WO2024004910A1 - 作業車両、作業車両の制御装置および制御方法 - Google Patents

作業車両、作業車両の制御装置および制御方法 Download PDF

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Publication number
WO2024004910A1
WO2024004910A1 PCT/JP2023/023488 JP2023023488W WO2024004910A1 WO 2024004910 A1 WO2024004910 A1 WO 2024004910A1 JP 2023023488 W JP2023023488 W JP 2023023488W WO 2024004910 A1 WO2024004910 A1 WO 2024004910A1
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WO
WIPO (PCT)
Prior art keywords
motor
fuel cell
work vehicle
fuel
control device
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2023/023488
Other languages
English (en)
French (fr)
Japanese (ja)
Inventor
洋祐 林
裕喜 南出
幸大 網谷
貴大 高木
憲一 石見
倫祥 坂野
剛 高木
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Kubota Corp
Original Assignee
Kubota Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Kubota Corp filed Critical Kubota Corp
Priority to JP2024530809A priority Critical patent/JP7833034B2/ja
Priority to EP23831352.2A priority patent/EP4527675A4/en
Priority to CN202380050336.6A priority patent/CN119585137A/zh
Publication of WO2024004910A1 publication Critical patent/WO2024004910A1/ja
Priority to US18/983,607 priority patent/US20250115167A1/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/70—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by fuel cells
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K15/00—Arrangement in connection with fuel supply of combustion engines or other fuel consuming energy converters, e.g. fuel cells; Mounting or construction of fuel tanks
    • B60K15/03—Fuel tanks
    • B60K15/03006—Gas tanks
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K25/00—Auxiliary drives
    • B60K25/06—Auxiliary drives from the transmission power take-off
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/75—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using propulsion power supplied by both fuel cells and batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/30—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/30—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells
    • B60L58/32—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells for controlling the temperature of fuel cells, e.g. by controlling the electric load
    • B60L58/33—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells for controlling the temperature of fuel cells, e.g. by controlling the electric load by cooling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/40—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for controlling a combination of batteries and fuel cells
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04223—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids during start-up or shut-down; Depolarisation or activation, e.g. purging; Means for short-circuiting defective fuel cells
    • H01M8/04228—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids during start-up or shut-down; Depolarisation or activation, e.g. purging; Means for short-circuiting defective fuel cells during shut-down
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04298—Processes for controlling fuel cells or fuel cell systems
    • H01M8/043—Processes for controlling fuel cells or fuel cell systems applied during specific periods
    • H01M8/04303—Processes for controlling fuel cells or fuel cell systems applied during specific periods applied during shut-down
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04298—Processes for controlling fuel cells or fuel cell systems
    • H01M8/04694—Processes for controlling fuel cells or fuel cell systems characterised by variables to be controlled
    • H01M8/04701—Temperature
    • H01M8/04708—Temperature of fuel cell reactants
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K15/00—Arrangement in connection with fuel supply of combustion engines or other fuel consuming energy converters, e.g. fuel cells; Mounting or construction of fuel tanks
    • B60K15/03—Fuel tanks
    • B60K15/063—Arrangement of tanks
    • B60K2015/0639—Arrangement of tanks the fuel tank is arranged near or in the roof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/40—Working vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/30—Hydrogen technology
    • Y02E60/50—Fuel cells
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells

Definitions

  • the present disclosure relates to a work vehicle, a control device for a work vehicle, and a control method.
  • Electric vehicles are becoming popular.
  • Patent Document 1 discloses a tractor equipped with a fuel cell (FC) power generation system and a motor without significantly changing the structure of a conventional engine-driven tractor.
  • FC fuel cell
  • Patent Document 2 discloses a vehicle having a fuel cell system.
  • the vehicle When the ignition is turned off and the entire vehicle system is turned off, the vehicle performs a discharge process to consume the remaining charge in the high voltage system provided in the vehicle. Residual charge in a high voltage system is the charge remaining on the circuit excluding the storage battery, for example, the charge remaining on the capacitor included in the circuit. In this discharge process, electric charge is consumed by a heater that heats water in a water storage tank that stores water generated by power generation by the fuel cell.
  • the present disclosure provides a technique for efficiently discharging residual charge when operation is stopped in a work vehicle equipped with a fuel cell module.
  • a work vehicle includes: a fuel cell module having a fuel cell stack; at least one fuel tank containing fuel to be supplied to the fuel cell stack;
  • the fuel cell module includes a motor connected to a fuel cell module, a traveling device driven by the motor, a power take-off shaft driven by the motor and connected to an implement, and a control device.
  • the control device stops supplying the fuel or oxidizing gas to the fuel cell module in response to the command to stop operation, and then controls the control device in a state where power transmission from the motor to the traveling device is stopped.
  • the motor is rotated to discharge residual charges in the circuit group connected to the motor.
  • Computer-readable storage media may include volatile storage media or non-volatile storage media.
  • the device may be composed of multiple devices. When a device is composed of two or more devices, the two or more devices may be arranged within one device, or may be arranged separately within two or more separate devices. .
  • FIG. 1 is a plan view schematically showing an example of the basic configuration of a work vehicle according to the present disclosure.
  • 1 is a diagram showing a basic configuration example of a fuel cell power generation system mounted on a work vehicle.
  • 1 is a block diagram schematically showing an example of electrical connection and power transmission between components of a work vehicle according to the present disclosure.
  • FIG. FIG. 2 is a block diagram schematically showing electrical signal paths (thin solid lines) and coolant paths (dotted lines) between component parts in the work vehicle according to the present disclosure.
  • 1 is a perspective view schematically showing a configuration example of a work vehicle in an embodiment of the present disclosure.
  • 1 is a side view schematically showing a configuration example of a work vehicle in an embodiment of the present disclosure.
  • 3 is a flowchart illustrating an example of a discharge process for a work vehicle.
  • 12 is a flowchart illustrating another example of discharge processing for a work vehicle. It is a flowchart which shows yet another example of discharge processing of a work
  • Work vehicle in this disclosure means a vehicle used to perform work at a work site.
  • a “work site” is any place where work is performed, such as a field, a forest, or a construction site.
  • a “field” is any place where agricultural operations are carried out, such as an orchard, a field, a rice field, a grain farm, or a pasture.
  • the work vehicle may be an agricultural machine such as a tractor, a rice transplanter, a combine harvester, a riding management machine, or a riding mower, or a vehicle used for purposes other than agriculture, such as a construction work vehicle or a snowplow.
  • the work vehicle according to the present disclosure can be equipped with an implement (also referred to as a “work machine” or “work device”) depending on the work content, on at least one of its front and rear parts.
  • an implement also referred to as a "work machine” or “work device”
  • work travel The movement of a work vehicle while performing work is sometimes referred to as "work travel.”
  • agricultural machinery means machinery used for agricultural purposes.
  • agricultural machinery include tractors, harvesters, rice transplanters, riding management machines, vegetable transplanters, mowers, seeders, fertilizer spreaders, and agricultural mobile robots.
  • a working vehicle such as a tractor function as an "agricultural machine” alone, but also an implement attached to or towed by the working vehicle and the entire working vehicle may function as a single "agricultural machine.”
  • Agricultural machines perform agricultural work such as plowing, sowing, pest control, fertilization, planting crops, or harvesting on the ground within a field.
  • FIG. 1 is a plan view schematically showing an example of the basic configuration of a work vehicle 100 according to the present disclosure.
  • the traveling direction when the work vehicle 100 travels straight ahead will be referred to as the "forward direction”
  • the traveling direction when the work vehicle 100 travels straight back will be referred to as the "rear direction”.
  • the direction extending perpendicularly to the right with respect to the "front direction” is called the "right direction”
  • the direction extending perpendicularly to the left with respect to the "front direction” is called the “left direction”.
  • "front”, “back”, “right”, and “left” are indicated by “front”, “rear”, “right”, and “left” arrows, respectively.
  • Both the anterior direction and the posterior direction may be collectively referred to as the "anterior-posterior direction.”
  • the work vehicle 100 in the illustrated example is, for example, a tractor that is an example of an agricultural machine.
  • the technology of the present disclosure is not limited to work vehicles such as tractors, but can also be applied to other types of work vehicles.
  • the work vehicle 100 can travel within a field while carrying or towing an implement and performing agricultural work according to the type of implement. Further, the work vehicle 100 can also travel within the field and outside the field (including roads) with or without the implement mounted.
  • the work vehicle 100 like a conventional tractor, includes a vehicle body (vehicle frame) 102 that rotatably supports left and right front wheels 104F and left and right rear wheels 104R.
  • vehicle body 102 includes a front frame 102A provided with a front wheel 104F, and a transmission case 102B provided with a rear wheel 104R.
  • Front frame 102A is fixed to the front part of transmission case 102B.
  • the front wheel 104F and the rear wheel 104R may be collectively referred to as wheels 104.
  • the wheel 104 is a wheel and is equipped with a tire.
  • "wheel” basically means “wheels and tires” as a whole.
  • One or both of the front wheel 104F and the rear wheel 104R may be replaced with a plurality of wheels (crawlers) equipped with endless tracks instead of wheels with tires.
  • the left and right front wheels 104F, the left and right rear wheels 104R, the axles that rotate these four wheels, and the braking device (brake) that brakes each axle may be collectively referred to as a "travel device.” .
  • the work vehicle 100 in the example of FIG. 1 includes a fuel cell module (FC module) 10 and a motor 70 that are directly or indirectly supported by a front frame 102A.
  • the FC module 10 has a fuel cell stack (FC stack), and functions as an on-vehicle generator that generates electric power from fuel, as will be described later.
  • FC stack fuel cell stack
  • FC stack fuel cell stack
  • the motor 70 is electrically connected to the FC module 10.
  • the motor 70 can convert the electric power generated by the FC module 10 into mechanical motion (power) and generate the driving force (traction) necessary for the work vehicle 100 to travel.
  • An example of motor 70 is an AC synchronous motor. Since the FC stack of the FC module 10 generates DC current, if the motor 70 is an AC synchronous motor, an electric circuit group including an inverter device is provided between the FC stack and the motor 70, so that the DC current is converted to AC. converted into electric current. A part of such an electric circuit group may be inside the FC module 10. Further, another part of the electric circuit group may be attached to the motor 70 as a drive circuit for the motor 70.
  • the motor 70 has an output shaft 71 that rotates.
  • the torque of the output shaft 71 is transmitted to the rear wheels 104R via mechanical parts such as a transmission (speed change device) provided inside the transmission case 102B and a rear wheel differential device (differential gear device).
  • the power generated by the motor 70 which is a power source, is transmitted to the rear wheels 104R by a power transmission system (drive train) 74 including a transmission provided in the transmission case 102B.
  • the "transmission case” may also be referred to as the "mission case.”
  • a portion of the power of the motor 70 is also transmitted to the front wheels 104F.
  • the power of the motor 70 can be used not only for driving the work vehicle 100 but also for driving an implement.
  • a power take-off (PTO) shaft 76 is provided at the rear end of the transmission case 102B.
  • the PTO shaft 76 is driven by the motor 70 and is connected to an implement. Torque of the output shaft 71 of the motor 70 is transmitted to the PTO shaft 76.
  • the implement mounted on or towed by the work vehicle 100 receives power from the PTO shaft 76 and can perform operations according to various tasks.
  • the motor 70 and the power transmission system 74 may be collectively referred to as an electric power train.
  • the work vehicle 100 is not equipped with an internal combustion engine such as a diesel engine, but is equipped with the FC module 10 and the motor 70. Further, the output shaft 71 of the motor 70 is mechanically coupled to a power transmission system 74 such as a transmission within the transmission case 102B.
  • the motor 70 can efficiently generate torque in a relatively wide rotational speed range compared to an internal combustion engine.
  • a power transmission system 74 that includes a transmission, it becomes easier to perform multi-stage or continuously variable speed operation to adjust the torque and rotational speed from the motor 70 over a wider range. Therefore, it becomes possible not only to run the work vehicle 100 but also to efficiently perform various tasks using the implement.
  • the power transmission system 74 may be deleted depending on the purpose or size of the work vehicle 100. For example, part or all of the transmission responsible for the speed change function may be omitted.
  • the number and mounting positions of the motors 70 are also not limited to the example shown in FIG. 1.
  • the work vehicle 100 includes at least one fuel tank 50 that stores fuel to be supplied to the FC module 10.
  • one fuel tank 50 is shown for simplicity.
  • a plurality of fuel tanks 50 are housed in a tank case to constitute a fuel tank module.
  • the fuel tank 50 is supported by a member fixed to the vehicle body 102, as will be described later.
  • the FC module 10 and the fuel tank 50 are connected by piping, an on-off valve, etc., and form an on-vehicle FC power generation system. The configuration and operation of the FC power generation system will be described later.
  • a work vehicle 100 in an embodiment described below includes a driver's seat supported by a vehicle body 102.
  • the driver's seat may be surrounded by a cabin supported by the vehicle body 102.
  • the FC module 10 is placed in front of the driver's seat, and the fuel tank 50 is placed above the driver's seat.
  • the FC module 10 and fuel tank 50 are housed in at least one "container".
  • the "container" functions, for example, as a housing, and serves to protect the FC module 10 and the fuel tank 50 from sunlight and wind and rain.
  • such a container can also control the spread of the fuel gas into the atmosphere and facilitate the detection of the fuel gas when the fuel gas leaks from the FC module 10 or the fuel tank 50.
  • the FC module 10 may be housed in a front housing called a "bonnet", for example.
  • the front housing is part of the "container”.
  • the front housing is supported by the front portion of the vehicle body 102 (front frame 102A).
  • the fuel tank 50 may be housed in a tank case as described above.
  • the tank case is directly or indirectly supported by the vehicle body 102.
  • FC power generation system 180 mounted on the work vehicle 100.
  • the FC power generation system 180 shown in FIG. 2 functions as an on-vehicle power generation system in the work vehicle 100 of FIG. 1.
  • the electric power generated by the FC power generation system 180 is used not only for driving the work vehicle 100 but also for operating the implement towed or attached to the work vehicle 100.
  • the FC power generation system 180 in the illustrated example includes an FC module 10 and at least one fuel tank 50 that accommodates fuel to be supplied to the FC module 10.
  • the FC power generation system 180 also includes a radiator device 34 for cooling the FC module 10.
  • the FC module 10 includes a fuel cell stack (FC stack) 11, an air compressor 12, a fuel circulation pump 24, a coolant pump 31, a booster circuit 40, and a control device 42 as main components. It is equipped with These components are housed within the casing of the FC module 10 and are connected to each other through electrical or fluid communication.
  • the FC stack 11 generates electricity through an electrochemical reaction between "anode gas” which is a fuel and "cathode gas” which is an oxidizing gas.
  • the FC stack 11 in this example is a polymer electrolyte fuel cell.
  • the FC stack 11 has a stack structure in which a plurality of single cells (fuel cells) are stacked.
  • a single cell includes, for example, an electrolyte membrane formed from an ion exchange membrane, an anode electrode formed on one surface of the electrolyte membrane, a cathode electrode formed on the other surface of the electrolyte membrane, and an anode electrode and a cathode electrode. It is equipped with a pair of separators sandwiched from both sides.
  • the voltage generated in a single cell is, for example, 1 volt or less. For this reason, in the FC stack 11, for example, 300 or more single cells are connected in series to generate a voltage of several hundred volts.
  • An anode gas is supplied to the anode electrode of the FC stack 11.
  • the anode gas is called "fuel gas” or simply “fuel.”
  • the anode gas (fuel) is hydrogen gas.
  • Cathode gas is supplied to the cathode electrode.
  • the cathode gas is an oxidizing gas such as air.
  • the anode electrode is called the fuel electrode, and the cathode electrode is called the air electrode.
  • anode off gas The anode gas after being used in the above reaction is referred to as "anode off gas", and the cathode gas after being used in reaction is referred to as “cathode off gas”.
  • the air compressor 12 supplies air taken in from the outside to the cathode electrode of the FC stack 11 as cathode gas.
  • the cathode gas supply system including the air compressor 12 has a cathode gas supply pipe 13 , a cathode off-gas pipe 14 , and a bypass pipe 15 .
  • the cathode gas supply pipe 13 allows cathode gas (air) supplied from the air compressor 12 to flow to the cathode electrode of the FC stack 11 .
  • the cathode off-gas pipe 14 allows cathode off-gas discharged from the FC stack 11 to flow to the outside air.
  • the bypass pipe 15 branches from the cathode gas supply pipe 13 downstream of the air compressor 12, bypasses the FC stack 11, and is connected to the cathode off-gas pipe 14.
  • the bypass pipe 15 is provided with a control valve 16 that adjusts the flow rate of cathode gas flowing into the bypass pipe 15 .
  • the cathode gas supply pipe 13 is provided with a cutoff valve 17 that selectively blocks the inflow of cathode gas into the FC stack 11 .
  • the cathode off-gas pipe 14 is provided with a pressure regulating valve 18 that adjusts the back pressure of the cathode gas.
  • the cathode gas supply system of the FC module 10 is provided with a rotation speed detection sensor S1 that detects the rotation speed of the air compressor 12, and a gas flow rate detection sensor S2 that detects the flow rate of the cathode gas flowing into the cathode gas supply pipe 13. ing.
  • the control valve 16, the cutoff valve 17, and the pressure regulating valve 18 are, for example, electromagnetic valves.
  • the fuel circulation pump 24 supplies the fuel gas (anode gas) sent from the fuel tank 50 to the anode electrode of the FC stack 11.
  • the anode gas supply system including the fuel circulation pump 24 has an anode gas supply pipe 21 , an anode off-gas pipe 22 , and a circulation flow path 23 .
  • the anode gas supply pipe 21 allows anode gas supplied from the fuel tank 50 to flow to the anode electrode of the FC stack 11 .
  • the fuel tank 50 in the embodiment of the present disclosure is a hydrogen tank that stores high-pressure hydrogen gas.
  • the anode off-gas pipe 22 allows the anode off-gas discharged from the FC stack 11 to flow.
  • the anode off-gas is led to the gas-liquid separator 25 through the anode off-gas pipe 22, where water is removed.
  • the anode off-gas from which moisture has been removed is returned to the anode gas supply pipe 21 through the circulation passage 23 by the fuel circulation pump 24 .
  • the anode off-gas circulating in the circulation channel 23 can be discharged through the anode off-gas pipe 22 by opening the exhaust valve 26 .
  • Moisture stored in the gas-liquid separator 25 can be discharged through the anode off-gas pipe 22 by opening the exhaust valve 26.
  • the exhaust valve 26 is, for example, a solenoid valve.
  • the anode off-gas pipe 22 is connected to the cathode off-gas pipe 14.
  • the anode off-gas containing unreacted anode gas that did not contribute to the electrochemical reaction is circulated and supplied to the FC stack 11 again, thereby improving the utilization efficiency of the anode gas. is possible.
  • FIG. 2 shows a coolant circulation system including a coolant pump 31 for the FC stack 11, cooling circulation systems for other electrical components may also be provided, as will be described later.
  • the air compressor 12, fuel circulation pump 24, and coolant pump 31 included in the FC module 10 are each operated by a built-in motor. These motors are also electrical components.
  • the coolant circulation system including the coolant pump 31 in FIG. 2 includes a coolant supply pipe 32, a coolant discharge pipe 33, a radiator device 34, and a temperature sensor S3.
  • This coolant circulation system can adjust the temperature of the FC stack 11 within a predetermined range by circulating the coolant through the FC stack 11. Coolant is supplied to the FC stack 11 through the coolant supply pipe 32. The supplied coolant flows through the coolant flow path formed between the single cells and is discharged to the coolant discharge pipe 33. The coolant discharged to the coolant discharge pipe 33 flows to the radiator device 34.
  • the radiator device 34 radiates heat from the coolant by exchanging heat between the inflowing coolant and the outside air, and supplies the coolant whose temperature has decreased to the coolant supply pipe 32 again.
  • the coolant pump 31 is installed in the coolant supply pipe 32 or the coolant discharge pipe 33 so as to send the coolant to the FC stack 11.
  • a coolant bypass flow path may be provided between the coolant discharge pipe 33 and the coolant supply pipe 32.
  • a branch valve is provided at the branch point where the coolant bypass flow path branches from the coolant discharge pipe 33.
  • the diverter valve can adjust the flow rate of the coolant flowing into the bypass channel.
  • the temperature sensor S3 detects the temperature of the coolant flowing through the coolant discharge pipe 33.
  • the coolant used to cool the FC stack 11 is circulated through the flow path by a coolant electric pump (coolant pump) 31.
  • a coolant control valve may be provided downstream of the FC stack 11. The coolant control valve adjusts the ratio of coolant flowing to the radiator device 34 and coolant bypassing the radiator device 34, allowing the temperature of the coolant to be controlled with greater accuracy. Furthermore, by controlling the amount of water fed by the coolant pump, it is also possible to control the coolant temperature difference between the inlet and outlet of the FC stack 11 to fall within a desired range.
  • the temperature of the coolant in the FC stack 11 can be controlled to a temperature at which the power generation efficiency of the FC stack 11 is high, for example, about 70°C.
  • the coolant flowing through the FC stack 11 has higher insulating properties than the coolant used to cool ordinary electrical components. Since a high voltage exceeding, for example, 300 volts is generated in the FC stack 11, by increasing the electrical resistance of the coolant, current leakage through the coolant or the radiator device 34 can be suppressed. As the use of the coolant progresses, the electrical resistance of the coolant may decrease. This is because ions dissolve into the coolant flowing through the FC stack 11. In order to remove such ions from the coolant and improve insulation, it is desirable that an ion exchanger be disposed in the flow path of the coolant.
  • the boost circuit 40 can increase the voltage output from the FC stack 11 through power generation operation to a desired level.
  • the subsequent stage of the booster circuit 40 is connected to a heavy-duty electric circuit including an inverter device for driving a motor. Note that the subsequent stage of the booster circuit 40 can also be connected in parallel to a weak electric system electric circuit via a step-down circuit.
  • the control device 42 is an electronic control unit (ECU) that controls power generation by the FC module 10.
  • the control device 42 detects or estimates the operating state of the FC power generation system 180 based on signals output from various sensors.
  • the control device 42 controls the operation of the air compressor 12, fuel circulation pump 24, coolant pump 31, and various valves based on the operating state of the FC power generation system 180 and commands output from a host computer or other ECU. is controlled to control power generation by the FC stack 11.
  • the control device 42 includes, for example, a processor, a storage device, and an input/output interface.
  • anode gas will be referred to as "fuel gas” or "fuel”
  • the “anode gas supply pipe” will be referred to as "piping”.
  • FIG. 3 is a block diagram schematically showing an example of electrical connections and power transmission between components of work vehicle 100 according to the present disclosure.
  • FIG. 4 is a block diagram showing a more detailed configuration than the example configuration shown in FIG. FIG. 4 schematically shows electrical signal paths (thin solid lines) and coolant paths (dotted lines) between components in work vehicle 100.
  • Electrical connections include both high-power and low-power systems.
  • the electrical connection of the high-voltage system provides, for example, the power supply voltage of the inverter device.
  • Low-voltage electrical connections provide, for example, a power supply voltage for electronic components that operate at relatively low voltages.
  • the work vehicle 100 includes an FC module 10, an inverter device 72, a motor 70, a power transmission system 74, and a PTO shaft 76.
  • the DC voltage of the power generated in the FC stack 11 of the FC module 10 is boosted by the booster circuit 40 and then supplied to the inverter device 72 .
  • Inverter device 72 converts DC voltage into, for example, three-phase AC voltage and supplies it to motor 70 .
  • Inverter device 72 has a bridge circuit including a plurality of power transistors.
  • Motor 70 has a rotating rotor and a stator having a plurality of coils electrically connected to inverter device 72.
  • the rotor is coupled to the output shaft 71, for example, via a reduction gear (speed reducer) or directly.
  • the motor 70 rotates the output shaft 71 with torque and rotational speed controlled according to the waveform of the three-phase AC voltage from the inverter device 72.
  • the inverter device 72 shown in FIG. 4 includes an ECU 73 that controls the motor 70.
  • the ECU 73 controls the switching operation (turn-on or turn-off) of each of the plurality of power transistors included in the bridge circuit of the inverter device 72.
  • the ECU 73 can be connected to a plurality of power transistors in the bridge circuit via a pre-driver (sometimes referred to as a "gate driver").
  • the ECU 73 may be configured to operate under the control of a host computer such as the control device 60.
  • the torque of the output shaft 71 of the motor 70 is transmitted to the power transmission system 74.
  • the power transmission system 74 operates using the motor 70 as a power source, and can drive the wheels 104R, 104F and/or the PTO shaft 76 in FIG.
  • Such a drive train 74 may have a similar or similar structure to a drive train in a conventional tractor with an internal combustion engine, such as a diesel engine.
  • an internal combustion engine such as a diesel engine.
  • the power transmission system 74 includes a driving system power transmission mechanism that transmits the power from the motor 70 to the left and right rear wheels 104R via a clutch, a transmission, a rear wheel differential, etc., and a drive system power transmission mechanism that transmits the power from the motor 70 to the left and right rear wheels 104R via a clutch, a transmission, a rear wheel differential, etc. and a PTO system power transmission mechanism.
  • the power transmission system 74 includes a PTO clutch that switches between a state in which power from the motor 70 is transmitted to the PTO shaft 76 (connected state) and a state in which it is not transmitted (disconnected state).
  • the PTO clutch can be switched manually by the driver operating an operating device, or switched automatically.
  • the rear case is also called the rear axle case.
  • the work vehicle 100 includes a secondary battery (battery pack) 80 that temporarily stores electrical energy generated by the FC module 10.
  • battery packs 80 include lithium ion battery packs.
  • Battery pack 80 is electrically connected to FC module 10 and to motor 70 via inverter device 72 .
  • the battery pack 80 can supply power to the inverter device 72 at the required timing, either in cooperation with the FC module 10 or independently.
  • the battery pack 80 it is possible to employ various battery packs used in passenger electric vehicles.
  • the battery pack 80 may be simply referred to as "battery 80.”
  • the work vehicle 100 includes various electrical components (vehicle-mounted electronic components) that operate using electricity.
  • electrical components include electromagnetic valves such as the on-off valve 20, an air cooling fan of the radiator device 34, an electric pump of the cooling compressor 85, and a temperature control device that heats or cools the FC stack 11.
  • a temperature control device includes an electric heater 86.
  • first and second DC-DC converters 81 and 82 and a storage battery 83 for obtaining a power supply voltage suitable for operation of these electrical components may also be included in the electrical components.
  • various electronic components (such as a lamp, a hydraulic electric motor, etc.) that are not shown may also be included in the electrical components. These electrical components may be, for example, electronic components similar to electrical components installed in conventional agricultural tractors.
  • the first DC-DC converter 81 is a circuit that steps down the voltage output from the booster circuit 40 of the FC module 10 to a first voltage, for example, 12 volts.
  • the storage battery 83 is, for example, a lead storage battery, and can store electrical energy using the voltage output from the first DC-DC converter 81.
  • the storage battery 83 can be used as a power source for various electrical components such as a lamp.
  • the work vehicle 100 shown in FIG. 3 includes not only a first DC-DC converter 81 but also a second DC-DC converter 82 as a voltage conversion circuit that steps down the high voltage output by the FC module 10.
  • the second DC-DC converter 82 is a circuit that steps down the voltage (for example, several hundred volts) output from the booster circuit 40 of the FC module 10 to a second voltage, for example, 24 volts, which is higher than the first voltage.
  • the air cooling fan of the radiator device 34 can be operated using the voltage output from the second DC-DC converter 82, for example.
  • the radiator device 34 is illustrated as a single component in FIG. 3, one work vehicle 100 may include a plurality of radiator devices 34.
  • the electric pump of the cooling compressor 85 and the electric heater 86 can also be operated with the voltage output from the second DC-DC converter 82.
  • the work vehicle 100 shown in FIG. 3 is equipped with a temperature control device that cools or heats the FC stack 11 included in the FC power generation system. Relatively large amounts of electrical power are required to operate such temperature control devices.
  • the relatively high 24 volt voltage output by the second DC-DC converter 82 is provided to such a temperature control device.
  • the temperature control device in this embodiment includes a radiator device 34 that radiates heat from the refrigerant that cools the FC stack 11, and the relatively high second voltage of 24 volts output by the second DC-DC converter 82 is radiator device 34.
  • the temperature control device includes a heater 86 that heats the FC stack 11.
  • the relatively high voltage output by the second DC-DC converter 82 may also be applied to the heater.
  • the relatively high voltage output by the second DC-DC converter 82 may also be applied to an air conditioner such as the cooling compressor 85, for example.
  • the work vehicle 100 may include a third voltage conversion circuit that converts the high voltage output by the FC module 10 into a third voltage higher than the second voltage.
  • the third voltage is, for example, 48 volts.
  • the work vehicle 100 includes another motor apart from the motor 70, the third voltage may be used as a power source for the other motor, for example.
  • Agricultural work vehicles equipped with fuel cell power generation systems are equipped with electrical components necessary for fuel cell power generation operation in addition to the electrical components necessary for agricultural work, so the voltage level suitable for each electrical component may differ. . According to embodiments of the present disclosure, it is possible to supply a voltage of an appropriate magnitude.
  • a plurality of fuel tanks 50 are housed in one tank case 51.
  • the fuel tank 50 is connected to a filling port (fuel filling port) 52 that is filled with fuel from the outside. This connection is made by a pipe 21 for flowing fuel gas.
  • the fuel tank 50 is connected to the FC module 10 via a pipe 21 provided with an on-off valve 20.
  • these pipes 21 may be formed from a material with high resistance to hydrogen embrittlement, for example, austenitic stainless steel such as SUS316L.
  • a valve space 53 is provided in the tank case 51, and various valves including a pressure reducing valve are arranged within this valve space 53.
  • the pipe 21 connects the fuel tank 50 and the FC module 10 via various valves provided in the valve space 53.
  • Fuel gas whose pressure has been reduced by the pressure reducing valve flows through the pipe 21 that connects the tank case 51 and the FC module 10 .
  • the fuel tank 50 may be filled with high-pressure hydrogen gas of, for example, 35 megapascals or more, but after passing through a pressure reducing valve, the hydrogen gas is depressurized to, for example, about 2 atmospheres or less. can be done.
  • FIG. 4 also shows a plurality of ECUs that communicate within the work vehicle 100 and a user interface 1. Communication may be performed via CAN bus wiring, etc., which serves as a path (thin solid line) for electrical signals. Also shown in FIG. 4 is a cooling system for providing thermal management of the components. Specifically, the coolant path (dotted line) is schematically shown.
  • the first and second DC-DC converters 81 and 82 can each output voltages of different magnitudes. These first and second DC-DC converters 81 and 82 are also provided with ECUs that control their respective voltage conversion circuits. These ECUs, like other ECUs, are given a relatively low first voltage output from the first DC-DC converter 81.
  • the work vehicle 100 is equipped with a cooling system in which coolant is circulated by coolant pumps 31A and 31B. These coolant pumps 31A and 31B are provided inside the FC module 10.
  • the cooling system in this example includes a first radiator device 34A that is responsible for cooling the FC stack 11, and a second radiator device 34B that is responsible for cooling other electrical components.
  • the cooling system has a flow path (first flow path) through which a cooling liquid flows between the FC stack 11 and the first radiator device 34A. Further, this cooling system has a flow path (second flow path) through which the cooling liquid flows between the electrical components including the motor 70 and the second radiator device 34B.
  • a heater core 87 used for heating the cabin is provided, and the coolant flowing through the first radiator device 34A flows through this heater core 87.
  • the user interface 1 includes an operating device 2 such as an accelerator pedal (or accelerator lever), a main meter 4, and an FC meter 6.
  • the work vehicle 100 shown in FIG. 4 further includes a control device 60 and a storage device 7.
  • Control device 60 includes main ECU 3 and FC system ECU 5.
  • the main ECU 3 is connected to the FC system ECU 5, the operating device 2, the main meter 4, and the storage device 7.
  • Main ECU 3 controls the overall operation of work vehicle 100.
  • the main meter 4 can display various parameters that specify the running state or operating state of the work vehicle 100.
  • the FC system ECU 5 controls the operation of the FC power generation system.
  • the FC system ECU 5 is connected to the FC meter 6.
  • the FC meter 6 can display various parameters that specify the operating state of the FC power generation system.
  • the storage device 7 includes one or more storage media such as a flash memory or a magnetic disk.
  • the storage device 7 stores various data generated by the main ECU 3 and the FC system ECU 5.
  • the storage device 7 also stores a computer program that causes the main ECU 3 and the FC system ECU 5 to execute desired operations.
  • a computer program may be provided to work vehicle 100 via a storage medium (eg, semiconductor memory or optical disk, etc.) or a telecommunications line (eg, the Internet).
  • a storage medium eg, semiconductor memory or optical disk, etc.
  • a telecommunications line eg, the Internet
  • the cells of the battery pack 80 are controlled by a battery management unit (BMU).
  • BMU battery management unit
  • the BMU includes a circuit that monitors the voltage of each battery cell, monitors overcharging and overdischarging, and performs cell balance control, and a CPU (Central Processing Unit). These circuits and the CPU may be mounted on the battery controller board.
  • FIG. 5 is a perspective view schematically showing a configuration example of the work vehicle 200 in this embodiment.
  • FIG. 6 is a side view schematically showing a configuration example of the work vehicle 200 in this embodiment.
  • the work vehicle 200 in this embodiment includes an FC module 10, a fuel tank 50, a motor 70, a driver's seat 107, an operation terminal 400, a control device 60, a traveling device including wheels 104, and a vehicle body 102.
  • the control device 60 includes a main ECU 3 and an FC system ECU 5, as shown in FIG.
  • Control device 60 controls the operation of work vehicle 200 by issuing commands to ECU 73 in inverter device 72 and other ECUs such as ECU 42 in FC module 10 .
  • Each ECU includes a storage device (ROM), and may further include a processing circuit (or processor) such as an FPGA (Field Programmable Gate Array) and/or a GPU (Graphics Processing Unit).
  • ROM storage device
  • processor processor
  • Each ECU either alone or in cooperation with other ECUs while communicating, sequentially executes a computer program stored in a storage device that describes a group of instructions for executing at least one process, and executes the desired process. Execute the action.
  • the operation terminal 400 is a terminal for a user to perform operations related to the traveling of the work vehicle 200 and the operation of the implement 300, and is also referred to as a virtual terminal (VT).
  • Operating terminal 400 may include a touch screen type display and/or one or more buttons.
  • the display device may be a display such as a liquid crystal or an organic light emitting diode (OLED), for example.
  • OLED organic light emitting diode
  • the user can, for example, input information regarding the type of implement 300 and/or the type of work, change control amounts for the work vehicle 200 such as vehicle speed or engine rotational speed, and change the control amount of the work vehicle 200.
  • Various operations can be performed, such as powering on and off the device and switching the implement on and off.
  • Operating terminal 400 may be configured to be detachable from work vehicle 200. A user located away from work vehicle 200 may operate detached operation terminal 400 to control the operation of work vehicle 200.
  • the work vehicle 200 may further include at least one sensing device that senses the environment around the work vehicle 200, and a processor that processes sensor data output from the at least one sensing device.
  • the sensing device may include, for example, multiple cameras, LiDAR sensors, and multiple obstacle sensors. Sensor data output from the sensing device can be used, for example, for obstacle detection and positioning.
  • Various ECUs mounted on the work vehicle 200 may be configured to work together to perform calculations and controls for realizing automatic driving based on sensor data output from the sensing device.
  • the fuel tank 50 is supported by a fixed frame 120.
  • the fixed frame 120 is fixed to the vehicle body 102 across the driver's seat 107.
  • the fuel tank 50 is located above the driver's seat 107.
  • the installation location of the fuel tank 50 is not limited to the illustrated example, and may be inside the front housing 110, for example.
  • the fixed frame 120 is a long axis-shaped structure such as a pipe that is fixed to the vehicle body 102.
  • Fixed frame 120 includes two frames located on the left and right sides of work vehicle 200 (see FIG. 5).
  • the front part of the fixed frame 120 has a curved shape. Note that the illustrated shape of the fixed frame 120 is only an example, and the shape of the fixed frame 120 is not limited to this example.
  • the vehicle body 102 includes a front frame 102A that rotatably supports a front wheel 104F, and a transmission case 102B that rotatably supports a rear wheel 104R.
  • One end (front end) of the fixed frame 120 is fixed to the front frame 102A.
  • the other end (rear end) of the fixed frame 120 is fixed to the transmission case 102B.
  • fixations may be made by any suitable method, such as welding or bolting, depending on the material of the fixation frame 120.
  • the fixed frame 120 may be formed from, for example, metal, synthetic resin, carbon fiber, or a composite material such as carbon fiber reinforced plastic or glass fiber reinforced plastic.
  • the transmission case 102B includes a rear axle case, and the rear end of the fixed frame 120 may be fixed to the rear axle case. Note that when the fixed frame 120 is made of metal, part or all of its surface may be covered with synthetic resin.
  • the work vehicle 200 includes a cabin 105 surrounding a driver's seat 107 between the vehicle body 102 and the fixed frame 120.
  • the driver's seat 107 is located at the rear of the cabin 105 .
  • a steering handle (steering wheel) 106 is provided in front of the driver's seat 107, for example, for changing the direction of the front wheels 104F.
  • Cabin 105 has a cabin frame that constitutes a skeleton.
  • a roof 109 is provided on the top of the cabin frame.
  • the cabin frame of this embodiment is a four-poster type.
  • Cabin 105 is supported by transmission case 102B of vehicle body 102, for example via a vibration-proof mount.
  • the user interface 1 described with reference to FIG. 4 is provided inside the cabin 105. Since the cabin 105 does not directly support the fuel tank 50, there is no need to particularly increase its strength, and a cabin that has been used in conventional tractors can be used.
  • the work vehicle 200 includes a mounting table 51A that connects the left frame 120 and the right frame 120.
  • the fuel tank 50 may be placed on the mounting table 51A. If there is a plurality of fuel tanks 50, the plurality of fuel tanks 50 may be included in the fuel tank module 55. As shown in FIG. 6, the fuel tank module 55 includes a tank case 51 that accommodates a plurality of fuel tanks 50.
  • the left and right fixed frames 120 may be connected to each other by a member other than the mounting table 51A.
  • a coupling device 108 is provided at the rear end of the transmission case 102B, which is the rear portion of the vehicle body 102.
  • the coupling device 108 includes, for example, a three-point support device (also referred to as a "three-point link” or “three-point hitch”), a PTO shaft, a universal joint, and a communication cable.
  • the implement 300 can be attached to and detached from the work vehicle 200 by the coupling device 108.
  • the coupling device 108 can change the position or posture of the implement 300 by raising and lowering the three-point link using, for example, a hydraulic device. Further, power can be sent from the work vehicle 200 to the implement 300 via the universal joint.
  • the work vehicle 200 can cause the implement 300 to perform a predetermined work (agricultural work) while pulling the implement 300.
  • the coupling device 108 may be provided at the front of the vehicle body 102. In that case, the implement 300 can be connected to the front of the work vehicle 200.
  • the implement 300 includes, for example, a drive device, a control device, and a communication device.
  • the drive device performs operations necessary for the implement 300 to perform a predetermined task.
  • the drive device includes a device depending on the application of the implement 300, such as a hydraulic device, an electric motor, or a pump.
  • the control device controls the operation of the drive device.
  • the control device causes the drive device to perform various operations in response to signals transmitted from work vehicle 200 via the communication device. Further, a signal depending on the state of the implement 300 can also be transmitted from the communication device to the work vehicle 200.
  • the implement 300 shown in FIG. 6 is a rotary tiller
  • the implement 300 is not limited to a rotary tiller.
  • any implement such as a seeder, spreader, transplanter, mower, rake, baler, harvester, sprayer, or harrow. It can be used by connecting to the work vehicle 200.
  • the work vehicle 200 shown in FIG. 6 is capable of manned operation, it may also be compatible only with unmanned operation. In that case, components necessary only for manned operation, such as the cabin 105, the steering handle 106, and the driver's seat 107, may not be provided in the work vehicle 200.
  • the unmanned work vehicle 200 can run autonomously or by remote control by a user.
  • FIG. 7 is a flowchart showing an example of the operation of the control device 60 when stopping the operation of the work vehicle 200.
  • Control device 60 stops the operation of work vehicle 200 by executing the operations from steps S110 to S150 shown in FIG. 7 while work vehicle 200 is in operation.
  • step S110 the control device 60 determines whether a command to stop operation has been issued.
  • the command to stop operation is a command to stop power supply to each electrical component of work vehicle 200 and power generation by the fuel cell.
  • the command to stop operation may be issued, for example, when the user turns off a power switch (for example, an ignition switch) included in the operating device 2.
  • a command to stop the operation is issued, the process advances to step S120.
  • step S120 the control device 60 stops supplying the oxidizing gas (for example, air) to the FC module 10.
  • the FC system ECU 5 of the control device 60 instructs the ECU 42 of the FC module 10 to close the cutoff valve 17 (see FIG. 2) in response to the instruction to stop operation. This blocks the flow of oxidizing gas into the FC stack 11 and stops power generation. Note that although the supply of oxidizing gas to the FC stack 11 is stopped in this embodiment, the system may be configured so that the supply of fuel (hydrogen gas in this embodiment) is stopped instead.
  • the control device 60 also stops the operation of the air compressor 12.
  • step S130 the control device 60 stops power transmission from the motor 70 to the traveling device.
  • main ECU 3 of control device 60 switches a plurality of clutches in power transmission system 74 from a connected state to a disconnected state to stop power transmission from motor 70 to the traveling device including the axle and wheels 104.
  • the main ECU 3 may connect the PTO clutch to maintain power transmission from the motor 70 to the PTO shaft 76, or disconnect the PTO clutch to maintain power transmission from the motor 70 to the PTO shaft 76. It may be stopped.
  • step S140 the control device 60 rotates the motor 70 to discharge residual charges in the circuit group connected to the motor 70.
  • main ECU 3 in control device 60 issues a command to ECU 73 in inverter device 72 to rotate motor 70, thereby consuming the residual charge.
  • the motor 70 rotates, but since power transmission from the motor 70 to the traveling device is stopped, the traveling device remains stopped.
  • the PTO shaft 76 also rotates as the motor 70 rotates. By rotating the PTO shaft 76, it is possible to consume more energy than when the PTO shaft 76 is not rotated. Thereby, the time required for discharging can be shortened.
  • step S150 the control device 60 stops the operation of the motor 70 and other electrical components. As a result, the operation of work vehicle 200 is stopped.
  • the above discharge process consumes the residual charges in the circuit group connected to the motor 70.
  • the circuit group connected to the motor 70 includes, for example, the bridge circuit in the inverter device 72 shown in FIG. 4, the boost circuit 40, the DC-DC converters 81 and 82, and the like.
  • the boost circuit 40 functions as a boost converter that boosts the DC voltage generated by the FC stack 11.
  • the bridge circuit in inverter device 72 functions as an inverter that converts the DC voltage output from the boost converter into AC voltage and supplies it to motor 70 .
  • These circuits may include multiple capacitors. The discharge process allows charges remaining in those capacitors to be discharged. Thereby, it is possible to prevent unnecessary charges from remaining in the circuit when the work vehicle 200 is powered off.
  • the control device 60 may discharge the residual charge not only by rotating the motor 70 but also by operating other electrical components or charging the battery 80. For example, after stopping the supply of fuel or oxidizing gas to the FC module 10, the control device 60 rotates the air cooling fan (cooling fan) in the radiator device 34A that is responsible for cooling the FC stack 11 shown in FIG. Residual charges in the circuitry within module 10 may be discharged. By rotating not only the motor 70 but also the cooling fan for cooling the FC module 10, the residual charge within the FC module 10 can be effectively discharged.
  • the air cooling fan cooling fan
  • control device 60 rotates the cooling fan in the radiator device 34B, which is responsible for cooling electrical components other than the FC stack 11, to remove residual charges remaining in the DC-DC converter 81, etc. Discharge may also be performed. Further, the control device 60 may be configured to more efficiently consume the residual charge by operating a hydraulic system including a hydraulic pump. However, when operating the hydraulic pump, a hydraulic lock mechanism may be used to prevent the lift arm and the like in the coupling device 108 from operating.
  • the work vehicle 200 of this embodiment may include a first switch R1 provided on the current path between the FC module 10 and the motor 70.
  • Work vehicle 200 may further include a second switch R2 provided on the current path between battery 80 and motor 70.
  • the first switch R1 and the second switch R2 may be relays, for example.
  • the on/off control of each of the first switch R1 and the second switch R2 may be performed by the main ECU 3 in the control device 60. By turning off the first switch R1, power supply from the FC module 10 to the motor 70 is cut off. By turning off the second switch R2, power supply from the battery 80 to the motor 70 is cut off.
  • the control device 60 In response to the command to stop operation, the control device 60 turns off the first switch R1, and then discharges the residual charge by rotating the motor 70 or operating other electrical components. Good too. At this time, the control device 60 may operate other electrical components such as cooling fans in the radiator devices 34A and 34B. By turning off the first switch R1, the residual charge can be discharged while the power supply from the FC module 10 to the motor 70 is cut off.
  • the control device 60 also responds to the command to stop operation by turning off the first switch and the second switch, and then rotating the motor 70 or activating other electrical components to eliminate the residual charge. It is also possible to perform a discharge. Thereby, the residual charge can be discharged while the power supply from the FC module 10 and the battery 80 to the motor 70 is cut off.
  • FIG. 8 is a flowchart showing an example of the operation of operating the motor and other electrical components to discharge the residual charge with the switches R1 and R2 turned off.
  • the flowchart shown in FIG. 8 is similar to the flowchart shown in FIG. 7 except that step S140 in FIG. 7 is replaced with steps S240 and S250.
  • step S240 after stopping power transmission from the motor 70 to the traveling device in step S130, the process proceeds to step S240, where the control device 60 turns off the first switch R1 and the second switch R2.
  • step S250 the control device 60 operates the motor 70 and other electrical components (for example, cooling fans, hydraulic systems, and/or electric pumps in the radiator devices 34A, 34B, etc.) to discharge the residual charge. Execute. Through such an operation, the peripheral circuits of the motor 70 and the circuits within the FC module 10 can be efficiently discharged.
  • the control device 60 may change the discharge process depending on whether the implement 300 is connected to the PTO shaft 76 or not. For example, when the implement 300 is connected to the PTO shaft 76, the control device 60 rotates the motor 70 while stopping power transmission from the motor 70 to the PTO shaft 76, and controls the implement 300 to connect to the PTO shaft 76. When the shaft member 300 is not connected, the motor 70 may be rotated while power transmission from the motor 70 to the PTO shaft 76 is maintained. Such control allows the discharge method to be appropriately switched depending on the presence or absence of the implement 300.
  • FIG. 9 is a flowchart showing an example of the operation of changing the discharge process depending on whether the implement 300 is connected to the PTO shaft 76.
  • the flowchart shown in FIG. 9 is the same as the example shown in step S8, except that steps S241, S242, and S243 are added between steps S240 and S250 in FIG.
  • the control device 60 determines whether an implement is connected to the PTO shaft 76. Whether or not the implement 300 is connected to the PTO shaft 76 can be determined based on, for example, a signal transmitted from the implement 300 to the work vehicle 200. If the implement is connected, the process advances to step S242. If no implement is connected, the process advances to step S243.
  • step S242 the control device 60 disengages the PTO clutch. As a result, power transmission from the motor 70 to the PTO shaft 76 is stopped.
  • step S243 the control device 60 connects the PTO clutch. Thereby, power transmission from the motor 70 to the PTO shaft 76 is maintained.
  • step S250 the control device 60 operates the motor 70 and other electrical components to discharge the residual charge. Thereafter, in step S150, the operation of the motor 70 and other electrical components is stopped. As a result, the operation of work vehicle 200 is stopped.
  • the PTO shaft 76 may rotate unnecessarily, causing the implement 300 to operate. can be avoided.
  • the implement 300 when the implement 300 is connected to the work vehicle 200, by rotating the PTO shaft, the energy consumed increases and discharge can be performed more efficiently. In this way, it becomes possible to selectively execute an appropriate discharge method depending on the presence or absence of the implement 300.
  • the discharge process is performed when a command to turn off the power of the work vehicle 100 is issued. Similar discharge processing may be performed not only at the timing of turning off the power, but also when a command to idle the FC module 10 (temporary stop of the FC module 10) is issued, for example. By performing the discharge process during idle stop, deterioration of the fuel cell can be suppressed.
  • the present disclosure includes a work vehicle, a work vehicle control device, and a work vehicle control method described in the following items.
  • a fuel cell module having a fuel cell stack; at least one fuel tank containing fuel to be supplied to the fuel cell stack; a motor connected to the fuel cell module; a traveling device driven by the motor; a power take-off shaft driven by the motor and to which an implement is connected; a control device; Equipped with The control device stops supplying the fuel or oxidizing gas to the fuel cell stack in response to the command to stop operation, and then controls the control device in a state where power transmission from the motor to the traveling device is stopped. rotating a motor to discharge residual charges in a circuit group connected to the motor; work vehicle.
  • the control device performs the discharge by rotating the motor while stopping power transmission from the motor to the power take-off shaft. Work vehicle described in item 1.
  • the circuit group is a boost converter that boosts the DC voltage generated by the fuel cell stack; an inverter that converts the DC voltage output from the boost converter into AC voltage and supplies it to the motor;
  • the work vehicle according to any one of items 1 to 5, including:
  • a fuel cell module having a fuel cell stack; at least one fuel tank containing fuel to be supplied to the fuel cell stack; a motor connected to the fuel cell module; a traveling device driven by the motor;
  • a control device for a work vehicle comprising: a power take-off shaft driven by a motor and connected to an implement; In response to a command to stop operation, the supply of the fuel or oxidizing gas to the fuel cell module is stopped, and then the motor is rotated while power transmission from the motor to the traveling device is stopped. discharging residual charges in a circuit group connected to the motor; Control device.
  • a fuel cell module having a fuel cell stack; at least one fuel tank containing fuel to be supplied to the fuel cell stack; a motor connected to the fuel cell module; a traveling device driven by the motor;
  • a method for controlling a work vehicle comprising: a power take-off shaft driven by a motor and connected to an implement; Stopping the supply of the fuel or oxidizing gas to the fuel cell module in response to a command to stop operation; After stopping the supply of fuel, rotating the motor while stopping power transmission from the motor to the traveling device to discharge residual electric charge in a circuit group connected to the motor; control methods including.
  • the technology of the present disclosure can be applied to work vehicles such as agricultural tractors, harvesters, rice transplanters, riding management machines, and vegetable transplanters, for example.

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  • Engineering & Computer Science (AREA)
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  • Sustainable Development (AREA)
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  • Power Engineering (AREA)
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  • Chemical Kinetics & Catalysis (AREA)
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  • Combustion & Propulsion (AREA)
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PCT/JP2023/023488 2022-06-28 2023-06-26 作業車両、作業車両の制御装置および制御方法 Ceased WO2024004910A1 (ja)

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JP2024530809A JP7833034B2 (ja) 2022-06-28 2023-06-26 作業車両、作業車両の制御装置および制御方法
EP23831352.2A EP4527675A4 (en) 2022-06-28 2023-06-26 COMMERCIAL VEHICLE, COMMERCIAL VEHICLE CONTROL DEVICE AND CONTROL METHOD
CN202380050336.6A CN119585137A (zh) 2022-06-28 2023-06-26 作业车辆、作业车辆的控制装置及控制方法
US18/983,607 US20250115167A1 (en) 2022-06-28 2024-12-17 Work vehicle, work vehicle control device, and control method

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WO2026004544A1 (ja) * 2024-06-26 2026-01-02 株式会社クボタ 駆動システム、作業車両、制御装置、制御方法およびコンピュータプログラム

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US12594853B2 (en) * 2024-03-08 2026-04-07 Yanmar Holdings Co., Ltd. Work vehicle
WO2026004544A1 (ja) * 2024-06-26 2026-01-02 株式会社クボタ 駆動システム、作業車両、制御装置、制御方法およびコンピュータプログラム

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US20250115167A1 (en) 2025-04-10
EP4527675A4 (en) 2025-10-15

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