JP2001028805A - Moving body drive device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To make it possible to prevent a decrease in efficiency of energy when an operational error occurs in regenerating operation of discharged energy. SOLUTION: A fuel battery in a fuel battery unit 60 has a thermoelectric element 40 in a hybrid vehicle with an engine and the fuel battery unit 60 as driving energy sources. Heat is generated at power generation of the fuel battery and changed into electrical energy by the thermoelectric element 40 to charge a battery 50. When an error occurs in regenerating operation of heat by the thermoelectric element 40, the use of fuel battery unit 60 as a driving energy source is stopped in the hybrid vehicle. Then, the hybrid vehicle runs by using the engine 10 as the driving energy source.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a driving apparatus for a moving body, and more particularly, to a moving body mounted on a moving body such as a vehicle and provided with a plurality of driving energy sources for supplying driving energy to the moving body. Related to a drive device.

[0002]

2. Description of the Related Art Hitherto, a moving body such as a vehicle having a plurality of energy generating devices mounted thereon as a driving energy source has been proposed. For example, in recent years, various hybrid vehicles equipped with a driving device including a power supply that supplies power to an electric motor that generates driving force and an engine have been proposed. As one form of a hybrid vehicle, there is a configuration called a parallel hybrid vehicle that can output both power of an electric motor and an engine to a drive shaft. The parallel hybrid vehicle travels by outputting power from an engine, and can also travel by outputting power from an electric motor using electric power supplied from a power supply. Although the energy efficiency of the engine greatly changes depending on the output state, in a parallel hybrid vehicle, the engine can be operated in an efficient region by appropriately using two types of driving energy sources. As described above, when a plurality of driving energy sources are mounted to drive the moving body, the driving energy sources are selectively used according to the characteristics of each driving energy source, so that the moving body as a whole has higher energy. Efficiency can be realized.

[0003] Further, in such a moving body on which a plurality of driving energy sources are mounted, as a configuration for further improving the energy efficiency of the whole system, a thermoelectric element is provided in the driving energy source to generate heat when generating energy. There has been proposed a configuration for collecting the
02 publication). Here, in a vehicle equipped with an engine and an electric motor, heat energy in exhaust heat generated during high-speed running is collected by a thermoelectric element, and predetermined energy storage means is charged with the collected energy, thereby improving the energy efficiency of the entire vehicle. Have improved.

[0004]

However, in these proposed moving bodies, measures for various situations assumed during actual use have not been sufficiently studied. For example, there is no known drive device capable of responding to the occurrence of an abnormality in the recovery of thermal energy by the thermoelectric element. There has been a demand for a practical drive device capable of sufficiently coping with maintaining the above.
Further, it has not been known to maintain the durability of the entire system by properly using a plurality of drive energy sources when an abnormality occurs in the recovery of thermal energy by the thermoelectric element. The moving body driving device of the present invention employs the following configuration in order to solve such a problem.

[0005]

Means for Solving the Problems and Action / Effect of the Invention A driving device for a moving body according to the present invention is mounted on a moving body and includes a plurality of driving energy sources for generating energy for driving the moving body. A body drive device, provided at at least one of the plurality of drive energy sources, a heat recovery unit that converts heat generated by the drive energy source into electrical energy and recovers the energy, An abnormality detection unit that detects an abnormality in an operation state when the heat recovery unit recovers the heat; and the drive energy provided with the heat recovery unit in which the abnormality is detected when the abnormality detection unit detects the abnormality. The source is provided with an abnormal stop means for stopping the generation of the energy.

[0006] The driving apparatus of the present invention configured as described above includes a plurality of driving energy sources for generating energy for driving the moving body, and is mounted on the moving body.
Here, in at least one of the plurality of drive energy sources, heat recovery means for converting heat generated by the drive energy source into electrical energy and recovering the energy is provided. When an abnormality in the operation state at the time of heat recovery is detected, the generation of the energy is stopped in the driving energy source provided with the heat recovery unit in which the abnormality is detected.

According to the driving device of the present invention, when there is an abnormality in the operation state when the heat recovery means recovers heat, the drive energy source provided with the heat recovery means in which the abnormality is detected is used. Since the generation of the heat is stopped, it is possible to prevent the heat from being discarded without being recovered, and to suppress a decrease in energy efficiency.

In the driving device according to the present invention, when the abnormality detecting means detects the abnormality, the driving energy for the driving is changed by a driving energy source different from the driving energy source provided with the heat recovery means in which the abnormality is detected. Energy may be generated. With such a configuration, even if an abnormality occurs in the operation state of the heat recovery by the heat recovery unit, energy for driving the moving body can be secured.

Further, in the driving device according to the present invention, the plurality of driving energy sources may include an engine and a fuel cell.

Alternatively, in the driving apparatus according to the present invention, the plurality of driving energy sources include an engine that generates power, a fuel cell that generates power, and an electric motor that generates power from the power generated by the fuel cell. Wherein the heat recovery means is provided in the fuel cell and / or the electric motor, and when the abnormality detection means detects the abnormality, the heat recovery means generates energy for the drive using the engine. Is also good.

Further, in the driving apparatus according to the present invention, the driving energy source provided with the heat recovery means includes a temperature detecting means for detecting an operating temperature of the driving energy source. When detecting the abnormality, if the temperature detected by the temperature detecting means does not exceed a predetermined temperature, the generation of the energy by the driving energy source provided with the heat recovery means in which the abnormality is detected is continued. You may do it.

With this configuration, when an abnormality occurs in the operation state of the heat recovery unit when the heat recovery unit recovers the heat, the operating temperature of the driving energy source provided with the heat recovery unit is within an allowable range. If there is, the generation of the energy by the driving energy source is continued. Therefore, even if an abnormality occurs in the heat recovery operation, if the driving energy source does not hinder the generation of energy, the operation of generating the energy by the driving energy source can be continued. Even if heat energy is not recovered, if there is an advantage by using this driving energy source, the advantage can be utilized.

Further, in the driving device according to the present invention, the driving energy source provided with the heat recovery means includes a temperature detecting means for detecting an operating temperature of the driving energy source, and the abnormal-state stopping means includes: Even when the abnormality is not detected, if the operating temperature of the driving energy source detected by the temperature detecting means is equal to or higher than a predetermined temperature, the generation of the energy by the driving energy source is stopped. Means may be provided.

With this configuration, it is possible to prevent a problem caused by abnormal heat generation in the driving energy source provided with the heat recovery means. Since the heat recovery by the heat recovery means also serves to cool the drive energy source, an abnormality in the heat recovery operation results in a rise in the temperature of the drive energy source. Therefore,
When the operating temperature of the driving energy source is increased to recover the heat without increasing the operating temperature of the driving energy source without distinguishing between the abnormal operation of the operation of recovering heat and the abnormal heat generation by providing the above-described abnormality detecting means in particular. A configuration is also possible in which an abnormality in the operation state is also indirectly detected and the generation of energy by the driving energy source is stopped.

[0015]

DESCRIPTION OF THE PREFERRED EMBODIMENTS In order to further clarify the structure and operation of the present invention described above, embodiments of the present invention will be described below based on examples. (1) Configuration of device: FIG. 1 is a schematic configuration diagram showing a hybrid vehicle of the present embodiment. The hybrid vehicle according to the present embodiment includes an engine 10 and a motor 20 as power sources. As shown, the power system of the hybrid vehicle according to the present embodiment includes an engine 10 and an input clutch 1 from the upstream side.
8, the motor 20, the torque converter 30, and the transmission 100 are connected in series. That is, the crankshaft 12 of the engine 10 is
Through the motor 20. Input clutch 18
Can be switched between a state where power is transmitted from the engine 10 to the motor 20 and a state where power transmission from the engine 10 to the motor 20 is interrupted. The output shaft 13 of the motor 20 is also connected to a torque converter 30. The output shaft 14 of the torque converter is connected to the transmission 100. The output shaft 15 of the transmission 100 is connected to an axle 17 via a differential gear 16. Hereinafter, each component will be described in order.

The engine 10 is a normal gasoline engine. However, the engine 10 sets the opening / closing timing of an intake valve for sucking a mixture of gasoline and air into a cylinder and an exhaust valve for discharging exhaust gas after combustion from the cylinder relative to the vertical movement of the piston. It has an adjustable mechanism (hereinafter, this mechanism is called a VVT mechanism). Since the configuration of the VVT mechanism is well known, detailed description is omitted here. Engine 10
By adjusting the opening / closing timing so that each valve closes with a delay with respect to the vertical movement of the piston, a so-called pumping loss can be reduced. As a result,
When the engine 10 is motored, the torque to be output from the motor 20 can be reduced. When power is output by burning gasoline, the VVT mechanism is controlled so that each valve opens and closes at a timing with the highest combustion efficiency according to the rotation speed of the engine 10.

The motor 20 is a three-phase synchronous motor,
A rotor 22 having a plurality of permanent magnets on an outer peripheral surface and a stator 24 around which a three-phase coil for forming a rotating magnetic field is wound. The motor 20 is driven to rotate by interaction between a magnetic field generated by a permanent magnet provided on the rotor 22 and a magnetic field formed by a three-phase coil of the stator 24. When the rotor 22 is rotated by an external force, an electromotive force is generated at both ends of the three-phase coil by the interaction of these magnetic fields. The motor 20 includes the rotor 2
It is also possible to apply a sine wave magnetized motor in which the magnetic flux density between the stator 2 and the stator 24 has a sine distribution in the circumferential direction. However, in the present embodiment, a non-sine wave magnetized motor capable of outputting a relatively large torque is used. A magnetic motor was applied.

As a power source for the motor 20, a battery 50 is used.
And a fuel cell device 60. However, the main power supply is the fuel cell device 60. The battery 50 complements when the fuel cell device 60 is out of order or when the fuel cell device 60 is in a transitional operating state where sufficient power cannot be output (for example, when the fuel cell device 60 is started). It is used as a power supply for supplying electric power to the motor 20. The electric power of the battery 50 is mainly supplied to power devices such as a control unit 70 for controlling the hybrid vehicle and lighting devices.

A changeover switch 84 for switching the connection state is provided between the motor 20 and each power supply. The changeover switch 84 can arbitrarily switch the connection state among the three members of the battery 50, the fuel cell device 60, and the motor 20. Stator 24 is electrically connected to battery 50 via changeover switch 84 and drive circuit 51. Further, the stator 24 is connected to the fuel cell device 60 via the changeover switch 84 and the drive circuit 52. Each of the drive circuits 51 and 52 is configured by a transistor inverter, and a plurality of transistors are provided for each of the three phases of the motor 20 by using a pair of a source side and a sink side. These drive circuits 51,
52 is electrically connected to the control unit 70.
When the control unit 70 performs PWM control on / off time of each transistor of the drive circuits 51 and 52, the battery 5
Pseudo three-phase alternating current, which uses the zero and the fuel cell device 60 as a power source, flows through the three-phase coil of the stator 24, and a rotating magnetic field is formed in the motor 20. The motor 20 functions as an electric motor or a generator as described above by the action of the rotating magnetic field.

FIG. 2 is an explanatory diagram showing a schematic configuration of the fuel cell device 60 which functions as a power source of the motor 20. The fuel cell device 60 includes a methanol tank 6 for storing methanol.
1. Water tank 62 for storing water, burner 63 for generating combustion gas, compressor 64 for compressing air, burner 63
, A reformer 66 that generates fuel gas by a reforming reaction, a CO reducing unit 67 that reduces the concentration of carbon monoxide (CO) in the fuel gas, The main component is a fuel cell 60A that obtains electric power. The operations of these units are controlled by the control unit 70.

The fuel cell 60A is a solid polymer electrolyte type fuel cell, and is constituted by stacking a plurality of single cells each having an electrolyte membrane, a cathode, an anode, and a separator. The electrolyte membrane is, for example, a proton-conductive ion exchange membrane formed of a solid polymer material such as a fluorine-based resin. The cathode and the anode are both formed of carbon cloth woven from carbon fibers. The separator is formed of a gas-impermeable conductive member such as dense carbon which is made gas-impermeable by compressing carbon. The separator forms a flow path for the fuel gas and the oxidizing gas between the cathode and the anode.

The components of the fuel cell device 60 are connected as follows. The methanol tank 61 is connected to the evaporator 65 by a predetermined flow path. The pump P2 provided in the middle of this flow path supplies methanol to the evaporator 65 while adjusting the flow rate of the raw fuel methanol.
The water tank 62 is also connected to the evaporator 65 by a predetermined flow path. Pump P provided in the middle of this flow path
3 supplies the water to the evaporator 65 while adjusting the flow rate of the water. The methanol flow path and the water flow path merge into one flow path downstream of the pumps P2 and P3, respectively, and are connected to the evaporator 65.

The evaporator 65 vaporizes the supplied methanol and water. The evaporator 65 is provided with a burner 63 and a compressor 64. The evaporator 65 boils and vaporizes methanol and water by the combustion gas supplied from the burner 63. Here, the flow path connecting the methanol tank 61 and the evaporator 65 is branched in the middle and connected to the burner 63. A pump P <b> 1 is provided in the branched flow path, whereby the amount of methanol supplied to the burner 63 is adjusted. Burner 63
As fuel for combustion, in addition to the methanol, fuel exhaust gas remaining without being consumed by the electrochemical reaction in the fuel cell 60A is also supplied. The burner 63 mainly burns the latter of methanol and fuel exhaust gas. The combustion temperature of the burner 63 is controlled based on the output of the sensor T1, and is maintained at about 800 ° C to 1000 ° C. Burner 63
When the combustion gas is transferred to the evaporator 65, the combustion gas rotates the turbine and drives the compressor 64. The compressor 64 takes in air from the outside of the fuel cell device 60, compresses the air, and supplies the compressed air to the cathode side of the fuel cell 60A.

The evaporator 65 and the reformer 66 are connected through a predetermined flow path, and the raw fuel gas obtained in the evaporator 65, that is, the mixed gas of methanol and steam, is passed through this flow path. It is supplied to the reformer 66. The reformer 66 includes a reforming catalyst therein, and reforms the supplied raw fuel gas composed of methanol and water to generate a hydrogen-rich fuel gas. Further, a temperature sensor T2 is provided in the middle of a flow path connecting the evaporator 65 and the reformer 66, and the temperature of the mixed gas passing through this flow path is normally set to a predetermined value of about 250 ° C. Thus, the amount of methanol supplied to the burner 63 is controlled. In the reformer 66, a steam reforming reaction is performed by utilizing the heat of the mixed gas brought from the evaporator 65. In the reformer 66 of the present embodiment, when generating a hydrogen-rich gas from methanol, an oxidation reaction simultaneously proceeds in addition to a steam reforming reaction, and heat is also generated by this oxidation reaction. Therefore, in order to supply oxygen required for the oxidation reaction, the reformer 66 is provided with a blower 68 for supplying air from outside.

The reformer 66 and the CO reduction unit 67 are connected by a predetermined flow path, and the hydrogen-rich fuel gas generated by the reformer 66 is supplied to the CO reduction unit 67.
The fuel gas discharged from the reformer 66 that generates a hydrogen-rich gas mainly by a steam reforming reaction under a predetermined catalyst usually contains a certain amount of carbon monoxide (CO). C
The O reduction unit 67 reduces the concentration of carbon monoxide in the fuel gas. This is because, in a polymer electrolyte fuel cell, carbon monoxide contained in the fuel gas inhibits the reaction at the anode and lowers the performance of the fuel cell. CO
The reduction unit 67 reduces the concentration of carbon monoxide by oxidizing carbon monoxide in the fuel gas.

The CO reducing section 67 and the fuel cell 60A are connected by a predetermined flow path, and the fuel gas having a reduced carbon monoxide concentration is supplied to the anode side of the fuel cell 60A through this flow path. Used for electrochemical reactions. As described above, the air compressed by the compressor 64 is supplied to the cathode side of the fuel cell 60A. This compressed air is used as an oxidizing gas for an electrochemical reaction on the cathode side of the fuel cell 60A.

The fuel cell device 60 having the above configuration is
Electric power can be supplied by an electrochemical reaction using methanol and water as raw fuels. In the present embodiment, the operation state of the fuel cell is controlled according to the remaining amounts of methanol and water in the methanol tank 61 and the water tank 62. In order to realize such control, each tank is provided with a capacity sensor 61a, 62a. In this embodiment, the fuel cell device 60 using methanol and water is mounted, but the fuel cell device 60 is not limited to this, and various configurations can be applied.

The fuel cell device 60 shown in FIG.
A thermoelectric element 40 is provided. This thermoelectric element 40 is actually a fuel cell 60 in the fuel cell device 60 shown in FIG.
A. A thermoelectric device is a known device that converts thermal energy into electric energy using the Seebeck effect, and various devices such as a Bi ₂ Te ₃ system and a PbTe system are known. As described above, a fuel cell is a device that obtains an electromotive force by an electrochemical reaction, but the chemical energy of the fuel is not completely converted to electric energy, and the energy that is not converted to electric energy is converted to heat. The fuel cell 60A generates heat because it becomes energy. In this embodiment, the thermoelectric element 4
By providing 0, heat generated by power generation in the fuel cell 60A is recovered as electric energy. The thermoelectric element 40 is mounted at a predetermined position on the outer wall surface of the fuel cell 60A, and the mounting surface mounted on the fuel cell 60A becomes higher in temperature than the other surface according to the operating temperature of the fuel cell 60A. This generates an electromotive force. Such a thermoelectric element 40 is connected to the battery 50 via the switch 41. When the switch 41 is on, the battery 50 can be charged with the electric power obtained by the thermoelectric element 40. The switch 41 is controlled by the control unit 70. For example, when a voltage sufficient to charge the battery 50 is not generated in the thermoelectric element 40, the switch 41 is turned off.

Further, the fuel cell device 60 shown in FIG. 1 is provided with a cooling device for controlling the operating temperature of the fuel cell 60A. As described above, the fuel cell 60A
Is provided with a thermoelectric element 40, and a part of the heat generated by the electrochemical reaction is recovered as electric energy, but the remaining heat is discharged to control the operating temperature of the fuel cell 60A within a desired range. For this purpose, this cooling device is provided. The cooling device of the fuel cell device 60 includes a refrigerant passage 94 and a pump 9.
3 and a radiator 92.
Thus, the fuel cell 60A is cooled by passing through the refrigerant passage 94 and radiating heat by the radiator 92. The pump 93 is driven by an accessory driving device 82 described later. In such a cooling device, the driving state of the pump 93,
That is, by controlling the flow rate of the cooling water, the degree of cooling can be adjusted. Here, the coolant path 94 is provided with a coolant temperature sensor 90 in the vicinity of the connection with the fuel cell 60A and on the side where the coolant is discharged from the fuel cell 60A. The cooling water temperature sensor 90
In order to detect the temperature TW of the cooling water discharged from the fuel cell 60A, the detected value directly reflects the internal temperature of the fuel cell 60A.

In the following description, methanol and water used for power generation in a fuel cell are collectively referred to as FC fuel. Both capacities are not always the same.
In the following description, the FC fuel amount means a capacity on a side that restricts power generation by the fuel cell. In other words, it means the capacity of methanol and water on the side that runs short first when power generation is continued.

The battery 50 is an auxiliary power supply as described above, and mainly supplies power to the motor 20 at the time of starting the fuel cell and the like, except for supplying power to power devices such as the control unit 70 and a lighting device. It is used to supplement power.
As the battery, various secondary batteries such as a lead storage battery, a nickel-cadmium storage battery, a nickel-hydrogen storage battery, and a lithium secondary battery can be used. This battery 5
A capacity of 0 is used during the warm-up of the fuel cell during startup.
In an operation state (described later, an MG area in FIG. 4) in which the fuel cell is used as a power source for running, the size is set to be a power source for driving the motor 20.

The torque converter 30 is a known power transmission mechanism using a fluid. Here, power is transmitted from one rotation shaft to the other rotation shaft between the input shaft of the torque converter 30, that is, the output shaft 13 of the motor 20 and the output shaft 14 of the torque converter 30. The torque converter 30 is further provided with a lock-up clutch, which switches between a state in which both rotating shafts can rotate with slipping relative to each other and a state in which both rotating shafts are coupled so as not to cause slipping. ON / OFF of the lock-up clutch is controlled by the control unit 70.

The transmission 100 includes a plurality of gears, clutches, one-way clutches, brakes, and the like, and converts the torque and the number of revolutions of the output shaft 14 of the torque converter 30 by switching the speed ratio, thereby converting the output shaft 15 into the output shaft 15. It is a mechanism that can transmit. In this embodiment, a transmission that can realize five forward speeds and one reverse speed is applied. Transmission 100
Is set by the control unit 70 according to the vehicle speed and the like. The driver can change the range of the shift speed to be used by manually operating the shift lever provided in the vehicle and selecting the shift position. It should be noted that various clutches and brakes related to switching of the transmission ratio in the transmission 100 are engaged and released by hydraulic pressure, respectively. Although detailed illustration is omitted, the transmission 1
Reference numeral 00 denotes a hydraulic control unit 1 provided with a hydraulic pipe enabling operation, a solenoid valve for controlling hydraulic pressure, and the like.
04, whereby the hydraulic pressure is controlled. Further, the transmission 100 includes an electric hydraulic pump 102.
The hydraulic pump 102 supplies hydraulic oil for operating the clutch and the brake.
In the hybrid vehicle of this embodiment, the control unit 70 controls the operation of each clutch and brake by outputting a control signal to a solenoid valve or the like in the hydraulic control unit 104.

In the hybrid vehicle of this embodiment, the power output from the power source such as the engine 10 is also used for driving the auxiliary equipment. As shown in FIG. 1, an accessory drive device 82 is connected to the engine 10. The auxiliary equipment includes a compressor for an air conditioner, a pump for power steering, and the like. Here, the accessories driven using the power of the engine 10 are collectively shown as an accessory drive 82. The accessory drive device 82 is specifically connected to a crankshaft of the engine 10 via a pulley or a belt, and is driven by the rotational power of the crankshaft.

The accessory driving device 82 is also connected to an accessory driving motor 80. Auxiliary drive motor 80
Is connected to the fuel cell device 60 and the battery 50 via the changeover switch 83. Auxiliary drive motor 80
Has the same configuration as the motor 20 and
It is driven by zero power and can generate electricity.
The electric power generated by the accessory driving motor 80 is
Can be charged. In addition, the accessory driving motor 80
Can be powered by receiving power from the battery 50 and the fuel cell device 60. In the hybrid vehicle of the present embodiment, the operation of the engine 10 is stopped under predetermined conditions, as described later. By powering the accessory driving motor 80, the accessory driving device 82 can be driven even when the engine 10 is stopped. Of course, when the engine 10 is stopped, the input clutch 18 may be turned on to drive the accessory driving device 82 with the power of the motor 20. When the accessory is driven by the accessory drive motor 80, the accessory clutch 19 between the engine 10 and the accessory drive 82 is released to reduce the burden.

In the hybrid vehicle according to the present embodiment, the engine 10, the motor 20, the torque converter 30, and the transmission 1
00, the operation of the auxiliary drive motor 80 and the like
0 is controlling (see FIG. 1). The control unit 70
One chip with CPU, RAM, ROM, etc. inside
The microcomputer is a microcomputer, and the CPU performs various control processes described later according to a program recorded in the ROM. Various input / output signals are connected to the control unit 70 to realize such control. FIG. 3 is an explanatory diagram showing connection of input / output signals to the control unit 70. A signal input to the control unit 70 is shown on the left side of the drawing, and a signal output from the control unit 70 is shown on the right side.

The signals input to the control unit 70 are signals from various switches and sensors. Such signals include, for example, a signal from the thermoelectric element 40 attached to the fuel cell 60A, a coolant temperature of the fuel cell 60A, a remaining fuel amount for the fuel cell, a fuel cell temperature, and a rotation speed of the engine 10. , Engine 10 water temperature, ignition switch, battery remaining capacity SOC, battery temperature, vehicle speed, oil temperature of torque converter 30, shift position,
There are signals related to ON / OFF of a side brake, a stepping amount of a foot brake, a temperature of a catalyst for purifying exhaust gas of the engine 10, an accelerator opening, a signal from an acceleration sensor of the vehicle, and the like. Although many other signals are input to the control unit 70, they are not shown here.

The signal output from the control unit 70 is
These are signals for controlling the engine 10, the motor 20, the torque converter 30, the fuel cell 60, the transmission 100, and the like. Such a signal includes, for example, a switch 41 involved in executing charging of the battery 50 by the thermoelectric element 40.
Control signal, an ignition signal for controlling the ignition timing of the engine 10, a fuel injection signal for controlling the fuel injection, an auxiliary equipment driving motor control signal for controlling the operation of the auxiliary equipment driving motor 80, and controlling the operation of the motor 20. Motor control signal, transmission 10
0, a transmission control signal for switching the gear stage, a control signal for the input clutch 18 and the auxiliary clutch 19, a signal for controlling auxiliary equipment such as a control signal for an air conditioner compressor and a hydraulic pump, and a control of the power supply switch 84 for the motor 20 signal,
There are a control signal of the power supply changeover switch 83 of the accessory driving motor 80, a control signal of the fuel cell device 60, and the like. Although many other signals are output from the control unit 70, they are not shown here.

(2) General Operation: Next, the general operation of the hybrid vehicle of this embodiment will be described. Figure 1
As described above, the hybrid vehicle of the present embodiment includes the engine 10 and the motor 20 as power sources. The control unit 70 uses both of them according to the traveling state of the vehicle, that is, the vehicle speed and the torque. The use of both is set in advance as a map, and the ROM in the control unit 70 is used.
Is stored in

FIG. 4 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 where the vehicle runs using the motor 20 as a power source. The region outside the region MG is a region where the vehicle runs using the engine 10 as a power source,
Hereinafter, it is called a region EG. Also, the traveling state corresponding to the former region is referred to as EV traveling, and the traveling state corresponding to the latter region is referred to as engine traveling.

Engine 1 which is a normal gasoline engine
0 has the property that the energy efficiency is lower at low speed running than at high speed running. In the hybrid vehicle according to the present embodiment, the engine 1 is operated at such a low speed running.
By obtaining the driving force from the motor 20 instead of 0,
A reduction in energy efficiency of the vehicle as a whole is suppressed, and fuel efficiency is improved. Therefore, in the hybrid vehicle of the present embodiment, the performance of the motor 20 is set so that a sufficient driving force can be obtained in a region (running state) where the energy efficiency is particularly poor when the engine 10 is used. In addition, according to the configuration of FIG. 1, it is possible to run using both the engine 10 and the motor 20 as power sources, but in the present embodiment, such a running region is not provided.

As shown in the figure, the hybrid vehicle according to the present embodiment starts by EV running. While the traveling state is in the region EG, the vehicle travels with the input clutch 18 turned off. E
When the vehicle started by the V running reaches the running state near the boundary between the area MG and the area EG in the map of FIG. 4, the control unit 70 turns on the input clutch 18 and starts the engine 10. Input clutch 1
When the engine 8 is turned on, the engine 10 is rotated by the motor 20. The control unit 70 injects and ignites fuel at the timing when the rotation speed of the engine 10 increases to a predetermined value. Further, the VVT mechanism is controlled to change the opening / closing timing of the intake valve and the exhaust valve to a timing suitable for the operation of the engine 10.

After the engine 10 is started in this way, the vehicle runs in the region EG using only the engine 10 as a power source. When the engine starts running, the control unit 70
Shuts down all the transistors of the drive circuits 51 and 52. As a result, the motor 20 simply turns idle.

The control unit 70 performs the control of switching the power source according to the running state of the vehicle as described above, and also performs the process of switching the gear position of the transmission 100. The switching of the shift speed is performed based on a map set in advance according to the running state of the vehicle, similarly to the switching of the power source. Different maps are provided for each shift position. FIG. 4 shows maps corresponding to the D position, the four positions, and the three positions. As shown in this map, the control unit 70 executes the switching of the gear stage so that the gear ratio decreases as the vehicle speed increases.

In the drive position (D), as shown in FIG. 4, the vehicle travels using the speed up to the fifth speed (5th). In the four positions, the vehicle travels using the shift speeds up to the fourth speed (4th) in this map. Therefore, at the four positions, the fourth speed (4th) is used even in the 5th region in FIG. Similarly, in the case of three positions, the third speed (3rd) in the map of FIG.
The vehicle travels using gears up to.

At the two positions and the L position, the map is changed to one specific to each shift position to control the shift speed. FIG. 5 is an explanatory diagram showing how the gears are switched between the two positions. In the two positions, the first and second speeds are used. In the two-position map (FIG. 9), the boundary for switching between the first speed and the second speed is the same as the map for the D position (FIG. 8). In addition, the range of the area MG is set differently at the two positions as compared with the D position (see the hatched areas in FIGS. 4 and 5). The dashed line in FIG. 5 is shown for comparison with the map of the D position, and is a curve corresponding to the boundary between the second speed and the third speed in the map of the D position. Thus, 2
In the position map, the area corresponding to the second speed is expanded in the area MG and the area MG is reduced as a whole as compared with the map of the D position. This is because, when the vehicle is traveling at the second speed in the traveling state using the third speed at the D position, the rotation speed of the motor 20 becomes higher and approaches the upper limit of the performance of the motor 20. . Therefore, the range of the area MG in the two positions may be set in consideration of the performance of the mounted motor 20 and the energy efficiency when each of the engine 10 and the motor 20 is used. May be set wider or narrower depending on the situation.

FIG. 6 is an explanatory diagram showing the manner of switching gears at the L position. In the L position, only the first speed is used. For the same reason as described in the setting of the map in the two positions, the range of the area MG is different in the L position than in the two positions. The area MG in the L position is set to be wider than the area corresponding to the first speed in the area MG in the two-position map. FIG. 7 is an explanatory diagram showing how the gears are switched at the R position. R
Since the vehicle moves backward in the position, the area MG is set separately from the map in the shift position in the forward direction.

In addition to the switching based on this map, the gear is switched by a so-called kick down in which the driver shifts the gear to a higher one-stage gear ratio by rapidly depressing an accelerator pedal. Such switching control is similar to that of a known vehicle that uses only the engine as a power source and includes an automatic transmission. The relationship between the shift speed and the traveling state of the vehicle is shown in FIGS.
Various settings are possible according to the speed ratio of the transmission 100.

FIGS. 4 to 7 show maps in the case where the EV traveling and the engine traveling are selectively used according to the traveling state of the vehicle. However, the control unit 70 of this embodiment performs the engine traveling in all regions. It also has a map for performing in. Such maps are obtained by removing the EV traveling region (region MG) in FIGS. 4 to 7. EV
Running requires electric power. When the electric power can be secured from the battery 50 and the fuel cell device 60, the control unit 70 operates by selectively using the EV traveling and the engine traveling, and when the sufficient electric power cannot be secured, the control unit 70 operates with the engine traveling. Further, even when the vehicle is started in the EV running, if the power cannot be sufficiently secured after the vehicle starts, the vehicle is switched to the engine running even if the running state of the vehicle is within the area MG. Furthermore, the hybrid vehicle of the present embodiment runs the engine even in the area MG when an abnormality occurs in the recovery of thermal energy by the above-described thermoelectric element 40 provided in the fuel cell device 60. Such an operation will be described later.

(3) Waste heat recovery control processing: FIG. 8 is a flowchart of an EV waste heat recovery control processing routine. This routine is periodically executed by the CPU in the control unit 70 at predetermined time intervals while the vehicle is running. When the present routine is started, the CPU first inputs a driving state of the vehicle (step S100). Here, inputs from various sensors shown in FIG. 3 are made. In particular, input signals from thermoelectric element 40 and cooling water temperature sensor 90, shift position, vehicle speed, accelerator opening, remaining battery charge SOC, fuel Input signals relating to the remaining fuel amount FCL for the battery and the like are involved in the subsequent processing.

Next, the CPU determines whether the running state of the vehicle is based on the shift position, the vehicle speed, the accelerator opening, and the like.
It is determined whether or not the vehicle is in the running state corresponding to the area EG shown in FIGS. 4 to 7 (step S110). When it is determined that the driving state is not the driving state corresponding to the area EG, that is, the driving state is the driving state corresponding to the area MG in the map described above, the thermal energy is normally recovered by the thermoelectric element 40 provided in the fuel cell 60A. It is determined whether it has been performed (step S120). Whether the thermal energy is normally recovered by the thermoelectric element 40 is determined, for example, by detecting the voltage at which the thermoelectric element 40 charges the battery 50, and determining whether the charging of the battery 50 by the thermoelectric element 40 is within the normal range. It is only necessary to determine whether or not this is being done. Alternatively, the output from the thermoelectric element 40 to the battery 50 is detected to determine the amount of energy recovered by the thermoelectric element 40, and the thermoelectric power is calculated based on the heat generation amount in the fuel cell 60A estimated from the operating state of the fuel cell device 60 and the like. It may be determined whether the amount of energy collected by the element 40 is an appropriate amount.

The abnormality in the recovery of thermal energy by the thermoelectric element 40 means that the thermoelectric element 40 itself is damaged,
This includes the case where an abnormality occurs in a circuit related to the recovery of thermal energy. As described above, the circuit that connects the thermoelectric element 40 and the battery 50 is provided with the switch 41 that is disconnected when the operating temperature of the fuel cell 60A is not sufficiently raised. However, in the following description, it is assumed that the operating temperature of the fuel cell 60A has sufficiently increased and the switch 41 is on.

In the hybrid vehicle of this embodiment, when an abnormality is detected in the operation of recovering thermal energy by the thermoelectric element 40 in step S120, the thermoelectric element 40
Is characterized in that the use of the fuel cell device 60 provided with a fuel cell as a driving energy source is stopped. Here, further, after the presence or absence of the abnormality is determined, a determination based on the operating temperature of the fuel cell 60A is performed. , The driving energy source to be used is selected. If it is determined in step S120 that the recovery of the thermal energy from the thermoelectric element 40 has not been performed normally, the process proceeds to step S150 described below.
Temperature Tlim used as a reference value for the temperature of cooling water in
Is substituted with the value TW1 (step S130). When it is determined in step S120 that the recovery of the thermal energy from the thermoelectric element 40 is normally performed, the value TW2 is substituted for the temperature Tlim (step S140). These values TW1 and TW2 to be substituted for the temperature Tlim are set in advance corresponding to the upper limit of the operating temperature of the fuel cell as described later,
Is the value stored in

Step S130 or step S14
0, a predetermined value is substituted for the temperature Tlim, and then the cooling water temperature TW detected by the cooling water temperature sensor 90 is obtained.
Is compared with the previously described value Tlim (step S15).
0). The cooling water temperature TW is a temperature directly reflecting the internal temperature of the fuel cell 60A. In step S150, the cooling water temperature TW is compared with a predetermined temperature Tlim to determine whether the internal temperature of the fuel cell 60A has risen excessively. Judge whether or not.

In step S150, the cooling water temperature TW
Is equal to or higher than the reference temperature Tlim, the fuel cell 60
It is determined that the internal temperature of A has risen too much, and thereafter, control for running the engine without using the fuel cell device 60 as a power source is performed. First, it is determined whether the vehicle is running on the engine (step S160). If the vehicle is running on the engine, an engine running process is executed (step S170), and this routine ends. In this process, the output of various drive signals related to driving of the engine 10 is continued according to the vehicle speed, the accelerator opening, and the shift position. If it is determined in step S160 that the vehicle is not running on the engine, that is, it is running on the EV, an engine running start process is executed (step S160), and this routine ends. In this process, the power generation operation by the fuel cell device 160 is stopped, the engine 10 is started, and predetermined control related to driving of the engine is started.

If the cooling water temperature TW is lower than the reference temperature Tlim in step S150, it is determined that the internal temperature of the fuel cell 60A is within the allowable range. Control for running is executed. First, it is determined whether the vehicle is running in the EV mode (step S190). Vehicle is EV
If the vehicle is traveling, an EV traveling process is executed (step S200), and this routine ends. In this process,
Output of various drive signals related to driving of the fuel cell device 60 and the motor 20 is continued according to the vehicle speed, the accelerator opening, and the shift position. Also, in step S190,
If it is determined that the vehicle is not running in the EV mode, that is, it is determined that the vehicle is running in the engine mode, an EV running start process is executed (step S210), and this routine ends. In this process, the driving of the engine 10 is stopped, and a predetermined control for driving the fuel cell device 60 and the motor 20 is started.

If it is determined in step S110 that the running state of the vehicle is in the running state corresponding to the region EG, the process directly proceeds to step S160, and the control for running the engine (step S170 or step S180) is performed. ) To end this routine.

The value TW1 to be substituted for the reference temperature Tlim in step S130 is a value selected when it is determined in step S120 that the recovery of thermal energy by the thermoelectric element 40 is abnormal, as described above. .
This value is set as the cooling water temperature corresponding to the upper limit of the fuel cell internal temperature at which the fuel cell can continue the steady operation. If the detected cooling water temperature Tw exceeds this value, since the heat recovery becomes abnormal and the fuel cell 60A is not sufficiently cooled, the internal temperature of the fuel cell 60A exceeds the range in which the steady operation is performed. It is determined that it has risen. Further, the value TW2 substituted for the reference temperature Tlim in step S140 is a value selected when it is determined in step S120 that the recovery of thermal energy by the thermoelectric element 40 is normal, as described above. The thermoelectric element 40 and the cooling device are
The fuel cell 60A is designed to have sufficient performance to cool the fuel cell 60A in the V running state. For example, when the EV running is performed for a long time exceeding the condition assumed at the time of design, It is conceivable that the internal temperature of the fuel cell 60A will rise too much. The value TW2 is set as a value for detecting an abnormal increase in the internal temperature of the fuel cell 60A in such a case. These values TW1 and TW2 to be substituted into the reference temperature Tlim
May be set according to the above purpose, but the same value may be set.

Further, in the hybrid vehicle of the present invention, it is determined whether to perform the EV running or the engine running based on the remaining capacity SOC of the battery 50, the amount of FC fuel, and the like in addition to the vehicle speed and the accelerator opening. It is determined. That is, when the amount of FC fuel becomes equal to or less than the predetermined amount and the remaining capacity SOC of the battery 50 becomes equal to or less than the predetermined amount, the engine runs regardless of the running state set from the vehicle speed and the accelerator opening. It is. In addition, a switch for instructing that only the engine travel is forcibly provided may be provided in the vehicle. Therefore, step S1
In 10, in addition to determining whether or not the traveling state is the area EG based on the map, it is also determined whether or not the engine traveling is instructed as described above.

According to the hybrid vehicle of this embodiment configured as described above, when an abnormality occurs in the operation of recovering the heat energy generated in the fuel cell 60A by the thermoelectric element 40, the fuel cell device 60 is normally driven. The driving energy source is the engine 10
Switch to and drive. Therefore, when an abnormality occurs in the recovery of thermal energy by the thermoelectric element 40, the fuel cell 6
It is possible to prevent the thermal energy generated at 0A from being discarded without being used. At this time, since the driving energy source is switched to the engine 10, the vehicle can continue to run. In order to simply obtain such an effect, steps S130 to S150 in FIG.
The determination based on the operating temperature of the fuel cell 60A shown in FIG. That is, step S12
If it is determined at 0 that there is an abnormality in the heat recovery by the thermoelectric element 40, the process proceeds to step S160 instead of step S130 to run the engine, and it is determined at step S120 that the heat recovery by the thermoelectric element 40 is normal. When it is determined that the vehicle is running, the process may proceed to step S190 instead of step S140 to perform EV traveling.

In this embodiment, a drive energy source is selected by making a determination regarding the operating temperature of the fuel cell 60A in addition to the determination as to whether there is an abnormality in heat recovery by the thermoelectric element 40. Here, even if an abnormality occurs in the recovery of thermal energy by the thermoelectric element 40, the vehicle is in a traveling state in which EV traveling is to be performed, and the fuel cell 6
If the internal temperature of 0A is an allowable temperature, the fuel cell device 60 is used as a driving energy source for the vehicle. Therefore, in addition to the above-described effects, the following effects are further obtained. That is, when the vehicle is in a traveling state in which EV traveling is to be performed, it is possible to suppress a decrease in energy efficiency by using the engine 10 as a driving energy source.

Further, in the hybrid vehicle of the present invention,
In addition to the case where the operation of recovering thermal energy by the thermoelectric element 40 itself becomes abnormal, even if the operation of recovering thermal energy is normal, the heat generation state of the fuel cell 60A provided with the thermoelectric element 40 becomes abnormal, and the fuel cell If the temperature of 60A is too high, the driving energy source is switched to engine 10. Therefore, it is possible to prevent the operating temperature of the fuel cell 60A from excessively rising, and to ensure the durability of the fuel cell device 60. As described above, the reason why the fuel cell 60A abnormally generates heat despite the recovery of thermal energy by the thermoelectric element 40 is that the operating state of the vehicle exceeds the condition based on the design standard. In addition to the case where the fuel cell 60A itself has an abnormality, the cooling device (for example, the pump 9
It is conceivable that an abnormality occurs in 3). Even in such a case, since the abnormal power generation can be detected and the power generation by the fuel cell device 60 can be stopped, the safety of the fuel cell device 60 can be improved.

When it is determined in step S120 that the thermoelectric element 40 is normal, instead of determining in step S150 whether or not the cooling water temperature TW (or the internal temperature of the fuel cell) has exceeded a predetermined reference temperature, a cooling operation is performed. It may be determined whether the rate of rise of the water temperature TW does not exceed a predetermined value. As described above, the fuel cell 60A
When a situation occurs that causes abnormal heat generation, heat exceeding the cooling capacity of the thermoelectric element 40 and the cooling device is generated, and a high temperature rise rate is exhibited. If such a state is detected, the EV traveling can be stopped before the operating temperature of the fuel cell 60A actually exceeds the allowable range.

In the above embodiment, the internal temperature of the fuel cell 60A is determined based on the temperature TW of the cooling water discharged from the fuel cell 60A. However, a temperature sensor may be directly attached to the fuel cell 60A. . In this case, a reference temperature corresponding to the temperature sensor is set in step S130 and step S140, and based on the detection value of this temperature sensor, step S150 shown in FIG.
May be determined. Although the cooling water temperature TW discharged from the fuel cell 60A directly reflects the internal temperature of the fuel cell 60A, the internal temperature of the fuel cell 60A and the cooling water temperature depend on the driving state of the pump 93, that is, the cooling efficiency of the cooling water. The correspondence changes. Therefore, when judging the internal temperature of the fuel cell 60A using the cooling water temperature TW, the steps S130 to S130 are performed.
When comparing the cooling water temperature TW with the reference temperature at 150, it is desirable to correct the cooling water temperature TW or the reference temperature according to the driving state of the pump 93. Also, the fuel cell 60
A predetermined delay occurs between the change in the internal temperature of the fuel cell A and the change in the cooling water temperature TW. However, when the temperature sensor is provided in the fuel cell 60A as described above and the determination is made based on the detection result, Accurate control can be performed without such a delay in temperature change.

In the above-described embodiment, even if the recovery state of the thermal energy by the thermoelectric element 40 is abnormal, the traveling state corresponding to the area MG (the area in which the energy efficiency is reduced when the engine 10 is used as the driving energy source) is maintained. Until the operating temperature of the fuel cell 60A rises above a predetermined temperature.
The power generation by the fuel cell device 60 is continued to perform the EV traveling to secure the energy efficiency. Where EV
When the maps shown in FIGS. 4 to 7 are created based on the energy efficiencies of the traveling and the engine traveling, if the amount of energy recovered by the thermoelectric element 40 in EV traveling is taken into consideration, the thermal energy generated by the thermoelectric element 40 When an abnormality occurs in the recovery of the vehicle, the running state of the vehicle is changed to the MG shown in FIGS.
Even in the region, there is a possibility that the engine running has higher energy efficiency. Therefore, when an abnormality occurs in the recovery of the thermal energy by the thermoelectric element 40, whether to perform the EV traveling or the engine traveling is determined based on the fact that the energy efficiency is reduced due to the fact that the thermal energy is not recovered. May be determined. Of course, if an abnormality occurs in the recovery of heat energy and the energy efficiency of EV traveling is significantly reduced, the engine may be run immediately after the abnormality is detected.

In the hybrid vehicle of the present embodiment, since the thermal energy is recovered by the thermoelectric element 40, the fuel cell 60A is cooled only by a cooling device using cooling water (all generated heat is discarded). In addition, the energy efficiency can be improved, and the cooling device can be downsized. Here, if a cooling device having a sufficiently high cooling capacity is provided, even if an abnormality occurs in the heat recovery by the thermoelectric element 40, while the vehicle is in the running state corresponding to the area MG, the EV is not increased. It is possible to run. With such a configuration, when an abnormality occurs in the recovery of the thermal energy by the thermoelectric element 40, the energy efficiency is reduced due to the failure to recover the thermal energy, and the energy is reduced by performing the cooling only with the cooling device. On the basis of an increase in consumption (for example, an increase in the power consumption of the pump 93), whether to perform the EV running or the engine running is determined so that higher energy efficiency can be realized in the entire vehicle. Thus, high energy efficiency can always be maintained.

In the above embodiment, the thermoelectric element 40 is attached to the fuel cell 60A, and a part of the heat generated as the electrochemical reaction proceeds is converted into electric energy and recovered.
A similar thermoelectric element 40 may be attached to the motor 20 instead of the fuel cell 60A. Further, it may be attached to both the fuel cell 60A and the motor 20. That is, since the motor 20 also generates heat with the rotation, the thermoelectric element is attached to the motor 20, the generated heat is converted into electric energy, collected, and stored in the battery 50, thereby improving the energy efficiency of the entire system. be able to. FIG. 9 shows a second embodiment of the configuration of a hybrid vehicle in which thermoelectric elements are attached to both a fuel cell and a motor. In this hybrid vehicle, the fuel cell 60A includes the thermoelectric element 40 and the motor 20 includes the thermoelectric element 42, as in the above-described embodiment. Although not described in FIG. 1 described above, the motor 20 included in the hybrid vehicle illustrated in FIG. 1 also includes a predetermined cooling device. In the hybrid vehicle of FIG. 9, the cooling device for the fuel cell 60A and the cooling device for the motor 20 include a common refrigerant path 194, a radiator 192, and a pump 193, and the cooling water temperature discharged from the motor 20 A cooling water temperature sensor 91 for detecting is provided. In addition,
Since the hybrid vehicle shown in FIG. 1 and the hybrid vehicle shown in FIG. 9 have almost the same configuration, common members are denoted by the same reference numerals and detailed description is omitted.

In the hybrid vehicle of the second embodiment, thermoelectric elements are provided in both the fuel cell 60A and the motor 20. While the hybrid vehicle is running, FIG.
A waste heat recovery control processing routine similar to the above is executed. However, in the process corresponding to step S120, the fuel cell 6
It is determined whether both the thermoelectric element 40 attached to OA and the thermoelectric element 42 attached to the motor 20 have normally recovered thermal energy. Also,
In a process corresponding to steps 130 to S150 shown in FIG. 8, a similar process is performed for each of the temperature of the fuel cell 60 </ b> A detected by the coolant temperature sensor 90 and the temperature of the motor 20 detected by the coolant temperature sensor 91. Do. When at least one of the detection value of the cooling water temperature sensor 90 and the detection value of the cooling water temperature sensor 91 is equal to or higher than a predetermined reference temperature, the engine is run (see steps S160 to S170). If the temperature does not exceed the reference temperature, EV traveling is performed (see steps S190 to S210).

According to the hybrid vehicle of the second embodiment, similarly to the hybrid vehicle of the first embodiment, when the thermal energy is not recovered by the thermoelectric element, the EV traveling is not performed, so that the energy recovery is performed. By using the fuel cell 60A or the motor 20 that is not performed, it is possible to prevent the energy efficiency from lowering. Further, the hybrid vehicle of the second embodiment has a motor 2
In addition, since the thermoelectric element 42 is provided at 0 to recover heat energy generated when the motor 20 is driven, the energy efficiency of the entire vehicle can be further improved.

In the hybrid vehicle according to the second embodiment, if any of the thermoelectric elements becomes abnormal, the thermoelectric element is not only based on the temperature of the cooling water as in FIG. Alternatively, it may be determined whether to perform the EV running or the engine running. That is,
Based on the decrease in energy efficiency due to the fact that heat energy is not recovered by the thermoelectric element and the change in energy efficiency due to running the engine instead of EV running,
To achieve higher energy efficiency throughout the vehicle,
It may be determined whether to perform the EV running or the engine running. Thereby, high energy efficiency can always be maintained.

In the above embodiment, the thermoelectric element is provided in the configuration related to the EV running such as the fuel cell 60A and the motor 20, but the engine 10 may be provided with a thermoelectric element. The hybrid vehicle having such a configuration is referred to as a third vehicle.
An example is shown in FIG. The hybrid vehicle of the third embodiment has a thermoelectric element 44 in the engine 10, but has substantially the same configuration as the hybrid vehicle of the first embodiment shown in FIG. 1 except for this. Although not shown in FIG. 10, the thermoelectric element 44 attached to the engine 10 is connected to the battery 50 in the same manner as the thermoelectric element 40 attached to the fuel cell 60A, and can be charged. Is output to the control unit 70. The hybrid vehicle according to the third embodiment includes:
The heat generated in the engine 10 can also be converted into electrical energy and recovered, so that the energy efficiency of the entire vehicle can be further improved.

In the hybrid vehicle of this embodiment, the same processing as the waste heat recovery control processing routine shown in FIG. 8 is executed while the vehicle is running. Therefore, the same effects as in the first embodiment can be obtained. Further, in the present embodiment, since the engine 10 is also provided with the thermoelectric element 44, the engine 1
The heat discarded from zero can be converted into electrical energy and recovered, and the energy efficiency of the entire vehicle can be further improved.

The thermoelectric element 44 provided in the engine 10
Regarding the above, it is also possible to detect whether or not there is any abnormality in the operation of heat energy recovery, and to switch between EV running and engine running, further considering energy efficiency in addition to the result. For example, while driving in the drive position,
Switching between EV running and engine running is performed according to a map similar to that shown in FIG. Here, if the boundary between the region MG and the region EG takes into account the recovery of thermal energy by the thermoelectric elements 40 and 44, if an abnormality occurs in the operation of thermal energy recovery by any of the thermoelectric elements, In a traveling state corresponding to the vicinity of the boundary, the superiority / deterioration relationship of the energy efficiency may be reversed between the EV traveling and the engine traveling. That is, if the performance of the motor 20 is sufficient, FIG.
In the map shown in FIG. 7, even if the vehicle is in the traveling state belonging to the region EG, if the thermal energy is not recovered by the thermoelectric element 44, the energy efficiency may be higher when the EV traveling is performed. As described above, when an abnormality occurs in the recovery of the thermal energy by the thermoelectric element, higher energy efficiency can be realized in the entire vehicle based on the decrease in the energy efficiency due to the non-recovery of the thermal energy by the thermoelectric element. As described above, by switching between EV traveling and engine traveling, that is, by selecting a driving energy source, high energy efficiency can always be ensured.

The performance of the motor 20 mounted on the hybrid vehicle of the present embodiment depends on the region EG shown in FIGS.
It is not fully compatible. Therefore, in a predetermined traveling state, even if an abnormality occurs in the heat recovery by the thermoelectric element 44, the driving energy source is not switched to the fuel cell device 60 (and the motor 20).
Engine 10 mounted on hybrid vehicle of the present embodiment
Is equipped with a cooling device of sufficient performance so that the engine can continue running even if an abnormality occurs in the heat recovery by the thermoelectric element 44 in order to always achieve the desired vehicle speed and acceleration. . In the present embodiment, the above-described use of the driving energy source based on the recovery state of heat energy and the energy efficiency is performed in the traveling state according to the performance of the motor 20 (the motor 20 can be used).

In the above-described embodiment, a case where the power of the engine 10 is applied to a parallel hybrid vehicle capable of directly outputting the power of the engine 10 to the axle 17 has been exemplified. The present invention is not limited to such a configuration, and is applicable to various hybrid vehicles.
It is also applicable to series hybrid vehicles. FIG.
FIG. 8 is an explanatory diagram showing a configuration of a series hybrid vehicle according to a fourth embodiment. In FIG. 11, members in common with the configuration of the above-described embodiment are given member numbers obtained by adding a value of 100, and detailed description thereof is omitted. In this configuration, only the motor 120 directly outputs power for traveling. Unlike the configuration of FIG. 1, the power of the engine 110 cannot be directly output to the axle 117. The motive power output from the engine 110 is once converted into electric power by the generator G, and charges the battery 150 via the drive circuit 153. By supplying this electric power to the motor 120 via the drive circuit 151 and running it, the power of the engine 110 is indirectly used for running the vehicle. Further, FIG.
The fuel cell device 160 is also provided as a power source for the motor 120 in the same manner as in the above configuration. In FIG. 11, the changeover switch and the cooling system are not shown, but they are provided with the same configuration as in FIG. FIG.
In the first configuration, the number of rotations corresponding to the vehicle speed is realized by the motor 120, but a structure such as a torque converter or a transmission may be provided as in FIG.

In the hybrid vehicle having such a configuration, the fuel cell device 160 (actually, the fuel cell corresponding to the fuel cell 60A) and the engine 110 are provided with the thermoelectric element 1
By providing 40 and 144, as in the case of the hybrid vehicle described in the above embodiment, waste heat can be recovered during operation, so that operation efficiency can be improved. If an abnormality occurs in the operation of recovering thermal energy in any of the thermoelectric elements, the operation of the drive energy source (fuel cell device 160 or engine 110) to which the abnormal thermoelectric element is attached is stopped. If so, it is possible to suppress a decrease in the durability of the entire system such as a decrease in the durability of the cooling system components, which may occur when the heat energy to be removed by the thermoelectric element is cooled by the cooling system.

In the above embodiment, the case where the thermoelectric element as the heat recovery means is applied to a hybrid vehicle equipped with an engine and a fuel cell is illustrated. Generally, for vehicles,
Since the total amount of energy that can be output is often limited by the amount of installed FC fuel and the like, it is highly useful that energy can be effectively used if waste heat is recovered.
In the embodiment, the application to the vehicle is exemplified. However, the invention can be applied to various moving objects such as a ship, an aircraft, a flying object, and the like that move using power. In addition, the present invention is not limited to the one having a hybrid power source, and can be applied to a moving body using a heat engine as a power source.

The embodiments of the present invention have been described above.
The present invention is not limited to such embodiments at all, and it goes without saying that the present invention can be implemented in various modes without departing from the gist of the present invention.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram of a hybrid vehicle that is a preferred embodiment of the present invention.

FIG. 2 is an explanatory diagram illustrating a schematic configuration of a fuel cell device 60.

FIG. 3 is an explanatory diagram showing connection of input / output signals to a control unit 70;

FIG. 4 is an explanatory diagram showing a relationship between a traveling state of a vehicle and a power source.

FIG. 5 is an explanatory diagram showing a state of switching gear positions in two positions.

FIG. 6 is an explanatory diagram illustrating a state of switching gears at an L position.

FIG. 7 is an explanatory diagram showing how a gear position is switched at an R position.

FIG. 8 is a flowchart illustrating a waste heat recovery control processing routine.

FIG. 9 is an explanatory diagram illustrating a configuration of a hybrid vehicle according to a second embodiment.

FIG. 10 is an explanatory diagram illustrating a configuration of a hybrid vehicle according to a third embodiment.

FIG. 11 is an explanatory diagram showing a configuration of a hybrid vehicle according to a fourth embodiment.

[Explanation of symbols]

 10, 110 ... Engine 12 ... Crankshaft 13 ... Output shaft 14 ... Output shaft 15 ... Output shaft 16 ... Differential gear 17, 117 ... Axle 18 ... Input clutch 19 ... Auxiliary clutch 20, 120 ... Motor 22 ... Rotor 24 ... Stator 30 Torque converter 40, 42, 44, 140, 144 Thermoelectric element 41 Switch 50, 150 Battery 51, 52, 151 Drive circuit 60, 160 Fuel cell device 60A Fuel cell 61 Methanol tank 61a, 62a ... Capacity sensor 62 ... Water tank 63 ... Burner 64 ... Compressor 65 ... Evaporator 66 ... Reformer 67 ... CO reduction unit 68 ... Blower 70 ... Control unit 80 ... Auxiliary equipment driving motor 82 ... Auxiliary equipment driving device 83 84 changeover switches 90 and 91 cooling water temperature sensors 92 and 192 Data 93,193 ... pump 94,194 ... coolant passage 100 ... transmission 102 ... hydraulic pump 104 ... hydraulic control unit 153 ... drive circuit

Continued on the front page F term (reference) 5H027 AA06 BA01 BA09 BA16 CC06 DD01 DD03 KK00 KK41 MM00 MM01 5H115 PA08 PA11 PA15 PC06 PG04 PI11 PI14 PI16 PI18 PI22 PI29 PI30 PU10 PU22 PU25 PV09 PV23 QA05 QN03 RB08 RB22 SE07 SE05 TE05 TE08 TI02 TI10 TO02 TO05 TO21 TO30

Claims (6)

[Claims] 1. A driving apparatus for a moving body, comprising: a plurality of driving energy sources mounted on the moving body and generating energy for driving the moving body, wherein at least one of the plurality of driving energy sources is provided. Heat recovery means provided in two drive energy sources for converting heat generated by the drive energy sources into electric energy and recovering the heat; and an abnormality detecting an abnormality in an operation state when the heat recovery means recovers the heat. A moving body comprising: a detection unit; and an abnormal time stop unit that stops generating the energy in the driving energy source provided with the heat recovery unit in which the abnormality is detected when the abnormality detection unit detects the abnormality. Drive. 2. When the abnormality detecting means detects the abnormality, the driving energy is generated by a driving energy source different from the driving energy source provided with the heat recovery means in which the abnormality is detected. The driving device according to claim 1, wherein: 3. The drive device according to claim 1, wherein the plurality of drive energy sources include an engine and a fuel cell. 4. The drive device according to claim 2, wherein the plurality of drive energy sources generate an engine, generate a power, a fuel cell, and generate a power from the power generated by the fuel cell. Wherein the heat recovery means is provided in the fuel cell and / or the electric motor, and when the abnormality detection means detects the abnormality, the heat for driving is generated using the engine. A drive device characterized in that it is generated. 5. The drive device according to claim 1, wherein the drive energy source provided with the heat recovery unit includes a temperature detection unit that detects an operation temperature of the drive energy source, and the abnormality stop unit includes If the temperature detected by the temperature detecting means does not exceed a predetermined temperature when the abnormality detecting means detects the abnormality, the abnormality is detected by the drive energy source provided with the heat recovery means. A drive device for continuously generating the energy. 6. The drive device according to claim 1, wherein the drive energy source provided with the heat recovery unit includes a temperature detection unit that detects an operation temperature of the drive energy source, and the abnormality stop unit includes: Even if the abnormality detecting means does not detect the abnormality, if the operating temperature of the driving energy source detected by the temperature detecting means is equal to or higher than a predetermined temperature, the generation of the energy by the driving energy source is stopped. A drive device comprising a stop unit for stopping abnormal heat generation.