid vehicle of the embodiment can execute the control mode switching process and the drive control process in each control mode separately (see FIG. 3). Therefore, the execution timing of both can be adjusted as appropriate. For example, by increasing the execution period of the control mode, it is possible to drive while suppressing frequent switching of the control mode. In addition, the processing load of the control mode determination can be reduced.
[0056]
In the embodiment, the case where switching between the fuel cell priority mode and the battery priority mode is performed based on the regeneration probability (step S12 in FIG. 4) and the operation efficiency comparison (step S22) is illustrated. Various conditions for switching between the two control modes can be set. For example, switching may be performed based on fluctuations in required power. That is, the battery priority mode may be selected when the required power fluctuation is so large that it cannot be followed by the output response of the fuel cell 54, and the fuel cell priority mode may be selected in other cases. By doing so, the required power can be output without a response delay, and the responsiveness of the vehicle can be improved.
[0057]
D. Second embodiment:
In the first embodiment, the case where the control mode switching process is executed regardless of the vehicle speed and the accelerator opening is illustrated (see FIG. 3). In the second embodiment, a case where the control mode switching process is executed only in the MG region (see FIG. 2) is illustrated.
[0058]
The hardware configuration of the hybrid vehicle of the second embodiment is the same as that of the first embodiment (see FIG. 1). In the second embodiment, the content of the operation control process is different from that of the first embodiment.
[0059]
FIG. 7 is a flowchart of the operation control process in the second embodiment. This process is repeatedly executed by the CPU in the control unit 70. In this process, the CPU determines whether or not the running state of the vehicle is within the MG region from the vehicle speed and the accelerator opening (step S2). If the traveling state is not in the MG region, that is, if it is included in the EG region, the engine 10 is driven to travel (step S4). If it is included in the MG area, a control mode switching process is executed (step S10). The contents of the control mode switching process are the same as in the first embodiment (see FIG. 4), and any one of the engine operation mode, the fuel cell priority mode, and the battery priority mode is selected. In addition to the conditions shown in FIG. 4, it is possible to switch in consideration of fluctuations in required power.
[0060]
Each control process in the fuel cell priority mode and the battery priority mode is different from that in the first embodiment (FIG. 5). In the second embodiment, since it is already determined whether or not the vehicle is in the MG region, in the fuel cell priority mode and the battery priority mode, the process of driving the motor 20 using the fuel cell 54 and the battery 50 as the main power source, respectively. Is executed. In the fuel cell priority mode, the shortage may be compensated by the power of the battery 50 as in the first embodiment. In the fuel cell priority mode and the battery priority mode, processing for selectively using the motor 20 and the engine 10 may be performed depending on conditions other than the travel region.
[0061]
Also with the hybrid vehicle of the second embodiment, as in the first embodiment, efficient driving can be realized by switching the control mode. In the EG area, since the control mode switching process is not performed, the processing load can be reduced.
[0062]
As mentioned above, although the various Example of this invention was described, it cannot be overemphasized that this invention is not limited to these Examples, and can take a various structure in the range which does not deviate from the meaning. For example, the above control processing may be realized by hardware in addition to software.
[Brief description of the drawings]
FIG. 1 is a schematic configuration diagram of a hybrid vehicle as an embodiment.
FIG. 2 is an explanatory diagram showing a relationship between a running state of a vehicle and a power source.
FIG. 3 is a flowchart of an operation control processing routine.
FIG. 4 is a flowchart of a control mode switching process.
FIG. 5 is a flowchart of a fuel cell priority mode.
FIG. 6 is an explanatory diagram showing a state of power output.
FIG. 7 is a flowchart of an operation control process in the second embodiment.
[Explanation of symbols]
10 ... Engine
12 ... Crankshaft
15 ... Output shaft
16 ... Differential gear
17 ... Axle
18 ... Input clutch
19 ... Auxiliary clutch
20 ... Motor
30 ... Torque converter
50 ... Battery
50s ... remaining capacity sensor
51, 55 ... changeover switch
52, 56 ... Driving circuit
54 ... Fuel cell
54s ... Temperature sensor
70 ... Control unit
71 ... BT priority control unit
72 ... FC priority control unit
76 ... Remaining amount sensor
78 ... Vehicle speed sensor
80 ... Auxiliary drive motor
82 ... Auxiliary drive
100 ... transmission
102 ... Pump
104 ... Hydraulic control unit

Claims (8)

A moving body that moves by using a motor generator and a heat engine as a power source, which are powered by a fuel cell and a capacitor,
First control means for selectively using the motor generator and the heat engine while preferentially using the capacitor as the power source;
Second control means for driving the motor generator and the heat engine separately while preferentially using the fuel cell as the power source;
A moving body comprising a switching control unit that switches between a first control unit and a second control unit based on a predetermined switching condition. The moving body according to claim 1,
A motion state detection means for detecting the motion state of the moving body;
The switching condition is a moving object that is a condition determined based on a motion state of the moving object. The moving body according to claim 1,
Regeneration prediction means for predicting the probability of regeneration by the motor generator,
The switching condition is a moving body that is means for using the first control means when the probability is an exercise state in which the probability is a predetermined value or more. The moving body according to claim 3,
Comprising speed detecting means for detecting the moving speed of the moving body;
The regenerative prediction means is a moving body that is means for performing the prediction based on the moving speed. The moving body according to claim 1,
First detection means for detecting a parameter related to the power output efficiency of the fuel cell;
Second detection means for detecting a parameter related to the power output efficiency of the battery,
The switching condition is a moving object which is a condition based on a comparison of power output efficiencies of the fuel cell and the battery. The moving body according to claim 1,
Equipped with a fluctuation detection means for detecting fluctuations in required power,
The switching condition is a moving object that is a condition based on a comparison between the fluctuation and the responsiveness of the fuel cell. A moving body that moves using a motor generator and a heat engine as drive sources,
A fuel cell and a capacitor as a power source of the motor generator;
When the motor generator and the heat engine are used separately for driving, a control means for determining the use priority of the power storage device and the fuel cell as the power source and for selectively using the power source and the drive source based on the determination. Mobile body with. A control method of a moving body that moves using a motor generator and a heat engine as a power source, which are powered by a fuel cell and a capacitor,
(A) detecting a parameter corresponding to a predetermined switching condition;
(B) Depending on whether the switching condition is correct or not,
A first control mode for driving the motor generator and the heat engine separately while preferentially using the capacitor as the power source;
A control method comprising a step of switching between a second control mode in which the motor generator and the heat engine are selectively used while preferentially using the fuel cell as the power source.

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