Vehicle

Abstract

To determine whether or not an emergency shutoff valve is normal.SOLUTION: A vehicle includes a first tank, first piping, an injector, an emergency shutoff valve, a sensor, a control device, and an internal combustion engine. The first tank stores ammonia. The first piping connects the first tank and the injector. The injector injects ammonia to supply the ammonia to the internal combustion engine. The emergency shutoff valve is provided in the first piping, and regulates the amount of ammonia passing through the first piping. The sensor detects a flow rate of the ammonia or pressure downstream of the emergency shutoff valve in the first piping. The internal combustion engine generates power by using ammonia and hydrogen as fuel. The control device closes the emergency shutoff valve when the internal combustion engine is stopped, and determines whether or not a state of the emergency shutoff valve is normal on the basis of the flow rate of the ammonia or the pressure in the first piping detected by the sensor.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present invention relates to a vehicle. [Background technology]

[0002] As a conventional invention related to a vehicle, for example, an ammonia-burning internal combustion engine described in Patent Document 1 is known. This ammonia-burning internal combustion engine includes an ammonia injector, an ammonia supply pipe, a shutoff valve, and an ammonia concentration sensor. The ammonia supply pipe is a pipe for supplying ammonia to the ammonia injector. The shutoff valve is provided in the ammonia supply pipe. The ammonia concentration sensor is provided in the engine compartment. In such an ammonia-burning internal combustion engine, when the shutoff valve is open, the ammonia concentration sensor determines whether or not there is an ammonia leak. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2010-163908 Summary of the Invention [Problem to be solved by the invention]

[0004] Incidentally, in the ammonia burning internal combustion engine described in Patent Document 1, there is a demand for determining whether or not the shutoff valve is normal.

[0005] SUMMARY OF THE INVENTION It is therefore an object of the present invention to provide a vehicle that can determine whether an emergency shutoff valve is normal or not. [Means for solving the problem]

[0006] The first aspect is The vehicle includes a first tank, a first pipe, an injector, an emergency shutoff valve, a sensor, a control device, and an internal combustion engine, the first tank contains ammonia; the first pipe connects the first tank and the injector, the injector injects the ammonia to supply the ammonia to the internal combustion engine; the emergency shutoff valve is provided in the first pipe and adjusts the amount of the ammonia passing through the first pipe; the sensor detects a flow rate or a pressure of the ammonia in the first pipe downstream of the emergency shutoff valve, the internal combustion engine generates power using the ammonia and hydrogen as fuel; the control device closes the emergency shutoff valve when stopping the internal combustion engine, and determines whether the state of the emergency shutoff valve is normal based on the flow rate of the ammonia or the pressure in the first pipe detected by the sensor. It is a vehicle.

[0007] The second aspect is The vehicle further includes a generator, a motor, and a battery; the generator is operated by power from the internal combustion engine to generate electric power; the battery stores the power generated by the generator; the motor generates power to run the vehicle using the power stored in the battery and / or the power generated by the generator, A mode in which the internal combustion engine is stopped and the motor generates power using the electric power stored in the battery is defined as a first traveling mode, A mode in which the internal combustion engine operates by supplying the hydrogen without supplying the ammonia, and the motor generates power using the electric power stored in the battery and / or the electric power generated by the generator is defined as a second traveling mode; When the state of the emergency shutoff valve is not normal, the control device determines whether to execute the first driving mode or the second driving mode. The vehicle is shown in FIG.

[0008] The third aspect is The control device determines whether the first driving mode or the second driving mode is to be executed based on information on an accelerator operation of the vehicle, information on a brake operation of the vehicle, and information on a state of charge of the battery. The vehicle is shown in FIG.

[0009] The fourth aspect is A mode in which the internal combustion engine is stopped and the motor cannot generate power is defined as a parking mode; When the state of the emergency shutoff valve is not normal, the control device determines whether to execute the parking mode, the first traveling mode, or the second traveling mode. The vehicle is as shown in FIG.

[0010] The fifth aspect is the control device executes the parking mode when the vehicle is parked and the state of the emergency shutoff valve is not normal; The vehicle is as shown in the fourth aspect. [Effects of the Invention]

[0011] According to the present invention, it is possible to determine whether the emergency shutoff valve is normal or not. [Brief explanation of the drawings]

[0012] [Figure 1] FIG. 1 is a block diagram of a vehicle 1. [Figure 2] FIG. 2 is a block diagram of the internal combustion engine 26 and the fuel supply system 102. [Figure 3] FIG. 3 is a flowchart executed by the control device 100. DETAILED DESCRIPTION OF THE INVENTION

[0013] (Embodiment) [Vehicle structure] The structure of a vehicle 1 according to one embodiment of the present invention will be described below with reference to the drawings. Fig. 1 is a block diagram of the vehicle 1. In Fig. 1, the front-rear direction, left-right direction, and up-down direction of the vehicle 1 are simply referred to as the front-rear direction, left-right direction, and up-down direction, respectively.

[0014] The vehicle 1 is, for example, a four-wheeled automobile. The vehicle 1 is a hybrid vehicle. In this embodiment, the vehicle 1 is a series hybrid vehicle. The vehicle 1 includes an internal combustion engine 26, a battery 36, a generator 50, a motor 52, an inverter 54, a power transmission device 56, a left front wheel 58L, and a right front wheel 58R.

[0015] The internal combustion engine 26 generates power using ammonia and hydrogen as fuel. More specifically, the internal combustion engine 26 is a four-stroke engine. The internal combustion engine 26 is an engine having one or more cylinders, but generally an engine having multiple cylinders. When the internal combustion engine 26 is an engine having multiple cylinders, the multiple cylinders may be arranged in a single row, two rows, or four rows.

[0016] The generator 50 is connected to the internal combustion engine 26. The generator 50 generates electric power by being operated by the power of the internal combustion engine 26. The generator 50 is, for example, an AC generator.

[0017] The battery 36 stores the power generated by the generator 50. The battery 36 is a rechargeable and dischargeable secondary battery. The battery 36 is, for example, a lithium-ion battery.

[0018] The motor 52 generates power to run the vehicle 1 using the electric power stored in the battery 36. The motor 52 is, for example, an AC motor.

[0019] The inverter 54 controls the motor 52. In this embodiment, the inverter 54 converts the AC current generated by the generator 50 into DC current and supplies the DC current to the battery 36. As a result, the battery 36 is charged with the power generated by the generator 50. The inverter 54 also converts the DC current generated by the battery 36 into AC current and supplies the AC current to the motor 52. The motor 52 operates on the AC current supplied from the inverter 54.

[0020] The power generated by the motor 52 is transmitted to the power transmission device 56. The power transmission device 56 transmits the power generated by the motor 52 to a left front wheel 58L and a right front wheel 58R. Such a power transmission device 56 is, for example, a reducer and a differential.

[0021] Next, the internal combustion engine 26 and the fuel supply system 102 will be described with reference to the drawings.

[0022] The vehicle 1 is equipped with a fuel supply system 102 shown in Fig. 2. The fuel supply system 102 supplies hydrogen and ammonia to an internal combustion engine 26. The fuel supply system 102 includes a first tank 12, a carburetor 14, a regulator 15, a second tank 16, a regulator 18, a first injector 21, a second injector 22, a flow sensor 23, a pressure sensor 24, a control device 100, emergency shutoff valves V1 and V2, a first pipe R1, and a second pipe R2.

[0023] The first tank 12 contains ammonia. In this embodiment, the first tank 12 contains ammonia in a liquid state.

[0024] The first pipe R1 connects the first tank 12 and the first injector 21. The vaporizer 14 is provided in the first pipe R1. The vaporizer 14 changes liquid ammonia supplied from the first tank 12 into gaseous ammonia. The vaporizer 14 changes the liquid ammonia into gaseous ammonia, for example, by heating the liquid ammonia. The regulator 15 reduces the pressure of the ammonia supplied from the vaporizer 14. The gaseous ammonia reaches the first injector 21 from the vaporizer 14 by passing through the first pipe R1.

[0025] The first injector 21 injects ammonia to supply the ammonia to the internal combustion engine 26. More specifically, the intake path R11 is connected to the combustion chamber Sp of the internal combustion engine 26. The first injector 21 injects ammonia into the intake path R11. As a result, a mixture of ammonia and air is formed in the intake path R11. Then, the mixture of ammonia and air flows into the combustion chamber Sp of the internal combustion engine 26.

[0026] The emergency shutoff valve V1 is provided in the first pipe R1. The emergency shutoff valve V1 is located between the regulator 15 and the first injector 21. The emergency shutoff valve V1 adjusts the amount of ammonia passing through the first pipe R1. The emergency shutoff valve V1 is an electromagnetic valve.

[0027] The flow rate sensor 23 detects the flow rate of ammonia in the first pipe R1 downstream of the emergency shutoff valve V1. The flow rate sensor 23 outputs a flow rate signal indicating the flow rate of ammonia to the control device 100. The pressure sensor 24 detects the pressure in the first pipe R1 downstream of the emergency shutoff valve V1 in the first pipe R1. The pressure sensor 24 outputs a pressure signal indicating the pressure in the first pipe R1 to the control device 100.

[0028] The second tank 16 contains hydrogen. In this embodiment, the second tank 16 contains hydrogen in a gaseous state.

[0029] The second pipe R2 connects the second tank 16 and the second injector 22. The regulator 18 is provided on the second pipe R2. The regulator 18 reduces the pressure of the hydrogen supplied from the second tank 16.

[0030] The second injector 22 injects hydrogen to supply hydrogen to the internal combustion engine 26. More specifically, a nozzle of the second injector 22 is exposed to the combustion chamber Sp of the internal combustion engine 26. The second injector 22 injects hydrogen into the combustion chamber Sp. As a result, a mixture of hydrogen, ammonia, and air is formed in the combustion chamber Sp. This mixture is ignited by a spark plug and burns.

[0031] The emergency shutoff valve V2 is provided on the second pipe R2. The emergency shutoff valve V2 is located between the second tank 16 and the regulator 18. The emergency shutoff valve V2 adjusts the amount of hydrogen passing through the second pipe R2. The emergency shutoff valve V2 is an electromagnetic valve.

[0032] The control device 100 controls each part of the fuel supply system 102. The control device 100 is an ECU (Engine Control Unit).

[0033] [Operation of fuel supply system 102] Next, the operation of the fuel supply system 102 will be described with reference to the drawings. Fig. 3 is a flowchart executed by the control device 100. The control device 100 performs the operation described below by reading out a program stored in a storage device (not shown).

[0034] The control device 100 stops the internal combustion engine 26 (step S1) and closes the emergency shutoff valve V1 (step S2).

[0035] Next, the control device 100 receives a flow rate signal indicating the flow rate of ammonia and a pressure signal indicating the pressure in the first pipe R1 from the flow rate sensor 23 and the pressure sensor 24, respectively. As a result, the control device 100 acquires the flow rate of ammonia and the pressure in the first pipe R1 (step S3).

[0036] Next, the control device 100 determines whether both the flow rate of ammonia is less than a first predetermined value and the pressure in the first pipe R1 is less than a second predetermined value (step S4). The first and second predetermined values ​​are determined experimentally. In steps S1 to S4, when the internal combustion engine 26 is stopped, the control device 100 closes the emergency shutoff valve V1 and determines whether the emergency shutoff valve V1 is in a normal state based on the flow rate of ammonia detected by the flow sensor 23 and the pressure in the first pipe R1 detected by the pressure sensor 24. If both the flow rate of ammonia is less than the first predetermined value and the pressure in the first pipe R1 is less than the second predetermined value, the process proceeds to step S5. On the other hand, if at least one of the flow rate of ammonia being less than the first predetermined value or the pressure in the first pipe R1 being less than the second predetermined value is not satisfied, the process proceeds to step S7.

[0037] If both the flow rate of ammonia is less than the first predetermined value and the pressure in the first pipe R1 is less than the second predetermined value, ammonia is not leaking from the emergency shutoff valve V1. Therefore, the control device 100 determines that the state of the emergency shutoff valve V1 is normal (step S5). The control device 100 executes the normal mode (step S6). In the normal mode, hydrogen and ammonia are supplied to the internal combustion engine 26, allowing the internal combustion engine 26 to operate. Also, in the normal mode, the motor 52 can generate power using the electricity stored in the battery 36.

[0038] If at least one of the conditions that the flow rate of ammonia is less than the first predetermined value or the pressure in the first pipe R1 is less than the second predetermined value is not satisfied, ammonia is leaking from the emergency shutoff valve V1, and the control device 100 determines that the state of the emergency shutoff valve V1 is abnormal (step S7).

[0039] Next, the control device 100 determines whether the vehicle 1 is parked (step S8). In step S8, the control device 100 may determine that the vehicle 1 is parked by detecting that the driver has exited the vehicle using a signal from a seat sensor or a signal from a door sensor, or may determine that the vehicle is parked by detecting that the ignition of the internal combustion engine 26 has been turned off. Parking means that the vehicle 1 is stopped continuously for the following reasons. Note that stopping means that the vehicle 1 is stopped but is not parked. (1) Waiting for customers and cargo (2) Loading and unloading of cargo for more than five minutes (3) Malfunction (4) Other reasons

[0040] If the vehicle 1 is parked, the control device 100 determines that there is no need to drive the vehicle 1. Therefore, the process proceeds to step S9. If the vehicle 1 is not parked, the control device 100 determines that there is a need to drive the vehicle 1. Therefore, the process proceeds to step S10.

[0041] When the vehicle 1 is parked, the control device 100 executes the parking mode (step S9). The parking mode is a mode in which the internal combustion engine 26 is stopped and the motor 52 cannot generate power. In other words, the vehicle 1 cannot run. In this way, the control device 100 executes the parking mode when the vehicle 1 is parked and the state of the emergency shutoff valve V1 is not normal. At this time, the control device 100 also closes the emergency shutoff valve V2. In step S9, the control device 100 displays on a display device (not shown) that the state of the emergency shutoff valve V1 is abnormal and therefore the vehicle 1 cannot run. The control device 100 may also turn on a lamp indicating that the state of the emergency shutoff valve V1 is abnormal and therefore the vehicle 1 cannot run.

[0042] If the vehicle 1 is not parked, the control device 100 determines that it is necessary to drive the vehicle 1. Then, the control device 100 acquires information (step S10). The information includes information on accelerator operation of the vehicle 1, information on brake operation of the vehicle 1, and information on the state of charge of the battery 36.

[0043] Next, the control device 100 determines whether or not it is necessary to operate the internal combustion engine 26 based on the information acquired in step S10 (step S11). More specifically, the control device 100 can calculate the power required for the motor 52 based on information on accelerator operation and information on brake operation. Therefore, the control device 100 determines whether or not it is necessary to operate the internal combustion engine 26 based on information on the power required for the motor 52 and information on the state of charge of the battery 36. If the power required for the motor 52 is not large and / or if the charge level of the battery 36 is high, the control device 100 determines that it is not necessary to operate the internal combustion engine 26. In this case, the process proceeds to step S12. If the power required for the motor 52 is large and / or if the charge level of the battery 36 is low, the control device 100 determines that it is necessary to operate the internal combustion engine 26. In this case, the process proceeds to step S13.

[0044] When it is not necessary to operate the internal combustion engine 26, the control device 100 executes the first traveling mode (step S12). The first traveling mode is a mode in which the internal combustion engine 26 is stopped and the motor 52 generates power using the electric power stored in the battery 36. At this time, the control device 100 closes the emergency shutoff valve V2.

[0045] When it is necessary to operate the internal combustion engine 26, the control device 100 executes the second traveling mode (step S13). The second mode is a mode in which the internal combustion engine 26 operates by supplying hydrogen without supplying ammonia, and the motor 52 generates power using the electric power stored in the battery 36. At this time, the control device 100 opens the emergency shutoff valve V2.

[0046] In this way, in steps S8 and S11, the control device 100 determines whether to execute the parking mode, the first traveling mode, or the second traveling mode if the state of the emergency shutoff valve V1 is not normal. Also, in S11, the control device 100 determines whether to execute the first traveling mode or the second traveling mode based on information on the accelerator operation of the vehicle 1, information on the brake operation of the vehicle 1, and information on the state of charge of the battery 36.

[0047] [effect] The vehicle 1 can determine whether the state of the emergency shutoff valve V1 is normal. More specifically, the emergency shutoff valve V1 is provided in the first pipe R1 and adjusts the amount of ammonia passing through the first pipe R1. If the state of the emergency shutoff valve V1 is abnormal, ammonia leaks from the emergency shutoff valve V1. As a result, the flow rate of ammonia downstream of the emergency shutoff valve V1 in the first pipe R1 or the pressure within the first pipe R1 increases.

[0048] Therefore, the flow rate sensor 23 detects the flow rate of ammonia in the first pipe R1 downstream of the emergency shutoff valve V1. The pressure sensor 24 detects the pressure in the first pipe R1 downstream of the emergency shutoff valve V1. As a result, when stopping the internal combustion engine 26, the control device 100 closes the emergency shutoff valve V1 and determines whether the state of the emergency shutoff valve V1 is normal based on the flow rate of ammonia detected by the flow rate sensor 23 and the pressure in the first pipe R1 detected by the pressure sensor 24. Furthermore, according to the vehicle 1, the control device 100 can determine whether the state of the emergency shutoff valve V1 is normal without adding a new sensor or the like. Therefore, the control device 100 can determine whether the state of the emergency shutoff valve V1 is normal without increasing the manufacturing cost of the vehicle 1.

[0049] According to the vehicle 1, when the state of the emergency shutoff valve V1 is abnormal, a mode appropriate for the driving conditions of the vehicle 1 is executed. More specifically, when the state of the emergency shutoff valve V1 is abnormal, there is a possibility that ammonia will leak out of the fuel supply system 102. Therefore, the supply of ammonia needs to be stopped. However, if the vehicle 1 is running, it is not desirable for the vehicle 1 to immediately stop.

[0050] Therefore, when the state of the emergency shutoff valve V1 is abnormal, the control device 100 determines whether to execute the first driving mode or the second driving mode. The first driving mode is a mode in which the internal combustion engine 26 is stopped and the motor 52 generates power using the electric power stored in the battery 36. The second mode is a mode in which the internal combustion engine 26 operates by supplying hydrogen without supplying ammonia, and the motor 52 generates power using the electric power stored in the battery 36. In this way, the control device 100 runs the vehicle 1 by not operating the internal combustion engine 26 or by operating the internal combustion engine 26 without using ammonia. As a result, when the state of the emergency shutoff valve V1 is abnormal, the vehicle 1 executes a mode appropriate for the driving conditions of the vehicle 1.

[0051] According to the vehicle 1, it is difficult for the vehicle 1 to run in a state where ammonia is leaking. More specifically, if the state of the emergency shutoff valve V1 is abnormal, there is a possibility that ammonia will leak outside the fuel supply system 102. Therefore, the supply of ammonia needs to be stopped.

[0052] Therefore, if the state of the emergency shutoff valve V1 is abnormal and there is no problem in parking the vehicle 1, the control device 100 executes the parking mode. The parking mode is a mode in which the internal combustion engine 26 is stopped and the motor 52 cannot generate power. This makes it difficult for the vehicle 1 to run in a state where ammonia is leaking.

[0053] (Other embodiments) The vehicle according to the present invention is not limited to vehicle 1, and can be modified within the scope of the gist thereof.

[0054] The vehicle 1 may be a parallel hybrid vehicle. In a parallel hybrid vehicle, both the power generated by the internal combustion engine 26 and the power generated by the motor 52 are output to the power transmission device 56.

[0055] The vehicle 1 does not necessarily have to be equipped with the motor 52. In this case, the vehicle 1 runs using the power generated by the internal combustion engine 26.

[0056] The motor 52 may generate power to run the vehicle 1 using the power stored in the battery 36 and / or the power generated by the generator 50. That is, the power generated by the generator 50 may be consumed by the motor 52 without being stored in the battery 36. In this case, in the second mode, the internal combustion engine 26 may operate by supplying hydrogen without supplying ammonia, and the motor 52 may generate power using the power stored in the battery 36 and / or the power generated by the generator 50.

[0057] Note that when the internal combustion engine 26 is stopped, the control device 100 may close the emergency shutoff valve V1 and determine whether the state of the emergency shutoff valve V1 is normal or not based on the flow rate of ammonia detected by the flow rate sensor 23 or the pressure inside the first pipe R1 detected by the pressure sensor 24. Therefore, the control device 100 only needs to be equipped with at least one of the flow rate sensor 23 or the pressure sensor 24.

[0058] In step S4, the control device 100 may determine whether or not at least one of the following conditions is satisfied: the flow rate of ammonia is less than a first predetermined value; or the pressure in the first pipe R1 is less than a second predetermined value.

[0059] The second tank 16 may contain hydrogen in a liquid state. [Explanation of symbols]

[0060] 1: Vehicle 11: Internal combustion engine 12: First Tank 14: Vaporizer 16: Second Tank 18: Regulator 21: First injector 22: Second injector 23: Flow sensor 24: Pressure sensor 26: Internal combustion engine 36: Battery 50: Generator 52: Motor 54: Inverter 56: Power transmission device 58L: Left front wheel 58R: Right front wheel 100: Control device 102: Fuel supply system R1: First piping R11: Intake path R2: 2nd piping V1, V2: Emergency shutoff valves

Claims

1. The vehicle includes a first tank, a first pipe, an injector, an emergency shutoff valve, a sensor, a control device, and an internal combustion engine, the first tank contains ammonia; the first pipe connects the first tank and the injector, the injector injects the ammonia to supply the ammonia to the internal combustion engine; the emergency shutoff valve is provided in the first pipe and adjusts the amount of the ammonia passing through the first pipe; the sensor detects a flow rate or a pressure of the ammonia in the first pipe downstream of the emergency shutoff valve, the internal combustion engine generates power using the ammonia and hydrogen as fuel; the control device closes the emergency shutoff valve when stopping the internal combustion engine, and determines whether the state of the emergency shutoff valve is normal based on the flow rate of the ammonia or the pressure in the first pipe detected by the sensor. vehicle.

2. The vehicle further includes a generator, a motor, and a battery; the generator is operated by power from the internal combustion engine to generate electric power; the battery stores the power generated by the generator; the motor generates power to run the vehicle using the power stored in the battery and / or the power generated by the generator, a mode in which the internal combustion engine is stopped and the motor generates power using the electric power stored in the battery is defined as a first traveling mode; a mode in which the internal combustion engine operates by supplying the hydrogen without supplying the ammonia, and the motor generates power using the electric power stored in the battery and / or the electric power generated by the generator, is defined as a second traveling mode; the control device determines whether the first driving mode or the second driving mode is to be executed when the state of the emergency shutoff valve is not normal. The vehicle of claim 1 .

Images