vehicle

Abstract

The present invention discloses a vehicle. The vehicle includes a power storage device, a rotating electrical machine, a power generation device, a heat dissipation unit, and a control device. The heat dissipation unit is configured to dissipate waste heat from the rotating electrical machine and the power generation device. The control device is configured to control power generation by the power generation device so that the power generated by the power generation device is greater when the vehicle power demand based on the drive of the vehicle is less than a predetermined value, and when the vehicle power demand based on the drive of the vehicle is greater than the predetermined value. The power generated by the rotating electrical machine and the power generation device is less than or equal to the allowable generated power calculated based on the amount of heat that can be dissipated by the heat dissipation unit.

Description

Technical Field

[0001] The present disclosure relates to vehicles. Background Art

[0002] Japanese Patent Application Laid-Open No. 11-146503 discloses a technique for increasing the amount of power generated by a generator in a hybrid vehicle in response to an increase in an accelerator opening, which is an indicator of a required load. Summary of the Invention

[0003] However, as the required load (accelerator opening) increases, the amount of power generated by the generator increases, and there is a possibility that the heat dissipation capacity limit of the heat dissipation unit for dissipating waste heat from the generator and the like is reached.

[0004] The present disclosure provides a vehicle capable of ensuring the remaining capacity of a power storage device and extending the cruising range even when the amount of heat dissipated from a heat dissipation portion is limited.

[0005] A vehicle according to one embodiment of the present disclosure is a vehicle comprising: a power storage device; a rotating electric machine configured to generate a driving force for driving the vehicle by receiving a supply of electric power from the power storage device; a power generation device configured to generate electric power to be supplied to the power storage device; a heat dissipation unit configured to dissipate waste heat from the rotating electric machine and the power generation device; and a control device. The amount of electric power generated by the rotating electric machine and the power generation device is less than an allowable electric power generation amount calculated based on the amount of heat that can be dissipated by the heat dissipation unit. The control device is configured to control the power generation by the power generation device so that when the vehicle demand power based on the driving of the vehicle is less than a predetermined amount, the amount of electric power generated by the power generation device is greater than when the vehicle demand power based on the driving of the vehicle is greater than the predetermined amount.

[0006] According to the vehicle of one embodiment of the present disclosure, even when the amount of heat dissipated by the heat dissipation portion is limited, the remaining capacity of the power storage device can be ensured, thereby extending the cruising distance.

[0007] In the vehicle according to one aspect of the present disclosure, the control device may be configured to control power generation by the power generation device so that the smaller the vehicle required power is, the larger the amount of power generated by the power generation device is.

[0008] According to the vehicle of one aspect of the present disclosure, when the vehicle's required power is low, the power generation device can generate a large amount of power, thereby reliably ensuring the remaining capacity of the power storage device.

[0009] In the vehicle according to one aspect of the present disclosure, the heat dissipation unit may be configured to also dissipate waste heat from auxiliary equipment provided in the vehicle, and the vehicle required power may include auxiliary equipment power consumed to drive the auxiliary equipment.

[0010] According to the vehicle of one aspect of the present disclosure, the power generation device can generate power while also taking into account waste heat from the auxiliary equipment corresponding to the power consumed by the auxiliary equipment.

[0011] Furthermore, in the vehicle according to one aspect of the present disclosure, the control device may be configured to predict electric power required until the vehicle reaches a destination and control electric power generation by the power generation device.

[0012] According to the vehicle of one aspect of the present disclosure, it is possible to suppress excessive power generation by the power generation device and to suppress a wasteful increase in waste heat from the power generation device that is dissipated through the heat dissipation portion.

[0013] In the vehicle according to one aspect of the present disclosure, the control device may control driving of the rotating electric machine so that the power generation device performs power generation when the remaining capacity of the power storage device is less than a predetermined capacity.

[0014] According to the vehicle of one aspect of the present disclosure, it is possible to ensure the remaining capacity of the power storage device.

[0015] Furthermore, in the vehicle according to one embodiment of the present disclosure, the vehicle may be configured to be capable of traveling in a high vacuum environment.

[0016] According to the vehicle of one embodiment of the present disclosure, even when the heat dissipation amount of the heat dissipation portion is limited in a high vacuum environment such as high altitude or space environment, the remaining capacity of the power storage device can be ensured, thereby extending the cruising distance.

[0017] The vehicle of the present disclosure has the effect of ensuring the remaining capacity of the power storage device and extending the cruising distance even when the heat dissipation amount of the heat dissipation portion is limited. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Features, advantages, and technical and industrial significance of exemplary embodiments of the present invention will be described below with reference to the accompanying drawings, wherein like symbols represent like elements, and wherein:

[0019] Figure 1 This is a schematic configuration diagram showing the configuration of a vehicle according to the first embodiment.

[0020] Figure 2 This is a diagram showing an example of the configuration of each cooling circuit provided in the vehicle according to the first embodiment.

[0021] Figure 3 This is a diagram showing an example of an FC power generation map used by the main ECU in controlling FC power generation in the first embodiment.

[0022] Figure 4This is a diagram showing an example of the relationship between vehicle required power and exhaust heat amount in the vehicle according to the first embodiment.

[0023] Figure 5 This is a diagram showing an example of an FC power generation map used by the main ECU in controlling FC power generation in the second embodiment.

[0024] Figure 6 This is a diagram showing an example of the relationship between vehicle required power and exhaust heat amount in the vehicle according to the second embodiment.

[0025] Figure 7 This is a diagram showing an example of the configuration of each cooling circuit provided in the vehicle according to the third embodiment.

[0026] Figure 8 This is a diagram showing an example of the relationship between vehicle required power and exhaust heat amount in the vehicle according to the third embodiment.

[0027] Figure 9 This is a diagram showing an example of an FC power generation map used by the main ECU in controlling FC power generation in the third embodiment.

[0028] Figure 10 This is a diagram showing an example of a plurality of FC power generation maps used by the main ECU in controlling FC power generation in the third embodiment.

[0029] Figure 11 This is a flowchart showing an example of FC power generation control performed by the main ECU. DETAILED DESCRIPTION

[0030] (Implementation Method 1)

[0031] Hereinafter, a first embodiment of the vehicle of the present disclosure will be described. However, the embodiments to which this embodiment can be applied are not limited.

[0032] Figure 1 This is a schematic diagram showing the structure of vehicle 1 according to Embodiment 1. Vehicle 1 according to Embodiment 1 is a hybrid vehicle such as a series HV or PHV, capable of traveling in high-vacuum environments, such as those at high altitudes or in space. Vehicle 1 according to Embodiment 1 includes a motor 32 serving as a rotating electric machine, an inverter 34, a motor ECU 35 serving as a motor electronic control unit, a battery 36 serving as a power storage device, a battery ECU 37 serving as a battery electronic control unit, a system main relay 38, a battery boost converter 40, an FC boost converter 48, a fuel cell 50, a cooling device 60, and a main ECU 80 serving as a main electronic control unit.

[0033] The motor 32 is configured as a synchronous generator motor having a rotor embedded with permanent magnets and a stator wound with three-phase coils. The rotor of the motor 32 is connected to the drive shaft 26, which is connected to the drive wheels 22a and 22b via the differential gear 24. The inverter 34 is connected to the motor 32 and is also connected to the high-voltage power line 42. The motor 32 is driven to rotate by the switching control of the transistors of the inverter 34 by the motor ECU 35. The motor 32 is the drive source for driving the drive wheels 22 of the vehicle 1 and can operate in a power running mode for driving the vehicle 1 and a regenerative mode for operating as a generator during braking to generate regenerative electricity and generate braking force for the vehicle.

[0034] The motor ECU 35 is a microprocessor centered around a CPU. In addition to the CPU, it also includes a ROM for storing processing programs, a RAM for temporarily storing data, input / output ports, and a communication port. For example, the rotational position of the motor 32 rotor is input to the motor ECU 35 via the input port. Furthermore, the motor ECU 35 outputs signals such as switching control signals for the transistors of the inverter 34 via the output port. The motor ECU 35 calculates the rotational speed of the motor 32 based on the rotational position of the motor 32 rotor detected by the rotational position detection sensor 32a.

[0035] The battery 36 is configured, for example, as a lithium-ion secondary battery or a nickel-metal hydride secondary battery, and is connected to the low-voltage power line 44. The battery 36 is managed by the battery ECU 37. The battery 36 can store the power generated by the fuel cell 50 and the regenerative power generated by the motor 32 during braking of the vehicle 1, and functions as a power source for supplying power to the motor 32 and various auxiliary equipment, including the air conditioner and electrical equipment.

[0036] The battery ECU 37 is a microprocessor centered around a CPU. In addition to the CPU, it also includes a ROM for storing processing programs, a RAM for temporarily storing data, input / output ports, and a communication port. The voltage from a voltage sensor 36a installed between the terminals of the battery 36, the current from a current sensor 36b installed at the output terminal of the battery 36, and the battery temperature from a temperature sensor 36c installed on the battery 36 are input to the battery ECU 37 via the input ports. Based on the integrated current from the current sensor 36b, the battery ECU 37 calculates the state of charge (SOC). The state of charge (SOC) represents the ratio of the amount of power that can be discharged from the battery 36 to the total capacity of the battery 36. Furthermore, based on the state of charge (SOC) and the battery temperature from the temperature sensor 36c, the battery ECU 37 calculates the battery input limit and the battery output limit W, which represent the maximum allowable power that can be charged or discharged from the battery 36. Furthermore, the battery ECU 37 sets the required charge / discharge power (positive on the discharge side) required by the battery 36 based on the state of charge (SOC).

[0037] A battery boost converter 40 is connected to a high-voltage power line 42 and a low-voltage power line 44. A smoothing capacitor 46 is connected to the positive and negative busbars of the high-voltage power line 42. Furthermore, a system main relay 38 is attached to the low-voltage power line 44. An FC boost converter 48 is connected to the output terminal of the fuel cell 50 and the high-voltage power line 42.

[0038] The fuel cell 50 is constructed as a solid polymer fuel cell stack formed by stacking a plurality of single cell units including an electrolyte membrane, an anode electrode and a cathode electrode that clamp the electrolyte membrane, and a diaphragm that forms a partition wall between the cell units. The fuel cell 50 generates electricity through the electrochemical reaction of hydrogen supplied to the anode electrode from the hydrogen tank 52 via the hydrogen valve 54 and oxygen supplied to the cathode electrode from the oxygen tank 56 via the oxygen valve 58. In addition, in this embodiment, the power generation performed by the fuel cell 50 is also referred to as FC (Fuel Cell) power generation. In addition, as the cathode electrode of the fuel cell 50, it can also be constructed so that oxygen in the air is supplied to the cathode electrode from a blower. In the vehicle 1 of embodiment 1, the power generation device is composed of the fuel cell 50, the hydrogen tank 52, the hydrogen valve 54, the oxygen tank 56 and the oxygen valve 58.

[0039] Figure 21 is a diagram showing an example of the structure of each cooling circuit provided in the vehicle 1 of the first embodiment. The fuel cell 50 is cooled by the cooling device 60 through heat exchange with the refrigerant. The cooling device 60 is composed of a cooling circuit having a circulation flow path 62 connecting the radiator 64 and the fuel cell 50 and a circulation pump 66 for circulating the refrigerant in the circulation flow path 62. In addition, in the vehicle 1 of the first embodiment, as shown in FIG. Figure 2 As shown, waste heat from components constituting a power train, such as the motor 32, inverter 34, and battery 36, is transferred from cooling circuits 110, 120, and 130 provided corresponding to the components to the refrigerant flowing through a circulation flow path 62 of a cooling device 60, and is dissipated from a radiator 64. The radiator 64 is an example of a heat dissipation unit in the present disclosure.

[0040] Cooling circuit 110, provided for motor 32, includes a circulation path 112 connecting motor 32 and heat exchanger 140, and a circulation pump 114 that circulates refrigerant within circulation path 112. Cooling circuit 120, provided for inverter 34, includes a circulation path 122 connecting inverter 34, heat exchanger 140, and heat exchanger 142, and a circulation pump 124 that circulates refrigerant within circulation path 122. Cooling circuit 130, provided for battery 36, includes a circulation path 132 connecting battery 36 and heat exchanger 144, and a circulation pump 134 that circulates refrigerant within circulation path 132. Exhaust heat from motor 32 is transferred from the refrigerant flowing through circulation path 112 of cooling circuit 110 to the refrigerant flowing through circulation path 122 of cooling circuit 120 via heat exchanger 140. Then, in cooling circuit 120, the waste heat from inverter 34, along with the waste heat from motor 32 that has been transferred to the refrigerant flowing through circulation path 122, is transferred from the refrigerant flowing through circulation path 122 via heat exchanger 142 to the refrigerant flowing through circulation path 62 of cooling device 60. Furthermore, the waste heat from battery 36 is transferred from the refrigerant flowing through circulation path 132 of cooling circuit 130 via heat exchanger 144 to the refrigerant flowing through circulation path 62 of cooling device 60. In this way, the waste heat from motor 32, inverter 34, and battery 36 is transferred from cooling circuits 110, 120, and 130 to the refrigerant flowing through circulation path 62 of cooling device 60, where it is dissipated from radiator 64.

[0041] The main ECU 80 is configured as a microprocessor centered around a CPU, and includes, in addition to the CPU, a ROM for storing processing programs, a RAM for temporarily storing data, an input / output port, a communication port, and the like.

[0042] Signals from various sensors are input to the main ECU 80 via its input ports. Examples of signals input to the main ECU 80 include the refrigerant temperature at the radiator inlet, measured by a temperature sensor 62a installed near the radiator inlet where the refrigerant flows into the radiator 64, and the refrigerant temperature at the radiator outlet, measured by a temperature sensor 62b installed near the radiator outlet where the refrigerant flows out of the radiator 64. Furthermore, the main ECU 80 functions as a vehicle drive control device and therefore receives inputs necessary for driving control. Examples of this information include an ignition signal from the ignition switch 90, the shift position from a shift position sensor 92 that detects the operating position of the shift lever 91, the accelerator position from an accelerator pedal position sensor 94 that detects the amount of accelerator pedal 93 depressed, the brake pedal position from a brake pedal position sensor 96 that detects the amount of brake pedal 95 depressed, and the vehicle speed from a vehicle speed sensor 98.

[0043] Various control signals are output from the main ECU 80 via the output port. Examples of signals output from the main ECU 80 include a drive control signal for the system main relay 38, a switching control signal for the transistors of the battery boost converter 40, and a switching control signal for the transistors of the FC boost converter 48. Other examples include a drive signal for the pump motor that drives the circulation pump 66, a drive signal for the hydrogen valve drive motor that drives the hydrogen valve 54, and a drive signal for the oxygen valve drive motor that drives the oxygen valve 58.

[0044] The main ECU 80 is communicatively connected to the motor ECU 35 and the battery ECU 37, exchanging various information and signals with them. When the ignition switch 90 is turned on, the main ECU 80 turns on the system main relay 38 and starts the fuel cell 50, placing the vehicle in a drivable state (ready state). When the fuel cell 50 is started and the vehicle enters the ready state, the main ECU 80 controls the operation of the fuel cell 50 and drives the motor 32, using the power generated by the fuel cell 50 and the charge and discharge power of the battery 36 to output a required torque corresponding to the accelerator opening to the drive shaft 26. Furthermore, while the fuel cell 50 is started, the main ECU 80 controls the cooling device 60 to maintain the temperature of the fuel cell 50 at an appropriate level.

[0045] In vehicle 1 according to the first embodiment, the amount of power generated by motor 32 and the power generator is equal to or less than the allowable generated power calculated based on the amount of heat that can be dissipated from radiator 64. Furthermore, in vehicle 1 according to the first embodiment, power generation by the power generator is controlled so that when the vehicle required power for driving vehicle 1 is less than a predetermined value, the FC power generation amount is increased compared to when the vehicle required power for driving vehicle 1 is greater than the predetermined value.

[0046] Figure 3 This is a diagram showing an example of the FC power generation map used by the main ECU 80 in controlling FC power generation in the first embodiment. Figure 4 This is a diagram showing an example of the relationship between vehicle required power and the amount of exhaust heat in vehicle 1 according to the first embodiment.

[0047] In the vehicle 1 of the first embodiment, the vehicle 1 has the following Figure 3 The FC power generation map shown shows that the FC power generation amount is roughly inversely proportional to the vehicle power demand. Specifically, the FC power generation amount decreases as the vehicle power demand increases. In this embodiment, the vehicle power demand is the sum of the power demanded for vehicle 1 to travel and the vehicle power consumed by auxiliary equipment, etc.

[0048] like Figure 4 As shown, as the vehicle's required power increases, the powertrain waste heat increases. Furthermore, as the vehicle's required power increases, the heat dissipation margin of radiator 64, which is obtained by subtracting the powertrain waste heat from the radiator's heat dissipation capacity limit, decreases. Here, the heat dissipation margin of radiator 64 represents, for example, the range of heat generated by FC power generation that can be added to the powertrain waste heat within a predetermined vehicle's required power.

[0049] Therefore, in the vehicle 1 of the first embodiment, in order to keep the waste heat generated by FC power generation within the range of the heat dissipation margin of the radiator 64, the main ECU 80 uses, for example, Figure 3 The FC power generation map shown controls FC power generation so that the FC power generation amount decreases as the vehicle's required power increases. Consequently, in vehicle 1 according to Embodiment 1, even when limiting the amount of waste heat generated by FC power generation to prevent exceeding the radiator's heat dissipation capacity, FC power generation can be performed to ensure the remaining capacity of battery 36, thereby extending the vehicle's cruising range.

[0050] Furthermore, in the vehicle 1 of the first embodiment, FC power generation is performed in such a manner that the FC power generation amount is increased as the vehicle power demand decreases. This makes it possible to reliably ensure the remaining capacity of the battery 36 compared to, for example, a case where FC power generation is performed at the FC power generation amount when the vehicle power demand is large even when the vehicle power demand is small.

[0051] (Implementation Method 2)

[0052] Next, the vehicle 1 according to the second embodiment will be described. In the description of the second embodiment, components identical to those in the first embodiment will be referenced with reference numerals, and descriptions thereof will be omitted as appropriate. In the vehicle 1 according to the second embodiment, the FC power generation is set to be equal to or less than the allowable generated power calculated based on the amount of heat (waste heat potential) that can be dissipated from the radiator 64. Furthermore, in the vehicle 1 according to the second embodiment, the FC power generation is reduced as the absolute value of the vehicle's required power exceeds a predetermined value during power operation and regeneration by the motor 32.

[0053] Figure 5 This is a diagram showing an example of the FC power generation map used by the main ECU 80 in controlling FC power generation in the second embodiment. Figure 6 This is a diagram showing an example of the relationship between vehicle required power and exhaust heat amount in vehicle 1 according to the second embodiment.

[0054] In addition, in the vehicle 1 of the second embodiment, there is Figure 5 The FC power generation map shown in FIG. 1 shows that the FC power generation amount is approximately inversely proportional to the vehicle power requirement for each of the power running side and the regeneration side of the motor 32. Figure 5 In the FC power generation map shown, the peak of the FC power generation amount is located on the positive side of the vehicle demand power compared to when the vehicle demand power is 0 (the vehicle demand power when the running demand power is 0 and the vehicle consumes electricity), but the FC power generation amount may also peak when the vehicle demand power is 0.

[0055] exist Figure 5 In the FC power generation map of the power running side shown in FIG, the FC power generation amount is set to be smaller as the vehicle demand power is larger on the positive side. Figure 5 In the regenerative FC power generation map shown, the FC power generation amount is set to a smaller value as the vehicle demand power becomes more negative, in other words, as the regenerative power generation by motor 32 increases. The power running FC power generation map and the regenerative FC power generation map vary depending on the components (motor 32, battery 36, etc.) and system design, and are not necessarily symmetrical.

[0056] Here, if Figure 6As shown, with the vehicle power demand being 0 as the reference, the greater the positive side of the vehicle power demand, the greater the powertrain waste heat, and the greater the negative side of the vehicle power demand, the greater the powertrain waste heat. Therefore, with the vehicle power demand being 0 as the reference, the greater the positive side of the vehicle power demand, the smaller the heat dissipation margin of radiator 64, which is obtained by subtracting the powertrain waste heat from the radiator's heat dissipation capacity limit, and the greater the negative side of the vehicle power demand, the smaller the heat dissipation margin of radiator 64, which is obtained by subtracting the powertrain waste heat from the radiator's heat dissipation capacity limit.

[0057] In the vehicle 1 of the second embodiment, the main ECU 80 uses, for example, a control circuit 80 to control the exhaust heat generated by the FC power generation to fall within the heat dissipation margin of the radiator 64. Figure 5 FC power generation is controlled based on the FC power generation map shown in the figure. Specifically, during power operation of the motor 32, the main ECU 80 controls FC power generation so that the FC power generation decreases as the vehicle power demand increases on the positive side relative to the predetermined value at which the FC power generation reaches a peak in the power operation-side FC power generation map. Furthermore, during regeneration of the motor 32, the main ECU 80 controls FC power generation so that the FC power generation decreases as the vehicle power demand increases on the negative side in the regeneration-side FC power generation map. Thus, in the vehicle 1 of Embodiment 2, FC power generation can be performed during power operation and regeneration of the motor 32, ensuring the remaining capacity of the battery 36 and extending the cruising range of the vehicle 1, even while limiting the amount of waste heat generated by FC power generation to avoid exceeding the radiator's heat dissipation capacity.

[0058] (Implementation 3)

[0059] Next, a vehicle 1 according to Embodiment 3 will be described. In the description of Embodiment 3, reference numerals are used for the same configurations as those in Embodiment 1, and description thereof will be omitted as appropriate.

[0060] In vehicle 1 according to the third embodiment, the amount of power generated by motor 32 and the power generation device is equal to or less than the allowable generated power calculated based on the amount of heat that can be dissipated from radiator 64. Furthermore, in vehicle 1 according to the third embodiment, the FC power generation amount is reduced as the absolute value of the vehicle demand power exceeds a predetermined value.

[0061] Figure 7 1 is a diagram showing an example of the configuration of each cooling circuit provided in the vehicle 1 of the third embodiment. In the vehicle 1 of the third embodiment, the radiator 64 is configured to dissipate not only the powertrain waste heat but also the waste heat other than the powertrain heat such as auxiliary equipment (hereinafter referred to as other waste heat). In the vehicle 1 of the third embodiment, for example, Figure 7As shown, the exhaust heat from the auxiliary equipment 100 is transferred from a cooling circuit 150 provided for the auxiliary equipment 100 to the refrigerant flowing through the circulation path 62 of the cooling device 60, and dissipated from the radiator 64. The cooling circuit 150 provided for the auxiliary equipment 100 includes a circulation path 152 connecting the auxiliary equipment 100 and a heat exchanger 146, and a circulation pump 154 that circulates the refrigerant within the circulation path 152. The exhaust heat from the auxiliary equipment 100 is transferred from the refrigerant flowing through the circulation path 152 of the cooling circuit 150 via the heat exchanger 146 to the refrigerant flowing through the circulation path 122 of the cooling circuit 120. In this manner, in the vehicle 1 of the third embodiment, the exhaust heat from the motor 32, the inverter 34, the battery 36, and the auxiliary equipment 100 is transferred from the cooling circuits 110, 120, 130, and 150 to the refrigerant flowing through the circulation path 62 of the cooling device 60, and dissipated from the radiator 64. In addition, other waste heat, such as waste heat from life support systems and driving support systems for passengers in high vacuum environments such as high altitudes and space environments, is moved from cooling circuits corresponding to these waste heat to the refrigerant in the circulation flow path 62 of the cooling device 60 and dissipated from the radiator 64.

[0062] Figure 8 This is a diagram showing an example of the relationship between vehicle required power and exhaust heat amount in vehicle 1 according to the third embodiment. Figure 9 This is a diagram showing an example of the FC power generation map used by the main ECU 80 in controlling FC power generation in the third embodiment.

[0063] In the vehicle 1 of the third embodiment, as Figure 8 As shown, FC power generation is controlled in such a way that the waste heat generated by FC power generation converges within the range of the heat dissipation margin of the radiator 64 obtained by subtracting the total of the powertrain waste heat and the waste heat other than the powertrain (powertrain waste heat + waste heat other than the powertrain) from the radiator heat dissipation capacity limit.

[0064] Furthermore, in the vehicle 1 of the third embodiment, as shown in FIG. Figure 8 As shown in FIG. 1 , for the same vehicle demand power, the heat dissipation margin of the radiator 64 obtained by subtracting the total of the powertrain waste heat and other waste heat (powertrain waste heat + other waste heat) from the radiator heat dissipation capacity limit is smaller than the heat dissipation margin of the radiator 64 obtained by subtracting the powertrain waste heat from the radiator heat dissipation capacity limit. Therefore, in the vehicle 1 of the third embodiment, the heat dissipation margin of the radiator 64 based on the total of the powertrain waste heat and other waste heat is considered, for example, Figure 9 As shown, the heat dissipation margin of the radiator 64 in the second embodiment is used in consideration of only the powertrain waste heat. Figure 5 The FC power generation map shown in FIG. 1 is used to set the position of 0 of the FC power generation amount so that the FC power generation amount becomes smaller.

[0065] In the vehicle 1 of the third embodiment, the main ECU 80 uses, for example, a control circuit 80 to control the exhaust heat generated by the FC power generation to fall within the heat dissipation margin of the radiator 64. Figure 9 FC power generation is controlled using the FC power generation map shown in the figure. Specifically, during power operation of the motor 32, the main ECU 80 controls FC power generation so that the FC power generation decreases as the vehicle demand power in the power operation-side FC power generation map increases in positive direction relative to the predetermined value at which the FC power generation reaches a peak. Furthermore, during regeneration of the motor 32, the main ECU 80 controls FC power generation so that the FC power generation decreases as the vehicle demand power in the regeneration-side FC power generation map increases in negative direction. Thus, in the vehicle 1 of the third embodiment, even when the waste heat dissipated by the radiator 64 during power operation and regeneration of the motor 32 is the sum of powertrain waste heat and other waste heat, FC power generation can be performed to ensure the remaining capacity of the battery 36 and extend the cruising range of the vehicle 1, even if the waste heat generated by FC power generation is limited to avoid exceeding the radiator's heat dissipation capacity.

[0066] Figure 10 : is a diagram showing an example of a plurality of FC power generation maps used by the main ECU 80 in the third embodiment to control FC power generation. Figure 10 In this example, (1) to (4) are multiple FC power generation maps corresponding to the amount of heat dissipation margin of the radiator 64, and (5) is an FC power generation map that represents the limit of the radiator's heat dissipation capacity. Furthermore, as the heat dissipation margin of the radiator 64 decreases in the order of FC power generation map (1), FC power generation map (2), FC power generation map (3), and FC power generation map (4), the FC power generation amount decreases. FC power generation maps (1) to (4) are prepared in advance, for example, through experiments.

[0067] In vehicle 1 according to the third embodiment, the heat dissipation performance of radiator 64 constantly changes due to changes in the external environment, such as the orientation of radiator 64 and the relative direction of sunlight, changes in auxiliary power consumption, and the treatment of powertrain waste heat. Therefore, in vehicle 1 according to the third embodiment, the FC power generation map used in FC power generation control is constantly corrected based on changes in the heat dissipation performance of radiator 64.

[0068] For example, Figure 10As shown, a plurality of FC power generation maps (1) to (4) are prepared according to the size of the heat dissipation margin of the radiator 64. Then, the main ECU 80 uses the FC power generation map that increases the FC power generation amount as the heat dissipation margin of the radiator 64 increases, and uses the FC power generation map that decreases the FC power generation amount as the heat dissipation margin of the radiator 64 decreases. For example, among the plurality of FC power generation maps (1) to (4), the main ECU 80 selects the FC power generation map (1) when the heat dissipation margin of the radiator 64 is the largest, and selects the FC power generation map (4) when the heat dissipation margin of the radiator 64 is the smallest. In addition, the correction of the FC power generation map is not limited to the use of a plurality of FC power generation maps. For example, the main ECU 80 may also make the FC power generation map continuously variable based on reference data for correction.

[0069] Furthermore, in the vehicle 1 of the third embodiment, the FC power generation map can be corrected using navigation guidance (pre-reading of the vehicle 1's travel route). For example, if the vehicle 1's arrival point (destination) is known in advance, excessive FC power generation can be suppressed if the vehicle 1 can reach the arrival point (destination) using the remaining capacity of the battery 36. This can prevent the waste heat dissipated from the radiator 64 from increasing unnecessarily. Furthermore, for example, a solar power generation device can be provided in the vehicle 1 to charge the battery 36 through solar power generation at least one of while the vehicle 1 is traveling and after the vehicle 1 has arrived at the arrival point (destination). Alternatively, for example, a charging device capable of externally charging the battery 36 can be provided in the vehicle 1, and after the vehicle 1 has arrived at the arrival point (destination), the battery 36 can be charged using an external charging device installed at the arrival point (destination). Furthermore, in the vehicle 1 of the third embodiment, if the remaining capacity of the battery 36 falls below a predetermined capacity, the motor 32 can be stopped and FC power generation can be performed to ensure the remaining capacity of the battery 36.

[0070] Figure 11 This is a flowchart showing an example of FC power generation control performed by the main ECU 80 .

[0071] First, the main ECU 80 obtains the current vehicle power demand in step S1. Next, the main ECU 80 obtains the current auxiliary power consumption in step S2. Next, in step S3, the main ECU 80 uses temperature sensors installed in the corresponding cooling circuits of each component to obtain the current refrigerant temperature of each component (such as the motor 32 and battery 36). Next, in step S4, the main ECU 80 calculates the current amount of vehicle waste heat (powertrain waste heat + other waste heat) being dissipated by the radiator 64.

[0072] Next, in step S5, the main ECU 80 calculates the radiator 64's heat dissipation margin within the current vehicle power demand, obtained by subtracting the vehicle's waste heat (powertrain waste heat + other waste heat) from the radiator's heat dissipation capacity limit. Next, in step S6, the main ECU 80 uses the FC power generation map to determine the FC power generation capacity corresponding to the vehicle power demand, so that the waste heat generated by FC power generation falls within the range of the radiator 64's heat dissipation margin. Next, in step S7, the main ECU 80 calculates a predicted value for the refrigerant temperature at the radiator outlet as reference data for correcting the FC power generation capacity. The predicted refrigerant temperature value refers to a temperature within a predetermined range. Next, in step S8, the main ECU 80 obtains the actual measured value (actual refrigerant temperature) of the refrigerant temperature at the radiator outlet from the temperature sensor 62b.

[0073] Next, in step S9, the main ECU 80 determines whether the refrigerant temperature at the radiator outlet satisfies the relationship: actual refrigerant temperature < predicted value. If the main ECU 80 determines that the refrigerant temperature at the radiator outlet satisfies the relationship: actual refrigerant temperature < predicted value ("YES" in step S9), in step S10, the main ECU 80 controls FC power generation to increase FC power generation. The main ECU 80 then returns to the previous control sequence.

[0074] On the other hand, if the main ECU 80 determines that the refrigerant temperature at the radiator outlet does not satisfy the relationship of actual refrigerant temperature < predicted value ("No" in step S9), it then determines in step S11 whether the refrigerant temperature at the radiator outlet satisfies the relationship of actual refrigerant temperature > predicted value. If the main ECU 80 determines that the refrigerant temperature at the radiator outlet satisfies the relationship of actual refrigerant temperature > predicted value ("Yes" in step S11), it controls FC power generation in step S12 to reduce FC power generation. The main ECU 80 then terminates the series of controls. On the other hand, if the main ECU 80 determines that the refrigerant temperature at the radiator outlet does not satisfy the relationship of actual refrigerant temperature > predicted value ("No" in step S11), it controls FC power generation in step S13 to maintain FC power generation. The main ECU 80 then returns to the previous series of controls.

[0075] In the vehicle 1 of the third embodiment, if the actual refrigerant temperature at the radiator outlet is lower than the predicted refrigerant temperature and there is margin in the heat dissipation capacity of the radiator 64, the FC power generation amount can be increased to ensure the remaining capacity of the battery 36, thereby extending the cruising range of the vehicle 1. Alternatively, in the vehicle 1 of the third embodiment, if the actual refrigerant temperature at the radiator outlet is higher than the predicted refrigerant temperature and there is no margin in the heat dissipation capacity of the radiator 64, the FC power generation amount can be reduced to reduce the waste heat generated by FC power generation and ensure the heat dissipation capacity of the radiator 64. Therefore, even when the waste heat generated by FC power generation is limited to avoid exceeding the heat dissipation capacity limit of the radiator, the vehicle 1 of the third embodiment can still perform FC power generation to ensure the remaining capacity of the battery 36 and extend the cruising range of the vehicle 1.

[0076] In the vehicles 1 of the first, second, and third embodiments, the control of FC power generation by the main ECU 80 is suitable not only in a high vacuum environment but also when there is heat dissipation restriction in the radiator 64 , for example, during tunnel driving or urban driving.

[0077] Furthermore, in Embodiments 1, 2, and 3, a vehicle 1 including a power generation device that performs FC power generation, such as a fuel cell 50, has been described as an example. However, the present invention is not limited to this embodiment. For example, a vehicle 1 may also include a generator such as an internal combustion engine as a power generation device. Furthermore, when a power generation device that performs FC power generation is included, by appropriately utilizing the logic of FC power generation with high weight energy density, the battery capacity can be minimized compared to when a generator such as an internal combustion engine is used, thereby achieving a lighter vehicle 1.

Claims

1. A vehicle, characterized in that: include: power storage device; a rotating electric machine configured to generate a driving force for driving the vehicle by receiving a supply of electric power from the power storage device; a power generation device configured to generate electric power to be supplied to the power storage device; a heat dissipation unit configured to dissipate waste heat from the rotating electrical machine and the power generation device; as well as The control device is configured to control power generation by the power generation device so that when the vehicle demand power based on the driving of the vehicle is smaller than a predetermined value, the amount of power generated by the power generation device is larger than when the vehicle demand power based on the driving of the vehicle is larger than the predetermined value. wherein the power generation amount of the rotating electrical machine and the power generation device is equal to or less than the allowable power generation power calculated based on the heat dissipation amount that can be dissipated by the heat dissipation portion, The control device is further configured as follows: Get the current vehicle power requirement, Calculate the amount of waste heat from the vehicle that is dissipated using the heat dissipation unit, Calculate the heat dissipation margin of the heat dissipation unit within the current vehicle required power. The power generation amount for the current vehicle required power is determined using a map showing the relationship between the vehicle required power and the power generation amount so that the vehicle exhaust heat generated by the power generation device falls within a heat dissipation margin of the heat dissipation unit.

2. The vehicle according to claim 1, characterized in that The control device is configured to control power generation by the power generation device so that the amount of power generated by the power generation device increases as the vehicle required power decreases.

3. The vehicle according to claim 1 or 2, characterized in that: The heat dissipation unit is configured to dissipate waste heat from auxiliary equipment provided in the vehicle. The vehicle required power includes auxiliary machine consumed electric power consumed to drive the auxiliary machine.

4. The vehicle according to claim 1 or 2, characterized in that: The control device is configured to predict the electric power required until the vehicle reaches a destination and control the electric power generation by the power generation device.

5. The vehicle according to claim 1 or 2, characterized in that: The control device is configured to control driving of the rotating electric machine to enable power generation by the power generation device when the remaining capacity of the power storage device is smaller than a predetermined capacity.

6. The vehicle according to claim 1 or 2, characterized in that: The vehicle is configured to be capable of traveling in a high vacuum environment.

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