JP2002008694A - Mobile body equipped with fuel cell - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress useless power generation while improving a response of a fuel cell, in a vehicle equipped with a fuel cell. SOLUTION: In the vehicle having a motor 20 as one of driving power sources, a fuel cell 54 and a battery 50 as power sources of the motor 20 are also equipped. The battery 50 is used as the power source compensating insufficiency of the power from the fuel cell 54 originated in a low response or the like. A target value of management used as a basis controlling a charging condition of the battery 50, is dynamically set up based on an operation of control components, such as an accelerator. When the operation condition is in a low running-start probability during the vehicle stops, the target value of a management is reduced. By dynamically changing the target value of management, a useless running of the fuel cell for charging the battery can be suppressed.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a moving body which is driven by a motor driven by a fuel cell as a power source, and a control method thereof.

[0002]

2. Description of the Related Art In recent years, vehicles that run using a fuel cell as a power source have been proposed. A fuel cell refers to a device that generates power by an electrochemical reaction between hydrogen and oxygen. What is discharged from the fuel cell is mainly water vapor, which does not contain harmful components, and thus has the advantage of being very environmentally friendly.

A vehicle using both a fuel cell and a secondary battery as a power source has been proposed (for example, Japanese Patent Application Laid-Open No. H11-164).
402). In this vehicle, the secondary battery is used as a kind of power buffer and travels while maintaining the state of charge of the secondary battery at a management target value. For example, when the state of charge is less than the management target value, the fuel cell performs power generation for charging. At this time, the management target value is varied according to parameters such as the vehicle speed and the kinetic energy in consideration of the regeneration of the kinetic energy of the vehicle by the motor generator.

[0004]

Generally, a fuel cell has a characteristic of low response to a power generation request. One of the causes is low response of fuel gas diffusion. In a conventional vehicle equipped with a fuel cell, the amount of power generated by the fuel cell is controlled in accordance with the required power at each point in time, and thus there is a problem that the responsiveness to a driver's operation is low.

[0005] In a vehicle equipped with a secondary battery as a power source, it was possible to avoid low responsiveness to some extent by compensating the power shortage from the fuel cell with the secondary battery. However, in this configuration, power generation of the fuel cell may be useless in order to maintain the state of charge of the secondary battery at the management target value. In particular, JP-A-11-164
In the vehicle described in 402, no adjustment of the management target value was performed during the stop, and there was a high possibility that wasteful power generation was caused. Here, the problem was explained using a vehicle as an example, but aircraft,
When a fuel cell is mounted on various moving objects such as a ship, a similar problem may occur.

SUMMARY OF THE INVENTION It is an object of the present invention to suppress the influence of the low responsiveness of the power generation amount on at least a mobile body using a fuel cell as a power source. Another object of the present invention is to increase the operating efficiency by suppressing unnecessary power generation of the fuel cell.

[0007]

SUMMARY OF THE INVENTION In order to solve the above-mentioned problems, the present invention relates to a moving body that moves with a motor driven by a fuel cell as a power source as a driving source. Unit, operation state detecting means, power fluctuation predicting means, and power generation control means.
The moving object here includes, for example, a vehicle, an aircraft, and a ship.

The operation unit is a unit for a driver to drive a moving body. Speaking of vehicles, it includes so-called accelerator pedals, brake pedals, shift levers for shifting, and the like. The operation state detection means is a sensor for detecting the operation state of the operation unit, an arithmetic circuit, or the like. The power fluctuation prediction unit is a unit that predicts a future fluctuation of the power based on the detected operation state. Both a unit that predicts based on only the operation state and a unit that predicts based on comprehensive consideration of the operation state and other parameters are included. The prediction can be made, for example, based on a preset relationship between the operation state and the power fluctuation. The power generation control means controls the power generation amount of the fuel cell in consideration of the prediction result. A mode of controlling the power generation amount from only the prediction result,
A mode in which the amount of power generation is controlled by reflecting the prediction result in the required power at each time point is included.

According to the moving body of the present invention, the responsiveness can be improved because the power generation of the fuel cell is controlled by predicting the fluctuation of the power. For example, when acceleration is expected during movement, the power required at the start of acceleration can be quickly generated by increasing the power generation amount of the fuel cell in advance.

[0010] Since the driver's intention is conspicuously expressed in the operation state of the operation unit, the present invention makes it possible to make an accurate prediction reflecting the driver's intention by utilizing the operation state.
As an example, consider a case in which a driver depresses a brake pedal to decelerate a vehicle while traveling. If the driver releases his / her foot from the brake pedal even though the vehicle is not stopped, it is very likely that the accelerator pedal will be depressed next and acceleration will be performed. In the present invention, an increase in power is predicted based on such a determination, for example, by detecting that the brake pedal is no longer depressed.

The power fluctuation predicting means and the power generation controlling means include:
It may be a means that functions when the moving body stops.
For example, the power generation amount may be controlled by predicting the operation state of the auxiliary machine that requires power during stoppage. The power generation amount may be controlled by predicting whether or not the moving object starts moving. In the case of a vehicle, the start of the movement can be predicted based on whether the shift position is in a position not used during the movement, whether the brake pedal is depressed, and the like.

The present invention can also be applied to a moving object including a power storage unit that can be used as a power supply and is connected to be chargeable from the fuel cell, and charging state detecting means for detecting the charging state. As the battery, a secondary battery, a capacitor, or the like can be used.

In this case, the power generation control means includes management target value setting means for setting a management target value of the state of charge of the battery according to the expected result, and power generation of the fuel cell so that the state of charge of the battery becomes the management target value. And charging control means for controlling the charging. By changing the management target value according to the prediction result, this corresponds to a mode in which the prediction result is indirectly reflected in the operation of the fuel cell. Since the management target value is changed in accordance with the prediction of the power, it is possible to maintain a charged state with no extreme excess or shortage. In addition, in order to maintain an unnecessarily high state of charge, it is possible to suppress the fuel cell from generating power.

[0014] In the configuration including the battery, the power generation stopping means may be configured to stop the power generation of the fuel cell regardless of the state of charge of the battery when the increase in power is predicted to be equal to or less than the predetermined value. When the possibility of increasing the power, that is, increasing the required power is low, the possibility of power shortage due to a delay in response of the fuel cell is low. If power generation is stopped in such a case, useless power generation of the fuel cell can be suppressed.

This configuration is particularly effective when the moving body is stopped. Generally, at the time of stoppage, power consumption of the battery is slow, and there is a case where the necessity to maintain the management target value is low.
Even when the state of charge is less than the management target value, it is often safe to stop the power generation of the fuel cell. Therefore, wasteful power generation can be suppressed by applying the above control at the time of stop. The power generation stopping means may be realized, for example, by forcibly setting the management target value to a value lower than the state of charge of the battery at each time.

The moving object is a fuel for a fuel cell (hereinafter referred to as “F”).
In the case where a remaining fuel detecting means for detecting the remaining amount of fuel (hereinafter referred to as "C fuel") is provided, the power generation control means may be operated when the detected remaining amount of the FC fuel is equal to or more than a predetermined value. When the FC fuel remains sufficiently, this corresponds to a mode in which the operation reflecting the prediction result of the power fluctuation is performed. When the FC fuel is insufficient, the operation of the fuel cell is completely stopped or suppressed to a predetermined electric power range. By doing so, when the FC fuel is insufficient, power generation can be suppressed regardless of the prediction result, and waste of the FC fuel can be avoided.

In this case, when a heat engine is provided as a drive source, when the remaining amount of FC fuel is less than a predetermined value, the heat engine is operated so as to substitute at least a part of the power generation amount of the fuel cell. Is also desirable. In this way, it is possible to properly use the two driving sources, that is, the motor driven by the fuel cell and the heat engine while reflecting the prediction result of the power fluctuation. The power of the heat engine may be used as it is for moving the moving body, or may be input to a generator and used for charging a battery.

Further, when the moving body is provided with a heat engine remaining fuel detecting means for detecting the remaining amount of fuel for the heat engine, when the remaining fuel amount for the heat engine is equal to or more than a predetermined value, the heat engine is operated. It is good also as what makes it. When the fuel of the heat engine is insufficient, the operation of the heat engine can be suppressed, and the waste of fuel can be suppressed.

According to a second aspect of the present invention, there is provided a moving body using a heat engine and a fuel cell as driving sources, an operation unit for utilizing the driving source, and an operation for detecting an operation state of the operation unit. Based on the state detection means and the detected operation state,
Output prediction means for predicting the future output of the drive source,
Power generation control means for controlling the power generation amount of the fuel cell in consideration of the prediction result. This is a mode in which the power generation amount of the fuel cell is controlled based on the output required for the drive source including not only the prediction of the power required for movement but also other uses. For example, an outlet and an outlet may be provided to enable use of an electric device, and power generation control may be performed according to a state of a switch for operating availability of power in a moving body whose driving source is used as its power source. . For example, when this switch is on, it is predicted that there is a high possibility that power is extracted, and control to increase the amount of power generation can be performed. In addition, the output may be predicted according to a switch of a lighting device of a moving object, an air conditioner, or another power device. The mobile body having such a configuration can also include a battery, and can apply a charging control unit according to the management target value, and can apply various components described in the first configuration.

The present invention may be configured as a driving device for the moving body, in addition to the structure as the moving body. Further, it can be configured in various modes such as a control method of a moving body, a driving method, and a control method of operation of a fuel cell.

[0021]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention applied to a hybrid vehicle will be described in the following sections. A. Device configuration: General operation: Stop charging control: C1. Setting of management target value: C2. Charge control processing: D. Traveling charge control: Running power generation control:

A. FIG. 1 is a schematic configuration diagram of a hybrid vehicle as an embodiment. The power sources of the hybrid vehicle of this embodiment are the engine 10 and the motor 20. As illustrated, the power system of the hybrid vehicle according to the present embodiment includes an engine 10, an input clutch 18,
Motor 20, torque converter 30, and transmission 10
0 are connected in series. The output shaft 15 of the transmission 100 is connected to the axle 1 via a differential gear 16.
7. The input clutch 18 is connected to the engine 1
0 is a mechanism for intermittently transmitting power between the crankshaft 12 and the motor 20.

The engine 10 can use various heat engines. In this embodiment, a normal gasoline engine was used. As the motor 20, any of a DC motor and an AC motor can be applied. In this embodiment, a three-phase synchronous motor is used. The motor 20 is rotated by the three-phase AC generated by the drive circuit 52 configured as a transistor inverter. As a power source for the motor 20, a battery 50 and a fuel cell 54 are provided. The main power source is the fuel cell 54, and the battery 50 is used as a power source for compensating for the insufficient power generation of the fuel cell 54. The power of the battery 50 is mainly supplied to the control unit 70 and power devices such as lighting devices.

The torque converter 30 is a so-called fluid coupling. As the transmission 100, a stepped transmission having five forward steps and one reverse step was used. Switching of the shift speed of the transmission 100 is realized by the hydraulic control unit 104 switching the hydraulic system from the pump 102 to the transmission 100. The shift range of the gear can be adjusted by the driver operating the shift lever. The shift lever can select any of parking (P), reverse (R), neutral (N), drive position (D), and 4 to L positions. The shift speed is set in a range set in advance according to each shift position.

In addition to the power transmission system to the axle 17, the engine 10 is connected to an auxiliary drive 82. The auxiliary equipment includes a compressor for an air conditioner, a pump for power steering, a pump for cooling the fuel cell 54, and the like. Here, the accessories driven using the power of the engine 10 are collectively shown as an accessory drive 82. The accessory drive device 82 is specifically connected via a belt to a pulley provided on the crankshaft of the engine 10 via the accessory clutch 19, and is driven by the rotational power of the crankshaft.

An accessory driving motor 80 is also connected to the accessory driving device 82. As the accessory driving motor 80, any of a DC motor and an AC motor can be applied. In this embodiment, a three-phase synchronous motor is used. The auxiliary drive motor 80 is
Drive circuit 56 configured as a transistor inverter
, And is rotated by the three-phase AC generated using the battery 50 and the fuel cell 54 as power sources. When the operation of the engine 10 is stopped, the accessory driving device 82 can be driven by the accessory driving motor 80. At this time, the clutch 19 is released to reduce the load. The accessory drive motor 80 also functions as a generator that generates power by the power of the engine 10. The electric power thus generated can charge the battery 50.

Between the driving circuits 52 and 56 and each power supply,
A changeover switch 51 capable of switching the connection state to three positions,
55 are provided. By the operation of the changeover switch 55, the fuel cell 54 is connected to the drive circuit 56 (circuit a in the figure), connected to the drive circuit 52 (circuit b in the figure), and connected to the battery 50. It is possible to realize three types of connection states (circuit c in the figure).
Similarly, the operation of the changeover switch 51 causes the battery 50
Indicates the selection of the drive circuit 56, the drive circuit 52, the fuel cell 5
4 can be switched.

The operation of each unit described above is controlled by the control unit 70. The control unit has a CP inside
It is configured as a microcomputer having a U, a memory, and the like. Various signals necessary for performing the control are input to the control unit 70. The input signal includes, for example, a signal from an operation state sensor 73 that detects each operation state of an operation unit 74 such as an accelerator pedal, a brake pedal, a shift lever, and a parking brake, and a gasoline remaining amount in a fuel tank EG for the engine 10. The remaining amount sensor 75 for detecting the amount, the FC of the fuel tank FC for the fuel cell 54
A remaining amount sensor 76 for detecting the remaining amount of fuel is exemplified.
Signals from other various sensors are input to the control unit 70, but are not shown here.

The control unit 70 is provided with various functional blocks for realizing control. FIG. 1 shows a load fluctuation prediction unit 71 and a power generation control unit 72 as functional blocks characteristic of the present embodiment. The load fluctuation prediction unit 71 has a function of predicting the power required in the future based on the operation state of the operation unit 74. Power generation control unit 72
Has a function of controlling the power generation state of the fuel cell 54 so that the power can be output from the motor 20 without delay when the predicted power is requested in response to the result. Control processing realized by these functional blocks will be described later in detail. In this embodiment, these functional blocks are:
Although it is configured as software, it is needless to say that it may be configured as hardware.

B. General operation: The hybrid vehicle of the present embodiment travels by using two power sources, that is, the engine 10 and the motor 20, according to the vehicle speed and the torque. The proper use of the two is set in advance as a map and stored in the ROM in the control unit 70.

FIG. 2 is an explanatory diagram showing the relationship between the running state of the vehicle and the power source. A region MG in the figure is a region where the vehicle runs (hereinafter, referred to as “EV traveling”) using the motor 20 as a power source. The area outside the area MG, that is, the EG area is an area in which the engine 10 travels (hereinafter, referred to as “engine traveling”) as a power source. The vehicle of this embodiment has an engine 10
It is possible to run using both the motor and the motor 20 as a power source, but such an operation mode is not used in principle.

The hybrid vehicle of this embodiment starts with EV running with the input clutch 18 turned off. When the vehicle speed and the accelerator opening reach the running state near the boundary between the area MG and the area EG, the control unit 70 turns on the input clutch 18 and starts the engine 10. Thereafter, the vehicle runs using only the engine 10 as a power source. While the engine is running, the motor 20 simply turns idle.

The control unit 70 controls the switching of the shift speed as well as the proper use of the power source. The shift speed is switched based on a map set in advance in the running state of the vehicle. FIG. 2 shows a map at the D position. As shown in the figure, the control unit 70 switches the gear so that the gear ratio decreases as the vehicle speed increases.

C. Stop charging control: The fuel cell 54 has a characteristic of low output responsiveness. In this embodiment, the battery 5
0 compensates for the power shortage of the fuel cell 54. Therefore, it is necessary for the battery 50 to secure sufficient power for this compensation. On the other hand, if the state of charge of the battery 50 is to be constantly maintained at a high level, the fuel cell 54 must frequently generate power to charge the battery 50. In the present embodiment, the power to be secured in the battery 50 based on the prediction of the power fluctuation, that is, the management target value of the battery 50 is dynamically changed, so that the unnecessary power generation of the We are trying to secure sufficient power.

C1. Setting of management target value: FIG. 3 is an explanatory diagram showing an example of dynamically setting the management target value of the state of charge. An example of setting during a stop is shown. The management target value has three parameters,
That is, it is determined from the running start probability, the electric load, and the predicted value of the electric load. The running start probability is a parameter corresponding to prediction of power fluctuation. This means that the higher the probability that the vehicle will start running from a stopped state, the higher the power required in the future will be. This corresponds to the case where the traveling start probabilities are higher in the order from FIG. 3 (c) to FIG. 3 (a). As illustrated, the management target value increases as the traveling start probability increases.

In this embodiment, three stages of running start probabilities are set in association with the operating state of the operating section. When the shift position is in the N or P position or when the parking brake is applied, the traveling start probability is “small”. These operation units are in a state where traveling is possible, but when the brake pedal is depressed, the traveling start probability is “medium”. If the brake pedal is not depressed and the accelerator pedal is not depressed,
The running start probability is “large”. The relationship between the traveling start probability and the operation state is not limited to this, and various settings are possible.

The electric load is the electric power required of the battery 50 at each time. Drive and lighting of auxiliary equipment while stopped,
This corresponds to the power of the battery 50 consumed by a power device such as an air conditioner. The predicted value of the electric load is a value obtained by predicting a future change from the history of the electric load in the past. When the electric load is increasing while the vehicle is stopped, the predicted value is one or two levels higher than the current electric load. The management target value increases as the electric load and its predicted value increase. When these parameter values are large, it means that the power consumption of the battery 50 is severe. Therefore, the management target value is increased to secure sufficient power. Conversely, when these parameter values are small, the fuel cell 5
In order to suppress the wasteful power generation of No. 4, the management target value is lowered. In this embodiment, the electric load and the predicted value are set in three steps, but the management target value may be set continuously as a function of the power value.

C2. Charge control processing: The charge control using the management target values shown in FIG. 3 is realized by the following processing.
FIG. 4 is a flowchart of charging control when the vehicle is stopped. This is a process that the CPU of the control unit 70 repeatedly executes together with other control processes. This mainly corresponds to the processing realized by the load fluctuation prediction unit 71 and the power generation control unit 72 shown in FIG.

In this process, it is determined whether the vehicle is stopped (step S10) or whether the gasoline remaining amount is larger than a predetermined value FL (step S12). When both are satisfied, dynamically set management is performed. Control based on the target value is performed. When the vehicle is not stopped or when the gasoline is below the predetermined value FL, the control is released, that is, the management target value Lo1 is changed to the standard value Defa.
ult, and the fuel cell 54 is operated as needed to charge the battery 50 (step S16). Note that the predetermined value FL is a reference value for switching control contents,
It can be set arbitrarily.

When the vehicle is stopped and gasoline is sufficiently remaining, the CPU determines whether the shift position is the N position or the P position (step S1).
4). When the vehicle is in these shift positions, the vehicle cannot travel, and thus the CPU determines that the traveling start probability of the vehicle is extremely low. Therefore, it is determined that the fluctuation of the power to be output from the motor 20 and, consequently, the power consumption is unlikely to increase rapidly, and
Is stopped (step 18). Even when the state of charge of the battery 50 is less than the current management target value, the charging is stopped. This is because when the traveling probability is very low, it is not necessary to maintain the state of charge of the battery 50 at the management target value. However, in order to avoid power consumption so as to hinder subsequent traveling, the state of charge of the battery 50 is very low or lower than a predetermined value, or the power consumption rate is extremely high and higher than the predetermined value. When in the state, charging may be performed.

If the position is not the N position or the P position (step S14), the control target value Lo1 of the battery 50 is set (step S20). In this embodiment,
The management target values shown in FIG. 3 are stored in advance as a table, and are set with reference to the table. The parameters required for setting the management target value Lo1, that is, the running start probability, the electric load, and the predicted value of the electric load are determined based on step S0 or various sensor signals input prior thereto. In this way, the management target value Lo1 reflecting the power fluctuation prediction is set.

The CPU performs charging by selectively using the fuel cell 54 and the accessory driving motor 80 driven by the engine 10 so that the charge amount SOC of the battery 50 becomes the management target value Lo1. If the state of charge SOC of the battery 50 is equal to or more than the management target value Lo1 (step S22), the CPU stops charging, that is, stops power generation of the fuel cell or operation of the engine 10 because further charging is unnecessary. (Step S24).

If the state of charge SOC is less than the management target value Lo1 (step S22), the battery 50 is charged. When the FC fuel is larger than the predetermined value FCL set in advance, charging is performed using the fuel cell 54 (step S2).
8) If not, the engine 10 drives the accessory driving motor 80 to charge the battery (step S30). F
CL can be set to an arbitrary value from the viewpoint of avoiding waste of FC fuel during charging.

By repeatedly executing the above processing, the CPU can maintain the state of charge of the battery 50 at a value reflecting the predicted fluctuation of the power.

D. Traveling charge control: The charge control that reflects the prediction of power fluctuations can also be applied during traveling. FIG. 5 is a flowchart of the running-time charging control process. This is a process repeatedly executed by the CPU of the control unit 70. Since it is a control process during traveling, when the vehicle is stopped (step S4
0), the CPU completes this control processing without performing any processing.

During the running, the CPU determines whether or not the running state corresponds to the MG area (step S4).
2). When the vehicle is not in the MG region, that is, when the vehicle is in the EG region, the vehicle is driven by the power of the engine 10.
The battery 50 is also charged using the power (step S56). When assisting with the electric power of the fuel cell 54 even in the EG region, the determination in step S42 may be omitted.

Next, the CPU predicts a power fluctuation based on the operation state of the operation unit. Power fluctuations during traveling correspond to acceleration and deceleration of the vehicle. In the present embodiment, the acceleration probability is obtained stepwise from the accelerator pedal, the brake pedal, and the shift position (step S44). For example, if the accelerator pedal opening decreases while the vehicle is accelerating, the acceleration probability is determined to be low. If the amount of depression of the brake pedal becomes 0 while the vehicle is decelerating, it is determined that there is a high possibility that the accelerator pedal will be depressed next and the vehicle will shift to acceleration. If a downshift is performed during acceleration or cruising of the vehicle, it is determined that the possibility of acceleration is high. The relationship between the operation state and the acceleration possibility is not limited to these, and various settings can be made.

The CPU sets a management target value Lo1 for the battery 50 based on the acceleration probability predicted in this manner (step S48). The method of setting the management target value Lo1 is as follows.
It is the same as when stopping. That is, a table in the format shown in FIG. 3 is stored in advance for control during traveling, and the management target value Lo1 is set by referring to the table. 3 in that the acceleration probability is used as a parameter instead of the travel start probability.

When the control target value Lo1 is set in this way, the CPU operates the fuel cell 54 and the engine
The battery 50 is charged by selectively using 0 (steps S48 to S56). The fuel cell 54 is used when the remaining amount of FC fuel is larger than a predetermined value FCL (step S5).
2, S54). The value FCL serving as this criterion may be the same value as when stopping, or may be a different value. It may be a value that varies according to the vehicle speed or the like.

E. Driving power generation control:
This can be reflected in the operation control of the fuel cell during traveling regardless of the charge. FIG. 6 is a flowchart of an operation control process during traveling. In the MG region, this corresponds to a control process when the vehicle travels while using the fuel cell 54 and the engine 10 as power sources.

When it is determined that the vehicle is stopped, the CPU terminates this processing without performing anything (step S60). If it is determined that the traveling state is not in the MG area while the vehicle is traveling (step S62), the engine 10
(Step S72).

In the MG area, the CPU calculates an acceleration probability from the operation state of the operation unit (step S64), and sets a predicted power value in the future (step S66). The method of calculating the acceleration probability is the same as the charge control during traveling (FIG. 5). The estimated power value is obtained by reflecting the acceleration probability in the required power required in the current driving state. For example, the power set according to the acceleration probability may be added to the required power, or the required power may be multiplied by a coefficient corresponding to the acceleration probability.

Next, the CPU compares the FC fuel with the predetermined value FCL to selectively use the power source. That is, when the FC fuel is larger than the predetermined value FCL (step S6).
8) The fuel cell 54 is used as a power source (step S70). At this time, the fuel cell 54 is operated with the predicted power value as the command value. For example, when the acceleration probability is high, the predicted power value, that is, the command value is higher than the required power. By increasing the command value in advance, it is possible to quickly output necessary power during acceleration. If the FC fuel is less than the font value FCL (step S68),
The vehicle travels using the engine 10 as a power source even in the MG region (step S72).

According to the hybrid vehicle of the present embodiment described above, charging control can be performed in anticipation of power fluctuation predicted by the operation state of the operation unit. Therefore,
It is possible to suppress wasteful power generation of the fuel cell 54 while maintaining the charge amount of the battery 50 in an appropriate state. Therefore, waste of FC fuel can be avoided.
As a result, the driving efficiency of the vehicle can be improved.
In addition, by considering power fluctuation in power generation control during traveling, the influence of the low responsiveness of the fuel cell 54 can be reduced. Since these power fluctuations are predicted based on the operation state of the operation unit, there is an advantage that control according to the driver's intention can be easily realized.

In the embodiment, an example of application to a hybrid vehicle has been described. However, the present invention may be applied to an electric vehicle using only the motor 20 as a power source. In the embodiment, the fuel cell and the engine are selectively used depending on the FC fuel (step S25 in FIG. 4, step S52 in FIG. 5, step S68 in FIG. 6). The processing can be omitted.

Further, the present invention may be applied to a configuration in which the battery 50 is omitted. The operation control process during traveling (FIG. 6) can be applied as it is even when the battery 50 is not mounted. In the configuration in which both the battery 50 and the engine 10 are omitted, the processes in steps S68 and S72 may be omitted in FIG.

In the charging control at the time of stopping (FIG. 4), the charging is stopped at a specific shift position (step S).
14, S18) may be omitted. Further, the control release processing (steps S12 and S16) reflecting the prediction of the power fluctuation when the gasoline is insufficient may be omitted. Although various embodiments of the present invention have been described above, the present invention is not limited to these embodiments, and it goes without saying that various configurations can be adopted without departing from the spirit of the present invention. For example, the above-described control processing may be realized by software or by hardware. In the embodiment, the power generation control according to the prediction of the power required for the movement of the vehicle is exemplified.However, the required power is predicted based on the state of a switch corresponding to another power device, an outlet for power output to the outside, and the like. Alternatively, power generation control may be performed.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram of a hybrid vehicle as an embodiment.

FIG. 2 is an explanatory diagram illustrating a relationship between a traveling state of a vehicle and a power source.

FIG. 3 is an explanatory diagram showing an example of dynamically setting a management target value of a state of charge.

FIG. 4 is a flowchart of charging control when the vehicle is stopped.

FIG. 5 is a flowchart of a running-time charging control process.

FIG. 6 is a flowchart of an operation control process during traveling.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 10 ... Engine 12 ... Crankshaft 15 ... Output shaft 16 ... Differential gear 17 ... Axle 18 ... Input clutch 19 ... Auxiliary clutch 19 ... Clutch 20 ... Motor 30 ... Torque converter 50 ... Battery 51, 55 ... Changeover switches 52, 56 ... Drive circuit 54 ... Fuel cell 70 ... Control unit 71 ... Load fluctuation prediction unit 72 ... Power generation control unit 73 ... Operation state sensor 74 ... Operation unit 75,76 ... Remaining amount sensor 80 ... Auxiliary device driving motor 82 ... Auxiliary device driving device 100: transmission 102: pump 104: hydraulic control unit

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) H01M 8/00 H01M 8/00 Z ZHV ZHV

Claims (10)

[Claims] 1. A moving body that moves using a motor driven by a fuel cell as a power source, an operation unit for driving the moving body, and operation state detecting means for detecting an operation state of the operation unit. A moving object comprising: power fluctuation prediction means for predicting a future fluctuation of power based on a detected operation state; and power generation control means for controlling a power generation amount of the fuel cell in consideration of the prediction result. 2. The power fluctuation predicting means and the power generation control means function when the moving body is stopped.
The moving body described. 3. The moving body according to claim 2, wherein said power fluctuation predicting means is means for predicting whether or not said moving body starts moving when stopped. 4. The moving body according to claim 1, further comprising: a power storage unit that can be used as the power supply and is connected to be chargeable from the fuel cell; and a charging state detecting unit that detects a charging state of the storage unit. A control target value setting unit configured to set a management target value of a state of charge of the battery according to the expected result; and a power generation of the fuel cell such that the state of charge of the battery becomes the management target value. And a charging control unit for controlling the vehicle. 5. The power generation stop according to claim 4, wherein when the increase in the power is predicted to be equal to or less than a predetermined value, the power generation of the fuel cell is stopped regardless of the state of charge of the battery. A moving object provided with means. 6. The moving body according to claim 1, wherein the remaining fuel detecting means for detecting a remaining fuel amount for the fuel cell, and the power generation controlling means when the detected remaining fuel amount is equal to or more than a predetermined value. A moving body comprising: a function control unit that functions. 7. The moving body according to claim 6, further comprising: a heat engine as the drive source, wherein the function control unit determines whether or not the detected remaining fuel amount is less than the predetermined value. A moving body that is means for operating the heat engine so as to substitute at least a part of the power generation amount. 8. The moving body according to claim 7, further comprising: a heat engine remaining fuel detecting unit that detects a remaining amount of the fuel for the heat engine, wherein the function control unit includes a fuel remaining for the heat engine. A moving body that functions when the amount is equal to or more than a predetermined value. 9. A moving body using a heat engine and a fuel cell as drive sources, an operation unit for using the drive source, operation state detection means for detecting an operation state of the operation unit, and detection. A mobile body comprising: an output prediction unit that predicts a future output of the drive source based on the operated state, and a power generation control unit that controls a power generation amount of the fuel cell in consideration of the prediction result. 10. A control method for controlling the operation of a fuel cell mounted as a power supply to a driving source of a moving body, comprising: (a) detecting an operation state of an operation unit for driving the moving body. A control method comprising: (b) predicting a future change in power based on the detected operation state; and (c) reflecting the prediction result in the operation of the fuel cell.