U.S. patent application number 11/137429 was filed with the patent office on 2005-12-01 for air-conditioning and electric energy generating system.
This patent application is currently assigned to AISIN SEIKI KABUSHIKI KAISHA. Invention is credited to Yabutani, Motohiko.
Application Number | 20050262865 11/137429 |
Document ID | / |
Family ID | 34936910 |
Filed Date | 2005-12-01 |
United States Patent
Application |
20050262865 |
Kind Code |
A1 |
Yabutani, Motohiko |
December 1, 2005 |
Air-conditioning and electric energy generating system
Abstract
An air-conditioning and electric energy generating system
includes an engine producing a driving force; an air conditioner
having at least one of cooling and heating abilities; an air
conditioner-driving device for driving the air conditioner; an
electrical generator for generating electrical energy; and a
driving force distributing device provided between the air
conditioner-driving device and the electrical generator and for
distributing the driving force from the engine to the air
conditioner-driving device and the electrical generator at variable
first and second ratios.
Inventors: |
Yabutani, Motohiko;
(Kariya-shi, JP) |
Correspondence
Address: |
SUGHRUE MION, PLLC
2100 PENNSYLVANIA AVENUE, N.W.
SUITE 800
WASHINGTON
DC
20037
US
|
Assignee: |
AISIN SEIKI KABUSHIKI
KAISHA
|
Family ID: |
34936910 |
Appl. No.: |
11/137429 |
Filed: |
May 26, 2005 |
Current U.S.
Class: |
62/323.4 ;
62/238.6; 62/323.1 |
Current CPC
Class: |
F24F 5/0007 20130101;
Y02E 20/14 20130101; F25B 27/00 20130101 |
Class at
Publication: |
062/323.4 ;
062/238.6; 062/323.1 |
International
Class: |
F25B 015/00; F25B
027/00 |
Foreign Application Data
Date |
Code |
Application Number |
May 27, 2004 |
JP |
2004-157673 |
Claims
1. An air-conditioning and electric energy generating system
comprising: an engine producing a driving force; an air conditioner
having at least one of cooling and heating abilities; an air
conditioner-driving device for driving the air conditioner; an
electrical generator for generating electrical energy; and a
driving force distributing means provided between the air
conditioner-driving device and the electrical generator and for
distributing the driving force from the engine to the air
conditioner-driving device and the electrical generator at variable
first and second ratios, respectively.
2. An air-conditioning and electric energy generating system
according to claim 1, further comprising a driving force
distribution ratio controlling means for controlling the second
ratio relatively lower and higher when the first ratio is
relatively high and low, respectively.
3. An air-conditioning and electric energy generating system
according to claim 1, further comprising a driving force
distribution ratio controlling means, while an engine load factor
is being confined to within a definite range, for controlling the
second ratio relatively lower and higher when the first ratio is
relatively high and low, respectively.
4. An air-conditioning and electric energy generating system
according to claim 2, wherein the driving force distribution ratio
controlling means controls the first ratio and the second ratio
depending on at least one of thermal energy information on thermal
energy accumulated in a water storage tank, air-conditioning load
information required to the air conditioner, and required electric
energy amount information on a requisite amount of electric power
to be generated.
5. An air-conditioning and electric energy generating system
according to claim 3, wherein the driving force distribution ratio
controlling means controls the first ratio and the second ratio
depending on at least one of thermal energy information on thermal
energy accumulated in a water storage tank, air-conditioning load
information required to the air conditioner, and required electric
energy amount information on a requisite amount of electric power
to be generated.
6. An air-conditioning and electric energy generating system
according to claim 4, wherein the driving force distribution ratio
controlling means implements a first distribution control and a
second distribution control, the first distribution control being
served for decreasing the first ratio and increasing the second
ratio when an air-conditioning load required to the air conditioner
is relatively small, the second distribution control being served
for increasing the first ratio and decreasing the second ratio when
the air-conditioning load required to the air conditioner is
relatively high.
7. An air-conditioning and electric energy-generating system
according to claim 5, wherein the driving force distribution ratio
controlling means implements a first distribution control and a
second distribution control, the first distribution control being
served for decreasing the first ratio and increasing the second
ratio when an air-conditioning load required to the air conditioner
is relatively small, the second distribution control being served
for increasing the first ratio and decreasing the second ratio when
the air-conditioning load required to the air conditioner is
relatively high.
8. An air-conditioning and electric energy generating system
according to claim 1, further comprising: an engine controlling
means capable of being connected to at least one of a storage
battery and a commercial power supply, the engine controlling means
being served for activating the engine such that its load factor is
set above a specific value corresponding to a requisite amount of
electric power; and an electrical energy controlling means for
providing a surplus electrical energy of the electric generator
therefrom to at least one of the storage battery and the commercial
electric power.
9. An air-conditioning and electric energy generating system
according to claim 1, further comprising: an engine controlling
means for activating the engine such that its load factor is set
above a specific value corresponding to a requisite amount of
electric power to be generated, the engine controlling means
causing the engine to stop so long as a requisite amount of
electric power is less than a threshold value; and an electrical
energy controlling means for providing a surplus electrical energy
of the electric generator therefrom to at least one of the storage
battery and the commercial electric power, an electrical energy
controlling means being capable of supplying current to a power
consuming unit from the at least one of the storage battery and the
commercial electric power.
10. An air-conditioning and electric energy generating system
according to claim 1, wherein the engine is a gas engine which
consumes combustible gas as an engine fuel, and the gas engine is a
sole and common driving power source for the compressor and the
electric generator.
11. An air-conditioning and electric energy generating system
according to claim 1, switching between cooling and heating
operations of the air conditioner is performed manually.
12. An air-conditioning and electric energy generating system
according to claim 1, wherein the engine is a gas engine which
consumes combustible gas as an engine fuel, and waste heat of the
gas engine is recovered for being used for a particular
application.
13. An air-conditioning and electric energy generating system
according to claim 12, wherein the recovered waste heat is used for
generating hot water.
14. An air-conditioning and electric energy generating system
according to claim 13, wherein the hot water is used as an
auxiliary heating means.
15. An air-conditioning and electric energy generating system
according to claim 1, wherein the first ratio and the second ratio
vary in stepless mode.
16. An air-conditioning and electric energy generating system
according to claim 1, wherein the first ratio and the second ratio
vary in stepwise mode.
17. An air-conditioning and electric energy generating system
according to claim 1, wherein the driving force distributing means
includes: a first rotator with a pulley-width and a second rotator
with a pulley-width, which are both mounted on a drive shaft of the
engine for being rotated therewith; a first driven rotator with a
pulley-width mounted on a driven shaft of the compressor for being
rotated therewith; a second driven rotator with a pulley-width
mounted on a driven shaft of the electric generator for being
rotated therewith; a first endless body interconnecting the first
driven rotator and the first rotator; and a second endless body
interconnecting the second driven rotator and the second rotator,
at least one of the pulley-width of the first rotor and the
pulley-width of the first driven rotator being variable.
18. An air-conditioning and electric energy generating system
according to claim 1, wherein the driving force distributing means
includes: a first rotator with a pulley-width and a second rotator
with a pulley-width, which are both mounted on a drive shaft of the
engine for being rotated therewith; a first driven rotator with a
pulley-width mounted on a driven shaft of the compressor for being
rotated therewith; a second driven rotator with a pulley-width
mounted on a driven shaft of the electric generator for being
rotated therewith; a first endless body interconnecting the first
driven rotator and the first rotator; and a second endless body
interconnecting the second driven rotator and the second rotator,
at least one of the pulley-width of the second rotor and the
pulley-width of the second driven rotator being variable.
19. An air-conditioning and electric energy generating system
according to claim 17 further comprising a clutch means that makes
at least one of the first rotator and the second rotator free from
the rotation of the drive shaft of the engine.
20. An air-conditioning and electric energy generating system
according to claim 18 further comprising a clutch means that makes
at least one of the first rotator and the second rotator free from
the rotation of the drive shaft of the engine.
Description
CROSS REFERENCE TO RELATED APPLICATIONS
[0001] This application is based on and claims priority under 35
U.S.C. .sctn. 119 with respect to Japanese Patent Application
2004-157673, filed on May 27, 2004, the entire content of which is
incorporated herein by reference.
FIELD OF THE INVENTION
[0002] This invention generally relates to an air-conditioning and
electric energy generating system according to which both an air
conditioner-driving device, such as a compressor, which drives an
air conditioner for ventilation and air-conditioning, and an
electric generator which generates electric energy.
BACKGROUND
[0003] JP2002-257431A discloses a cogeneration system, which
incorporates, therein, an engine, a compressor that drives an air
conditioner for ventilation, an electric generator that generates
electrical energy, and a casing that houses these components
integrally therein.
[0004] JP2000-337231A discloses a system which incorporates,
therein, a compressor that drives an air conditioner for
air-conditioning, a electrical generator that generates electrical
energy and operates as a motor, an engine linked to the electrical
generator, a rotor position-detecting sensor for detecting a
position of a rotor of the electrical generator, a brushless motor
circuit which electrically excites, on the basis of a signal of the
rotor position-detecting sensor, coils of the electrical generator
in such a manner of producing a rotational magnetic field at the
coils, a direct-current power source that supplies electric voltage
to the brushless motor circuit, and an inverter circuit that
converts energy output from the electrical generator to
alternate-current output. In this system, the electrical generator
is provided as a single unit and can function, not only as an
electric generator, but also as a starter motor for starting up
activation of an engine. Moreover, this electrical generator is
controlled to generate energy output in response to variations in
load applied to the compressor as an air conditioner-driving
device, thereby enabling to confine a degree of load imposed on an
engine to a certain definite value.
[0005] In the cogeneration system disclosed in JP2002-257431A, a
driving force of an engine is distributed to both the compressor
for driving the air conditioner and the electric generator.
Percentages, at which the driving force of the engine is
distributed to both the compressor and the electric generator, are
basically fixed. Therefore, there may be a certain ceiling to
further improve both air-conditioning performance by the air
conditioner and electrical energy generating performance by the
electric generator.
[0006] In the system disclosed in JP2000-337231A, the electrical
generator is provided as a single unit and can function, not only
as an electric generator, but also as a starter motor for starting
up activation of an engine. Therefore, the compressor and the
electric generator are not provided separately from each other.
Further, the compressor and the electric generator are not operated
simultaneously by the engine. That is, both ventilation
(air-conditioning) and generation of electric energy are not
implemented simultaneously.
[0007] The present invention has been made in view of the above
circumstances, and provides an air-conditioning and electric energy
generating system, in which both an air-conditioner driving device
such as a compressor and a electric generator are driven
independently, and in which air-conditioning performance by an
air-conditioner and electric energy generating performance by an
electric generator can be effectively enhanced.
SUMMARY OF THE INVENTION
[0008] According to an aspect of the present invention, an
air-conditioning and energy generating system includes an engine
producing a driving force; an air conditioner having at least one
of cooling and heating abilities; an air conditioner-driving device
for driving the air conditioner; an electrical generator for
generating electrical energy; and a driving force distributing
means provided between the air conditioner-driving device and the
electrical generator and for distributing the driving force from
the engine to the air conditioner-driving device and the electrical
generator at variable first and second ratios, respectively.
[0009] It is preferable that the air-conditioning and electric
energy generating system further includes a driving force
distribution ratio controlling means by which the second ratio is
controlled to a relatively low extent when the first ratio is
relatively high, and the second ratio is controlled to a relatively
high extent when the first ratio is relatively low.
[0010] It is further preferable that the driving force distribution
ratio controlling means controls the first ratio and the second
ratio depending on at least one of thermal energy information on
thermal energy accumulated in a water storage tank,
air-conditioning load information required to the air conditioner,
and required electric energy amount information on a requisite
amount of electric power to be generated.
BRIEF DESCRIPTION OF THE DRAWINGS
[0011] The foregoing and additional features and characteristics of
the present invention will become more apparent from the following
detailed description considered with reference to the accompanying
drawings, wherein:
[0012] FIG. 1 is a block view schematically illustrating an
air-conditioning and electric energy generating system according to
an embodiment of the present invention;
[0013] FIG. 2 is a diagram for explaining variations in an engine
load factor and in engine driving force distribution ratios when
cooling is demanded;
[0014] FIG. 3 is a diagram for explaining variations in the engine
load factor and in the engine driving force distribution ratios
when heating is demanded;
[0015] FIG. 4 is a diagram for explaining variations in the engine
load factor and in a requisite amount of electric power to be
generated when neither cooling nor heating is demanded;
[0016] FIG. 5 is another diagram for explaining the variations in
the engine load factor and in a requisite amount of electric power
to be generated when neither cooling nor heating is demanded;
[0017] FIG. 6 is a block view schematically illustrating a linkage
among an engine, a compressor and an electric generator;
[0018] FIG. 7 is a block view schematically illustrating another
linkage among the engine, the compressor and the electric
generator;
[0019] FIG. 8 is a view illustrating a relevant portion of a
driving force distributing means according to the embodiment of the
present invention; and
[0020] FIG. 9 is another view illustrating a relevant portion of
the driving force distributing means according to the embodiment of
the present invention.
DETAILED DESCRIPTION
[0021] An embodiment of the present invention will be described
hereinbelow in detail with reference to the accompanying
drawings.
[0022] As is illustrated in FIG. 1, an air-conditioning and
electric energy generating system according to the embodiment of
the present invention incorporates, therein, an engine 1, for
example a gas engine which consumes combustible gas as a fuel, a
compressor 2, which serves as an air conditioner-driving device for
driving an air conditioner 8 (operated for at least one of cooling
and heating) furnished at a building 100 (e.g., a residential
building, a building, and a movable body), inter alia, for the
purpose of ventilation or air-conditioning, and an electrical
generator 3 that generates electrical energy. According to the
embodiment of the present invention, it is preferable that the
engine 1 is a driving source that is shared by both the compressor
2 and the electrical generator 3, and it is the only source of each
of them. The engine 1 is activated by consuming combustible liquid
or gas as fuel, and can be represented by a gasoline engine, a
diesel engine, a reciprocal engine, and a rotary engine, as
non-limiting examples.
[0023] This air-conditioning and electric energy generating system
further incorporates, therein, a storage battery 4 (including a
capacitor), which stores an excessive amount of electrical energy
generated by the electrical generator 3, an inverter 5, which
converts a current flow of direct current into a current flow of
alternate current, and then supplies the alternate current to an
electric power consuming unit 110 of the building 100, an engine
waste heat recovery unit 6 recovering waste heat of the engine 1 as
hot water or steam through a thermal exchange therein, a water
storage tank 7 connected to the engine waste heart recovery unit 6,
the air conditioner 8, which is controlled, on the basis of a
refrigerant compressed by the compressor, to heat and cool an
inside of the building 100, an inside of a room of the building
100, and an operating panel 9 on which a user manually sets
conditions for operating this air-conditioning and electric energy
generating system. The air conditioner 8 implements either cooling
or heating in response to operation of a switch 91. The engine
waste heat recovery unit 6 is configured with: a coolant passage 60
in which an engine coolant for refrigerating the engine 1 flows; a
heat exchanger 61 communicating with the coolant passage 60; a
circulation passage 63 communicating with the water storage tank 7
for storing, therein, water heated up through a thermal exchange, a
water feeding source 64a (e.g., a pump) provided at the coolant
passage 60; and a water feeding source 64b (e.g., a pump) provided
at the circulation passage 63. An engine coolant can be circulated
through the coolant passage 60 by the water feeding source 64a,
therefore. The engine coolant can hence be heated up by recovering
the waste heat of the engine 1 and can flow through a first passage
61f of the heat exchanger 61. In the heat exchanger 61, thermal
exchange can be efficiently implemented especially between water
flowing in a second passage 61s and the engine coolant flowing in
the first passage 61f, wherein the water in the second passage 61s
is heated up by the engine coolant in the first passage 61f, and is
stored as hot water in the water storage tank 7 after flowing the
circulation passage 63. The hot water accumulated in the water
storage tank 7 is supplied to both a hot water heater 71 (e.g., hot
water heaters for a bath, a shower and a kitchen) furnished at the
building 100 and a floor heating appliance 72 for heating a floor
of the building 100. At an event that deficiency in the amount of
hot water being accumulated in the water storage tank 7 is
detected, supplemental water is fed into the water storage tank 7
via a water supply port 7m.
[0024] As is further illustrated in FIG. 1, a driving force
distributing means 10 is installed between the compressor and the
electrical generator 3. By this driving force distributing means
10, the engine 1, the compressor 2 and the electrical generator 3
are interconnected. Moreover, by this driving force distributing
means 10, driving force emanated from the engine 1 can be
transmitted to both the compressor 2 and the electrical generator 3
for their individual operations. In this case, the driving force
distributing means 10 can alter by gradual steps or continuously a
first ratio R1, at which the driving force of the engine 1 is
distributed to the compressor 2, and a second ratio R2, at which
the driving force of the engine 1 is distributed to the electrical
generator 3. For example, according to the embodiment of the
present invention, the first ratio R1 is designed by gradual steps
or continuously to alter from 0 to 100% inclusive. Likewise, the
second ratio R1 is designed to alter by gradual steps or
continuously from 0 to 100% inclusive.
[0025] This air-conditioning and electric energy generating system
further incorporates, therein, a controller 90 for controlling this
system. The controller 90 can act as a driving force distribution
controlling means for controlling driving of the driving force
distributing means 10, an engine controlling means for controlling
activation of the engine 1, and an electrical energy controlling
means for controlling an excessive amount of electrical energy
generated by the electrical generator 3 either to be accumulated in
the storage battery (4) or to be transmitted to commercial electric
wires.
[0026] The controller 90 is inputted with thermal energy
information S1 which represents thermal energy already accumulated
in the water storage tank 7, air-conditioning load information S2
on a degree of air-conditioning load required to the air
conditioner 8 (at least one of cooling and heating), and required
electric energy amount information S3 which represents a requisite
amount of electric power to be generated (electric power
consumption) that is currently being consumed by the electric power
consuming unit 110 of a residential building, a building and so on.
The controller 90 outputs, on the basis of the thermal energy
information S1, the air-conditioning load information S2 and the
required electric energy amount information S3, a signal Se
controlling activation of the engine 1 and a signal Sd controlling
the driving force distributing means 10. As described above, the
controller 90 preferably controls, on the basis of at least one of
the information S1, S2 and S3, the driving force-distributing means
10 to alter respective degrees of the first ratio R1 and the second
ratio R2.
[0027] As the thermal energy information S1 on the thermal energy
stored in the water storage tank 7, at least one of a temperature
of hot water stored in the water storage tank 7 and the amount of
hot water therein is referred to. A temperature of hot water is
obtained by a hot water temperature sensor 73, which is equipped to
the water storage tank 7 and detects a temperature of the hot water
accumulated in the water storage tank 7. The amount of hot water
accumulated in the water storage tank 7 is obtained by a hot water
amount sensor 74, which is also equipped to the water storage tank
7 and detects the amount of hot water already stored in the water
storage tank 7. As the air-conditioning load information S2, which
is employed so as to set a degree of load applied to the air
conditioner 8, at least one of an ambient temperature of the
building 100 and a humidity thereof is referred to. An ambient
temperature of the building 100 is obtained on the basis of a
thermal requirement signal determined by a temperature switch 81
furnished in the operating panel 9, while a humidity is obtained on
the basis of a humidity requirement signal determined by a humidity
switch 82 furnished therein. The required electric energy amount
information S3 is obtained by a wattmeter 111 furnished at the
building 100.
[0028] When cooling or heating is highly required, such as when an
outside air temperature is relatively high or low, the air
conditioner 8 on occasions is subjected to air-conditioning load
that is greater than that required when an outside air temperature
falls within an appropriate temperature range. The controller 90 in
such circumstances sets a degree of driving force from the engine
1. The controller 90 further performs a second distribution control
by which the first ratio R1, at which the driving force of the
engine 1 is distributed to the compressor 2, is relatively high,
and the second ratio R2, at which the driving force of the engine 1
is distributed to the electrical generator 3, is relatively low.
Therefore, by reducing the percentage, at which electrical energy
is generated, together with increasing the percentage, at which
air-conditioning is performed, as described above, cooling or
heating can be appropriately achieved.
[0029] On the other hand, when cooling or heating is less required,
such as when an outside air temperature is appropriate, the air
conditioner 8 is subjected to air-conditioning load that is
relatively small, or is not subjected to such load. In such
circumstances, the controller 90 performs a first distribution
control by which the first ratio R1 is relatively low, or is
controlled to zero percentage, thereby lowering a rotational speed
of the compressor 2, or controlling the compressor 2 not to rotate.
At this point, the controller 90 raises the second ratio R2, at
which the driving force of the engine 1 is distributed to the
electrical generator 3, whereby increasing an amount of electrical
energy generated by the electrical generator 3. However, there may
be a danger of the electrical generator 3 of generating an amount
of electrical energy, which is greater than an amount of electric
power consumed by the electric power-consuming unit 110. If the
electrical generator 3 generates such a great amount of electrical
energy, an excessive amount of electric energy can be stored in the
storage battery 4.
[0030] When the first ratio R1 is relatively high or low as
described above, a value of the first ratio R1 is expressed as a
relative value. When the first ratio R1 is relatively high, it
means that the first ratio R1 is relatively higher than that which
is low. On the other hand, when the first ratio R1 is relatively
low, it means that the first ratio R1 is relatively lower than that
which is high. In this case, in order to clearly specify a
relativity of an extent of the first ratio R1, the first ratio R1
can be expressed on the basis of whether the first ratio R1 is
higher or lower than a threshold value.
[0031] As described above, according to the embodiment of the
present invention, when the first ratio R1, at which the driving
force of the engine 1 is distributed to the compressor 2, is
relatively raised, the second ratio R2, at which the driving force
of the engine 1 is distributed to the electrical generator 3, is
relatively lowered. On the other hand, when the first ratio R1, at
which the driving force of the engine 1 is distributed to the
compressor 2, is relatively lowered, the second ratio R2, at which
the driving force of the engine 1 is distributed to the electrical
generator 3, is relatively raised. Accordingly, a total ratio
(=R1+R2) of the first and second ratios R1 and R2 can fall within a
definite ratio range, wherein it is possible to effectively confine
the driving force of the engine 1, and furthermore an engine load
factor, to a predetermined value or more, and to within a definite
range. In such a case, improvements can be achieved in restraint of
vibrations of the engine 1 and in durability thereof. An engine
load factor herein refers to a percentage of a load currently
applied to an engine on an assumption that a rated load of an
engine is 100%. When the engine load factor is 90%, the engine is
being applied with load that is 90% relative to the rated load of
an engine. Moreover, because the engine load factor can be confined
to within the definite ratio, it is possible to keep a fuel
efficiency of the engine 1 at an appropriate level, thereby
enabling to reduce a cost for fuel for activating the engine 1.
Still moreover, in order to improve a fuel efficiency of the engine
1, it is preferable that the engine load factor is confined to the
predetermined ratio or more, and to within the definite ratio
range. In general, frequent variations in the engine load factor,
and engine activation with the engine load factor confined to a low
ratio on occasions deteriorate the fuel efficiency of the engine 1.
Therefore, at least these two factors are deemed to be not
favorable in terms of fuel efficiency of the engine 1. In other
words, variations in the engine load factor, which occur less
often, is more preferable, inter alia, for the purpose of enhancing
the fuel efficiency of the engine 1.
[0032] In general, when the engine 1 is activated in a condition
where the engine load factor is being maintained at a degree which
is relatively high, a more desirable fuel efficiency of the engine
1 can be attained rather than that which is obtained when the
engine 1 is activated in a condition where the engine load factor
is being maintained at a degree which is relatively low. On the
assumption that a rated output of the engine 1 is 100%, when the
engine 1 is activated at the engine load factor falling within a
range of approximately 70-120% (in which fuel-efficiency is good)
rather than a range of approximately 30-50% which is relatively
low, it has been considered to be desirable in order to reduce fuel
consumption to an economic level while reducing a degree of noise
of the engine 1 and assuring durability thereof. If the engine load
factor is raised excessively, it is not preferable in terms of
reducing a degree of noise of the engine 1 and assuring durability
thereof.
[0033] Table 1 shows one of examples concerning about distribution
of the driving force of the engine 1.
1 TABLE 1 Primary control (Air-conditioning or Electric energy
generation) Air-conditioning . . . Electric energy generation R1
(%) 100 90 80 70 60 30 20 10 0 R2 (%) 0 10 20 30 40 70 80 90 100
Total 100 100 100 100 100 100 100 100 100 (%)
[0034] On the assumption that the total percentage of the first and
second ratios R1 and R2 is relatively determined to be 100%, when
air-conditioning is highly demanded than electric energy
generation, the total percentage is primarily dominated by the
first ratio R1, which is controlled to a high degree, rather than
the second ratio R2, which is controlled to a low 10 degree. On the
other hand, when electrical energy generation is highly demanded
than air-conditioning, the total percentage is primarily dominated
by the second ratio R2, which is controlled to a high degree,
rather than the first ratio, which is controlled to a low
degree.
[0035] As is summarized in Table 2, the total percentage of the
first and second ratios R1 and R2 can be relatively determined to
be 70%.
2 TABLE 2 Primary control (Air-conditioning or Electric energy
generation) Air-conditioning . . . Electric energy generation R1
(%) 70 60 50 45 40 30 20 10 0 R2 (%) 0 10 20 25 30 40 50 60 70
Total 70 70 70 70 70 70 70 70 70 (%)
[0036] In the same as described above, when air-conditioning is
highly demanded than electric energy generation, the total
percentage is primarily dominated by the first ratio R1, which is
controlled to a high degree, rather than the second ratio R2, which
is controlled to a low degree. On the other hand, when electrical
energy generation is highly demanded than air-conditioning, the
total percentage is primarily dominated by the second ratio R2,
which is controlled to a high degree, rather than the first ratio,
which is controlled to a low degree.
[0037] As is summarized in Table 3, the total percentage of the
first and second ratios R1 and R2 can be relatively determined to
be 120%.
3 TABLE 3 Primary control (Air-conditioning or Electric energy
generation) Air-conditioning . . . Electric energy generation R1
(%) 120 100 80 70 60 50 40 20 0 R2 (%) 0 20 40 50 60 70 80 100 120
Total 120 120 120 120 120 120 120 120 120 (%)
[0038] In the same as described above, when air-conditioning is
highly demanded than electric energy generation, the total
percentage is primarily dominated by the first ratio R1, which is
controlled to a high degree, rather than the second ratio R2, which
is controlled to a low degree. On the other hand, when electrical
energy generation is highly demanded than air-conditioning, the
total percentage is primarily dominated by the second ratio R2,
which is controlled to a high degree, rather than the first ratio,
which is controlled to a low degree.
[0039] The ratios summarized above in Table 1, Table 2 and Table 3
are some of examples of distribution ratios of the driving force of
the engine 1, and the distribution ratios are not limited only to
the above. Moreover, the total percentage of the first and second
ratios R1 and R2 is not limited to a definite value. As far as the
total percentage thereof is a definite value, or falls within a
definite range, variations in an engine load factor can be
effectively restrained, and fuel consumption can be reduced to the
maximum possible extent.
[0040] In the light of the foregoing, a requisite amount of
electric power to be generated (electric power consumption) that is
currently being consumed at the building 100 is indicated with a
reference "D". When the engine load factor, which substantially
corresponds to a requisite amount of electric power to be generated
D, is inferior to a value within the range in which fuel-efficiency
is good, the controller 90 (i.e., the engine controlling means)
controls activation of the engine 1 at an engine load factor (a
specific value) which exceeds the engine load factor corresponding
to the requisite amount of electric power to be generated D, i.e.,
at a high engine load factor confined to within the range in which
engine-efficiency is good. That is, when the engine load factor
corresponding to the requisite amount of electric power to be
generated D is inferior to a value within the range in which
fuel-efficiency is good, the engine 1 is applied with an engine
load factor of which degree is increased. Therefore, it is possible
to reduce costs that are needed for fuel of the engine 1, for
electrical energy generation, and for air-conditioning. However, in
such circumstances, there may be a danger of electrical energy of
being generated beyond the requisite amount of electric power to be
generated D. The controller 90 (i.e., the electrical energy
controlling means) hence controls the storage battery 4 so as to
accumulate an excessive amount of electric energy from among an
overall amount of electric energy generated by the electrical
generator 3. In this case, it is possible to reduce a cost for
electrical energy generation while reducing fuel consumption to an
economic level. On the other hand, when the engine load factor
corresponding to the requisite amount of electric power to be
generated D is confined to within the range in which
fuel-efficiency is good, the controller 90 activates the engine 1
in such a manner that the engine load factor is confined to within
the range in which fuel-efficiency is good. As far as the storage
battery 4 can accumulate electrical energy therein, it can include
a capacitor. Alternatively, an excessive amount of electric energy
from among an overall amount of electric energy generated by the
electrical generator 3 can be sent to commercial electric
wires.
[0041] Next, explained below is controls, for example, of the
engine load factors, the first ratio R1, and the second ratio R2 at
each time of cooling and heating, and at a time when neither
cooling nor heating is performed.
[0042] (1) At the Time of Cooling
[0043] As described above, on the basis of at least one of thermal
energy information S1 of the water storage tank 7, air-conditioning
load information S2 required to the air-conditioner 8, and required
electric energy amount information S3 required to the electrical
generator 3, the controller 90 determines the first ratio R1, at
which the driving force of the engine 1 is distributed to the
compressor 2, and the second ratio R2, at which the driving force
of the engine 1 is distributed to the motor-generator 3. A
characteristic line E illustrated in FIG. 2 denotes a load factor
of the engine 1 over a period of time. As is obvious from FIG. 2,
the controller 90 starts activation of the engine 1 at a time t1,
and basically controls the engine load factor at a definite value
as is illustrated by the characteristic line E. More specifically,
even if the engine load factor alters due to variations in the
air-conditioning load information S2 and the required electric
energy amount information S3, the controller 90 controls activation
of the engine 1 in such a manner that the engine load factor can be
confined to within a definite range W. This definite range W
substantially corresponds to the range in which fuel-efficiency is
good. As described above, according to the embodiment of the
present invention, because the controller 90 controls activation of
the engine 1 in such a manner that the engine load factor can be
confined to within the definite range W, it is possible to
effectively reduce fuel consumption to the maximum possible extent.
Moreover, it is possible to effectively reduce costs for fuel that
is consumed for activating the engine 1, for electrical generation,
and for air-conditioning.
[0044] When air-conditioning is highly required, such as when an
outside temperature is high, the air conditioner 8 is addressed, on
the basis of the air-conditioning load information S2, to be
applied with cooling load (air-conditioning load) relatively
greater than the one which is needed when an outside temperature
falls within an appropriate temperature range. Further, because the
outside temperature is high, hot water consumption is rather less.
Therefore, thermal energy to be stored in the water storage tank 7
in this case is less required than that needed when an outside
temperature is low.
[0045] During an early period of time Ta immediately after start-up
of cooling at a time t1, in order cool a space at a high speed, the
controller 90 relatively controls the first ratio R1, at which the
driving force of the engine 1 is distributed to the compressor 2,
to be a high value, thereby enhancing cooling performance of the
air-conditioning 8. In this case, the second ratio R2, at which the
driving force of the engine 1 is distributed to the electrical
generator 3, is relatively controlled to be a low value, thereby
curbing an amount of electrical energy generated by the electrical
generator 3. Therefore, when air-conditioning is highly required,
control performed by the controller 90 focuses on cooling rather
than electric energy generation; in such a manner that cooling can
be effectively performed.
[0046] In a matter of time after the early period of time Ta,
cooling is gradually less required while cooling in the space is
being progressed. In such circumstances, the controller 90
relatively controls the first ratio R1 to a ratio level being lower
than that during the early period of time Ta, wherein cooling
performance of the air-conditioner 8 can be reduced. In a matter of
another time, cooling is again highly required in response to
increase in a room temperature. The controller 90 then relatively
raises the first ratio R1, wherein cooling performance of the
air-conditioner 8 can be increased.
[0047] As described above, according to the embodiment of the
present invention, excluding the early period of time Ta
immediately after start-up of cooling the space at a time t1,
during a stationary period of time Tm (FIG. 2), the first ratio R1
is thus controlled by the controller 90 to go up and down creating
a sine curve as is illustrated in FIG. 2.
[0048] Further, as is apparent from FIG. 2, the controller 90
controls the driving force distributing means 10 and repeatedly
increases and decreases the first ratio R1 at which the driving
force of the engine 1 is distributed to the compressor 2, in such a
manner that the phase of the first ratio R1 is opposite to the
phase of the second ratio R2. In this case, the second ratio R2, at
which the driving force of the engine 1 is distributed to the
compressor 2, is repeatedly decreased and increased. Therefore,
when cooling is highly required, an amount of electric energy
generated by the electrical generator 3 is controlled to be
relatively smaller than that generated when cooling is less
required. On the other hand, when cooling is not demanded that
much, an amount of electric energy generated by the electrical
generator 3 is controlled to be relatively greater than that
generated when cooling is highly required. As described above,
operations of the compressor 2 and the electrical generator 3 are
controlled in such a manner that the phase of the first ratio R1
can be opposite to the phase of the second ratio R2. The total
ratio (=R1+R2) of the first and second ratios R1 and R2 thus can be
confined to within the definite range W. Therefore, according to
the embodiment of the present invention, the engine load factor can
be effectively confined to a predetermined value or more, and to
within the definite range W. Moreover, fuel consumption of the
engine can be effectively reduced to the maximum possible extent.
Still moreover, contributions can be made to reduce a degree of
noise of the engine 1, and to improve durability of the engine
1.
[0049] (2) At the Time of Heating
[0050] As described above, on the basis of at least one of thermal
energy information S1 of the water storage tank 7, air-conditioning
load information S2 required to the air-conditioner 8, and required
electric energy amount information S3 required to the electrical
generator 3, the controller 90 determines the first ratio R1, at
which the driving force of the engine 1 is distributed to the
compressor 2, and the second ratio R2, at which the driving force
of the engine 1 is distributed to the motor-generator 3. In this
case, as is denoted by a characteristic line E illustrated in FIG.
3, a load factor of the engine 1 is basically controlled to be
definite over a period of time. Even if the engine load factor
alters due to variations in at least one of the air-conditioning
load information S2 and the required electric energy amount
information S3, the controller 90 controls activation of the engine
1 in such a manner that the engine load factor can be confined to
within a definite range W in FIG. 3. According to the embodiment of
the present invention, it is therefore possible to effectively
reduce fuel consumption to the maximum possible extent. Moreover,
it is possible to effectively reduce costs for fuel that is
consumed for activating the engine 1.
[0051] When heating is highly required, such as when an outside
temperature is low, the air conditioner 8 is addressed to be
applied with heating load (air-conditioning load) relatively
greater than the one which is needed when an outside temperature
falls within an appropriate temperature range. During an early
period of time Tb immediately after start-up of heating at a time
t1, in order heat a space at a high speed, the controller 90
relatively controls the first ratio R1, at which the driving force
of the engine 1 is distributed to the compressor 2, to be a high
value, thereby enhancing heating performance of the
air-conditioning 8. In this case, the second ratio R2, at which the
driving force of the engine 1 is distributed to the electrical
generator 3, is relatively controlled to be a low value, thereby
curbing an amount of electrical energy generated by the electrical
generator 3. Therefore, when heating is highly required, control
performed by the controller 90 focuses on heating rather than
electric energy generation in such a manner that heating can be
effectively performed. In a matter of time after the early period
of time Tb, heating is gradually less required while heating in the
room is being progressed. In such circumstances, the controller 90
relatively controls the first ratio R1 to a ratio level being lower
than that during the early period of time Tb, wherein heating
performance of the air-conditioner 8 can be gradually reduced. In a
matter of another time, heating is again highly required in
response to decrease in a room temperature. The controller 90 then
relatively raises the first ratio R1, wherein heating performance
of the air-conditioner 8 can be increased.
[0052] As described above, according to the embodiment of the
present invention, excluding the early period of time Tb
immediately after start-up of heating the space at a time t1,
during a stationary period of time Tm (FIG. 3), the first ratio R1
is thus controlled by the controller 90 to go up and down creating
a sine curve as is illustrated in FIG. 3.
[0053] In the same as the time of cooling, as is apparent from FIG.
3, when heating is required, the controller 90 also controls the
driving force distributing means 10 in such a manner that the phase
of the first ratio R1 becomes opposite to the phase of the second
ratio R2. That is, the controller 90 repeatedly and relatively
raises and lowers both the first ratio R1, at which the driving
force of the engine 1 is distributed to the compressor 2, and the
second ratio R2, at which the driving force of the engine 1 is
distributed to the electrical generator 3. Therefore, when heating
is highly required, an amount of electric energy generated by the
electrical generator 3 is controlled to be smaller than that
generated when heating requirement is low. On the other hand, when
heating is less required, an amount of electric energy generated by
the electrical generator 3 is controlled to be greater than that
generated when heating requirement is high. As described above,
operations of the compressor 2 and the electrical generator 3 are
controlled in such a manner that the phase of the first ratio R1
can be opposite to the phase of the second ratio R2. The total
ratio (=R1+R2) of the first and second ratios R1 and R2 thus can be
effectively confined to within the definite range. Therefore,
according to the embodiment of the present invention, the engine
load factor can be effectively confined to a predetermined value or
more, and to within the definite range W. Moreover, fuel
consumption of the engine can be effectively reduced to the maximum
possible extent. Still moreover, contributions can be made to
reduce a degree of noise of the engine 1, and to improve durability
of the engine 1.
[0054] When heating requirement is confirmed, the floor heating
appliance 72 can be used, together with the air conditioner 8,
inter alia, for the purpose of warming a floor of the building 100
by use of hot water (i.e., an auxiliary heating means) accumulated
in the water storage tank 7. As described above, water in the water
storage tank 7 can be heated up by recovering waste heat of the
engine 1, thereby effectively reducing heating cost. As is
illustrated with a characteristic line F in FIG. 3, because the
effect of heating by means of the floor heating appliance 72
appears in an early period of time Tb immediately after starting-up
heating, heating load (air-conditioning load) required to the air
conditioner 8 can be relatively reduced depending upon a result of
heating by the floor heating appliance 72. Therefore, compared to
heating performance only by use of the air conditioner 8, not in
combination with the floor heating appliance 72, the first ratio
R1, at which the driving force of the engine 1 is distributed to
the compressor 2 for operating the air conditioner 8, can be
shifted in a direction to be reduced, i.e., in a direction of arrow
Y1. In response to the reduction of the first ratio R1, the second
ratio R2, at which the driving force of the engine 1 is distributed
to the electrical generator 3, can be shifted in a direction to be
increased, i.e., in a direction of arrow Y2, thereby enabling to
increase an amount of electric energy generated by the electrical
generator 3. In such circumstances, an excessive amount of electric
energy, which is possibly generated by the electrical generator 3,
can be stored in the storage battery 4. Alternatively, such an
excessive amount of electric energy can be effectively consumed by
increasing an amount of electric energy to be consumed by the
electric power-consuming unit 110 of the building 100. Further,
compared to a heating performance by use of the only air
conditioner 8, not in combination with the floor heating appliance
72, according to the embodiment of the present invention, it is
possible, while maintaining the first and second ratios R1 and R2,
to reduce an engine load factor depending upon an effect of heating
by the floor heating appliance 72, thereby effectively reducing
cost for fuel of the engine 1. The effect of heating by the floor
heating appliance 72 is denoted with .DELTA.E in FIG. 3.
[0055] (3) At the Time of Neither Cooling Nor Heating
[0056] When cooling and heating requirements are not obtained, such
as when an outside temperature falls within an optimum temperature
range, the air conditioner 8 is not basically subjected to
air-conditioning load. In such circumstances, almost entire driving
force of the engine 1 can be distributed to the electrical
generator 3 for generating electrical power, by increasing the
second ratio R2 in combination with controlling the first ratio R1
down to 0%.
[0057] Characteristic lines K1 in FIGS. 4 and 5 represent
variations in a requisite amount of electric power to be generated
(electric power consumption) of the building 100. As a specific
example, in an average house, a requisite amount of electric power
to be generated (electric power consumption) is relatively large in
the morning and at night per day, while it is small during daytime.
When both cooling and heating operations are not implemented,
although the electrical generator 3 is activated, operation of the
compressor 2 is ceased. Therefore, almost overall driving force
from the engine 1 can be transmitted to the electrical generator 3
in such a manner of generating electric energy. As described above,
there is hence a danger of electric energy of being excessively
generated beyond required electric energy amount. In this case, in
order to curve excessive generation of electric power, it may well
be that the engine 1 is activated below the range in which engine
fuel efficiency is good, by reducing the engine load factor of the
engine. However, even if it inhibits an excessive amount of
electric power generated by the electrical generator 3, the engine
1 is activated with the engine load factor that does not reach the
range in which engine fuel efficiency is good, thereby on occasions
deteriorating fuel efficiency of the engine 1.
[0058] In the light of the foregoing, when cooling and heating
performances are not implemented, i.e., when operation of the
compressor 2 is ceased, the following operation of this system
according to the embodiment of the present invention can be
preferably implemented. As is illustrated in FIGS. 4 and 5, when a
requisite amount of electric power to be generated (electric power
consumption) is large, the engine 1 is activated for the purpose of
driving the electrical generator 3. A period of time for activating
the engine 1 is denoted with .DELTA.T1. During the period of time
.DELTA.T1, electric energy KD is generated by the electrical
generator 3, electric energy KD which is beyond a requisite amount
of electric power to be generated (electric power consumption). In
order to accumulate this excessive electric power KD in the storage
battery 4, the controller 90 feeds a signal Sb to the storage
battery 4. Meanwhile, while the requisite amount of electric power
to be generated (electric power consumption) is below a threshold
value Dc, activation of the engine 1 is ceased, and operation of
the electrical generator 3 is then also ceased. Therefore, it is
possible to reduce fuel consumption to the maximum possible extent.
A stop time of the engine 1 is denoted with .DELTA.T2.
[0059] As described above, while the engine 1 is being inactive,
the electrical generator 3 is not operated and cannot generate
electric energy. The controller 90 hence supplies electric energy
accumulated in the storage battery 4 to the 110 of the building
100. As described above, when the compressor 2 is not being
operated, air-conditioning load is not required, thereby enabling
to intermittently activate and stop the engine 1. Therefore, the
engine 1 can be prevented from being activated more than needs.
Further, the engine 1 can be prevented from being activated with an
engine load factor which may damage fuel efficiency, thereby
effectively capable of reducing fuel cost of the engine 1. As is
apparent from FIG. 5, it is preferable that, during the period of
time .DELTA.T1 at which the engine 1 is being activated, the engine
load factor is reduced by an amount denoted with .delta. in FIG. 5
in response to drop in a requisite amount of electric power to be
generated (electric power consumption). Therefore, the engine load
factor can be reduced from, or about from, a time tf at which the
requisite amount of electric power to be generated (electric power
consumption) is reduced. However, in this case, it is preferable
that the engine load factor is confined to within the definite
range at which engine efficiency is good.
[0060] (Driving Force Distributing Means 10)
[0061] The driving force distributing means 10 transmits driving
force of the engine 1 to both the compressor 2 and the electric
generator 3. The driving force distributing means 10 further alters
the first ratio R1, at which the driving force of the engine 1 is
distributed to the compressor 2, and the second ratio R2, at which
the driving force of the engine 1 is distributed to the electric
generator 3. The following will be provided in order to explain
some types of the driving force distributing means 10.
[0062] According to an example illustrated in FIG. 6, a driving
force distributing means 10A is configured with a first rotator 301
and a second rotator 302 both mounted on a drive shaft 1x of the
engine 1, a first driven rotator 401 mounted on a driven shaft 2x
of the compressor 2, a second driven rotator 402 mounted on a
driven shaft 3x of the electric generator 3, a first endless body
403 (e.g., a belt) for connecting the first driven rotator 401 to
the first rotator 301, and a second endless body 404 (e.g., a belt)
for connecting the second rotator 402 to the second rotator
302.
[0063] According to another example illustrated in FIG. 7, a
driving force distributing means 10B is configured with the first
rotator 301 and the second rotator 302 both mounted on the drive
shaft 1x of the engine 1, the first driven rotator 401 mounted on
the driven shaft 2x of the compressor 2, the second driven rotator
402 mounted on the driven shaft 3x of the electric generator 3, the
first endless body 403 (e.g., a belt) for connecting the first
driven rotator 401 to the first rotator 301, the second endless
body 404 (e.g., a belt) for connecting the second rotator 402 to
the second rotator 302, a first clutch 407 (i.e., a clutch means)
for establishing and interrupting a transmitting path for
transmitting driving force to, or from, the compressor 2, and a
second clutch 408 (i.e., a clutch means) for establishing and
interrupting a transmitting path for transmitting driving force to,
or from, the driven shaft 3x of the electric generator 3. When a
transmitting path, according to which driving force of the engine 1
is transmitted, is interrupted by the first clutch 407, the first
ratio R1, at which the driving force of the engine 1 is distributed
to the compressor 2, can be controlled to substantially zero %. In
this case, almost overall driving force of the engine 1 is
basically distributed to the electric generator 3.
[0064] Further, when a transmitting path, according to which
driving force of the engine 1 is transmitted, is interrupted by the
second clutch 408, the second ratio R2, at which the driving force
of the engine 1 is distributed to the electric generator 3, can be
controlled to substantially zero %. In this case, if loss in
friction is not taken into account, almost overall driving force of
the engine 1 can be basically distributed to the compressor 2.
[0065] Still further, as are illustrated in FIGS. 8 and 9, both an
axial width between pulleys (denoted with P1) of the first rotator
301 and an axial width between pulleys (denoted with P2) of the
second rotator 302 are respectively altered by an actuator 99A. An
axial width between pulleys (denoted with L1) of the first driven
rotator 401 is altered by an actuator 99B. An axial width between
pulleys (denoted with L2) of the second rotator 402 is altered by
an actuator 99C. As described above, because the widths of the
respective rotators are changed by the controller 90, the first
ratio R1, at which driving force of the engine 1 can be distributed
to the compressor 2, and the second ratio R2, at which driving
force of the engine 1 can be distributed to the electric generator
3, can be changed continuously.
[0066] According to the above-described embodiment of the present
invention, when the electric generator 3 generates electric energy
excessively, such an excessive amount of electric energy are stored
in the storage battery 4. Alternatively, such an excessive amount
of electric energy can be fed to commercial electric wires together
with being fed to the storage battery 4, or fed only to commercial
electric wires in stead of being fed to the storage battery 4.
[0067] The principles, the preferred embodiment and mode of
operation of the present invention have been described in the
foregoing specification. However, the invention, which is intended
to be protected, is not to be construed as limited to the
particular embodiment disclosed. Further, the embodiments described
herein are to be regarded as illustrative rather than restrictive.
Variations and changes may be made by others, and equivalents
employed, without departing from the spirit of the present
invention. Accordingly, it is expressly intended that all such
variations, changes and equivalents that fall within the spirit and
scope of the present invention as defined in the claims, be
embraced thereby.
* * * * *