Source: https://patents.google.com/patent/JP4460846B2/en
Timestamp: 2020-01-21 05:43:37
Document Index: 238678044

Matched Legal Cases: ['art 36', 'art 37', 'art 36', 'art 36', 'art 37', 'art\n37']

JP4460846B2 - Power generation system with in-vehicle combustor - Google Patents
Power generation system with in-vehicle combustor Download PDF
JP4460846B2
JP4460846B2 JP2003114902A JP2003114902A JP4460846B2 JP 4460846 B2 JP4460846 B2 JP 4460846B2 JP 2003114902 A JP2003114902 A JP 2003114902A JP 2003114902 A JP2003114902 A JP 2003114902A JP 4460846 B2 JP4460846 B2 JP 4460846B2
JP2003114902A
JP2004314904A (en
昭浩 原
新哉 桜田
直樹 首藤
2003-04-18 Application filed by 株式会社東芝 filed Critical 株式会社東芝
2003-04-18 Priority to JP2003114902A priority Critical patent/JP4460846B2/en
2004-11-11 Publication of JP2004314904A publication Critical patent/JP2004314904A/en
2010-05-12 Publication of JP4460846B2 publication Critical patent/JP4460846B2/en
F23N2241/14—
The present invention relates to a compact, lightweight, compact power generation system with a combustor, and in particular, recovers heat energy generated from a vehicle-mounted combustor as electric energy and reduces the load on the vehicle-mounted battery. About.
In recent years, the increase in human energy consumption has been accelerated to an unprecedented level. 2 The problem of global warming due to greenhouse gases such as is emerging. CO 2 In order to suppress generation | occurrence | production as much as possible, the appearance of the electric power generation system which collect | recovers unused waste heat energy currently thrown away as electric energy as much as possible is desired.
In the automotive industry, CO 2 In order to suppress the generation as much as possible, improvement in fuel efficiency by improving engine performance and improvement in fuel consumption by reducing the weight of the vehicle body are promoted. Furthermore, in addition to improving fuel efficiency by improving technical performance, idling regulations during driving are spreading worldwide, and idling stop movements are being promoted. Idling regulations are environmental measures that have the lowest development costs and can be easily implemented. 2 It is attracting attention because of its high effect of reducing the amount of generation.
When the idling of the vehicle is stopped, the number of engine starts increases, so that the total power required for starting all the engines during the operation period increases. However, since an in-vehicle generator such as an alternator cannot be used as a power source at the time of starting the engine, the power used must be relied on only from an in-vehicle battery. For this reason, in order to improve the idling stop effectiveness, there is a problem that the battery capacity must be increased, and the increase in the battery capacity causes a new problem that the vehicle weight increases and the fuel consumption decreases.
Further, in order to realize idling stop without increasing the in-vehicle battery capacity, there has been a problem that the battery must be overused and the battery life must be shortened. For this reason, there was a problem that the cost of the car increased.
Further, when the battery capacity of the in-vehicle battery is insufficient, there is a problem that the power supply capability of the in-vehicle battery is reduced when the engine is restarted, and the engine cannot be restarted.
On the other hand, in-country combustion heaters that can warm the interior of the vehicle even when the engine is stopped are being sold in countries located at high latitudes with long cold seasons, because it is impossible to take warm air inside the vehicle while idling is stopped. . The vehicle-mounted combustion heater uses fossil fuel such as light oil or gasoline as fuel, and obtains warm air for heating the interior of the vehicle with the engine stopped by burning the fossil fuel.
The fuel consumed by the combustion heater for automobiles is less than the fuel consumed when warm air is obtained from an idling engine. 2 Reduced. However, an in-vehicle battery is used as a driving power source for an air circulation fan or a hot water pump for heating and a control power source associated therewith, and long-time warming cannot be performed due to the battery capacity of the in-vehicle battery. There was a problem.
Furthermore, in a combustion heater mounted on an automobile, the combustion exhaust gas is discharged as it is without being processed, so that there is a problem that the load on the environment is large.
The present invention has been made in consideration of the above-mentioned circumstances, recovers exhaust heat from the in-vehicle combustor, extracts heat energy and electric energy, can supply power even when the engine is stopped, and is environmentally friendly and economical. An object of the present invention is to provide an on-vehicle power generation system with a combustor that is excellent in performance.
Another object of the present invention is to provide an on-vehicle combustor-equipped power generation system that can make the interior environment comfortable even when idling is stopped and that does not require idling operation for interior heating.
Still another object of the present invention is to reduce the load on the vehicle-mounted battery, achieve idling stop without impairing the battery capacity and battery life, and enable continuous use of the vehicle-mounted heater even during idling stop. The object is to provide a power generation system with an in-vehicle combustor that solves the shortage of electric power.
Another object of the present invention is to secure a drive power source for the on-vehicle heater even when idling is stopped, to purify exhaust gas using the power generated by the power generator with the combustor, and to reduce the environmental load. It is to provide a power generation system with a vessel.
Still another object of the present invention is to provide an in-vehicle combustor with an in-vehicle combustor set to an independent combustion system independent of the engine to reduce the amount of exhaust gas, greatly reduce fuel consumption, and reduce environmental burden. It is to provide a power generation system.
In order to solve the above-described problems, an in-vehicle combustor power generation system according to the present invention includes an in-vehicle combustor installed independently from an engine, and the in-vehicle combustor. A high temperature side system that guides a heat medium that has received heat from combustion in the inside, a low temperature side system that allows the low temperature side medium to flow through the heat medium in a heat exchangeable manner, and the high temperature side system and the low temperature side system. And a power generation device that recovers thermal energy of the heat medium as electrical energy, The vehicle-mounted combustor includes a combustor casing that is substantially concentrically housed in a main body casing, and a plurality of power generation modules are provided over substantially the entire peripheral wall of the combustor casing. The module is assembled and configured Electric power generated by the generator But The high-temperature side heat medium is combustion gas in a combustion chamber of a vehicle-mounted combustor or exhaust gas exhausted from the combustion chamber, and is configured to be supplied to an in-vehicle battery or an equipment driving power source. The medium of the side system is water guided from a radiator or an in-vehicle heating facility, and the hot water heated through the water supply path of the low-temperature side system is used for in-vehicle heating.
Also In order to solve the above-described problem, the on-vehicle combustor power generation system according to the present invention includes: Claim 2 As described above, an exhaust gas purification system is provided in the gas exhaust path from the in-vehicle combustor, and the exhaust gas purification system performs discharge treatment on the exhaust gas. Chemically active species Generated in the discharge reaction part and the discharge reaction part Chemically active species A catalytic reaction part having a catalytic agent activated by In the catalyst reaction part, the catalyst treatment reaction is carried out by superimposing the discharge reaction by the catalyst activation action. Is, Furthermore, claim 3 As described above, the power generation device is configured to be able to supply the generated power to at least one of an exhaust gas purification system, a vehicle-mounted battery, and a facility driving power source, and Claim 4 As described above, the power generation device is constituted by a thermoelectric power generation element, a thermoelectron power generation element, or an assembly of each power generation element.
In order to solve the above-described problem, the on-vehicle combustor power generation system according to the present invention includes: Claim 5 As described in the above, the power generation device is provided with a boosting means or a step-down means for adjusting the generated power to a voltage compatible with the load in use. Claim 6 As described above, the power generation device includes a voltage determination circuit that automatically senses a generated voltage, and the voltage determination circuit performs power system control such as ON / OFF control of an electric circuit from the power generation device to a load. It is comprised as follows.
DESCRIPTION OF EMBODIMENTS Embodiments of a vehicle-mounted combustor power generation system according to the present invention will be described with reference to the accompanying drawings.
FIG. 1 is a schematic diagram showing in principle the first embodiment of the on-vehicle combustor power generation system according to the present invention, and FIG. 2 is an internal structure example of the on-vehicle combustor power generation system shown in FIG. FIG.
This in-vehicle combustor-equipped power generation system 10 is installed independently of an engine (not shown) in a passenger compartment (including an engine room) of a large vehicle, a commercial vehicle, or a passenger vehicle. The power generation facility 10 includes a power generation device 12 with a heater that is integrated with a compact, lightweight, and compact in-vehicle combustor 11 so that necessary power can be generated and supplied even when the vehicle engine is stopped. .
The in-vehicle combustor-equipped power generation system 10 includes a drive motor 14 driven by an in-vehicle battery 13 and the like, and the blower fan 15 and the fuel pump 16 are driven by the drive of the drive motor 14. The blower fan 15 and the fuel pump 16 are respectively provided on the motor output shaft 17 of the drive motor 14. The blower fan 15 and the fuel pump 16 have a common drive shaft. The blower fan 15 and the fuel pump 16 may be individually driven by each drive motor.
The in-vehicle combustor 11 provided in the power generation system 10 includes a combustion chamber 20 that mixes and burns intake air and fuel, and a high temperature side that recovers from a combustion gas that is a heat medium that receives heat generated by combustion in the combustion chamber 20. Power generation that is installed between the system 21, the low-temperature system 22 that dissipates the absorbed heat to the intake air or water that is the medium, and the high-temperature system 21 and the low-temperature system 22 to convert the thermal energy from the combustion heat into electrical energy Device 12.
The in-vehicle combustor 11 is specifically configured as shown in FIG. In the vehicle-mounted combustor 11, a combustor casing 25 that constitutes a combustion cylinder is accommodated in a cylindrical main body casing 24 in a substantially concentric manner to constitute a combustion heater. While the combustion chamber 20 is formed in the combustor casing 25, a plurality of power generation modules 26 are attached to the outer peripheral wall of the combustor casing 25. Each power generation module 26 is provided over substantially the entire outer peripheral wall of the combustion chamber 20, and the power generation apparatus 12 is configured by assembling each power generation module 26.
The in-vehicle combustor 11 is driven by a driving motor 14 by a power source such as an in-vehicle battery 13 and rotates the blower fan 15 and the fuel pump 16. By driving the blower fan 15, air outside the vehicle or air inside the vehicle is taken into the cylindrical main body casing 24 through the air supply path 27, and is supplied to the heat radiation channel 28 around the combustion chamber 20 and the combustor casing 25. The heat dissipation channel 28 is a cylindrical channel formed between the main body casing 24 and the combustor casing 25, and receives air radiated from the combustor casing 25 and takes air taken into the cylindrical channel. It comes to heat. The air passing through the heat radiation channel 28 is heated and becomes warm air, which is a low-temperature medium constituting the low-temperature side system 22, and is used for vehicle interior heating or the like.
In addition, fuel such as gasoline and light oil stored in a fuel tank (not shown) is supplied from a fuel supply passage 29 to the combustion chamber 20 of the in-vehicle combustor 11 by the rotational drive of the fuel pump 16. This fuel is mixed with the intake air in the combustion chamber 20 and burned. Combustion gas generated by the combustion becomes exhaust gas and is discharged to the outside through the gas exhaust passage 30. The heat generated by the combustion in the combustion chamber 20 is recovered by the combustion gas, which is a heat medium constituting the high temperature side system 21, and sent to the power generator 12.
The heat sent to the power generation device 12 is converted into electric power by each power generation module 26, and the converted electric power is stored in the in-vehicle battery 13, while the electric power of the driving motor 14 and the in-vehicle combustor-generated power generation system 10. The power at the time of initial driving is supplied from the vehicle-mounted battery 13. During operation of the drive motor 14, the electric power converted by the power generation device 12 may be used instead of the vehicle-mounted battery 13. The electric power generated by the power generation device 12 can be supplied to an exhaust gas purification system and a power source for driving facilities in addition to the vehicle-mounted battery 13 and the like.
The heat (exhaust heat of the combustion gas) sent to the power generation device 12 is converted into electric power by the power generation device 12, but the surplus heat rises as the intake air passing through the heat radiation passage 28 receives a heating action and warms up. And discharged as warm air from the low-temperature side system 22. Since this warm air is clean air, it may be used directly as air for heating the inside of the vehicle, or the warm air may be mixed with exhaust and discharged from the gas exhaust passage 30 to the outside.
On the other hand, the power generation device 12 is configured by combining one or more power generation modules 26 that recover electrical energy from the heat of combustion gas. Each power generation module 26 is a temperature difference power generation module including a plurality of thermoelectric conversion elements 32 or thermoelectric conversion elements, or an assembly of these conversion elements. FIG. 3 shows an example in which the power generation modules 26 are arranged in series. The thermoelectric conversion elements 32 or thermionic conversion elements constituting the power generation module 26 are arranged so that the temperature difference between the high temperature side and the low temperature side acts substantially uniformly on both ends of each element.
The thermoelectric conversion element 32 includes a thermoelectric semiconductor mainly composed of germanium-silicon, bismuth-tellurium, bismuth-tellurium-selenium, bismuth-antimony, iron-antimony, iron-silicon, lead-tellurium, or boron-carbon: Thermoelectric semiconductors having a skutterudite or filled skutterudite crystal structure: or a thermal semiconductor having a half-Heusler type crystal structure is used.
As shown in FIG. 4A, the thermoelectric conversion element 32 or the thermoelectron conversion element is directly connected as shown in FIG. The module 26 may be configured. Furthermore, a plurality of thermoelectric conversion elements 32 or thermoelectric conversion elements may be connected in parallel to constitute an element group, and each element group may be connected in series to constitute a power generation module. Each power generation module 26, for example, has a weight of several g to several tens g even if 32 pairs (64 pieces) of thermoelectric conversion elements are directly connected, and is small, compact, and lightweight. Then, DC power of several volts and several amperes, for example, 1.5V, 2A can be obtained. By connecting a plurality of power generation modules 26 as appropriate, electric power of several tens of volts and several amperes can be obtained, and the generated electric power is supplied to a load 33 such as the in-vehicle battery 13 and the driving motor 14.
The in-vehicle combustor 11 is small and compact, and is installed in an appropriate space in a vehicle compartment including an engine room, independently of a vehicle engine (not shown). The vehicle-mounted combustor 11 also serves as a lightweight and compact vehicle-mounted heater, and the fuel used is about several to 20% of the fuel used for idling operation, for example, about 10%, and the amount of fuel used is small. Can provide an environmentally friendly combustion device.
In consideration of further environmental conservation, the in-vehicle combustor-equipped power generation system 10 is provided with an exhaust gas purification system 35. The exhaust gas purification system 35 is provided in the gas exhaust passage 30 as shown in FIG.
The exhaust gas purification system 35 includes a discharge reaction unit 36 provided in the gas exhaust path 30 and a catalyst reaction unit 37 provided on the downstream side of the reaction unit. Electric power is supplied to the discharge reaction unit 36 from the power generation device 12 or the in-vehicle battery 13 through the power supply means 38. A high voltage is applied to the discharge reaction part 36 to cause a discharge phenomenon such as corona discharge or arc discharge. Preferably, the discharge reaction portion 36 is corona discharged using a dielectric.
On the other hand, a catalyst agent 39 is provided in the catalyst reaction part 37 on the downstream side of the discharge reaction part 36 by coating or the like. Exhaust gas accompanying combustion in the in-vehicle combustor 11 includes harmful substances such as NOx, dioxins, CO, HC, and malodorous components. The discharge reaction unit 36 is provided with a discharge electrode (not shown) to which a pulsed voltage or an alternating voltage is applied to exhaust gas containing harmful substances, and only the electrons are efficiently accelerated by the discharge from the discharge electrode to intermittently charge particles. The plasma generation is performed by generating them automatically.
Due to the electrical energy of the plasma generated in the discharge reaction part 36, ozone and OH radicals (OH − Chemically active species such as) are efficiently produced. On the other hand, the catalyst reaction part 37 is provided with a catalyst agent 39 activated by a chemically active species. The catalyst agent 39 includes at least a catalyst agent that decomposes ozone and a catalyst agent that performs NOx reduction. Specifically, for example, an NOx reduction catalyst such as alumina based on HC as a reducing agent, activated carbon, zeolite, ozone decomposition catalyst, and the like are included.
The exhaust gas purification operation of the exhaust gas purification system 35 is performed as follows.
When the exhaust gas generated by combustion in the combustion chamber 20 of the in-vehicle combustor 11 passes through the power generation device 12, it transfers the stored thermal energy to the power generation module 26 for use in power generation. For this reason, the thermal energy possessed by the combustion gas becomes exhaust gas in a lowered state, is led to the gas exhaust path 30, and is discharged from the gas exhaust path 30 to the outside.
When the exhaust gas passes through the gas exhaust path 30, chemically active species such as ozone and OH radicals (OH ′) are generated by the action of plasma generated in the discharge reaction section 36. Due to this chemically active species, NO is changed to NO in the discharge reaction section 36. 2 On the other hand, dioxins are also oxidized and decomposed. Furthermore, the odorous components of the exhaust gas are converted to odorless oxidants (CO 2 ).
Among chemically active species, for example, long-lived ozone (O 3 ) Is moved to the catalyst reaction section 37 together with the exhaust gas. In the catalytic reaction unit 37, the catalyst is activated by the chemically active species, and this catalytic activation action promotes the catalytic treatment reaction of harmful substances and superimposes it on the discharge treatment reaction without depending on the thermal energy possessed by the exhaust gas. Thus, the catalyst treatment reaction is carried out.
FIG. 6 illustrates the flow of exhaust gas purification by the exhaust gas purification system 35, taking an odor component treatment reaction process based on the catalytic activity of ozone as an example.
According to the exhaust gas purification system 35, the activation of the catalyst is not based on the exhaust gas temperature but on the chemically active species obtained in the discharge reaction section 36, so that the thermal energy of the exhaust gas is efficiently recovered as electric energy. It is possible to reduce the emission amount of harmful exhaust components.
Next, the power generation by the vehicle-mounted combustor power generation system 10 and the effect of decomposition treatment of odor components in the exhaust gas will be described based on experimental examples.
Air and hydrogen sulfide (H 2 S) mixed gas (H 2 S concentration 20 ppm) was heated to 400 ° C. and led to the power generator 12. The power generation module 26 of the power generation apparatus 12 includes a P-type and an N-type thermoelectric conversion element 32 mainly composed of skutterudite, half-Heusler, germanium-silicon, lead-tellurium, bismuth-tellurium-antimony. The module 26 is attached or assembled to the combustor casing 25 or the gas exhaust passage 30, and electric power is obtained by the power generation module 26 based on the temperature difference between the exhaust gas temperature and the outside air temperature.
The exhaust gas after power generation loses thermal energy up to 150 ° C. and is guided to the discharge reaction unit 36 in a state where the temperature has dropped. Ozone components generated by the discharge treatment cause odor components by the ozone decomposition catalyst agent 39 of the catalyst reaction unit 37. Decomposed 95%. On the other hand, after the power generation, when the odor component of the exhaust gas that became 150 ° C. only with the catalyst was purified, the decomposition rate of the odor component was 42%.
From this experimental result, if the exhaust gas purification system 35 is attached to the in-vehicle combustor power generation system 10, even if the exhaust gas thermal energy is sufficiently recovered as electric energy, it can be expected from the reaction process shown in FIG. In addition, it has been found that the odor component can be decomposed even at a low temperature of 150 ° C. where the catalyst does not sufficiently function due to the catalytic activity of ozone generated by discharge.
FIG. 7 shows a second embodiment of a power generation system with an in-vehicle combustor according to the present invention.
The in-vehicle combustor-generated power generation system 10A shown in this embodiment is different from the in-vehicle combustor 11 shown in FIG. Since it is not different from the vehicle-mounted combustor 11 shown in 1st Embodiment, the same code | symbol is attached | subjected to the same part and description is abbreviate | omitted.
The in-vehicle combustor 11 </ b> A shown in FIG. 7 has a power generator 12 provided on the inner peripheral wall of the combustion chamber 20. Specifically, each power generation module 26 constituting the power generation apparatus 12 is attached to the inner peripheral wall of the combustor casing 25 over substantially the entire surface.
Since the configuration and operation other than providing each power generation module 26 on the inner wall of the combustor casing 25 are not different from the in-vehicle combustor 11 shown in the first embodiment, the description thereof is omitted.
In the in-vehicle combustor 11A, the thermal energy of the combustion gas combusted in the combustion chamber 20 acts on one side of each power generation module 26, and a temperature difference is generated between the other side of each power generation module 26. The module 26 is converted into electric energy in accordance with the temperature difference, and is taken out as electric power.
Electric power generated by the power generation device 12 is converted into electric energy, and the generated electric power is supplied to another load or power source such as the drive motor 14 or the discharge reaction unit 36 (see FIG. 5) even when the vehicle-mounted battery 13 is charged. can do.
The in-vehicle combustor 11 </ b> A functions as an in-vehicle heater, and is heated by radiant heat from the combustion chamber 20 when passing through the cylindrical heat radiation channel 28. The heated intake air is warmed up and supplied to the passenger compartment, and is used as indoor heating air. This air for heating inside the vehicle is not mixed with harmful components such as combustion gas, and can be used for heating the vehicle body as clean energy, thereby ensuring a comfortable heating.
In addition, the in-vehicle combustor 11A uses a fuel amount of several percent to several tens percent as compared with the on-board engine, so that the fuel cost of fuel such as gasoline and light oil can be greatly reduced. Moreover, since it can drive independently from a mounted engine, the inside of a vehicle can be heated comfortably by stopping an engine and operating 11 A of vehicle-mounted combustors.
At that time, the in-vehicle combustor 11A uses a small amount of fuel and has a small capacity of the combustion chamber, so that the operation noise is hardly noticed and heating can be obtained in a comfortable vehicle interior.
The vehicle-mounted combustor 11 can be operated even when the engine is stopped, and the electric power generated by the power generation device 12 attached to the vehicle-mounted combustor 11 is used for driving the drive motor 14 or the discharge reaction of the exhaust gas purification system 35. This can be supplied for the operation of the unit 36 and can be supplied for the operation of the in-vehicle combustor power generation system 10. Therefore, it is not necessary to use the power source of the vehicle-mounted battery 13 for the operation of the vehicle-mounted combustor-generated power generation system 10.
When the engine is stopped, there is no need to use the in-vehicle battery 13 for the control power source or the drive motor power source associated with the in-vehicle combustor power generation system 10. Warm up continuously for hours. There is no need to drive the engine for vehicle interior heating, and comfortable vehicle interior heating can be achieved even when idling is stopped. No engine drive is required for vehicle interior heating, so fuel consumption can be significantly reduced compared to when warm air is obtained from an idling engine. 2 Generation can be significantly suppressed, and an in-vehicle combustor 11 that is environmentally friendly can be provided.
FIG. 8 is a schematic view showing a third embodiment of the on-vehicle power generation system with a combustor according to the present invention.
The on-vehicle combustor-equipped power generation system 10 </ b> B shown in this embodiment uses a cylindrical heat radiation channel formed in the low-temperature side system 22 as a water supply channel, and water is supplied to this water supply channel by a water supply pump driven by a drive motor 14 ( (Cold water) is supplied and heated by passing through the water supply passage of the low temperature side system 22, and the hot water whose temperature has risen is used for heating the vehicle interior.
In this power generation device 10 </ b> B, the blower fan 15 and the fuel pump 16 can be rotationally driven in addition to the feed water pump 40 by driving the drive motor 14. It is supplied to the combustion chamber 20 of the combustor 11B. Fuel, such as gasoline or light oil, is supplied from the fuel pump 16 to the combustion chamber 20, and the supplied fuel is mixed with combustion air and mixed and burned.
The heat energy generated by the combustion in the combustion chamber 20 acts on one side of the power generation device 12 by the combustion gas as a heat medium, and the temperature difference between the water supply acting on the other side of the power generation device 12 causes the power generation device 12 to It is converted into electrical energy corresponding to the temperature difference, and electric power is generated. The generated electric power is used for charging the vehicle-mounted battery 13 and is also used for driving the drive motor 14 and for operating the exhaust gas purifying device.
This in-vehicle power generation system 10B with a combustor is provided with a power generation device 12 that supplies water (cold water) instead of the intake air of the power generation facility 10 shown in the first embodiment and collects electric power as hot water instead of warm air. It is. As feed water (cold water) and hot water used in the power generation facility 10B, a radiator coolant (not shown) or a circulating water in the room heating facility is used. Since the other configuration is not different from the in-vehicle combustor-equipped power generation system 10 shown in the first embodiment, the same parts are denoted by the same reference numerals and description thereof is omitted.
9 and 10 show a fourth embodiment of a power generation system with an on-vehicle combustor according to the present invention.
The in-vehicle combustor-equipped power generation system 10 </ b> C shown in this embodiment is basically based on the point that the in-vehicle heater 44 and the power generation device 12 are separated and the power generation device 12 is provided in the gas exhaust path 30 from the in-vehicle heater 44. Since other configurations are not substantially different from the on-vehicle combustor-equipped power generation system 10 shown in the first embodiment, the same components are denoted by the same reference numerals and description thereof is omitted.
The in-vehicle heater 44 is configured as shown in FIG. The in-vehicle heater 44 is obtained by removing the power generation device 12 from the in-vehicle combustor 11 shown in FIG. Other configurations of the in-vehicle heater 44 are not different from the in-vehicle combustor 11 shown in FIG. The in-vehicle heater 44 heats intake air by combustion in the combustion chamber 20 and the combustion chamber 20. The combustor casing 25 functions as a heat exchanger 45 that heats the intake air, and the intake air that passes through the tubular heat dissipation passage 28 is heated by heat radiation from the combustor casing 25 to become warm air, and is used for vehicle compartment heating. The
The in-vehicle heater 44 is provided with the power generation device 12 from the outside. The power generation device 12 is provided with a heat exchanger or electric heater 46 around the gas exhaust passage 30, while a power generation module 26 is provided outside the heat exchanger or electric heater 46. A heat radiation channel 47 is formed.
The exhaust gas passing through the gas exhaust path 30 functions as a heat medium, and together with this exhaust gas, the heat exchanger or the electric heater 46 constitutes a high-temperature side system, and the heat radiation channel 47 constitutes a low-temperature side system, The air is sucked through the pipe 48 by the fan operation of the blower fan 15. The warm air heated by the heat radiating channel 47 and increased in temperature may be joined to the warm air from the heat exchanger 45 to be used for indoor heating or directly exhausted to the outside. The heat radiation channel 47 may be configured as a cooling water channel, connected to a radiator (not shown) via a pipe 48, and the cooling water may be circulated between the radiator and the radiator.
The power generation device 12 configured by assembling each power generation module 26 generates power by using the temperature difference between the heat energy of the exhaust gas passing through the gas exhaust passage 30 and the intake air or cooling water circulating in the heat dissipation passage 47, It is taken out as electric power. The electric power taken out from the power generation device 12 is supplied to the vehicle-mounted battery 13 to charge the battery or to be supplied to a load such as a drive motor 14 or a control power source.
FIG. 11 shows a fifth embodiment of the on-vehicle combustor power generation system according to the present invention.
The in-vehicle combustor-equipped power generation system 10D shown in this embodiment separates the in-vehicle heater 50 and the power generation device 12, and the in-vehicle heater 50 combusts a mixture of intake air and fuel and a water supply. A heat exchanger 51 that heats (cold water), heat exchanged by the heat exchanger 51, and the heated hot water is used for indoor heating or the like.
Moreover, since the electric power generating apparatus 12 is comprised similarly to the electric power generating apparatus shown in FIG. 9, the same code | symbol is attached | subjected and description is abbreviate | omitted.
Also in this in-vehicle combustor-equipped power generation system 10D, the in-vehicle heater 50 and the power generation device 12 are driven independently from the mounted engine. The vehicle interior is heated by hot water heated by the vehicle-mounted heater 50 and heated by the hot water discharged from the low-temperature side system 47 of the power generation device 12.
FIG. 12 shows a first modification of the power generation device provided in the in-vehicle power generation system with a combustor according to the present invention.
The power generation device 12A shown in this modification includes the power generation device 12 shown in FIG. 3 and a voltage boosting device 53 as voltage boosting means. The voltage booster 53 is provided between the power generator 12A and the load 33, and adjusts so that the electromotive voltage of the power generator 12A and the load 33 are matched.
A pressure reducing device can be used as the pressure reducing means instead of the pressure increasing device 53, and both the pressure increasing device 53 and the pressure reducing device may be provided. Similarly to the booster 53, the decompressor is adapted to match the electromotive voltage of the power generator 12A and the load 33. Since the other configuration is not different from the power generation device 12 shown in FIG. 3, the same components are described with the same reference numerals.
FIG. 13 shows a second modification of the power generator.
The power generation device 12B shown in this modification includes a voltage booster 53 or a pressure reduction device between the load 33 and a voltage determination circuit 55 that automatically senses the power generation voltage of the power generation device 12B. The voltage determination circuit 55 functions as an open / close circuit that performs power system control such as ON / OFF control of an electric circuit from the power generator 12B to the load 33. Another power control circuit may be provided in the installation portion of the voltage determination circuit 55.
The power generation system with an in-vehicle combustor according to the present invention recovers exhaust heat from the in-vehicle combustor to extract heat energy and electric energy, and can supply power even when the engine is stopped, and is environmentally friendly and economical. In addition, the interior environment can be made comfortable even when idling is stopped, and idling operation can be made unnecessary for interior heating.
In addition, this power generation system with an in-vehicle combustor reduces the load on the in-vehicle battery and can realize idling stop without impairing the battery capacity or battery life. The in-vehicle heater can be used continuously even when idling is stopped. In addition, it is possible to secure a drive power source for the on-vehicle heater, and it is possible to purify the exhaust gas and reduce the environmental load using the power generated by the power generator with the combustor.
In addition, this in-vehicle combustor power generation system uses an in-vehicle combustor as an independent combustion method independent of the engine, reducing the amount of exhaust gas, greatly reducing fuel consumption, reducing operating noise, and achieving comfortable heating. Environmental load can be reduced.
FIG. 1 is a schematic diagram showing in principle a first embodiment of a power generation system with an on-vehicle combustor according to the present invention.
FIG. 2 is a schematic diagram of an example of the internal structure showing the first embodiment of the on-vehicle combustor power generation system according to the present invention.
FIG. 3 is a layout view illustrating a power generation module incorporated in a power generation device of a power generation system with an on-vehicle combustor according to the present invention.
FIGS. 4A and 4B are layout diagrams showing configuration examples of the power generation module, respectively.
FIG. 5 is a view showing an exhaust gas purification system provided in a vehicle-mounted combustor power generation system according to the present invention.
FIG. 6 is a diagram showing an exhaust gas purification process in the on-vehicle combustor power generation system according to the present invention.
FIG. 7 is a schematic diagram of an example of an internal structure showing a second embodiment of the on-vehicle power generation system with a combustor according to the present invention.
FIG. 8 is a schematic diagram showing in principle the third embodiment of the on-vehicle combustor power generation system according to the present invention.
FIG. 9 is a schematic diagram showing in principle the fourth embodiment of the on-vehicle combustor power generation system according to the present invention.
FIG. 10 is a schematic diagram of an example of an internal structure showing a fourth embodiment of the on-vehicle combustor power generation system according to the present invention.
FIG. 11 is a schematic diagram showing in principle the fifth embodiment of the on-vehicle combustor power generation system according to the present invention.
FIG. 12 is a view showing a first modified example of the power generation device provided in the in-vehicle power generation system with a combustor according to the present invention.
FIG. 13 is a view showing a second modification of the power generation device provided in the on-vehicle power generation system with a combustor according to the present invention.
10, 10A, 10B, 10C On-vehicle power generation system with combustor
11, 11A, 11B, 11C Car combustor
12 Power generator
13 Car battery
15 Blower fan
17 Motor output shaft
21 High temperature side system
22 Low temperature system
24 Body casing
25 Combustor casing
26 Power generation module
27 Air supply path
28 Heat dissipation channel (cylindrical channel)
29 Fuel supply path
30 Gas exhaust passage
35 Exhaust gas purification system
36 Discharge reaction part
37 Catalytic reaction section
38 Power supply means
40 Water supply pump
44 In-vehicle heater
An in-vehicle combustor installed independently of the engine;
A high-temperature system that guides the heat medium that has received heat from combustion in the in-vehicle combustor;
A low-temperature side system that allows the heat exchange of the medium on the low-temperature side with this heat medium; and
A power generation device disposed between the high temperature side system and the low temperature side system and recovering thermal energy of the heat medium as electrical energy;
The in-vehicle combustor has a combustor casing accommodated substantially concentrically in a main body casing, and a plurality of power generation modules are provided over substantially the entire peripheral wall of the combustor casing.
The power generation device is configured by assembling each of the power generation module, electric power generated by the power generator is configured to supply to the vehicle battery or equipment drive power supply,
The heat medium of the high temperature side system is a combustion gas in a combustion chamber of an in-vehicle combustor or an exhaust gas discharged from the combustion chamber, and the medium of the low temperature side system is water guided from a radiator or a vehicle interior heating facility. Yes,
The vehicle-mounted combustor-attached power generation system, wherein the hot water heated through the water supply passage of the low-temperature side system is used for heating the vehicle interior.
An exhaust gas purification system is provided in the gas exhaust path from the in-vehicle combustor,
The exhaust gas purification system includes a discharge reaction unit that performs discharge treatment on exhaust gas to generate chemically active species of ozone and OH radicals, and a catalyst agent that is activated by the chemically active species generated in the discharge reaction unit. And a catalytic reaction part having
The in-vehicle combustor-equipped power generation system according to claim 1, wherein the catalyst reaction unit superimposes the discharge reaction by a catalyst activation action to perform a catalyst treatment reaction.
The power generation system with a vehicle-mounted combustor according to claim 1, wherein the power generation device is configured to be able to supply generated power to at least one of an exhaust gas purification system, a vehicle-mounted battery, and a facility driving power source.
The on-vehicle combustor-equipped power generation system according to claim 1, wherein the power generation device includes a thermoelectric power generation element, a thermoelectron power generation element, or an assembly of each power generation element.
The on-vehicle combustor-equipped power generation system according to claim 1, wherein the power generation device is provided with a step-up unit or a step-down unit that adjusts the generated power to a voltage compatible with a load in use.
The power generation device includes a voltage determination circuit that automatically senses a generated voltage, and the voltage determination circuit is configured to perform power system control such as ON / OFF control of an electric circuit from the power generation device to a load. 5. A power generation system with an on-vehicle combustor according to 5.
JP2003114902A 2003-04-18 2003-04-18 Power generation system with in-vehicle combustor Expired - Fee Related JP4460846B2 (en)
JP2003114902A JP4460846B2 (en) 2003-04-18 2003-04-18 Power generation system with in-vehicle combustor
DE102004018631A DE102004018631A1 (en) 2003-04-18 2004-04-16 On-board energy generation system has electrical generator mounted on burner to recover thermal energy produced by combustion process as electrical energy using thermoelectric converter
US10/826,273 US20040261831A1 (en) 2003-04-18 2004-04-19 On-board generation system
JP2004314904A JP2004314904A (en) 2004-11-11
JP4460846B2 true JP4460846B2 (en) 2010-05-12
ID=33307941
JP2003114902A Expired - Fee Related JP4460846B2 (en) 2003-04-18 2003-04-18 Power generation system with in-vehicle combustor
US (1) US20040261831A1 (en)
JP (1) JP4460846B2 (en)
DE (1) DE102004018631A1 (en)
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JP6265075B2 (en) 2014-07-18 2018-01-24 株式会社デンソー Heat transfer device, temperature control device, internal combustion engine, internal combustion engine exhaust system, and melting furnace
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2003-04-18 JP JP2003114902A patent/JP4460846B2/en not_active Expired - Fee Related
2004-04-16 DE DE102004018631A patent/DE102004018631A1/en not_active Ceased
2004-04-19 US US10/826,273 patent/US20040261831A1/en not_active Abandoned
DE102004018631A1 (en) 2004-11-18
JP2004314904A (en) 2004-11-11
US20040261831A1 (en) 2004-12-30
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