JP4862074B2 - How to start the engine - Google Patents

Description

  The present invention relates to an engine starting method, and more particularly to an engine starting method using an electric double layer capacitor.

  As a power storage device for electric power used in a vehicle, an electric double layer capacitor has been attracting attention for the purpose of storing a voltage higher than a battery voltage for the purpose of recovering energy during regeneration and using it. (For example, refer to Patent Document 1).

  An electric double layer capacitor is composed of an electrode composed mainly of carbon and an electrolyte containing ions, and stores electric energy in an ion adsorption layer (electric double layer) formed on the surface of the carbon electrode. Therefore, charging / discharging with a large current is possible in a short time, and even when charging / discharging is repeated, there is little deterioration in performance, and it can be used as a power source semipermanently.

Patent No. 3413527 Specification

  Since the conventional charging method of the electric double layer capacitor is to charge with a constant current power source as shown in Patent Document 1, when the electric double layer capacitor is mounted on a vehicle, it is large and expensive for charging. Therefore, there is a problem that the electronic device cannot be constructed in a small size and at a low price.

  The present invention has been made to address the above-described problems. The minimum energy that can drive a vehicle-mounted generator motor as a motor by a battery and an initial charging circuit without using a constant current power source is provided. An object of the present invention is to provide a method of charging a double-layer capacitor, using this as a power source to drive an in-vehicle generator / motor, and starting an engine coupled to the in-vehicle generator / motor.

  After the engine is started, the on-vehicle generator / motor is operated as a generator by the engine, and the electric double layer capacitor is charged to a voltage higher than the battery voltage by the output voltage. It will be used as a power source.

An engine start method according to the present invention includes an in-vehicle generator / motor that is coupled to an engine and that is operated as a generator by the engine after the engine is started and generates a voltage higher than a battery voltage. In the case where an electric double layer capacitor having a capacity of several hundreds F is charged by a voltage obtained by rectifying the generated voltage of the generator motor, a battery and an initial charging circuit are connected in series to the electric double layer capacitor, and the initial charging circuit is: A 50-500Ω current limiting resistor and a backflow prevention element are connected in series, and the electric double layer capacitor is initially charged to the battery voltage before starting the engine, and then the initially charged electric double layer capacitor is powered. Drive the on-vehicle generator motor as a motor and start the engine. It is intended.

Since the engine starting method according to the present invention is configured as described above and is charged by the battery and the initial charging circuit without using the constant current power source, the initial charging time requires several hours to several tens of hours. However, since the storage period from the completion of vehicle assembly to the actual engine start can be used effectively as the charging time, the length of the charging time is not a problem, and it is small and inexpensive, and can easily be built into the equipment. An engine starting method including an initial charging circuit having a possible configuration can be provided.

It is a block diagram for demonstrating the starting method of the engine by Embodiment 1 of this invention. It is a timing chart for explaining the situation of the initial charge of an electric double layer capacitor.

Embodiment 1 FIG.
The engine starting method according to Embodiment 1 of the present invention will be described below with reference to the drawings. FIG. 1 is a block diagram for explaining an engine starting method according to the first embodiment, and FIG. 2 is a timing chart for explaining an initial charging state of an electric double layer capacitor.

  A three-phase in-vehicle generator / motor 1 shown in FIG. 1 is coupled to an engine (not shown). After the engine is started, the engine is operated as a generator to generate an AC voltage 2 to 3 times the battery voltage. Has been. The bridge rectifier circuit 2 has a plurality of rectifier elements 21 to 26 connected to the armature windings of the respective phases of the in-vehicle generator motor 1, and rectifies the voltage generated by the in-vehicle generator motor 1 to thereby generate an electric double layer capacitor. 3 is charged.

  As described above, the electric double layer capacitor 3 is composed of an electrode mainly composed of carbon and an electrolyte containing ions, and an ion adsorption layer (electric double layer) formed on the surface of the carbon electrode. It is a well-known means that can be used semi-permanently as a power source because it can store electric energy, can be charged and discharged with a large current in a short time, has little deterioration in performance even after repeated charging and discharging.

  In the present invention, before starting the engine, the electric double layer capacitor 3 is set to a battery voltage which is lower than the voltage during normal operation of the in-vehicle generator motor 1 but is the minimum voltage that can drive the in-vehicle generator motor 1 as an electric motor. The initial charging is performed without using a constant current power source, and the engine is started by driving the in-vehicle generator motor 1 as an electric motor using the initially charged electric double layer capacitor 3 as a power source.

The initial charging circuit 5 of the electric double layer capacitor 3 includes a current limiting resistor 51, a backflow prevention element 52, and a path interruption switch element 53. The initial charging device 5 is connected in series to the battery 6 and the electric double layer capacitor 3. Has been.
The backflow prevention element 52 of the initial charging circuit 5 is configured by a rectifier element connected in a direction to block current from the electric double layer capacitor 3 to the battery 6, and the path breaking switch element 53 has a normally closed contact. When a failure is detected, the normally closed contact is opened to disconnect the initial charging circuit 5 from the battery 6.

  Initial charging is performed by energizing the electric double layer capacitor 3 from the battery 6 via the initial charging circuit 5, but charging proceeds so that the voltage of the electric double layer capacitor 3 is equal to or higher than the voltage of the battery 6. When the voltage rises, the voltage at both ends of the backflow prevention element 52 is equal or the electric double layer capacitor side voltage becomes higher than the battery side voltage, so that charging is automatically stopped, and thereafter the reactive power is consumed from the battery 6. There is nothing. In addition, with respect to a voltage drop due to a natural discharge of the electric double layer capacitor 3 due to a change over time or the like, since recharging from the battery 6 is automatically performed, maintenance is free.

  The voltage detection means 7 is a means for detecting a failure of the initial charging circuit 5, the voltage detection 1 for detecting the voltage of the battery 6, the voltage detection 2 for detecting the voltage of the electric double layer capacitor 3, and the current of the backflow prevention element 52. From the voltage detection 3 for detecting the voltage at the terminal on the limiting resistor 51 side, and the failure detection circuit 71 that determines the presence or absence of a failure based on the detection voltage of each of the voltage detection elements 1, 2, and 3 and generates a failure signal. It is configured.

Failure detection by the failure detection circuit 71 is performed as follows. That is, the detection results of the voltage detection 1 and the voltage detection 2 are compared, and when the predetermined voltage is detected by the voltage detection 1 but not the predetermined voltage by the voltage detection 2, the path cutoff switch It is possible to detect whether the element 53 is in an open state or a failure in the series path constituting the initial charging circuit 5.
Further, the detection results of the voltage detection 1, the voltage detection 2 and the voltage detection 3 are compared. When the voltage detection 2 is higher than the voltage detection 1, and the voltage detection 2 and the voltage detection 3 detect the same voltage, the reverse flow A short circuit failure of the prevention element 52 can be detected and determined, and a failure signal corresponding to each failure is generated.

  The switch element control circuit 8 receives the failure signal from the failure detection circuit 71 of the voltage detection means 7 and opens the path interruption switch element 53. The reception circuit 81 that receives the failure signal and the reception circuit 81 receives the failure signal. The switch element 82 is turned on when received, and the switch element 83 is turned on when the element is turned on to give an open signal to the path cutoff switch element 53. Although not shown, when the receiving circuit 81 receives a failure signal, the failure indicator may be displayed along with the opening of the path interruption switch element 53.

FIG. 2 is a timing chart showing a charging state at the time of initial charging of the electric double layer capacitor 3, where the horizontal axis indicates time (seconds) and the vertical axis indicates the charging rate (%). The charging rate (%) = (voltage of electric double layer capacitor 3) / (voltage of battery 6) × 100.
Symbol τ shown on the horizontal axis indicates a time constant that is an integrated value of the resistance value of the current limiting resistor 51 and the capacitance value of the electric double layer capacitor 3, and 2τ to 5τ is 2 to 5 times the time constant τ. Indicates the time.
The numerical value described in the charging rate on the vertical axis is the charging ratio reached when τ to 5τ on the horizontal axis, and this value can be easily and reliably predicted from the general transient phenomenon theory.

  A solid curve indicates a state in which the electric double layer capacitor 3 is charged from the battery 6 via the initial charging circuit 5 from an uncharged state. Charging starts at time = 0, and is charged to approximately 63% of the voltage of the battery 6 at time τ, approximately 86% at time 2τ, approximately 95% at time 3τ, and approximately 100% at time 5τ. Show. A broken line curve indicates a charging state when the integrated value of the resistance value of the current limiting resistor 51 and the capacitance value of the electric double layer capacitor 3 is different from that in the solid line. When the time constant is large, the charging time becomes long, but the relationship between τ to 5τ (seconds) and the charging rate (%) is the same.

  The initial charging will be described in more detail. Since the capacitance value of the electric double layer capacitor 3 is generally set in the vicinity of a capacitance value of several hundreds of F, here, the capacitance value of the electric double layer capacitor 3 is described as 200F. Next, the resistance value of the current limiting resistor 51 is selected. Regarding this resistance value selection, the charging time and the charging state (charging rate) are determined by the time constant τ determined by the integrated value of the capacitance value of the electric double layer capacitor 3 and the resistance value of the current limiting resistor 51. This is illustrated in FIG.

  Moreover, although it is necessary to suppress the heat generation of the current limiting resistor 51, the resistance value has a formation region in the range of about 50 to 500Ω. For example, when the capacitance value of the electric double layer capacitor 3 is 200F, the resistance value of the current limiting resistor 51 is 100Ω, and the battery voltage is 12V,

The charging current is (battery voltage) / (resistance value) = 12 V / 100Ω ≦ 120 mA
The time constant τ is (capacitance value of electric double layer capacitor) × (resistance value) = 200 × 100
= 20,000 seconds (5.5 hr)
Therefore, 3τ = 60,000 seconds (16.5 hr)
5τ = 100,000 seconds (27.7 hr).
The amount of heat generated is (battery voltage / resistance value) ² × (resistance value) = 0.0144 × 100 ≤ 1.44W
It becomes. The time constant 3τ when the charging rate is about 95% is 16.5 hr.

  As described above, according to the present invention, since the constant current power source is not used, the initial charging time of the electric double layer capacitor 3 becomes long. However, it is possible to realize an engine starting method including a small and inexpensive initial charging method. it can. As described above, the initial charging time requires several hours to several tens of hours. However, since the storage period from the completion of the vehicle assembly to the actual engine start can be effectively used as the charging time, the charging time is long. That doesn't matter.

1 onboard generator motor, 2 bridge rectifier circuit, 3 electric double layer capacitor,
DESCRIPTION OF SYMBOLS 5 Initial charging circuit, 6 Battery, 7 Voltage detection means, 8 Switch element control circuit, 21-26 Rectifier element, 51 Current limiting resistor, 52 Backflow prevention element,
53 path switching switch element, 71 failure detection circuit, 81 reception circuit,
82, 83 Switch element.

Claims (4)

It is coupled to an engine, and is operated as a generator by the engine after the engine is started, and has an in-vehicle generator / motor that generates a voltage higher than the battery voltage, and the voltage generated by rectifying the generated voltage of the in-vehicle generator / motor In the case where an electric double layer capacitor having a capacity of 100 F is charged, a battery and an initial charging circuit are connected in series to the electric double layer capacitor, and the initial charging circuit has a current limiting resistance of 50 to 500Ω and a backflow prevention. Elements are connected in series, and the electric double layer capacitor is initially charged to the battery voltage before starting the engine, and then the in-vehicle generator motor is driven as the motor using the initially charged electric double layer capacitor as a power source. An engine start method characterized by starting the engine The initial charging circuit, and the current limiting resistor and the backflow prevention device, these are connected in series, the starting of the engine according to claim 1, characterized by being configured by the path-blocking switch device having a normally-closed contact Method.   The backflow prevention element is constituted by a rectifying element connected so as to block a current from the electric double layer capacitor to the battery, and an accumulated voltage due to initial charging of the electric double layer capacitor is equal to or higher than that of the battery. 3. The engine starting method according to claim 2, wherein when the voltage rises, the initial charging is automatically stopped, and when the accumulated voltage drops below the battery voltage, the initial charging is automatically restarted. The initial charging time of the electric double layer capacitor and the corresponding charging rate are set by a time constant determined by the capacitance value of the electric double layer capacitor and the resistance value of the current limiting resistor of the initial charging circuit. The engine starting method according to any one of claims 1 to 3, wherein the engine is started.

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