JP2001266917A - Power device and its controlling method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To control an output power when starting based on conditions of a fuel cell and struction by operators. SOLUTION: At the time of conditions that a power generation of the fuel cell is impossible, a drive of a motor is prohibited (S114), a shift lever is locked to a P position (S116). When the fuel cell has come to the conditions in which the power generation is possible, the drive and control of the motor is started after an accelerator aperture is once returned to value 0 (S122, S124). As a result a abruptly large torque outputted from a motor can be prevented. Even in the conditions that a power generation of the fuel cell is impossible, if SOC of the secondary battery is greater or equal to an predetermined value, the drive and control of the motor is made (S130) in a condition that an ignition key has been operated to a START position (S110). As a result, the motor drive can be performed in an emergency.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a power plant and a control method thereof, and more particularly, to a fuel cell, a secondary battery, and a motive power that can be output to a drive shaft using electric power from the fuel cell or the secondary battery. The present invention relates to a power plant having an electric motor and a control method thereof.

[0002]

2. Description of the Related Art Hitherto, as this type of power unit, there has been proposed a power unit which supplies electric power to an electric motor to drive it when a fuel cell reaches a predetermined no-load output (see, for example, Japanese Patent Application Laid-Open No. 7-1995). No. 170613). With this device, when starting the device, first check the safety of the fuel cell, then
The fuel cell is supplied to operate the fuel cell up to a predetermined no-load output. Then, when the fuel cell reaches a predetermined no-load output state, the driving by the electric motor is permitted and the start as the power unit is started.

[0003]

However, such a power plant cannot output power until the fuel cell reaches a predetermined no-load output state, and therefore cannot cope with the case where it is desired to output power immediately.

To solve this problem, it is conceivable that the power unit is provided with a secondary battery and the electric motor is driven by using the electric power from the secondary battery. However, the capacity of the secondary battery is increased and the efficiency is increased. It does not matter.

[0005] A power plant and a control method thereof according to the present invention include:
One of the objects is to enable output of power immediately after starting. Further, the power plant and the control method thereof according to the present invention include:
Another object is to reduce the size of the secondary battery and the size of the entire device. Further, another object of the present invention is to improve the energy efficiency of the power plant and the control method thereof.

[0006]

Means for Solving the Problems and Actions and Effects Thereof The power unit and the control method thereof according to the present invention employ the following means in order to achieve at least a part of the above object.

A power plant according to the present invention is a power plant having a fuel cell, a secondary battery, and an electric motor capable of outputting power to a drive shaft using electric power from the fuel cell or the secondary battery. Fuel cell state detecting means for detecting the state of the fuel cell; and the driving by the electric motor until the state of the fuel cell detected by the fuel cell state detecting means at the time of starting the power unit is in an operating state within a predetermined range. The gist of the invention is to provide a start-up control means for limiting the output of power to the shaft.

In the power plant according to the present invention, the starting control means controls the power to the drive shaft by the electric motor until the state of the fuel cell detected by the fuel cell state detecting means at the start of the apparatus is within a predetermined operating range. Limit the output of Here, "restriction" includes not only a case where the output from the motor is set to a predetermined value or less, but also a case where the output from the motor is prohibited. According to such a power unit of the present invention, although the electric motor can be driven by the electric power from the secondary battery,
Since the driving of the electric motor is restricted at the time of starting, the capacity of the secondary battery can be reduced. As a result, the size of the entire device can be reduced, and the energy efficiency of the device can be improved.

In the power plant according to the present invention, there is provided drive shaft fixing means for directly or indirectly fixing the drive shaft to inhibit rotation of the drive shaft, and the starting control means comprises:
The drive shaft fixing means may be controlled so that the rotation of the drive shaft is prohibited. This makes it possible to more reliably limit the rotation of the drive shaft, that is, the output of power from the drive shaft.

[0010] In the power plant according to the present invention, the starting control means may include a fuel cell state detected by the fuel cell state detecting means in an operating state within the predetermined range, and a predetermined operation by an operator. When the operation is performed, the restriction may be released.
This can prevent unexpected power from being output immediately after the restriction is released. In the power plant according to the aspect of the present invention, the predetermined operation may be an operation of setting the required output to a substantially zero value.

Further, in the power plant according to the present invention, when a predetermined emergency output operation is performed by the operator, the electric motor is driven by the electric motor using the electric power from the secondary battery regardless of the control by the starting control means. An emergency output control means for permitting output of power to the shaft may be provided. In this case, power can be output from the device immediately after starting. Here, the “predetermined emergency output operation” may be any operation by the operator, and may be a switch operation of a start switch.

In the power unit of the present invention having the emergency output control means, the power output apparatus further includes a secondary battery state detection means for detecting a state of the secondary battery, and the emergency output control means includes a secondary battery state detection means. The emergency output control may be performed when the state of the secondary battery detected by the means is a predetermined state. In this case, the power output immediately after the start can be performed based on the state of the secondary battery.

Further, in the power unit according to the present invention having an emergency output control means, the emergency output control means is configured to perform the secondary output when a specific operation is performed by an operator in addition to the predetermined emergency output operation. It may be a means for controlling power to be output from the electric motor to the drive shaft using electric power from a battery. In this case, the output of the power immediately after the start can be performed after confirmation by the operator. Here, the “specific operation” may be any operation by the operator, and may be an operation of setting the required output to a substantially zero value. If the specific operation is an operation for setting the required output to a value substantially equal to 0, the output of the power immediately after the start can be performed from the output of the power having a value of approximately 0. As a result, sudden output of large power can be prevented.

A method of controlling a power plant according to the present invention is directed to a power plant having a fuel cell, a secondary battery, and an electric motor capable of outputting power to a drive shaft using electric power from the fuel cell or the secondary battery. Wherein the output of power to the drive shaft by the electric motor is limited until the state of the fuel cell attains a predetermined range of operation at startup.

According to the control method of the power plant of the present invention, although the motor can be driven by the electric power from the secondary battery, the driving of the motor is limited at the time of starting, so that the capacity of the secondary battery can be reduced. It can be. As a result, the size of the entire device can be reduced, and the energy efficiency of the device can be improved. "Limitations"
This includes the case where the output from the motor is set to a predetermined value or less and the case where the output from the motor is prohibited.

In the control method of the power unit according to the present invention, when a predetermined emergency output operation is performed by the operator, the electric motor uses the electric power from the secondary battery to generate the electric power from the electric motor regardless of the restriction at the time of starting. Control may be performed so that power is output to the drive shaft. In this case, power can be output from the device immediately after starting. Here, the “predetermined emergency output operation” may be any operation by the operator, and may be a switch operation of a start switch.

In the control method of the power plant according to the aspect of the present invention, when a specific operation is performed by an operator in addition to the predetermined emergency output operation, the electric motor uses the electric power from the secondary battery to generate the power from the electric motor. Control may be performed so that power is output to the drive shaft. In this case, the output of the power immediately after the start can be performed after confirmation by the operator. Here, the “specific operation” may be any operation by the operator, and may be an operation of setting the required output to a substantially zero value. If the specific operation is an operation for setting the required output to a value substantially equal to 0, the output of the power immediately after the start can be performed from the output of the power having a value of approximately 0. As a result, it is possible to prevent suddenly large power from being output from the device.

[0018]

Next, embodiments of the present invention will be described with reference to examples. FIG. 1 is a configuration diagram schematically showing the configuration of an automobile equipped with a power unit 20 according to one embodiment of the present invention. The power unit 20 of the embodiment includes, as shown in FIG.
A fuel cell system 30 having a fuel cell 32 as a power source; a secondary battery system 50 having a chargeable / dischargeable secondary battery 52;
And a transmission 70 connected to a rotating shaft 61 and a driving shaft 73 of the motor 60 to change the rotational speed, and an electronic control unit 80 for controlling the entire apparatus.

The fuel cell 32 is constituted, for example, as a polymer electrolyte fuel cell. The fuel cell 32 is composed of hydrogen as a fuel supplied from a hydrogen tank 34 and air as a gas containing oxygen supplied by a blower 36. It receives power and generates electricity by an electrochemical reaction. The operation of the fuel cell 32 is performed by a fuel cell electronic control unit (hereinafter referred to as FC ECU) 3.
8. Although not shown, the FCECU 38 is configured as a microprocessor mainly including a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and the like. The FCECU 38 is provided on a temperature of the fuel cell from a temperature sensor 39 attached to the fuel cell 32, a terminal voltage from a voltmeter 40 attached between output terminals of the fuel cell 32, and a power line from the fuel cell 32. The output current from the ammeter 42 and the pressure in the hydrogen tank from the pressure sensor 48 provided in the hydrogen tank 34 are input via the input port. Also, FC ECU 38
A drive signal to the blower 36 and a drive signal to the actuator 46 for adjusting the opening of the valve 44 attached to the supply port of the hydrogen tank 34 are output from the output port. Although not shown, the FC ECU 38
Other sensors attached to the fuel cell 32, such as a gas pressure sensor for detecting a supply gas pressure and an exhaust gas pressure to a hydrogen supply flow path and an air supply flow path of the fuel cell 32, and cooling of the fuel cell 32 Signals from a temperature sensor for detecting the temperature of the cooling medium in the system, a flow sensor for detecting the flow rate of the cooling medium, and the like are also input. In addition, a drive signal for driving equipment such as a pump in the cooling system is also output from the FCECU 38. ing. Further, the FCECU 38 is connected to the electronic control unit 80 by a communication line, and can exchange data with the electronic control unit 80 by communication.

The secondary battery 52 is configured as, for example, a lithium hydrogen-based secondary battery, and its state management and charge / discharge are controlled by a battery electronic control unit (hereinafter referred to as a battery ECU) 54. Battery ECU 54
Although not shown, is configured as a microprocessor centering on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and the like. The battery ECU 54 includes a sensor for detecting the state of the secondary battery 52, for example, a temperature sensor for detecting the temperature of the secondary battery 52, a remaining capacity sensor for detecting the remaining capacity of the secondary battery 52 (hereinafter referred to as an SOC sensor), and the like. , A voltage between terminals from a voltmeter 56 attached to an output terminal of the secondary battery 52, a charge / discharge current from an ammeter 58, and the like are input through an input port. The battery ECU 54 outputs, via an output port, a drive signal and the like to a charge / discharge adjusting circuit 68 capable of switching between charge and discharge by adjusting the voltage between terminals of the secondary battery 52. The battery ECU 54 is connected to the electronic control unit 80 via a communication line, and can exchange data with the electronic control unit 80 by communication.

The motor 60 is configured as, for example, a synchronous motor generator operable as a generator, and is driven by a pseudo three-phase AC applied by PWM control by an inverter 62. The inverter 62 is connected to an output terminal of the fuel cell 32 via an output adjusting circuit 66 for adjusting the output from the fuel cell 32, and is connected to a charge / discharge adjusting circuit 68.
Is connected to the output terminal of the secondary battery 52 via the. Therefore, depending on the connection state between the output control circuit 66 and the charge / discharge control circuit 68, the motor 60 is driven by only the output from the fuel cell 32, is driven by only the output from the secondary battery 52, It can be driven in various modes, such as a mode driven by the output from both the secondary battery 52 and the secondary battery 52. Other modes include a mode in which the battery ECU 54 is charged while the motor 60 is driven by the output from the fuel cell 32, and a mode in which the secondary battery 52 is charged with electric power regenerated by the motor 60. Operation of the motor 60, that is, the inverter 62
Is controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 64. The motor ECU 64 is configured as a microprocessor centered on a CPU, like the FCECU 38 and the battery ECU 54, and includes a ROM for storing a processing program, a RAM for temporarily storing data,
It has an input / output port. The motor ECU 64 includes an applied current from a current sensor provided in each of u, v, and w phases of the inverter 62, a resolver signal from a resolver provided on the rotating shaft 61 of the motor 60, and a temperature attached to the motor 60. The temperature of the motor 60 from the sensor and the like are input via the input port. Further, a control signal for switching the switching element of the inverter 62 and the like are output from the motor ECU 64 via an output port. The motor ECU 64 is also connected to the electronic control unit 80 by a communication line, and can exchange data with the electronic control unit 80 by communication.

The transmission 70 is configured as an automatic transmission including, for example, a gear transmission that shifts in multiple stages using a plurality of planetary gears, and a hydraulic device that includes a hydraulic circuit that drives a clutch or brake actuator that switches the shift speed. The operation of shifting gears is controlled by a transmission electronic control unit (hereinafter referred to as a transmission ECU) 72. Transmission E
The CU 72 is connected to the electronic control unit 80 by a communication line, and can exchange data with the electronic control unit 80 by communication. The transmission 7
A drive shaft 73, which is an output shaft of No. 0, is connected to drive wheels 76, 78 via a differential gear 74, and the power output to the drive shaft 73 after being shifted by the transmission 70 is
Eventually, it is output to the drive wheels 76 and 78.

The electronic control unit 80 is configured as a microprocessor mainly including a CPU 82, and includes a ROM 84 for storing a processing program, a RAM 86 for temporarily storing data, and an input / output port (not shown). The electronic control unit 80 includes an ignition signal from an ignition key switch (IG) 88 and an accelerator pedal position from an accelerator pedal position sensor 92 for detecting the depression amount of an accelerator pedal 90.
A shift lever position from a shift lever position sensor 96 for detecting the position of the shift lever 94 is input via an input port. A drive signal to the output control circuit 66, a drive signal to the charge / discharge control circuit 68, and a shift lever 94 are sent from the electronic control unit 80.
Position lock device 9 that locks P to the P position
The drive signal to the control unit 8 is output via the output port. In addition, the electronic control unit 80 communicates with the FC ECU 38 and the battery ECU 5 via the communication line as described above.
4, connected to the motor ECU 64 and the transmission ECU 72, so that control signals and data can be exchanged with each ECU.

Next, the operation of the power unit 20 of the embodiment configured as described above, particularly the operation at the time of starting will be described. FIG. 2 is a flowchart illustrating an example of a startup processing routine executed by the electronic control unit 80 of the power plant 20 according to the embodiment. This routine is executed when the ignition key switch 88 is turned on.

When the start-time processing routine is executed, the CPU 82 of the electronic control unit 80 first
And a process of inputting the state of the secondary battery 52 (step S100). Specifically, the temperature of the fuel cell 32 detected by the temperature sensor 39 in communication with the FC ECU 38 and the hydrogen tank 34 detected by the pressure sensor 48
Of the fuel cell 32, the temperature of the cooling medium of the cooling system of the fuel cell 32, etc.
The process of inputting the temperature and the remaining capacity (SOC) of the secondary battery 52 by communicating with the CU 54 is executed.

When the state of the fuel cell 32 or the secondary battery 52 is input, a process for determining whether or not the state of the fuel cell 32 is in a state capable of generating power is executed (step S102).
Whether or not the power can be generated can be determined by, for example, determining whether or not the temperature of the fuel cell 32 is operable or determining based on the remaining amount of hydrogen stored in the hydrogen tank 34. If it is determined that the fuel cell 32 is in a state where power can be generated, the operation of the fuel cell 32 is controlled so as to obtain an output corresponding to the accelerator opening θ as the depression amount of the accelerator pedal 90 (step S104), and the transient response The secondary battery 52 is controlled (step S106), and the accelerator opening θ
The drive of the motor 60 is controlled so as to obtain an output corresponding to the above (Step S108), and this routine ends. Fuel cell 3
Specifically, in the control of 2, the control signal is output to the FCECU 38 through communication, and the drive of the actuator 46 of the valve 44 is controlled so that the output corresponding to the accelerator opening θ is output from the fuel cell 32. The adjustment is performed by adjusting the supply of hydrogen from the hydrogen tank 34 and the amount of air supplied from the blower 36. The output from the fuel cell 32 is controlled not only by the accelerator opening θ, but also by the SOC of the secondary battery 52. For example, as illustrated in FIG. 3, the power generation amount of the fuel cell 32 may be determined according to the accelerator opening θ and the state of the SOC of the secondary battery 52. In FIG. 3, “SOC minimum” is, for example, within 5%,
"Small SOC" can be considered as a state where the state is less than a normal allowable range. The control of the secondary battery 52 as a transient response is a control in a transient state until the output from the fuel cell 32 becomes a value corresponding to the accelerator opening θ, and the fuel cell 3
This is performed by adjusting the deviation between the actual output from the secondary battery 2 and the output according to the accelerator opening θ by charging and discharging the secondary battery 52. Specifically, a deviation between an actual output from the fuel cell 32 and an output according to the accelerator opening θ is calculated, and the charging / discharging control circuit 68 calculates the deviation based on the deviation.
Control signal to adjust the voltage between terminals
This is done by communicating with U54. The motor 60 is controlled by calculating a required torque from the accelerator opening θ, the number of rotations of the drive shaft 73 and the number of rotations of the rotation shaft 61, and controlling the inverter 6 to output the required torque from the motor 60.
The control signal is transmitted to the motor ECU 64 so as to switch the second switching element.

On the other hand, if it is determined in step S102 that the fuel cell 32 is in a state where power cannot be generated, it is determined whether or not the SOC of the secondary battery 52 is equal to or greater than a predetermined value, and the ignition key switch 88 is moved to the START position. Is determined (step S110). here,
The predetermined value is determined by setting the motor 60 for a predetermined time (for example, 10 seconds or 2 seconds).
(For example, 0 seconds), and a specific numerical value is determined based on the performance of the secondary battery 52 and the like. In the embodiment, the ignition key switch 88 has an OFF position, an ON position, and a START position, and the operation to the START position is used as an indication of a driver's intention to drive the motor 60 quickly.

When the SOC of the secondary battery 52 is less than the predetermined value, it is determined that the driving source power is insufficient even if the driver indicates that the motor 60 is to be driven promptly.
If the ignition key switch 88 is not operated to the START position even if the OC is equal to or more than the predetermined value,
When it is determined that the driver does not indicate that the driver intends to drive the motor 60 quickly, the driving of the motor 60 is prohibited (step S114), and a process of locking the shift lever 94 to the P position is executed (step S116). Specifically, a control signal for prohibiting driving of the motor 60 is communicated to the motor ECU 64 to prohibit driving of the motor 60, and a driving signal is output to the P position lock device 98 to output the shift lever 9
4 is locked in the P position. Then, it waits for the fuel cell 32 to be in a state capable of generating power (step S
118, S120), after confirming that the accelerator opening θ is once set to the value 0 (steps S122, S124),
The processing after step S104 is executed. Here, the reason why the accelerator opening θ is temporarily set to the value 0 is to prevent suddenly large torque from being output from the motor 60. FIG. 4 is a time chart showing an example of a state when the SOC of the secondary battery 52 is less than a predetermined value or when the ignition key switch 88 is not operated to the START position even when the SOC is equal to or more than the predetermined value. As shown, even if the ignition key switch 88 is turned on and the accelerator pedal 90 is depressed, the fuel cell 32
No motor torque is output until time t1 at which the power generation becomes possible. Even after the time t1 at which the fuel cell 32 becomes capable of generating power, the motor torque is not output until the time t2 when the accelerator opening θ is once set to the value 0. After the time t2, a motor torque corresponding to the accelerator opening θ is output.

When the ignition key switch 88 is operated to the START position when the SOC of the secondary battery 52 is equal to or higher than a predetermined value, it is determined that the driver has indicated that the driver intends to quickly drive the motor 60, and the accelerator opening θ is reduced. After confirming that the value is once set to 0 (steps S126, S1
28), the drive control of the motor 60 according to the accelerator opening θ is executed (step S130). The confirmation that the accelerator opening θ is once set to the value 0 is also to prevent a suddenly large torque from being output from the motor 60. Then, the process after step S118, that is, the process waits for the fuel cell 32 to be in a state capable of generating electric power, and after confirming that the accelerator opening θ is once set to the value 0, performs the process after step S104.

According to the power unit 20 of the embodiment described above, the output from the motor 60 can be prohibited when the fuel cell 32 is not in a state capable of generating power. Moreover,
Even if the prohibition of the output from the motor 60 is released, the motor 60 does not output until the accelerator opening θ is once set to the value 0, so that unexpected large torque is prevented from being suddenly output from the motor 60. be able to. Further, according to the power unit 20 of the embodiment, by operating the ignition key switch 88 to the START position, the motor 60 can be driven by using the electric power from the secondary battery 52 even when the fuel cell 32 cannot generate power. Can be. Also at this time, until the accelerator opening θ is once set to the value 0, the motor 6
Since it is not output from 0, unexpected large torque can be prevented from being suddenly output from the motor 60. Of course, when the fuel cell 32 is in a state where power can be generated, an output corresponding to the accelerator opening θ can be generated by the fuel cell 32 and the transient response can be adjusted by the secondary battery 52. It is possible to output a torque corresponding to the opening degree θ.

In the power unit 20 of the embodiment, when the prohibition of the output from the motor 60 is released, the output from the motor 60 is not output until the accelerator opening θ is once set to the value 0. If the degree θ is less than the predetermined value, the motor may output the signal, or the restriction by the accelerator opening θ may not be performed. Further, in the power unit 20 of the embodiment, even when the SOC of the secondary battery 52 is equal to or more than the predetermined value and the ignition key switch 88 is operated to the START position, the output from the motor 60 is output until the accelerator opening degree θ is once set to the value 0. However, if the ignition key switch 88 is operated to the START position, the motor 60 may immediately output a torque corresponding to the accelerator opening θ.

In the power unit 20 of the embodiment, the fuel cell 32
Although the hydrogen supplied to the hydrogen tank is stored in the hydrogen tank 34, the hydrogen tank 34 may be replaced with a reformer for reforming a hydrocarbon fuel such as methanol into a hydrogen-rich gas using water. Good. In this case, the fuel cell 3
The state of the reformer can be considered in determining whether or not the fuel cell 2 can generate power. That is, the determination as to whether or not the reformer is in operation is used as one factor in determining whether or not the fuel cell 32 can generate power.

In the power unit 20 of the embodiment, the fuel cell 32
When the power generation is not possible, the driving of the motor 60 is prohibited, and the shift lever 94 is locked at the P position by the P position lock device 98. However, when the shift lever 94 is at the N position, the shift lever 94 is locked at the N position. It may be.

In the power unit 20 of the embodiment, the secondary battery 52
When the ignition key switch 88 is operated to the START position when the SOC of the fuel cell 32 is equal to or more than the predetermined value, the motor 60 is driven so that the output is in accordance with the accelerator opening θ even when the fuel cell 32 is in a state where power generation is not possible. However, when any operation other than the operation of the ignition key switch 88 is performed, the motor 60 may be driven so as to output an output corresponding to the accelerator opening.

Although the power unit 20 of the embodiment has been described as being mounted on an automobile, the power unit 20 may be mounted on a vehicle other than an automobile, a ship, or the like.
It may be mounted on various moving objects and non-moving objects such as aircraft.

The embodiments of the present invention have been described with reference to the embodiments. However, the present invention is not limited to these embodiments, and various embodiments may be made without departing from the scope of the present invention. Of course, it can be carried out.

[Brief description of the drawings]

FIG. 1 is a configuration diagram showing an outline of a configuration of an automobile equipped with a power unit 20 according to an embodiment of the present invention.

FIG. 2 is an electronic control unit 8 of the power unit 20 according to the embodiment.
9 is a flowchart illustrating an example of a start-time processing routine executed by a routine 0;

FIG. 3 is an explanatory diagram illustrating a relationship among a power generation amount of a fuel cell 32, an accelerator opening θ, and an SOC of a secondary battery 52.

FIG. 4 is an explanatory diagram showing an example of a time chart when the SOC of the secondary battery 52 is less than a predetermined value or when the ignition key switch 88 is not operated to the START position even when the SOC is more than the predetermined value. .

[Explanation of symbols]

Reference Signs List 20 power unit, 30 fuel cell system, 32 fuel cell, 34 hydrogen tank, 36 blower, 38 FCE
CU, 39 temperature sensor, 40 voltmeter, 42 ammeter,
44 valve, 46 actuator, 48 pressure sensor, 50 secondary battery system, 52 secondary battery, 54
Battery ECU, 56 Voltmeter, 58 Ammeter, 60 Motor, 62 Inverter, 64 Motor ECU, 66
Output control circuit, 68 charge / discharge control circuit, 70 transmission,
72 transmission ECU, 73 drive shaft, 74 differential gear, 76, 78 drive wheels, 80 electronic control unit, 82 CPU, 84 ROM, 86 RAM, 88
Ignition key switch, 90 accelerator pedal, 92 accelerator pedal position sensor, 94 shift lever, 96 shift lever position sensor, 9
8 P position lock device.

Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat II (Reference) H01M 8/00 H01M 8/00 Z F Term (Reference) 5H027 AA06 BA13 CC06 DD03 KK01 KK41 KK46 KK48 KK51 MM01 MM26 5H115 PA09 PA11 PC06 PG04 PI16 PI18 PI29 PO01 PO02 PU10 PV09 QE01 QN03 RB22 TD20 TI01 TI05 TI06 TI10 TO05 TO12 TO21 TO30 TR19 TU01 TU04 TU11 TU20 TZ01

Claims (13)

[Claims] 1. A power plant comprising: a fuel cell; a secondary battery; and an electric motor capable of outputting power to a drive shaft using electric power from the fuel cell or the secondary battery. Fuel cell state detection means for detecting a state; and a power supply to the drive shaft by the electric motor until the state of the fuel cell detected by the fuel cell state detection means at the time of starting the power unit becomes an operation state within a predetermined range. A power plant comprising: start-up control means for limiting output. 2. The power plant according to claim 1, wherein the restriction is prohibited. 3. The power plant according to claim 1, further comprising: drive shaft fixing means for directly or indirectly fixing the drive shaft to prohibit rotation of the drive shaft, and wherein the starting control means comprises: And a power unit that controls the drive shaft fixing unit such that rotation of the drive shaft is prohibited. 4. The start-time control means, when the state of the fuel cell detected by the fuel cell state detection means is in the operating range within the predetermined range, and when a predetermined operation is performed by an operator, the restriction is performed. The power unit according to any one of claims 1 to 3, wherein the power unit is means for canceling. 5. The power plant according to claim 4, wherein the predetermined operation is an operation for setting a required output to a substantially zero value. 6. When a predetermined emergency output operation is performed by an operator, irrespective of the control by the start-time control means,
The power plant according to any one of claims 1 to 5, further comprising emergency output control means for permitting output of power to the drive shaft by the electric motor using electric power from the secondary battery. 7. The power plant according to claim 6, further comprising: a secondary battery state detection unit that detects a state of the secondary battery, wherein the emergency output control unit detects the secondary battery state by the secondary battery state detection unit. A power unit that performs the emergency output control when the state of the secondary battery is a predetermined state. 8. The power plant according to claim 6, wherein the predetermined emergency output operation is a switch operation of a start switch. 9. The emergency output control means uses a power from the secondary battery to drive power from the electric motor to the drive shaft when a specific operation is performed by an operator in addition to the predetermined emergency output operation. The power plant according to any one of claims 6 to 8, wherein the power unit is a means for controlling output. 10. The method according to claim 1, wherein the specific operation is performed by setting the required output to a value substantially equal to zero.
The power plant according to claim 9, wherein the operation is: 11. A method of controlling a power plant including a fuel cell, a secondary battery, and an electric motor capable of outputting power to a drive shaft using electric power from the fuel cell or the secondary battery, comprising: A method of controlling a power plant, wherein the electric motor restricts the output of power to the drive shaft until the state of the fuel cell reaches an operation state within a predetermined range. 12. When a predetermined emergency output operation is performed by an operator, power is output from the electric motor to the drive shaft using electric power from the secondary battery, regardless of restrictions at the time of starting. The control method for a power plant according to claim 11, wherein the control is performed. 13. A control is performed such that power is output from the electric motor to the drive shaft using electric power from the secondary battery when a specific operation is performed by an operator in addition to the predetermined emergency output operation. The control method for a power plant according to claim 12.