WO2001089015A1 - Alimentation en electricite utilisant une pile a combustible et accumulateur chargeable/dechargeable - Google Patents
Alimentation en electricite utilisant une pile a combustible et accumulateur chargeable/dechargeable Download PDFInfo
- Publication number
- WO2001089015A1 WO2001089015A1 PCT/JP2001/003374 JP0103374W WO0189015A1 WO 2001089015 A1 WO2001089015 A1 WO 2001089015A1 JP 0103374 W JP0103374 W JP 0103374W WO 0189015 A1 WO0189015 A1 WO 0189015A1
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- WIPO (PCT)
- Prior art keywords
- power
- fuel cell
- output value
- target output
- power supply
- Prior art date
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Classifications
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- B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
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- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
- B60K6/54—Transmission for changing ratio
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- H—ELECTRICITY
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- H01M10/00—Secondary cells; Manufacture thereof
- H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
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- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M2250/00—Fuel cells for particular applications; Specific features of fuel cell system
- H01M2250/20—Fuel cells in motive systems, e.g. vehicle, ship, plane
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- Y10S903/902—Prime movers comprising electrical and internal combustion motors
- Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
- Y10S903/904—Component specially adapted for hev
- Y10S903/908—Fuel cell
Definitions
- the present invention relates to power supply using a fuel cell and a chargeable / dischargeable power storage unit.
- a fuel cell is a device that generates power by an electrochemical reaction between hydrogen and oxidation. Since the fuel cell emits mainly water vapor, a hybrid or electric vehicle using a fuel cell is excellent in environmental friendliness.
- fuel cells generally have low output responsiveness to required power. In other words, when the accelerator is suddenly operated, it may not be possible to quickly supply the corresponding power. This is due to the low response of fuel gas supply.
- An object of the present invention is to provide a technology for ensuring output responsiveness to required power of a fuel cell and more effectively utilizing the fuel cell as a power source.
- the first power supply device of the present invention includes:
- a power supply device that supplies power using a fuel cell and a chargeable / dischargeable power storage unit as power supplies
- a required power input unit for inputting required power to the power supply unit at any time
- a target output value setting unit that sets the target output value according to the required power with reference to the storage unit
- a fuel cell control unit that controls the operation of the fuel cell according to the target output value; and a charging / discharging unit that charges / discharges the power storage unit based on the required power and the target output value.
- the gist is to provide.
- the target output value of the fuel cell is set within a range where the output of the fuel cell can follow the change in the required power. Therefore, the fuel cell can stably output power following the target output value. As a result, the output of the fuel cell can be controlled smoothly, and excessive charging and discharging of the power storage unit can be suppressed.
- control of the fuel cell can be maintained by limiting the setting range of the target output value. Therefore, the capacity of the fuel cell can be fully utilized. As a result, it is possible to output power with high responsiveness while suppressing excessive charging and discharging of the power storage unit.
- the required power can be input by various parameters.
- the accelerator opening can be a parameter.
- the charge / discharge unit performs control for compensating for a difference between the required power and the power supplied by the fuel cell.
- the power storage unit for example, a secondary battery or a capacitor can be applied. Compensation means that at least when the output of the fuel cell does not meet the required power, the shortfall is compensated for by discharging the power storage unit. In addition, when the output of the fuel cell exceeds the required power, it is more preferable to charge the surplus power.
- the power storage unit for example, a secondary battery or a capacitor.
- the relationship can be set such that the target output value is larger than the required power in a first predetermined region where the required power is low. In the second predetermined region where the required power is high, the target output value becomes smaller than the required power. You can also set it.
- Fuel cells vary in power generation efficiency according to the required power. When the required power is relatively low, the operation efficiency is high, and when it is relatively high, the operation efficiency is low.
- the target output value By setting the target output value based on the above relationship, when the required power is low, surplus power can be output from the fuel cell to charge the power storage unit.
- the required power is high, the power from the fuel cell can be suppressed and the shortage can be supplemented by the output from the power storage unit. By doing so, the fuel cell can be operated in a high efficiency range, and the energy efficiency of the power supply device can be improved.
- the first and second areas can be appropriately set in consideration of the power generation efficiency of the fuel cell, the charging efficiency of the power storage unit, the standard average value of the required power throughout the operation period, and the like. If the first area is too large, the power storage unit will be fully charged. If the second area is too large, it will lead to a shortage of electricity in the power storage unit. In either case, the energy efficiency of the power supply device as a whole is reduced. By taking into account the standard average value when setting the first and second regions, the charge / discharge amount of the power storage unit can be offset, and the energy efficiency can be improved. Further, in the power supply device of the present invention,
- a detection unit that detects a remaining capacity of the power storage unit
- the target output value setting section sets the target output value in consideration of the remaining capacity.
- the second power supply device of the present invention includes:
- a power supply device that supplies power using a fuel cell and a chargeable / dischargeable power storage unit as power supplies
- a fuel cell control unit that controls the operation of the fuel cell according to a predetermined target output value; and a charging and discharging unit that charges and discharges the power storage unit so as to compensate for a difference between required power and power that can be output by the fuel cell.
- a discharge unit
- a change rate detection unit that detects a change rate of the required power
- a target output value setting unit that changes the target output value according to the required power
- the gist is to provide.
- the second power supply device corresponds to a mode for limiting the setting timing of the target output value. By avoiding frequent fluctuations of the target output value, stable operation of the fuel cell can be realized.
- a new target output value is set at the timing when the change rate of the required power exceeds a predetermined value. If the rate of change is small, the target output value is maintained. By doing so, the sensitivity of setting the target output value of the fuel cell to small fluctuations in the required power is reduced. As a result, the fuel cell can be controlled stably. The excess or deficiency of the output from the fuel cell caused by small fluctuations in the required power can be compensated by the power storage unit. Therefore, similarly to the first power supply device, the fuel cell can be effectively used while ensuring output responsiveness to the required power.
- the second power supply device also has an advantage that the energy efficiency of the entire device can be improved.
- the output of the fuel cell is set to a constant value, and that the power storage unit compensates for excess or deficiency of the required power.
- the larger the difference between the output of the fuel cell and the required power the greater the power to be compensated by the power storage unit.
- Power supply in such a state tends to cause imbalance in charging and discharging of the power storage unit.
- charge / discharge involves energy loss, which leads to a decrease in energy efficiency.
- the target output value of the fuel cell is updated at a predetermined timing, so that the output of the fuel cell can be maintained near the required power, and the power compensated by the power storage unit can be suppressed.
- the above adverse effects can be avoided and energy efficiency can be improved.
- the third power supply device of the present invention includes:
- a power supply device that supplies power using a fuel cell and a chargeable / dischargeable power storage unit as power supplies
- a required power input unit for inputting required power as needed
- a target output value setting unit that sets a target output value to be output by the fuel cell at the present time based on the future required power, the current required power, and the output responsiveness of the fuel cell;
- a fuel cell control unit that controls the operation of the fuel cell according to the target output value; and charging and discharging the power storage unit so as to compensate for a difference between the current required power and the power that the fuel cell can output.
- a charging / discharging unit for performing the charging / discharging.
- the third power supply device can improve responsiveness by changing the target output value of the fuel cell in advance based on future prediction. Moreover, the power storage unit Can be suppressed.
- the target output value can be set, for example, in a manner in which the target output value is increased in advance as the required power in the future increases, or in a manner in which the target output value is decreased in advance as the required power in the future decreases.
- the target output value is corrected according to the change in the remaining capacity.
- the power forecast is the
- a load information storage unit that stores in advance load information that defines a future operation state of a load that receives power supply from the power supply device
- the load information is, for example, information corresponding to a future operation plan.
- the route information given from the navigation system can be used as the load information.
- the route information includes information such as a gradient of a passage on which the vehicle travels.
- route information for example, when the present invention is applied to a car, when there is an uphill road, or when entering a highway, the target output value of the fuel cell is increased in advance. , Output can be increased.
- Electric power can be predicted using various other information such as past history.
- the present invention may be configured as a control method of a power supply device in addition to the configuration of the power supply device described above.
- a power output device may be configured by combining a power supply device and a motor using the power supply device as a power source.
- the vehicle it is also possible to configure the vehicle as an electric vehicle or a hybrid vehicle using this motor as a driving force source.
- FIG. 1 is a schematic configuration diagram of a hybrid vehicle according to a first embodiment.
- FIG. 2 is an explanatory diagram showing a schematic configuration of the fuel cell system.
- FIG. 3 is an explanatory diagram showing connection of input / output signals to the 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 a flowchart of a power output processing routine in the area MG.
- FIG. 6 is an explanatory diagram showing the relationship among the remaining capacity S OC, the accelerator opening, and the target output value.
- FIG. 7 is a time chart showing changes in the target output value of fuel cell 60, the actual output, and the output from battery 50.
- FIG. 8 is a time chart as a comparative example showing changes in the target output value of the fuel cell 60, the actual output, and the output from the battery 50.
- FIG. 9 is a flowchart of target output value setting processing in the second embodiment.
- FIG. 10 is a time chart showing a target output value of the fuel cell 60, an actual output, and a change in output from the note 50.
- FIG. 11 is a schematic configuration diagram of the hybrid vehicle of the third embodiment.
- FIG. 12 is a flowchart of a power output processing routine according to the third embodiment.
- FIG. 13 is a flowchart of the target output value correction processing.
- FIG. 14 is a time chart showing changes in the target output value of the fuel cell 60, the actual output, and the output from the battery 50.
- FIG. 15 is a schematic configuration diagram of an electric vehicle. BEST MODE FOR CARRYING OUT THE INVENTION
- FIG. 1 is a schematic configuration diagram of the hybrid vehicle of the first embodiment.
- the power sources of the hybrid vehicle of this embodiment are an engine 10 and a motor 20.
- the power system of the hybrid vehicle of this embodiment has an engine 10, an input clutch 18, a motor 20, a torque converter 30, and a transmission 100 connected in series from the upstream side. It has a configuration. That is, the crankshaft 12 of the engine 10 is connected to the motor 20 via the input clutch 18. By turning on / off the input clutch 18, transmission of power from the engine 10 can be interrupted.
- the rotating shaft 13 of the motor 20 is also connected to the torque converter 30.
- the output shaft 14 of the torque converter 30 is connected to the transmission 100.
- the output shaft 15 of the transmission 100 is connected to the axle 17 via a differential gear 16.
- each component will be described in order.
- Engine 10 is a normal gasoline engine. However, the engine 10 adjusts the opening / closing timing of the intake valve for sucking the mixture of gasoline and air into the cylinder and the exhaust valve for discharging the exhaust gas after combustion from the cylinder with respect to the vertical movement of the piston. It has a relatively adjustable mechanism (hereinafter, this mechanism is called the VVT mechanism). Since the configuration of the VVT mechanism is well known, a detailed description thereof will be omitted here.
- the engine 10 can reduce the so-called poppindar loss by adjusting the opening / closing timing so that each valve closes with a delay with respect to the vertical movement of the piston. As a result, the torque to be output from the motor 20 when the engine 10 is motored can be reduced.
- 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, and includes a rotor 22 having a plurality of permanent magnets on its outer peripheral surface, and a stage in which a three-phase coil for forming a rotating magnetic field is wound. 2 and 4.
- the motor 20 is driven to rotate by the interaction between the magnetic field generated by the permanent magnet provided on the rotor 22 and the magnetic field formed by the three-phase coil of the stay 24.
- an interaction between these magnetic fields generates an electromotive force at both ends of the three-phase coil.
- a sine wave magnetized motor in which the magnetic flux density between the mouth 22 and the stay 24 has a sinusoidal distribution in the circumferential direction can be applied to the motor 20.
- a non-sinusoidal wave magnetized motor capable of outputting a relatively large torque is applied.
- a battery 50 and a fuel cell system 60 are provided.
- the main power source is the fuel cell system 60.
- the battery 50 is a power supply that supplies power to the motor 20 so as to complement this when the fuel cell system 60 fails or is in a transitional operation state where sufficient power cannot be output. Used as The electric power of the battery 50 is mainly supplied to the control unit 70 for mainly controlling the hybrid vehicle and electric power devices such as lighting devices.
- a switching switch 84 for switching the connection state is provided between the power supply 20 and each power supply.
- the switching switch 84 can arbitrarily switch the connection state between the battery 50, the fuel cell system 60, and the motor 20.
- the statuser 24 is electrically connected to the battery 50 via the switching switch 84 and the drive circuit 51. Further, it is connected to the fuel cell system 60 via the switching switch 84 and the drive circuit 52.
- Each of the drive circuits 51 and 52 is constituted by a transistor bar, and each of the three phases of the motor 20 is provided with a plurality of transistors, each of which has a source side and a sink side. I have. These drive circuits 51 and 52 are electrically connected to the control unit 70.
- control unit 70 When the control unit 70 performs PWM control of the on / off time of each transistor of the drive circuits 51 and 52, a pseudo-control using the battery 50 and the fuel cell system 60 as power supplies is performed.
- the three-phase alternating current flows through the three-phase coils in the station 24, and a rotating magnetic field is formed.
- the motor 20 functions as a motor or a generator as described above by the action of the rotating magnetic field.
- the fuel cell system 60, the battery 50, the driving circuits 51 and 52, the control unit 70, and the switching switch 84 function as a power supply device. In addition, these, including the motor 20 and the engine 10 function as power output devices.
- FIG. 2 is an explanatory diagram showing a schematic configuration of the fuel cell system.
- the fuel cell system 60 includes a methanol tank 61 for storing methanol, a water tank 62 for storing water, a parner 63 for generating combustion gas, a compressor 64 for compressing air, and a burner 6 Evaporator 6 5 with 3 and compressor 6 4 Reformer 6 6 that generates fuel gas by reforming reaction, CO reduction unit 6 7 that reduces carbon monoxide (CO) concentration in fuel gas
- the main component is a fuel cell 6 OA that obtains an electromotive force by an electrochemical reaction. The operation of each of these units is controlled by the control unit 70.
- the fuel cell 6OA is a solid polymer electrolyte fuel cell, and is configured by stacking a plurality of cells each including 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 force sword and anode are both formed of carbon cloth woven from carbon fibers.
- the separator is made of a gas-impermeable conductive material such as a dense carbon material that compresses the gas and makes the gas impermeable.
- a fuel gas and an oxidizing gas flow path are formed between the force source and the anode.
- the components of the fuel cell system 60 are connected as follows.
- the methanol tank 61 is connected to the evaporator 65 by piping.
- the pump P 2 provided in the middle of the pipe supplies the raw fuel methanol to the evaporator 65 while adjusting the flow rate.
- the water tank 62 is similarly connected to the evaporator 65 by piping.
- the pump P3 provided in the pump supplies water to the evaporator 65 while adjusting the flow rate.
- the methanol pipe and the water pipe merge into one pipe downstream of the pumps P 2 and P 3, respectively, and are connected to the evaporator 65.
- the evaporator 65 vaporizes the supplied methanol and water.
- the evaporator 65 is provided with a parner 63 and a compressor 64.
- the evaporator 65 boils and vaporizes methanol and water by the combustion gas supplied from the parner 63.
- the fuel for the burner 63 is methanol.
- the methanol tank 61 is connected to the burner 63 in addition to the evaporator 65 by piping. Methanol is supplied to the parner 63 by a pump P1 provided in the middle of this pipe.
- the parner 63 is also supplied with fuel exhaust gas remaining without being consumed by the electrochemical reaction in the fuel cell 6OA.
- Pana 63 mainly burns the latter of methanol and fuel exhaust gas.
- the combustion temperature of the parner 63 is controlled based on the output of the sensor T1, and is maintained at about 800 ° C. to 100 ° C.
- the combustion gas of the parner 63 rotates the turbine when being transferred to the evaporator 65, and drives the compressor 64.
- the compressor 64 takes in air from the outside of the fuel cell system 60, compresses the air, and supplies the compressed air to the anode side of the fuel cell 6OA.
- the evaporator 65 and the reformer 66 are connected by piping.
- the raw fuel gas obtained in the evaporator 65 that is, a mixed gas of methanol and steam, is transferred to the reformer 66.
- the reformer 66 reforms the supplied raw fuel gas composed of methanol and water to generate a hydrogen-rich fuel gas.
- a temperature sensor T2 is provided in the middle of the transport pipe from the evaporator 65 to the reformer 66, and a temperature sensor T2 is provided so that the temperature of the temperature sensor T2 is usually about 250 ° C. 63
- the amount of methanol supplied to 3 is controlled. Oxygen is involved in the reforming reaction in the reformer 66.
- the reformer 66 In order to supply oxygen required for the reforming reaction, the reformer 66 is provided with a pro-tube 68 for supplying air from outside.
- the reformer 66 and the CO reduction unit 67 are connected by piping.
- the hydrogen-rich fuel gas obtained in the reformer 66 is supplied to the CO reduction unit 67.
- the fuel gas contains a fixed amount of carbon monoxide (CO).
- the CO reduction unit 67 reduces the concentration of carbon monoxide in the fuel gas.
- carbon monoxide contained in the fuel gas impedes the reaction at the anode and lowers the performance of the fuel cell.
- the C ⁇ reduction unit 67 reduces the concentration of carbon monoxide by oxidizing carbon monoxide in the fuel gas to carbon dioxide.
- the CO reduction section 67 and the anode of the fuel cell 6OA are connected by piping.
- the fuel gas having a reduced carbon monoxide concentration is subjected to a battery reaction on the cathode side of the fuel cell 6OA.
- a pipe for sending compressed air is connected to the power source side of the fuel cell 6OA. This air is supplied to the cell reaction on the anode side of the fuel cell 6OA as oxidizing gas.
- the fuel cell system 60 having the above configuration can supply power by a chemical reaction using methanol and water.
- the fuel cell system 60 using methanol and water is mounted.
- the fuel cell system 60 is not limited to this, and includes gasoline, natural gas reforming, and those using pure hydrogen. Various configurations can be applied. In the following description, the fuel cell system 60 will be collectively referred to as a fuel cell 60.
- the torque converter 30 (FIG. 1) is a well-known power transmission mechanism using a fluid.
- 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 are not mechanically coupled and can rotate with slippage from each other. It is. Further, the torque converter 30 is also provided with a lock-up clutch that couples the two rotating shafts under predetermined conditions so that the two rotating shafts do not slip. Lock-up clutch on / off is controlled by control unit 70 More controlled.
- the transmission 100 includes a plurality of gears, clutches, one-way clutches, brakes, and the like, and converts the torque and the rotation speed of the output shaft 14 of the torque converter 30 by switching the speed ratio. This is a mechanism that can be transmitted to the shaft 15. In this embodiment, a transmission capable of realizing five forward speeds and one reverse speed is applied.
- the gear stage of the transmission 100 is set by the control unit 70 according to the vehicle speed and the like. The driver can change the range of gears to be used by manually operating the shift lever provided in the vehicle and selecting the shift position.
- the control unit 70 controls the operation of the engine 10, the motor 20, the torque converter 30, the transmission 100, and the auxiliary drive motor 80. (refer graph1).
- the control unit 70 is a one-chip microcomputer having a CPU, RAM, ROM, and the like therein.
- 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 in order to realize such control.
- FIG. 3 is an explanatory diagram showing connection of input / output signals to the control unit 70. The left side of the figure shows the signals input to the control unit 70, and the right side shows the signals output from the control unit 70.
- the signals input to the control unit 70 are signals from various switches and sensors. Such signals include, for example, fuel cell temperature, fuel cell fuel level, remaining battery charge SOC, battery temperature, engine 10 water temperature, ignition switch, engine 10 speed, ABS computer, differential computer, Air conditioner on / off, vehicle speed, torque converter 30 oil temperature, shift position, side brake on / off, foot brake depression, catalyst temperature for purifying engine 10 exhaust, accelerator pedal 55 Accelerator opening, cam angle sensor, driving power source brake switch, resolver signal, etc. according to the operation amount. control Although many other signals are input to the unit 70, they are not shown here.
- the signal output from the control unit 70 is a signal for controlling the engine 10, the motor 20, the torque cover 30, the transmission 100, and the like.
- Such signals include, for example, a signal for controlling an electronic throttle valve, an ignition signal for controlling the ignition time of the engine 10, a fuel injection signal for controlling fuel injection, and a motor control signal for controlling operation of the motor 20.
- many other signals are output from the control unit 70, they are not shown here.
- the hybrid vehicle of this embodiment includes the engine 10 and the motor 20 as power sources.
- the control unit 70 travels by using both according to the traveling state of the vehicle, that is, the vehicle speed and the torque. The proper use of the two is set in advance as a map and stored in the ROM in the control unit 70.
- FIG. 4 is an explanatory diagram showing a relationship between a traveling state of a vehicle and a power source.
- the area MG in the figure is an area where the vehicle runs with the motor 20 as a power source.
- the area outside the area MG is an area where the engine 10 runs with the power source (area EG).
- EV running the former
- engine running the latter is referred to as engine running.
- 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.
- the hybrid vehicle of the present embodiment starts running with the identification switch 88 turned on
- the hybrid vehicle first starts by EV running. In such an area Drive with the input clutch 18 off.
- the control unit 70 turns on the input clutch 18 and starts the engine 10. I do.
- the input clutch 18 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 has increased to a predetermined value.
- the vehicle runs in the region EG using only the engine 10 as a power source.
- 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 gear stage is performed based on a map set in advance in the running state of the vehicle, similarly to the switching of the power source.
- the map also depends on the shift position.
- Figure 5 shows maps corresponding to the D position, 4 position, and 3 position. 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.
- FIG. 5 is a flowchart of a power output processing routine in the area MG in the first embodiment. This processing is executed when the vehicle is in the operating state, in other words, when the identification switch 88 is in the ON state. If the identification switch 88 is off, this process is not executed because the operation of the entire vehicle is stopped. When this process starts, the CPU inputs various sensor and switch signals. (Step S100). Next, the CPU determines whether or not the fuel cell (FC: Fue1Ce11) 60 is in a state capable of generating power (step S110).
- FC Fue1Ce11
- step S120 Judging from the fuel cell temperature and fuel cell remaining amount input to the control unit 70, if the fuel cell 60 can generate power, set the target output value to be output by the fuel cell 60. Processing is performed (step S120). In this process, the remaining capacity SOC of the battery 50 and the accelerator opening are used among the signals input in step S100. Then, the target output value of the fuel cell 60 is set according to these with reference to tables stored in the ROM described later.
- the accelerator opening is a parameter related to the required power to the power supply device including the fuel cell 60 and the battery 50, and is determined by the operation amount of the accelerator pedal 55.
- FIG. 6 is an explanatory diagram showing the relationship among the remaining capacity SOC of the battery 50, the accelerator opening, and the target output value of the fuel cell 60 in the first embodiment.
- the required power to the power supply device according to the accelerator opening is indicated by a thin line L.
- the target output value of the fuel cell 60 is set according to the opening degree of the accelerator and the remaining capacity SOC of the battery 50.
- the solid line L 1, the broken line L 2, and the dashed line L 3 ′ have different remaining capacities S ⁇ C of the battery 50 and decrease in this order. .
- These relationships are stored as a table in the control unit 70; OM.
- the target output value of the fuel cell 60 with respect to the accelerator opening is set to three levels in accordance with the remaining capacity SOC of the notch 50, but it may be changed in more steps or continuously. May be set.
- the gradient of the variation of the target output value with respect to the variation of the accelerator opening is set so as not to exceed a predetermined maximum gradient.
- This maximum value is a value at which the output of the fuel cell 60 can follow the target output value even when the accelerator opening changes suddenly.
- the required power was set higher than the required power in the region where the accelerator opening was relatively large (region Y in the figure). That is, the output of the fuel cell 60 was set to fall within the region A shown in the figure.
- the fuel cell 60 of the present embodiment has a high power generation efficiency in the illustrated region A. Therefore, by setting the target output value in this way, the fuel cell 60 can be used efficiently.
- the target value D p higher than the required power D i 1 is set. By doing so, power larger than the required power is output from the fuel cell 60. The surplus power of the power output from the fuel cell 60 is charged to the battery 50.
- the target when the state of charge of the battery 50 is normal is obtained.
- a target output value Dp2 higher than the output value Dp1 is set. By doing so, a larger power than usual is output from the fuel cell 60. The surplus electric power of the electric power output from the fuel cell 60 is charged to the battery 50 whose remaining capacity S OC is reduced.
- the target output value of the fuel cell 60 is set higher as the remaining capacity S ⁇ C of the battery 50 is smaller.
- the fuel cell 60 When the target output value of the fuel cell 60 is set, the fuel cell 60 outputs electric power accordingly (step S130 in FIG. 5). Then, the battery 50 is charged and discharged so as to compensate for the difference between the output of the fuel cell 60 and the required power according to the accelerator opening (step S140). These controls are performed in accordance with the control signal of the power supply switch 84 output from the control unit 70. That is, charging the battery 50 When discharging is necessary, the connection between the battery 50, the motor 20, and the fuel cell 60 is switched by the switching switch 84, and charging and discharging are performed according to the voltage difference.
- step S15 If the fuel cell 60 cannot generate power in step S110 of FIG. 5, it is determined whether the remaining capacity SOC of the battery 50 is equal to or more than its control lower limit LOS% (step S15). 0). If the remaining capacity SOC of the battery 50 is less than LOS%, the engine 10 is started to output power (step S160). If the remaining capacity SOC of the battery 50 is equal to or greater than LoS%, the battery 50 is output as the main power (step S170).
- FIG. 7 is a time chart showing an example of the target output value of the fuel cell 60, the actual output from the fuel cell 60, and the output from the battery 50 with respect to the opening degree of the fuel cell in the first embodiment. It is a chart.
- the accelerator opening is set to 0 from time 0 to t2. During this period, the target output value of the fuel cell 60, the output of the fuel cell 60, and the output of the battery 50 are also zero.
- the ignition switch 88 is turned on at time t1, the fuel cell 60 actually needs to be warmed up, but the fuel cell 60 and the battery 50 can output. State.
- the target output value of the fuel cell 60 also increases rapidly according to the table (see FIG. 6). As can be seen from Fig. 6, the target output value does not always match the required power.
- the target output value at time t2 is set to a value larger than the required power required for traveling. Since the output of the fuel cell 60 cannot respond to the rapid increase of the target output value due to low response, it increases at the maximum slope. At this time, the battery 50 The output is made so as to compensate for the shortage of the output of the battery 60. As a result, the remaining capacity S ⁇ C of the battery 50 decreases.
- the accelerator opening gradually increases from time t2 to t4.
- the target output value of the fuel cell 60 also gradually increases according to the table.
- the change rate of the target output value of the fuel cell 60 is smaller than the change rate of the required power according to the accelerator opening.
- the control unit 70 detects that the remaining capacity SOC of the battery 50 has decreased at time t3. Then, the target output value is increased from the normal target output value according to the decrease.
- the output of fuel cell 60 is time! At 3 ′, it increases at the maximum slope until it reaches the target output value of the fuel cell 60.
- the rate of change of the target output value can follow smaller than the output responsiveness of the fuel cell 60, so that the output of the fuel cell 60 increases according to the target output value.
- the battery 50 outputs so as to compensate for the shortage of the output of the fuel cell 60 until the output of the fuel cell 60 reaches the target output value at time t3 '. Since the output of the fuel cell 60 after time t 3 ′ is larger than the required power, the battery 50 is charged using the surplus power. The battery 50 does not output the required power only from the output of the fuel cell 60 during the times t 3 ′ to t 4.
- the accelerator opening sharply decreases at time t4.
- the target output value of the fuel cell 60 also sharply decreases according to the table.
- the control unit 70 detects that the remaining capacity SOC of the battery 50 has been sufficiently charged, and returns to the normal target output value.
- the output of the fuel cell 60 can follow because the rate of change of the target output value is smaller than the output response of the fuel cell, and decreases according to the target output value.
- the battery 50 does not output the required power in accordance with the degree of opening of the accelerator only by the output of the fuel cell 60.
- the accelerator opening increases from time t4 to t5, and the time! ; Five ⁇ It is assumed that it decreases at t6 and increases after time t6.
- the target output value of the fuel cell 60 also increases and decreases at a rate of change smaller than the rate of change of the accelerator opening according to the table, and the output of the fuel cell 60 increases and decreases following the target output value.
- the battery 50 does not output because the required power according to the accelerator opening can be output only by the output of the fuel cell 60.
- FIG. 8 is a time chart as an example showing the target output value of the fuel cell 60, the actual output from the fuel cell 60, and the output from the battery 50 with respect to the accelerator opening of the comparative example.
- the accelerator opening is the same as that shown in Fig. 7.
- the target output value of the fuel cell 60 of the comparative example is set to the same value as the required power according to the accelerator opening.
- the accelerator opening is 0 from time 0 to t2. During this period, the target output value of the fuel cell 60, the output of the fuel cell 60, and the output of the battery 50 are also zero.
- the accelerator opening sharply increases. Then, the target output value of the fuel cell 60 also increases rapidly according to the accelerator opening. Since the output of the fuel cell 60 cannot respond to the rapid increase of the target output value due to low response, it increases at the maximum inclination. At this time, the battery 50 outputs so as to compensate for the shortage of the output of the fuel cell 60. As a result, the remaining capacity SOC of the battery 50 decreases. At times t2 to t4, the accelerator opening gradually increases. Then, the target output value of the fuel cell 60 also increases gradually according to the accelerator opening. The output of the fuel cell 60 increases at the maximum slope until reaching the target output value of the fuel cell 60 at time t3.
- the battery 50 outputs so as to compensate for the shortage of the output of the fuel cell 60 until the output of the fuel cell 60 reaches the target output value at the time t3. From time t3 to time t4, the rate of change of the target output value can follow the output response of the fuel cell 60 smaller than the output responsiveness. Increases with force value. The battery 50 does not output the required power only from the output of the fuel cell 60 during the time t3 to t4.
- the accelerator opening sharply decreases.
- the target output value of the fuel cell 60 also sharply decreases according to the accelerator opening.
- the output of the fuel cell 60 can follow the target output value and decreases according to the target output value.
- the battery 50 does not output because it can output the required power according to the accelerator opening only with the output of the fuel cell 60.
- the accelerator opening increases.
- the target output value of the fuel cell 60 increases according to the accelerator opening.
- the output of the fuel cell 60 cannot follow the target output value because the rate of change of the target output value of the fuel cell 60 is larger than that of the first embodiment, and increases at the maximum slope.
- the battery 50 outputs such that the shortage of the output of the fuel cell 60 is compensated. As a result, the remaining capacity S OC of the battery 50 decreases.
- the accelerator opening decreases.
- the target output value of the fuel cell 60 increases according to the accelerator opening.
- the output of the fuel cell 60 increases at the maximum slope until time t5 'when the output value of the fuel cell 60 is reached, and then decreases according to the output value of the fuel cell.
- the battery 50 outputs an output so as to compensate for the shortage of the output of the fuel cell 60 until time t 5 ′ when the output of the fuel cell 60 reaches the target output value. No power is output because the required power according to the opening can be output.
- the accelerator opening increases.
- the target output value of the fuel cell 60 increases according to the accelerator opening.
- the output of the fuel cell 60 increases or decreases following the target output value because the change rate of the target output value is smaller than the output response of the fuel cell.
- the battery 50 does not output because it can output the required power according to the accelerator opening only by the output of the fuel cell 60.
- the battery 50 outputs an output so as to compensate for the shortage of the output of the fuel cell 60, so responsiveness can be ensured.
- the target output value of the fuel cell 60 is set to the same value as the required power, if the variation of the opening degree of the fuel cell is large, the output of the fuel cell 60 cannot follow the target output value, and In some cases, stable control cannot be performed according to the output value.
- the target output value is not set according to the remaining capacity SOC of the battery 50, the remaining capacity SOC cannot be secured.If the remaining capacity SOC falls below the predetermined value, the engine 10 is charged for charging. May have to be driven.
- the change in the target output value of the fuel cell 60 is smaller than the output responsiveness, so that the output of the fuel cell 60 is stabilized. Can be controlled.
- the fuel cell 60 can be effectively used as a power supply source while ensuring output response according to the accelerator opening.
- the target output value is set according to the remaining capacity SOC of the battery 50, the battery 50 can be charged quickly and efficiently. As a result, the capacity of the battery 50 can be reduced, and the power supply device can be reduced in size and weight.
- FIG. 9 is a flowchart showing a process for setting a target output value of the fuel cell 60 in the second embodiment. Mouth-chart. When this process is started, the CPU first reads the accelerator opening (step S200).
- the change rate r of the accelerator opening is calculated from the accelerator opening read last time, the accelerator opening read this time, and the sampling time (step S210), and the absolute change rate of the accelerator opening is calculated.
- the value I r I is compared with a change rate threshold value R th stored in the ROM in advance (step S220).
- a new target output value is set in accordance with the accelerator opening (step S230).
- the target output value set here is a target output value when the remaining capacity SOC of the battery 50 of the first embodiment shown in FIG. 6 is in a normal state.
- a table storing the relationship between the accelerator opening and the target output value of the fuel cell 60 see FIG.
- the threshold R th can be set arbitrarily.
- the threshold R th may be fixed.
- the change may be made as needed based on the tendency of the driver to operate the accelerator pedal 55 and the past operating conditions of the fuel cell 60 and the battery 50.
- the threshold value Rth may be set to a different value depending on whether the change rate r of the accelerator opening is positive or negative.
- the remaining capacity SOC of the battery 50 is read (step S240), and it is determined whether the remaining capacity S OC is equal to or more than a predetermined value LO% (step S250). If the remaining capacity S ⁇ C is equal to or greater than the predetermined value LO%, it is determined that the remaining capacity SOC of the battery 50 is sufficient, and this processing ends. If the remaining capacity SOC is less than the predetermined value L ⁇ %, a correction value for increasing the target output value is set so that the battery 50 can be charged by the output from the fuel cell 60 (step S260). Add it To obtain a new target output value (step S270).
- the predetermined value L ⁇ can be set arbitrarily. However, if the LO is set too high, the target output values in steps S260 and S270 are frequently corrected, and the fuel cell 60 may not operate stably. . On the other hand, if L 0 is set too low, the use of the battery 50 increases, and the fuel cell 60 may not be used efficiently.
- FIG. 10 is a time chart as an example showing the target output value of the fuel cell 60, the actual output from the fuel cell 60, and the output from the battery 50 with respect to the opening degree of the accelerator in the second embodiment. It is.
- the accelerator opening is the same as that shown in FIG.
- the accelerator opening is 0 from time 0 to t2. During this period, the target output value of the fuel cell 60, the output of the fuel cell 60, and the output of the battery 50 are also zero.
- the accelerator opening sharply increases.
- the absolute value of the rate of change of the accelerator opening exceeds the threshold value Rth.
- the target output value of the fuel cell 60 also increases rapidly according to the accelerator opening. Since the output of the fuel cell 60 cannot respond to the rapid increase of the target output value due to low response, it increases at the maximum inclination. At this time, the battery 50 outputs so as to compensate for the shortage of the output of the fuel cell 60.
- the accelerator opening gradually increases. During this period, the absolute value of the rate of change of the degree of opening of the accelerator is not more than the threshold value Rth.
- the target output value of the fuel cell 60 the value set at the time t2 is held. The output of the fuel cell 60 increases at the maximum slope until reaching the target output value at time t3. From time t3 to t4, constant power is output according to the target output value. The battery 50 outputs such that the shortage of the output of the fuel cell 60 is compensated.
- the accelerator opening sharply decreases.
- the accelerator opening It is assumed that the absolute value of the rate of change exceeds the threshold value Rth.
- the target output value of the fuel cell 60 also sharply decreases according to the accelerator opening.
- the output of the fuel cell 60 decreases following the target output value.
- the battery 50 does not output because it can output the required power according to the accelerator opening only with the output of the fuel cell 60.
- the accelerator opening increases. During this period, the absolute value of the rate of change of the accelerator opening is equal to or less than the threshold value Rth. Then, the target output value of the fuel cell 60 is kept at the value set at time t4. The fuel cell 60 outputs a constant power according to the target output value. The battery 50 outputs so as to compensate for the shortage of the output of the fuel cell 60.
- the accelerator opening decreases. During this period, the absolute value of the rate of change of the accelerator opening is equal to or less than the threshold value Rth. Then, the target output value of the fuel cell 60 becomes the time t 4 (or the time t 5) until the time t 5 ′ at which the control unit 70 detects that the remaining capacity SOC of the battery 50 is less than LO%. Is retained. The fuel cell 60 outputs according to the target output value until time t5 '. The battery 50 outputs such that the shortage of the output of the fuel cell 60 is compensated.
- the control unit 70 detects that the remaining capacity SOC of the battery 50 has become less than L0%. Then, at this time, although the accelerator opening is decreasing, the target output value of the fuel cell 60 is corrected to be high so that the battery 50 can be charged quickly. Since the output of the fuel cell 60 has low response, it cannot follow the increase of the target output value and increases at the maximum slope.
- the accelerator opening gradually increases. During this period, the absolute value of the rate of change of the accelerator opening is equal to or less than the threshold value Rth. Then, the target output value of the fuel cell 60 is kept at the value set at time t5 '. The fuel cell 60 outputs constant power according to the target output value. The battery 50 does not output because it can output the required power according to the accelerator opening only with the output of the fuel cell 60. Since the output of the fuel cell 60 after the illustrated time t5 'is larger than the required power, the battery 50 is charged using the surplus power.
- the fuel cell 60 is also operated. Since the target output value does not decrease, the battery 50 can be charged.
- the control for stably operating the fuel cell 60 is performed by reducing the sensitivity to the accelerator opening.
- a battery 50 with good output response is used for sudden changes in the accelerator opening. By doing so, it is also possible to suppress excessive charging and discharging of the battery 50 and effectively use the fuel cell 60 as a power supply source, while ensuring output responsiveness according to the accelerator opening. Can be.
- the hybrid vehicle of the third embodiment is equipped with a navigation system.
- FIG. 11 is a schematic configuration diagram of the hybrid vehicle of the third embodiment.
- the navigation system 90 is connected to the control unit 70B, and the route information of the future travel of the vehicle is input to the control unit 70B.
- the rest of the hardware configuration is the same as in the first embodiment. Further, the power output processing is partially different between the first embodiment and the third embodiment.
- FIG. 12 is a flowchart of a power output processing routine according to the third embodiment.
- the CPU inputs signals of various sensors and switches (step S300).
- the CPU determines whether or not the fuel cell 60 is in a state capable of generating power. (Step S310).
- the target output value to be output from the fuel cell 60 is set (step S320). This process is the same as in the first embodiment. is there.
- the target output value of the fuel cell 60 is set, it is determined whether or not the vehicle is running by using the navigation system 90 (step S330). If the vehicle is not running using the navigation system 90, as in the first embodiment, the fuel cell 60 outputs power according to the target output value (step S350), and the battery 50 outputs fuel. The battery 60 is charged and discharged so as to compensate for the difference between the output of the battery 60 and the required power according to the accelerator opening (step S360).
- the target output value is subjected to navigation system traveling correction processing.
- FIG. 13 is a flowchart of the target output value correction processing for the navigation system traveling.
- the CPU reads the route information from the navigation system 90 (step S400).
- This route information includes information on the gradient of an uphill or downhill, or information on an expressway.
- the required power at a predetermined time in the future is predicted based on the route information (step S410). For example, when the CPU detects that there is a future uphill from the navigation system 90, the CPU predicts the electric power required to climb the uphill.
- a target output value at a predetermined time in the future is set based on the predicted future required power (step S420).
- the future target output value, the target output value set in step 320 of FIG. 12 the target output value at a predetermined time in the future, and the output characteristics of the fuel cell 60 (the maximum output possible)
- the target output value is corrected from (step S430).
- FIG. 14 is a time chart illustrating an example of a target output value of the fuel cell 60, an actual output from the fuel cell 60, and an output from the battery 50 with respect to the accelerator opening in the third embodiment. It is.
- the accelerator opening is constant until time t2.
- the control unit 70 can recognize, based on the route information from the navigation system 90, that there is an uphill slope in the future before the time t2 when approaching the uphill slope. Then, the response time required for the output of the fuel cell 60 to increase from PW1 to PW2 is obtained from the current target output value PW1, the future target output value PW2, and the output characteristics of the fuel cell 60, and at time t1, Calculate that the target output value should be increased to PW2, and correct the target output value.
- the output of the fuel cell 60 can be increased in advance in accordance with the corrected target output value, and can be prepared for a future increase in output. In FIG. 14, at time t1, the target output value of the fuel cell 60 is rapidly increased from PW1 to PW2, but when approaching an uphill, the fuel cell 60 outputs the required power in accordance with the accelerator opening. It may be increased gradually as possible.
- control unit 70 can recognize, based on the route information from the navigation system 90, that there is a downhill in the future before the time t5 when the vehicle goes downhill. Then, at time t4, the target output value is reduced to PW2 based on the current target output value PW2, the future target output value PW1, and the output characteristics of the fuel cell 60, and the power of the battery 50 is consumed. Also recognizes that it can be charged downhill, and corrects the target output value. From time t4 to time t6, the output from the fuel cell 60 is insufficient for the required power, and the battery 50 outputs the shortage.
- the increase and decrease in the output of the fuel cell 60 are applied to the case of climbing uphill and downhill, but the output is applied to the case where the vehicle enters a highway and accelerates. It is also possible to prepare for an increase in
- step S310 of FIG. 12 it is determined whether or not the remaining capacity S ⁇ C of the battery 50 is equal to or more than the control lower limit Los% (step S310). S370). If the remaining capacity S ⁇ C of the battery 50 is less than L S%, the engine 10 is started to output power (step S380). If the remaining capacity SOC of the battery 50 is equal to or greater than L S%, the battery 50 is output as the main power supply (step S390).
- the fuel cell 60 in a vehicle equipped with the navigation system 90, can be effectively used as a power supply source while ensuring output responsiveness to the accelerator opening. .
- the relationship between the remaining capacity SOC of the battery 50, the opening degree of the fuel cell, and the target output value of the fuel cell 60 shown in FIG. 6 is stored as a table.
- the target output value of the fuel cell 60 may be determined using the remaining SOC of the fuel cell and the accelerator opening as parameters.
- whether or not to correct the target output value of the fuel cell 60 is determined based on the rate of change of the accelerator opening.
- the rate of change of the accelerator opening and the amount of change of the accelerator opening are determined.
- the target output value of the fuel cell 60 may be corrected.
- the rate of change of the accelerator opening is calculated from the degree of accelerator opening sampled at regular intervals, but the rate of change of the accelerator opening is directly detected using a sensor. You may.
- FIG. 15 is a schematic configuration diagram of an electric vehicle.
- This electric vehicle has a fuel cell 60 B, a battery 50 B, a control unit 70 B, a changeover switch 84 B, an invar 52 B, a motor 20 B, and an accelerator pedal 55 B. , A differential gear 16 B, an axle 17 B and the like.
- FIG. 15 only the main signal, power and power transmission paths are shown, and the supplementary drive unit 82, the transmission 100, etc. shown in FIG. 1 are omitted.
- the battery 50 is used as a chargeable / dischargeable power storage unit, but power storage means such as a capacitor may be used.
- a hybrid vehicle capable of transmitting the power of the engine 10 to the axle 17, that is, a parallel hybrid vehicle has been described, but the present invention may be applied to a series hybrid vehicle.
- the present invention can be used for controlling a power supply device that uses a fuel cell and a power storage unit as power sources.
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Description
Claims
Priority Applications (6)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP01921929A EP1286405B1 (en) | 2000-05-15 | 2001-04-19 | Supply of electric power using fuel cell and chargeable/dischargeable storage |
US10/275,941 US7301302B2 (en) | 2000-05-15 | 2001-04-19 | Supply of electric power using fuel cell and chargeable/dischargeable storage |
CA002408785A CA2408785C (en) | 2000-05-15 | 2001-04-19 | Supply of electric power using fuel cell and chargeable/dischargeable storage |
DE60124090T DE60124090T8 (de) | 2000-05-15 | 2001-04-19 | Stromversorgung unter verwendung von brennstoffzellen und ladbaren/entladbaren akkumulatoren |
KR10-2002-7015255A KR100497834B1 (ko) | 2000-05-15 | 2001-04-19 | 연료전지와 충·방전가능한 축전부를 이용한 전력공급장치, 이 장치의 제어방법, 이 장치를 구비하는 동력출력장치 및 차량 |
US11/760,210 US7583052B2 (en) | 2000-05-15 | 2007-06-08 | Supply of power utilizing fuel cell and rechargeable storage portion |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2000141822A JP5140894B2 (ja) | 2000-05-15 | 2000-05-15 | 燃料電池と充放電可能な蓄電部とを利用した電力の供給 |
JP2000-141822 | 2000-05-15 |
Related Child Applications (2)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US10275941 A-371-Of-International | 2001-04-19 | ||
US11/760,210 Division US7583052B2 (en) | 2000-05-15 | 2007-06-08 | Supply of power utilizing fuel cell and rechargeable storage portion |
Publications (1)
Publication Number | Publication Date |
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WO2001089015A1 true WO2001089015A1 (fr) | 2001-11-22 |
Family
ID=18648888
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2001/003374 WO2001089015A1 (fr) | 2000-05-15 | 2001-04-19 | Alimentation en electricite utilisant une pile a combustible et accumulateur chargeable/dechargeable |
Country Status (8)
Country | Link |
---|---|
US (2) | US7301302B2 (ja) |
EP (1) | EP1286405B1 (ja) |
JP (1) | JP5140894B2 (ja) |
KR (1) | KR100497834B1 (ja) |
CN (1) | CN1237640C (ja) |
CA (1) | CA2408785C (ja) |
DE (1) | DE60124090T8 (ja) |
WO (1) | WO2001089015A1 (ja) |
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- 2001-04-19 WO PCT/JP2001/003374 patent/WO2001089015A1/ja active IP Right Grant
- 2001-04-19 EP EP01921929A patent/EP1286405B1/en not_active Expired - Lifetime
- 2001-04-19 KR KR10-2002-7015255A patent/KR100497834B1/ko active IP Right Grant
- 2001-04-19 US US10/275,941 patent/US7301302B2/en not_active Expired - Lifetime
- 2001-04-19 DE DE60124090T patent/DE60124090T8/de active Active
- 2001-04-19 CN CNB018094686A patent/CN1237640C/zh not_active Expired - Lifetime
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Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
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WO2004000597A1 (de) * | 2002-06-20 | 2003-12-31 | Daimlerchrysler Ag | Kraftfahrzeug mit hybridantrieb |
FR2845525A1 (fr) * | 2002-10-03 | 2004-04-09 | Renault Sa | Procede de recuperation d'energie a bord d'un vehicule equipe d'une pile a combustible a reformeur |
WO2004030958A1 (fr) * | 2002-10-03 | 2004-04-15 | Renault S.A.S. | Procede et dispositif de recuperation d'energie a bord d'un vehicule equipe d'une pile a combustible a reformeur |
KR100884140B1 (ko) * | 2006-03-13 | 2009-02-17 | 산요덴키가부시키가이샤 | 하이브리드 전원 장치 |
Also Published As
Publication number | Publication date |
---|---|
US20070231630A1 (en) | 2007-10-04 |
US7583052B2 (en) | 2009-09-01 |
DE60124090T2 (de) | 2007-06-06 |
CA2408785C (en) | 2008-01-08 |
CN1237640C (zh) | 2006-01-18 |
JP5140894B2 (ja) | 2013-02-13 |
EP1286405A1 (en) | 2003-02-26 |
EP1286405A4 (en) | 2005-08-17 |
US20030106726A1 (en) | 2003-06-12 |
JP2001325976A (ja) | 2001-11-22 |
US7301302B2 (en) | 2007-11-27 |
EP1286405B1 (en) | 2006-10-25 |
KR20030017513A (ko) | 2003-03-03 |
DE60124090D1 (de) | 2006-12-07 |
DE60124090T8 (de) | 2007-10-31 |
CN1439178A (zh) | 2003-08-27 |
CA2408785A1 (en) | 2002-11-13 |
KR100497834B1 (ko) | 2005-06-29 |
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