JP4718526B2 - Fuel cell vehicle - Google Patents

Description

  The present invention relates to a fuel cell vehicle. Specifically, the present invention relates to a fuel cell vehicle driven by electric power generated by the fuel cell.

  In recent years, fuel cells have attracted attention as a new power source for automobiles. A fuel cell vehicle equipped with a fuel cell includes, for example, a fuel cell that generates a power by chemically reacting a reaction gas, a reaction gas supply device that supplies the reaction gas to the fuel cell via a reaction gas flow path, and a power generation by the fuel cell. A motor for driving the wheels with the generated electric power, and a control device for controlling them.

  The fuel cell has, for example, a stack structure in which several tens to several hundreds of cells are stacked. Here, each cell is configured by sandwiching a membrane electrode structure (MEA) between a pair of separators. The membrane electrode structure includes two electrodes, an anode electrode (anode) and a cathode electrode (cathode), and these electrodes. And a solid polymer electrolyte membrane sandwiched between the two.

  When hydrogen gas as a reaction gas is supplied to the anode electrode of the fuel cell and air containing oxygen as a reaction gas is supplied to the cathode electrode, power is generated by an electrochemical reaction. Since only harmless water is generated at the time of power generation, fuel cells are attracting attention from the viewpoint of environmental impact and utilization efficiency.

  In the fuel cell vehicle described above, when the electric power generated by the fuel cell directly drives the motor, and the electric power generated by the fuel cell is stored in a power storage device such as a battery or a capacitor and cannot be generated by the fuel cell. The motor is also driven by the electric power of the power storage device.

  By the way, in such a fuel cell vehicle, when the ignition is turned on, the fuel cell starts to be started, and after the start of the fuel cell is completed, the power generation of the fuel cell is started. Here, in starting the fuel cell, for example, since a so-called OCV check is performed in which the gas staying on the anode electrode side is replaced with newly supplied hydrogen gas, it may take time to complete the startup. Therefore, drive the motor with electric power from the battery until the start of the fuel cell is completed, and drive the motor with the electric power generated by the fuel cell after the start of the fuel cell is completed. It is said.

Here, when the motor is driven by the power from the battery, a method for limiting the power consumption of the motor is proposed so that the vehicle can run until the power generation of the fuel cell is completed (see, for example, Patent Document 1). ). In this method, the battery start time is determined from the remaining battery capacity, and after allowing the battery to travel, the upper limit of the power consumption of the motor is determined from the predicted startup time of the fuel cell and the remaining battery capacity. ing.
JP-A-2005-73475

  However, in the fuel cell vehicle as described above, if the time required for starting the fuel cell exceeds the estimated time, the remaining capacity of the battery is exhausted until the start of the fuel cell is completed, and the vehicle travels. There was a case that had to be stopped. In particular, in the above-described OCV check, gas replacement is performed until the open voltage of the fuel cell exceeds a predetermined threshold value. Therefore, if the membrane electrode of the fuel cell deteriorates, the time required for startup may vary.

  FIG. 13 is a time chart of the fuel cell vehicle according to the conventional example, and is a time chart showing a change in the remaining capacity of the battery when traveling by the battery is performed until the start of the fuel cell is completed. More specifically, FIG. 13 is a time chart showing a change in the remaining capacity of the battery when the estimated activation completion time of the fuel cell is tc and the actual activation completion time is tc ′.

  At time t0, the ignition is turned on, and the fuel cell is activated during the period from time t0 to tc ′. In this fuel cell start-up period, the contactors of the battery are connected to operate the accessories, and hydrogen gas and air are supplied to the fuel cell.

  On the other hand, preparation for traveling by the battery is performed at time t0, and traveling by the battery is permitted at time t1, and the consumption of the motor set according to the remaining capacity of the battery and the estimated start completion time tc after this time t1. Under the upper limit value of electric power, it is possible to travel by supplying electric power from the battery to the motor. In addition, at this time t1, the driver depresses the accelerator pedal, and after this time t1, the state where the accelerator opening is maximum is continued. Thereby, the remaining capacity of the battery gradually decreases after time t1.

  At time t2, the air pump is driven to start the fuel cell. As a result, after time t2, the amount of power consumed by the air pump and the remaining capacity of the battery are significantly reduced.

  Furthermore, if the vehicle continues to travel below the upper limit value of the power consumption of the motor above time tc, the remaining battery capacity is exhausted at time t3 before the start of the fuel cell is completed at time tc ′. The travel by the battery is stopped.

  It is an object of the present invention to provide a fuel cell vehicle that can continue running with electric power from a battery even when the time required for starting the fuel cell exceeds a predicted time.

  The fuel cell vehicle of the present invention includes a fuel cell (for example, a fuel cell 10 described later), a battery for storing electric power (for example, a battery 3 described later), and a motor for driving wheels (for example, a motor 4 described later). A fuel cell vehicle (for example, a fuel cell vehicle 1 described later) that drives the motor with electric power from the fuel cell and the battery, and has a remaining startup time until the startup of the fuel cell is completed. When the remaining activation time determining means (for example, the remaining activation time estimation unit 23 to be described later) to be determined and whether or not the battery can travel by the determined remaining activation time are determined. Is battery running permission judging means (for example, battery running permission judging unit 24 described later) for permitting running by the battery, and the battery running permission judging means uses the battery. When the row is permitted, the motor driving means (for example, a motor driving unit 22 described later) that drives the motor with the electric power from the battery, and the time actually traveled by the battery is set as the battery traveling time, A battery running time measuring unit (for example, a battery running time measuring unit 251 described later) that measures the battery running time, and a motor power consumption limiting unit that restricts the power consumption of the motor when running with power from the battery (for example, A motor power consumption limiting unit 25), which will be described later, and the motor power consumption limiting means is set with priority given to driving performance when the battery running time is equal to or less than the determined remaining activation time. The power consumption of the motor is limited by a first limit value (for example, a first battery travel power limit value described later), and the battery travels. Exceeds the determined remaining activation time, a second limit value smaller than the first limit value set with priority on the travelable time (for example, a second battery travel power described later) The power consumption of the motor is limited by a limit value).

  According to this invention, when the battery running time is equal to or less than the determined remaining startup time, the power consumption of the motor is limited by the first limit value set with priority on the driving performance, and the battery running time is When the determined remaining activation time is exceeded, the power consumption of the motor is limited by a second limit value that is smaller than the first limit value set with priority on the travelable time. Thus, for example, even when an abnormality occurs such that the time required for starting the fuel cell exceeds the determined remaining start time, the battery power can be continuously continued for a long time by limiting the power consumption of the motor. it can. In addition, by increasing the battery running time in this way, the start-up of the fuel cell can be completed while the battery is running.

  In this case, the motor driving means drives the motor with power from the fuel cell after the start of the fuel cell is completed, and the motor power consumption limiting means travels with power from the fuel cell. It is preferable that the restriction by the second restriction value is gradually released.

  According to the present invention, by gradually releasing the restriction based on the second limit value, the limit value of the motor power consumption fluctuates rapidly when shifting from running on the battery to running on the fuel cell. Can be prevented from increasing rapidly. Thereby, the drivability at the time of shifting from battery running to fuel cell running can be improved.

  In this case, the fuel cell further includes a power generation stop time detecting means for detecting the power generation stop time by setting the time from the previous power generation stop time to the current power generation start time as the power generation stop time. Preferably, the remaining startup time is estimated based on the power generation stop time detected by the power generation stop time detecting means.

  According to the present invention, by determining the remaining start time of the fuel cell based on the power generation stop time, it is possible to accurately determine the time required for hydrogen replacement at the start of the fuel cell, and to calculate the remaining start time with high accuracy. Further, by calculating the remaining activation time with high accuracy, switching between the first limit value and the second limit value can be performed with high accuracy.

  In this case, the battery travel permission determination means can continue to drive the motor with the power consumption of the first limit value over the remaining start time determined by the remaining start time determination means. It is preferable to determine that the battery can travel.

  According to the present invention, it is possible to run the battery within the range of the first limit value set with priority on the driving performance over the remaining startup time.

  According to the present invention, this makes it possible to lengthen the battery running by limiting the power consumption of the motor, for example, even when an abnormality occurs such that the time taken for starting the fuel cell exceeds the determined remaining starting time. It can be done continuously. In addition, by increasing the battery running time in this way, the start-up of the fuel cell can be completed while the battery is running. Even when the time required for starting up the fuel cell exceeds the predicted time, it is possible to continue running with electric power from the battery.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

<First Embodiment>
FIG. 1 is a block diagram of a fuel cell vehicle 1 according to the first embodiment of the present invention.
The fuel cell vehicle 1 includes a motor 4 that drives wheels, a fuel cell 10 that reacts with a reaction gas to generate electric power, supplies electric power to the motor 4, and supplies hydrogen gas and air (air) to the fuel cell 10. It has a supply device 2, a battery 3 that stores electric power generated by the fuel cell 10 and supplies electric power to the motor 4, and a control device 20 that controls these.

  The fuel cell 10 generates electricity by an electrochemical reaction when hydrogen gas is supplied to the anode electrode (anode) side and air containing oxygen is supplied to the cathode electrode (cathode) side.

  The supply device 2 includes an air pump 6, a hydrogen tank 7, and a hydrogen supply valve 8. The air pump 6 is connected to the fuel cell 10 via an air supply pipe (not shown), and supplies air to the cathode power side of the fuel cell 10. The hydrogen tank 7 is connected to the fuel cell 10 via a hydrogen supply pipe (not shown), and supplies hydrogen gas to the anode electrode side of the fuel cell 10. The hydrogen supply valve 8 starts and stops the supply of hydrogen gas by opening and closing the hydrogen supply pipe.

  Although not shown, the supply device 2 includes a humidifier that humidifies the air supplied by the air pump 6, an ejector that circulates the hydrogen gas supplied by the hydrogen tank, a cooler that cools the fuel cell 10, and the like. .

  The fuel cell 10 is connected to the battery 3, the PDU 11, and the downverter 12 via the power distributor 5. The electric power generated by the fuel cell 10 is supplied to the battery 3, the PDU 11, and the downverter 12. The power distributor 5 distributes the output from the fuel cell 10 as necessary and supplies it to the PDU 11, the battery 3, and the downverter 12. The PDU 11 limits the power consumption in the motor 4 according to the power limit value input from the control device 20 while converting the power supplied from the power distributor 5 into three-phase AC power and supplying it to the motor 4.

  The battery 3 stores the electric power generated by the fuel cell 10, and when the power generation of the fuel cell 10 is stopped or when the output voltage of the fuel cell 10 decreases, the motor 4 and the downverter 12 To supply power. The downverter 12 steps down the output voltage of the fuel cell 10 and the battery 3 to a voltage for driving the auxiliary machine, for example, 12V.

  The fuel cell 10 and the battery 3 are connected to the power distributor 5 via the fuel cell contactor 14 and the battery contactor 15, respectively.

  The fuel cell 10, the supply device 2, the battery 3, the motor 4, the power distributor 5, the PDU 11, the downverter 12, the fuel cell contactor 14, and the battery contactor 15 are connected to the control device 20.

  The control device 20 includes a fuel cell activation unit 21, a motor drive unit 22 as a motor drive unit, a remaining activation time estimation unit 23 as a remaining activation time determination unit, and a battery travel permission determination unit as a battery travel permission determination unit. 24 and a motor power consumption limiting unit 25 as motor power consumption limiting means.

  The fuel cell activation unit 21 drives the supply device 2 to replace the gas such as nitrogen accumulated on the anode electrode side with newly supplied hydrogen gas, and activates the fuel cell 10. Specifically, the fuel cell starting unit 21 opens the hydrogen supply valve 8 and performs hydrogen replacement over the hydrogen replacement execution time determined based on the control map shown in FIG.

  FIG. 2 is a diagram illustrating the relationship between the hydrogen replacement execution time and the soak time. The soak time is a power generation stop time from the previous power generation stop time of the fuel cell 10 to the current power generation start time, and is detected by a power generation stop time detection unit 231 described later. As shown in FIG. 2, the hydrogen replacement execution time is set longer as the soak time becomes longer. This is because there is a differential pressure between the cathode electrode and the anode electrode, and as the soak time becomes longer, more gas such as nitrogen penetrates from the cathode electrode side to the anode electrode side.

  Returning to FIG. 1, the fuel cell starting unit 21 performs hydrogen replacement over the set hydrogen replacement execution time, and then drives the air pump 6 to supply air to the cathode electrode side, while opening the open voltage of the fuel cell 10. When the open circuit voltage reaches a predetermined voltage value, the start-up of the fuel cell 10 is completed. Here, for example, when the electrode film of the fuel cell 10 is deteriorated, it may take longer than the scheduled time for the open circuit voltage to reach a predetermined voltage value. For this reason, the startup time varies depending on the time taken from the start of the fuel cell 10 to the completion thereof.

  The motor drive unit 22 drives the motor 4 with the electric power from the battery 3 and travels (battery travel), and the fuel cell drives the motor 4 with the electric power from the fuel cell 10 and travels (fuel cell travel). A traveling unit 222 is provided, and travels by switching between battery traveling and fuel cell traveling.

  The battery running unit 221 sets the power distributor 5 and the PDU 11 according to the power limit value calculated by the motor power consumption limiting unit 25 when the battery running permission determining unit 24 described later permits the start of battery running. The electric power from the battery 3 is supplied to the motor 4 to run the battery.

  The fuel cell running unit 222 controls the power distributor 5 and the PDU 11 in accordance with the power limit value calculated by the motor power consumption limiting unit 25 after the start of the fuel cell 10 by the fuel cell starting unit 21 is completed. Then, the electric power from the fuel cell 10 is supplied to the motor 4 to run the fuel cell.

  The remaining activation time estimation unit 23 includes a power generation stop time detection unit 231 that detects the above-described soak time. Based on the soak time detected by the power generation stop time detection unit 231, the remaining activation time estimation unit 23 uses the remaining time until the fuel cell activation unit 21 completes activation as the remaining activation time. The remaining activation time is estimated. More specifically, the remaining activation time estimation unit 23 estimates the remaining activation time based on the hydrogen replacement execution time determined according to the soak time.

  The battery travel permission determination unit 24 determines whether or not the battery 3 can travel over the remaining activation time estimated by the remaining activation time estimation unit 23. Allow battery running. More specifically, when the battery travel permission determination unit 24 can continue to drive the motor 4 with the power consumption of the first battery travel power limit value described later over the estimated remaining activation time. In addition, it is determined that traveling by the battery 3 is possible.

  The motor power consumption limiter 25 calculates a power limit value for limiting the power consumption of the motor 4 when the battery travels and the fuel cell travels. The motor power consumption limiting unit 25 includes a battery travel time measuring unit 251 that measures the battery travel time by setting the actual travel time by the battery 3 as the battery travel time.

  When the battery travels, the motor power consumption limiter 25, when the measured battery travel time is less than or equal to the remaining startup time, the first battery as the first limit value set with priority on the drive performance By setting the travel power limit value as the power limit value, the power consumption of the motor 4 is limited. More specifically, the first battery travel power limit value is a power limit value that limits the power consumption of the motor 4 to such an extent that the driver can travel comfortably.

  When the battery travels, the motor power consumption limiting unit 25, when the measured battery travel time exceeds the remaining activation time, the second limit value as the second limit value set with priority on the travelable time. The power consumption value of the motor 4 is limited by setting the battery travel power limit value as the power limit value. The second battery travel power limit value is set to be smaller than the first battery travel power limit value described above. For example, the power consumption of the motor 4 is such that the vehicle can continue to travel at a speed of 60 km. It is a power limit value that limits

  Further, when switching from battery running to fuel cell running, the motor power consumption limiter 25 gradually increases the power limit value from the first battery travel power limit value and the second battery travel power limit value. By setting the value, the restriction by these power limit values is gradually released.

The operation of the fuel cell vehicle 1 will be described with reference to the flowcharts of FIGS.
First, the ignition is turned on, the battery contactor is connected, and the downverter is activated (ST1). Next, the start of the fuel cell is started (ST2).

In ST3, a travel permission determination process described later with reference to FIG. 6 is performed, and the process proceeds to ST4. In ST4, it is determined whether battery running is permitted. If this determination is YES, the process moves to ST5, and if NO, the process moves to ST3.
In ST5, the estimated battery travel time is calculated. This estimated battery running time indicates the remaining startup time of the fuel cell when battery running is started.

In ST6, referring to the control map shown in FIG. 5, the fuel cell travel power limit value, the first battery travel power limit value, and the second battery travel power limit value are calculated, and further according to the accelerator opening, A target torque that is a target of the motor output is calculated.

FIG. 5 is a diagram illustrating the relationship between the power limit value and time.
The fuel cell travel power limit value, the first battery travel power limit value, and the second battery travel power limit value are respectively substantially constant values independent of time. Of these three limit values, the fuel cell travel power limit value is the largest value, and the second battery travel power limit value is the smallest value.

  Returning to FIG. 3, in ST7, it is determined whether or not the start of the fuel cell is completed. If this determination is YES, the process moves to ST9, and if it is NO, the process moves to ST8. If the determination in ST7 is NO, the battery running state is set, so the battery running process described later with reference to FIG. 9 is performed (ST8), and the process proceeds to ST5. If the determination in ST7 is YES, the fuel cell running state is set, so the correction coefficient K is increased by ΔK (ST9).

  Next, it is determined whether or not the value of the correction coefficient K is 1 or more (ST10). If this determination is YES, the process moves to ST11, and if it is NO, the process moves to ST13 in FIG. If the determination in ST10 is YES, the limit applied to the power limit value is completely removed, and the power limit value has reached the power limit reference value in the fuel cell running state. Is the fuel cell running power limit value (ST11). Thereafter, a torque limit process is performed, and fuel cell travel is performed (ST12).

  In ST13, it is determined whether or not the battery running time is longer than the battery running scheduled time. If this determination is YES, the process moves to ST14, and if it is NO, the process moves to ST15. If the determination in ST13 is YES, the limit that was added to the power limit value during battery travel is gradually released (ST14). Specifically, the target power limit value is calculated according to the following formula based on the value of the correction coefficient K.

Target power limit value = Fuel cell travel power limit value × K + second battery travel power limit value × (1−K)

  On the other hand, if the determination in ST13 is NO, a target power limit value is calculated according to the following equation based on the value of the correction coefficient K (ST15).

Target power limit value = Fuel cell travel power limit value × K + first battery travel power limit value × (1−K)

  Thereafter, torque limit processing is performed, fuel cell running is performed (ST16), and the process proceeds to ST5 in FIG.

FIG. 6 is a flowchart showing the procedure of the travel permission determination process.
In the travel permission determination process, first, the remaining start-up time of the fuel cell is calculated, and the electric power that the battery can continue to supply to the motor over the calculated remaining start-up time is calculated (ST21).

FIG. 7 is a diagram illustrating the relationship between the power that can be supplied by the battery and the remaining startup time.
If the remaining capacity of the battery is substantially constant until the battery travel is started, the electric power that the battery can continue to supply over the remaining activation time increases as the remaining activation time becomes shorter. In other words, while the fuel cell is being activated, the electric power that can be supplied over the remaining activation time is increased by waiting without starting the battery travel until the remaining activation time is shortened.

  Returning to FIG. 6, in ST22, it is determined whether or not the power that can be supplied by the battery is greater than a predetermined value. If this determination is YES, the process moves to ST23, and if it is NO, the process moves to ST21. Here, the predetermined value is the first battery running power limit value described above, and is a power value necessary for ensuring drivability. In ST23, battery travel is permitted, and the travel permission determination process is terminated.

FIG. 8 is a time chart of the travel permission determination process.
In FIG. 8, a time t0 is a time when the travel permission determination process is started, a time tp is a time when the battery travel is permitted, and a time tb is a time when the activation of the fuel cell is completed, that is, the battery travel is performed. It is the start time. A broken line shows the electric power which the above-mentioned battery can supply to a motor, and a dotted line is a predetermined electric power limit value for ensuring the above-mentioned drivability.

As shown in FIG. 8, battery travel is permitted at time tp at the intersection of the broken line and the dotted line. Thereby, it is possible to travel on a battery while securing a predetermined power limit value over the remaining startup time (tb-tp).
On the other hand, for example, if battery travel is permitted at time tp ′ earlier than time tp, the power that can be secured over the remaining activation time (tb−tp ′) falls below a predetermined power limit value.

FIG. 9 is a flowchart showing the procedure of the battery running process.
In the battery running process, first, the battery running time is measured (ST31). In ST32, it is determined whether or not the measured battery travel time is longer than the estimated battery travel time. If this determination is YES, the process moves to ST33, and if it is NO, the process moves to ST34.

  In ST33, when the actual battery travel time exceeds the scheduled battery travel time, the target power limit value is set to the second battery travel power limit value, so that the battery travel is performed with priority on the travel time. .

  In ST34, in accordance with the fact that the actual battery running time is within the scheduled battery running time, the target power limit value is set to the first battery running power limit value, so that the battery running with priority on the driving performance is performed. .

  In ST35, a torque limit process is performed, battery running is performed, and the battery running process is terminated.

  FIG. 10 is a time chart of the fuel cell vehicle 1 and shows a case where the battery travels until the fuel cell is activated and the fuel cell travels after the fuel cell is activated. More specifically, FIG. 10 shows motor power consumption when the estimated start time of the fuel cell is tc and the actual start time is tc ′, that is, when the start time of the fuel cell is extended. It is a time chart which shows air pump power consumption and battery remaining capacity.

  At time t0, the ignition is turned on, the battery contactor is connected, and the downverter is activated (see ST1 in FIG. 3). At time t1, the hydrogen supply valve is opened, and the fuel cell is started (see ST2 in FIG. 3). At time t3, the supply of air is started. At time t4, the fuel cell contactor is connected. At time tc ′, the start of the fuel cell is completed.

  On the other hand, battery travel is permitted at time t2 (see ST4 in FIG. 3), and battery travel is performed in the period t2 to tc ′. At this time t2. It is assumed that the accelerator pedal is depressed by the driver and the state where the accelerator opening is maximum is continued after this time t2. Thereby, the remaining capacity of the battery gradually decreases after time t2.

At time t3, the air pump is driven. As a result, after time t3, the amount of power consumed by the air pump and the remaining battery capacity are significantly reduced.
In addition, during the time t2 to tc, that is, when the actual battery running time is within the estimated battery running time, the power limit value becomes the first battery running power limit value (see ST34 in FIG. 9).

  At the time tc, when the start completion predicted time is reached, that is, when the actual battery running time exceeds the estimated battery running time, the power limit value becomes the second battery running power limit value (see ST33 in FIG. 9). The decrease in the remaining capacity of the battery becomes gradual as compared to the time between t3 and tc. Thereby, it is possible to prevent the remaining capacity of the battery from being exhausted until the time tc ′, and thus making it impossible to travel. That is, the vehicle can continue to travel until the start of the fuel cell is completed at time tc ′.

  When the start of the fuel cell is completed at time tc ′, the battery travel is switched to the fuel cell travel (see ST7 in FIG. 3). Accordingly, the power limit value of the motor is gradually relaxed from the second battery travel power limit value to the fuel cell travel power limit value (see ST14 in FIG. 4), and finally the fuel cell travel power limit Value (see ST11 in FIG. 3).

Here, the remaining battery capacity from the predicted start completion time to the start completion time will be described in detail in comparison with a conventional example.
FIG. 11 is a diagram showing a change in the remaining battery capacity between the predicted startup completion time tc and the startup completion time tc ′. A broken line indicates a change in the remaining battery capacity in the conventional example, and a dotted line indicates a change in the remaining battery capacity in the present embodiment.

  In the conventional example shown by the broken line, the battery power is not limited even at time tc, so that the remaining capacity decreases at a substantially constant speed until power generation of the fuel cell starts at time tc ′. The remaining battery capacity decreases to the remaining capacity L1 at time tc ′, and then increases due to power generation by the fuel cell. Here, the remaining battery capacity L1 is the minimum amount of power required to perform the scavenging process of the fuel cell when stopping the power generation of the fuel cell.

  On the other hand, in the present embodiment, the battery power limit is performed at time tc, and the decrease in remaining capacity is moderate after time tc compared to before time tc. The remaining battery capacity decreases to the remaining capacity L2 at time tc ′, and then increases due to power generation by the fuel cell.

  Here, when the remaining battery capacity at time tc ′ is compared, in the present embodiment, there is a surplus of L2−L1 in the remaining battery capacity. In other words, in the fuel cell vehicle according to the present embodiment, even when an abnormality occurs at the time of starting the fuel cell and a delay occurs in the completion of the starting, the fuel cell is used by using this surplus power. It is possible to speed up the activation of.

According to this embodiment, there are the following effects.
(1) When the battery running time is equal to or less than the estimated remaining startup time, the power consumption of the motor is limited by the first battery running power limit value set with priority on driving performance, and the battery running time is When the estimated remaining startup time is exceeded, the power consumption of the motor is limited by a second battery travel power limit value that is smaller than the first battery travel power limit value set with priority on the travelable time. Is done. Thus, for example, even when an abnormality occurs such that the time required for starting the fuel cell exceeds the estimated remaining start time, the battery power can be continuously continued for a long time by limiting the power consumption of the motor. it can. In addition, by increasing the battery running time in this way, the start-up of the fuel cell can be completed while the battery is running.

  (2) By gradually releasing the restriction due to the second battery running power limit value, when the transition from the battery running to the fuel cell running is made, the limit value of the motor power consumption fluctuates rapidly, so that the torque suddenly increases. Can be prevented. Thereby, the drivability at the time of shifting from battery running to fuel cell running can be improved.

  (3) By estimating the remaining start time of the fuel cell based on the power generation stop time, the time required for hydrogen replacement at the start of the fuel cell can be accurately estimated, and the remaining start time can be calculated accurately. Further, by calculating the remaining activation time with high accuracy, switching between the first battery travel power limit value and the second battery travel power limit value can be performed with high accuracy.

  (4) Battery travel can be performed within the range of the first battery travel power limit value set with priority on drive performance over the remaining startup time.

<Second Embodiment>
A fuel cell vehicle according to a second embodiment will be described with reference to FIG.
The fuel cell vehicle of the second embodiment differs from the fuel cell vehicle of the first embodiment in the procedure of the travel permission determination process. In the description of this embodiment, the description of the same configuration as that of the first embodiment is omitted.

FIG. 11 is a flowchart showing the procedure of the travel permission determination process for the fuel cell vehicle according to the second embodiment of the present invention.
First, the battery running allowable time is calculated, and the remaining activation time is calculated (ST41). This battery travel allowable time is the maximum time during which battery travel is possible, and is calculated based on the remaining battery capacity. In ST42, it is determined whether or not the allowable battery running time is longer than the remaining activation time. If this determination is YES, the process moves to ST43, and if it is NO, the process moves to ST41. In ST43, battery travel is permitted, and the travel permission determination process is terminated.

  According to the present embodiment, there are the same functions and effects as those of the first embodiment.

It should be noted that the present invention is not limited to the above-described embodiment, and modifications, improvements and the like within a scope that can achieve the object of the present invention are included in the present invention.
For example, in the present embodiment, the battery 3 is used as the power storage device, but the present invention is not limited thereto, and a capacitor may be used.

  Further, in the present embodiment, the remaining activation time estimation unit 23 that estimates the remaining activation time is provided as the remaining activation time determination unit, but the present invention is not limited thereto. For example, a control map indicating the relationship between the state of the vehicle such as the power generation stop time and temperature and the remaining activation time may be created through an experiment, and the remaining activation time may be determined based on this control map. The remaining activation time may be a suitable fixed value obtained in advance by experiments.

  In the present embodiment, the power limit value for limiting the power consumption of the motor is calculated. However, the present invention is not limited to this, and the upper limit value of the motor torque may be calculated.

1 is a block diagram showing a configuration of a fuel cell vehicle according to a first embodiment of the present invention. It is a figure which shows the relationship between the hydrogen substitution execution time which concerns on the said embodiment, and soak time. 4 is a flowchart of the fuel cell vehicle according to the embodiment. 4 is a flowchart of the fuel cell vehicle according to the embodiment. It is a figure which shows the relationship between the electric power limit value which concerns on the said embodiment, and time. It is a flowchart which shows the procedure of the driving | running | working permission judgment process which concerns on the said embodiment. It is a figure which shows the relationship between the electric power which the battery which concerns on the said embodiment can supply, and remaining starting time. It is a time chart of the travel permission judgment processing concerning the embodiment. It is a flowchart which shows the procedure of the battery running process which concerns on the said embodiment. 4 is a time chart of the fuel cell vehicle according to the embodiment. It is a figure which shows the change of battery remaining capacity between the start completion estimated time which concerns on the said embodiment, and the start completion time tc. It is a flowchart which shows the procedure of the driving | running | working permission judgment process of the fuel cell vehicle which concerns on 2nd Embodiment of this invention. It is a time chart of the fuel cell vehicle which concerns on a prior art example.

Explanation of symbols

1 Fuel cell vehicle (fuel cell vehicle)
3 Battery (battery)
4 Motor (motor)
10 Fuel cell (fuel cell)
20 control device 21 fuel cell starting part 22 motor drive part (motor drive means)
23. Remaining activation time estimation unit (remaining activation time determining means)
231 Power generation stop time detection unit (power generation stop time detection means)
24 battery travel permission determination unit (battery travel permission determination means)
25 Motor power consumption limiter (Motor power consumption limiter)
251 Battery travel time measurement unit (battery travel time measurement means)

Claims (4)

A fuel cell, a battery for storing electric power, and a motor for driving the wheel,
A fuel cell vehicle that drives the motor by electric power from the fuel cell and the battery,
A remaining activation time determining means for determining a remaining activation time until the activation of the fuel cell is completed;
Battery running permission judging means for judging whether or not traveling by the battery is possible over the determined remaining activation time, and permitting traveling by the battery when traveling is possible;
Motor driving means for driving the motor with electric power from the battery when traveling by the battery is permitted by the battery travel permission determining means;
A battery running time measuring means for measuring the battery running time by setting the battery running time as the actual running time by the battery;
Motor power consumption limiting means for limiting the power consumption of the motor when traveling with power from the battery,
The motor power consumption limiting means is
When the battery running time is equal to or less than the determined remaining startup time, the power consumption of the motor is limited by a first limit value set with priority on driving performance, and the battery running time is determined. When the remaining remaining start time is exceeded, the power consumption of the motor is limited by a second limit value that is smaller than the first limit value that is set with priority on the travelable time. Fuel cell vehicle. The motor driving means drives the motor with electric power from the fuel cell after the start of the fuel cell is completed,
2. The fuel cell vehicle according to claim 1, wherein the motor power consumption restriction means gradually releases the restriction by the second restriction value when traveling by electric power from the fuel cell. The time from the previous power generation stop of the fuel cell to the current power generation start time is defined as a power generation stop time, further comprising a power generation stop time detection means for detecting the power generation stop time,
3. The fuel cell vehicle according to claim 1, wherein the remaining activation time determination unit estimates the remaining activation time based on the power generation stop time detected by the power generation stop time detection unit. The battery travel permission judging means is
When it is possible to continue to drive the motor with the power consumption of the first limit value over the remaining start time determined by the remaining start time determining means, the battery can travel. The fuel cell vehicle according to any one of claims 1 to 3, wherein the fuel cell vehicle is determined.

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