JP2002260696A - Control device of fuel cell system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To solve the problem of consuming much electric power, when the charging level of a battery is high, and when the consumption of much regenerative power is required. SOLUTION: This control device has a fuel cell stack 1 for constituting an electrolyte film, by being sandwiched by an oxidizing agent electrode and a fuel electrode, and generating electric power by supplying oxidizing agent gas to the oxidizing agent electrode side, and supplying fuel gas to the fuel electrode side, a compressor 3 for supplying air to the fuel cell stack 1, and a fuel tank 6 for supplying the fuel gas to the fuel cell stack 1. When the regenerative power is generated from a drive motor 11, a controller 13 adjusts the electric power consumption of the compressor 3, in a state of controlling so as to set the air pressure and a flow rate supplied to the fuel cell stack 1 to be constant, and controls the net power generation quantity of the fuel cell system.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention supplies a fuel gas to a fuel cell and also supplies an oxidizing gas to control the amount of power generation of the fuel cell and supply generated power to a load such as a drive motor and a battery. The present invention relates to a control device for a fuel cell system.

[0002]

2. Description of the Related Art Conventionally, a fuel cell system that supplies a fuel gas containing hydrogen to a fuel cell and supplies air containing oxygen to cause the fuel cell to generate power and to drive a drive motor and the like using the generated power has been known. Are known. This fuel cell system is mounted on a vehicle or the like and is used as a drive source of the vehicle.

A conventional fuel cell system is disclosed in, for example, Japanese Patent Application Laid-Open No. 2000-92610. In this fuel cell system, the target charge level of the battery is set according to the vehicle speed in order to avoid an increase in the size of the battery and to improve the acceleration performance and the power regeneration performance of the vehicle. In this fuel cell system, when the vehicle speed is high, the target charge level is reduced, and control is performed to charge the battery with the generated power from the fuel cell.

According to this fuel cell system, the target charging level is set lower as the vehicle speed becomes higher, so that the inputtable electric power of the battery is secured, and the regenerative electric power generated from the drive motor when decelerating is reduced. Secure.

[0005]

However, in the conventional fuel cell system, since the control for setting the target charge level in accordance with the vehicle speed is performed, the battery is actually discharged, and the available input power of the battery is controlled. However, it takes a certain amount of time to be able to secure the information, so that there is a problem that it is impossible to respond to an instantaneous request.

Further, in the conventional fuel cell system, when the vehicle continuously runs downhill, it is not necessary to discharge the battery, so that the charge level of the battery becomes the highest level, and the power from the drive motor is reduced. There is a problem that the rotation speed of the drive motor cannot be reduced by regenerating the battery. In such a fuel cell system, the regenerative electric power cannot be absorbed by the battery, so that the fuel cell system depends on a mechanical brake.

Accordingly, the present invention has been proposed in view of the above-described conventional situation, and consumes a large amount of power when the charge level of the battery is high or when a large amount of regenerative power needs to be consumed. It is intended to provide a control device for a fuel cell system that can perform the control.

[0008]

According to the first aspect of the present invention, in order to solve the above-mentioned problems, in a control device of a fuel cell system mounted on a vehicle, an electrolyte membrane is connected to an oxidizer electrode and a fuel electrode. A fuel cell configured to be supplied with an oxidizing gas to the oxidizing electrode side and to generate power by supplying a fuel gas to the fuel electrode side; and an oxidizing agent configured to supply the oxidizing gas to the fuel cell. Gas pressure supply means, fuel gas supply means for supplying fuel gas to the fuel cell,
Control means for adjusting the power consumption of the oxidizing gas pressurizing and supplying means to control the net power generation of the fuel cell system while controlling the oxidizing gas pressure and the flow rate supplied to the fuel cell to be constant; Is provided.

In the invention according to claim 2, the oxidizing gas pressurizing and supplying means is provided in a flow path for introducing an oxidizing gas,
A pressure adjusting means for adjusting an opening area of the flow path to adjust a pressure of the oxidizing gas supplied to the oxidizing gas pressurizing and supplying means; Controlling the pressure adjusting means so as to adjust the pressure of the oxidizing gas to be performed, and controlling the oxidizing gas pressurizing and supplying means so as to adjust the operating conditions to adjust the power consumption. Control the amount.

According to the third aspect of the present invention, the oxidizing gas from the oxidizing gas pressurizing and supplying means is provided by branching from a flow passage through which the oxidizing gas pressurizing and supplying means and the fuel cell are inserted. Exhaust flow control means for adjusting the opening area of the exhaust flow path to adjust the exhaust flow rate, wherein the control means adjusts the exhaust flow rate from the exhaust flow path. In addition to controlling the exhaust flow rate adjusting means, the oxidizing gas pressurizing and supplying means is controlled so as to adjust power consumption by adjusting operating conditions, thereby controlling the net power generation of the fuel cell system.

[0011] The invention according to claim 4 further comprises power storage means for storing the power generated by the fuel cell and the power generated by the vehicle motor, wherein the control means responds to a vehicle deceleration request from the outside. The required regenerative power value in the vehicle motor is determined, and when the required regenerative power value is larger than the inputtable power of the power storage means, the opening area is adjusted to supply the oxidant gas pressurized supply means. The regenerative electric power is consumed by controlling the pressure adjusting means so as to adjust the pressure of the oxidizing gas to be supplied, and controlling the oxidizing gas pressurizing and supplying means so as to adjust the power consumption by adjusting the operating conditions. I do.

According to a fifth aspect of the present invention, there is further provided a power storage means for storing the power generated by the fuel cell and the power generated by the vehicle motor, wherein the control means responds to an external vehicle deceleration request. The regenerative power required value in the vehicle motor is determined, and when the regenerative power required value is larger than the inputtable power of the power storage means, the opening area is adjusted to adjust the exhaust flow rate. The regenerative electric power is consumed by controlling the oxidizing gas pressurizing and supplying means so as to adjust the power consumption by controlling the exhaust flow rate adjusting means and adjusting the operating conditions.

In the invention according to claim 6, when the regenerative power required value of the vehicle motor is larger than the inputtable power of the power storage means, the control means adjusts the operating condition to reduce the power consumption. The oxidizing gas pressurizing / supplying means is controlled so as to increase, and the regenerative operation of the vehicle electric motor is performed based on the inputtable power of the power accumulating means and the increase in the power consumption of the oxidizing gas pressurizing / supplying means. Control is performed to input power to the power storage means, or to control power consumption by the oxidizing gas pressurization supply means.

In the invention according to claim 7, the control means determines a regenerative power request value of the vehicle electric motor in response to a vehicle deceleration request from outside, and the regenerative power request value is stored in the power storage means. If it is larger than the inputtable power, a target power consumption value for consuming the difference power between the regenerative power request value and the inputtable power by the oxidizing gas pressurizing supply means is determined, and the fuel cell is operated at a minimum. The oxidizing gas pressure and supply means required to consume the power of the target power consumption value based on the oxidizing gas pressure and flow rate required for operation at the output, and the target power consumption value. The gas pressure and gas density at the oxidizing gas inlet were determined, and the opening area to be adjusted by the pressure adjusting means and the operating conditions of the oxidizing gas pressurizing and supplying means were determined based on the determined gas pressure and gas density. Controlling the power consumption by controlling the oxidant gas pressure supply means to operate in accordance with the rolling conditions.

In the invention according to claim 8, the control means determines a regenerative power request value of the vehicle motor in response to a vehicle deceleration request from the outside, and the regenerative power request value is stored in the power storage means. If it is larger than the inputtable power, a target power consumption value for consuming the difference power between the regenerative power request value and the inputtable power by the oxidizing gas pressurizing supply means is determined, and the fuel cell is operated at a minimum. The oxidizing gas pressure and supply means required to consume the power of the target power consumption value based on the oxidizing gas pressure and flow rate required for operation at the output, and the target power consumption value. The gas pressure, gas flow rate, and exhaust flow rate at the oxidant gas outlet are determined, and the opening area adjusted by the exhaust flow rate control means based on the determined gas pressure, gas flow rate, and exhaust flow rate, and the Determining the condition, controlling the power consumption by controlling the oxidant gas pressure supply means to operate in accordance with the determined operating conditions.

[0016]

According to the first aspect of the present invention, the power consumption of the oxidizing gas pressurizing and supplying means is adjusted in a state where the pressure and the flow rate of the oxidizing gas supplied to the fuel cell are controlled to be constant. Control the net power output of the fuel cell system,
For example, when regenerative power is generated at the time of deceleration of the vehicle,
Electric power can be consumed by the oxidant gas pressurized supply means of the fuel cell system.

According to the second aspect of the present invention, the pressure adjusting means is controlled so as to adjust the pressure of the oxidizing gas supplied to the oxidizing gas pressurizing and supplying means, and the power consumption is adjusted by adjusting the operating conditions. To control the oxidant gas pressurized supply means to control the net power generation of the fuel cell system.
Similarly to the first aspect, when regenerative electric power is generated, for example, when the vehicle is decelerated, the electric power can be consumed by the oxidizing gas pressurizing supply means of the fuel cell system.

According to the third aspect of the present invention, the oxidizing gas is controlled such that the exhaust flow rate adjusting means is controlled so as to adjust the exhaust flow rate from the exhaust flow path, and the operating conditions are adjusted to adjust the power consumption. Since the pressurized supply means is controlled to control the net power generation amount of the fuel cell system, when the regenerative power is generated, for example, when the vehicle decelerates, the fuel cell system is oxidized. Electric power can be consumed by the agent gas pressurizing supply means.

According to the fourth aspect of the present invention, the regenerative power required value of the vehicle motor is determined in response to the vehicle deceleration request, and the regenerative power required value is larger than the inputtable power of the power storage means. In addition, the oxidizing gas pressure supplied to the oxidizing gas pressurizing and supplying means is adjusted by adjusting the opening area by the pressure adjusting means, and the power consumption of the oxidizing gas pressurizing and supplying means is adjusted by adjusting the operating conditions. Is adjusted and the regenerative electric power is consumed, so that when the regenerative electric power is generated at the time of deceleration of the vehicle, the electric power can be consumed by the oxidizing gas pressurizing supply means of the fuel cell system. According to the invention of claim 4, when the inputtable power of the power storage means is small, such as when the charge level of the power storage means is high or when the temperature around the power storage means is low, the mechanical brake The desired deceleration can be ensured without relying on it.

According to the fifth aspect of the present invention, the regenerative power required value of the vehicle motor is determined according to the vehicle deceleration request, and the regenerative power required value is larger than the inputtable power of the power storage means. The exhaust flow rate is adjusted by adjusting the opening area by the exhaust flow rate adjusting means, and the regenerative power is consumed by adjusting the power consumption by adjusting the operating conditions of the oxidizing gas pressurizing and supplying means. When regenerative electric power is generated during deceleration of the vehicle, electric power can be consumed by the oxidizing gas pressurizing and supplying means of the fuel cell system. Also,
According to the invention according to claim 5, when the inputtable power in the power storage means is small, for example, when the charge level of the power storage means is high, or when the area around the power storage means is low temperature, the mechanical brake is not used. Thus, a desired deceleration can be secured.

According to the present invention, when the required value of the regenerative electric power of the vehicle motor is larger than the inputtable electric power of the electric power storage means, the operating condition of the oxidizing gas pressurizing supply means is adjusted. Control for increasing the power consumption and inputting the regenerative power of the vehicle motor to the power storage means based on the inputtable power of the power storage means and the increase in the power consumption of the oxidizing gas pressurization supply means, or Since the control for consuming the oxidizing gas is performed by the oxidizing gas pressurizing and supplying unit, the power can be consumed by the oxidizing gas pressurizing and supplying unit of the fuel cell system when the regenerative electric power is generated when the vehicle is decelerated. Further, according to the invention according to claim 6, it is possible to perform control to prevent power from being input beyond the inputtable power of the power storage means, and to prevent deterioration of the power storage means from progressing. it can.

In the invention according to claim 7, when the required regenerative power value is larger than the inputtable power of the power storage means,
The oxidizing gas pressure required to determine the power consumption target value for consuming the difference power between the required regenerative power value and the inputtable power by the oxidizing gas pressurizing supply means and to operate the fuel cell at the minimum output. The gas pressure and gas density at the oxidizing gas inlet of the oxidizing gas pressurizing and supplying means necessary for consuming the power of the power consumption target value, based on the power consumption target value and the power consumption target value. Determining an opening area to be adjusted by the pressure adjusting means and operating conditions of the oxidizing gas pressurizing and supplying means based on the pressure and the gas density, and controlling the oxidizing gas pressurizing and supplying means to operate according to the determined operating conditions. , The desired deceleration can be ensured even when the inputtable power of the power storage means is small, and pure water can be recovered and the fuel cell can operate stably. It is possible to increase the power consumption of the oxidizing gas supply pressure means while observing the limits et required oxidant gas flow and the oxidizing gas pressure.

In the invention according to claim 8, when the required regenerative power value is larger than the inputtable power of the power storage means, the difference power between the required regenerative power value and the inputtable power is supplied by oxidizing gas pressurization. The power consumption target value to be consumed by the means is determined, and the power of the power consumption target value is determined based on the oxidant gas pressure and flow rate required for operating the fuel cell at the minimum output, and the power consumption target value. The gas pressure, gas flow rate, and exhaust flow rate at the oxidizing gas outlet of the oxidizing gas pressurizing and supplying means required for consumption are obtained, and the exhaust gas flow rate controlling means adjusts the gas pressure, the gas flow rate, and the exhaust flow rate based on the obtained gas pressure, gas flow rate, and exhaust flow rate. Since the power consumption is controlled by determining the opening area and the operating conditions of the oxidizing gas pressurizing and supplying means and controlling the oxidizing gas pressurizing and supplying means to operate according to the determined operating conditions, the power consumption is controlled. Even when the power that can be input to the storage means is small, the desired deceleration can be ensured, and the restrictions on the air flow rate and air pressure required from the viewpoint of recovery of pure water and stable operation of the fuel cell are maintained. The power consumption of the oxidizing gas pressurizing and supplying means can be increased.

[0024]

Embodiments of the present invention will be described below with reference to the drawings.

[Configuration of Fuel Cell System According to First Embodiment] FIG. 1 shows a configuration when the fuel cell system is mounted on a vehicle. As shown in FIG. 1, the fuel cell system includes a fuel cell stack 1 to which a hydrogen-containing gas and a fuel gas are supplied to generate power. The fuel cell stack 1 is composed of, for example, a plurality of fuel cell structures in which a fuel cell structure having an oxidant electrode and a fuel electrode opposed to each other with a solid polymer electrolyte membrane interposed therebetween is sandwiched by separators. The fuel cell stack 1 generates power by supplying air as an oxidant gas to the oxidant electrode side and supplying hydrogen gas as a fuel gas to the fuel electrode side.

The fuel cell system includes a fuel cell stack 1
An air throttle valve 2, a compressor 3, and an air pressure control valve 4, which are connected by an insertion pipe for supplying air to the compressor, and a compressor motor 5 for driving the compressor 3 are further provided. In this fuel cell system, external air is supplied to the air throttle valve 2.
From the compressor 3 to supply air to the fuel cell stack 1 at a designated flow rate, and exhaust air discharged without being used in the fuel cell stack 1 through the air pressure control valve 4. .

In this fuel cell system, a control signal from a controller 13 described later is supplied to the air throttle valve 2 and the compressor motor 5, so that the flow rate of air supplied from the compressor 3 to the fuel cell stack 1 is controlled. At the same time, the control signal is supplied to the air pressure control valve 4 to control the air pressure supplied to the fuel cell stack 1.

The fuel cell system also includes a fuel tank 6 connected by an insertion pipe for supplying fuel gas to the fuel cell stack 1 and a fuel pressure control valve 7. In this fuel cell system, the control signal is supplied from the controller 13 to the fuel pressure control valve 7, whereby the opening area of the fuel pressure control valve 7 is controlled, and the fuel gas pressure supplied from the fuel tank 6 to the fuel cell stack 1 is reduced. Controlled.

Further, in this fuel cell system, a power control unit 8 for taking out the power generated by the fuel cell stack 1
A power storage unit 9 for storing the generated power generated by the fuel cell stack 1, a current / voltage sensor 10 for detecting a battery voltage and a battery current of the power storage unit 9, and a generated power or power generated by the fuel cell stack 1. A drive motor 11 which is a load driven by the electric power of the storage unit 9 and wheels 12 driven by the drive motor 11 are provided.

In this fuel cell system, according to a control signal supplied from the controller 13 to the power control unit 8,
The power generated by the fuel cell stack 1 is taken out by the power control unit 8 and supplied from the power control unit 8 to the power storage unit 9 or the drive motor 11.

Further, the fuel cell system includes a controller 13 for controlling the above-described units. The controller 13 reads out a power control program stored therein, for example, and generates a control signal for controlling the above-described units by executing the power control program. The controller 13 is connected to the current / voltage sensor 10 and various sensors, and operates accelerator operation amount information indicating an operation amount of an accelerator, which is a driving amount control command by a vehicle driver, brake operation amount information, vehicle speed information indicating a vehicle state, Battery voltage information and battery current information are input.

The controller 13 calculates a target power generation amount which is a target power generation power of the fuel cell stack 1 based on the various kinds of input information, and controls the fuel pressure control valve 7 so that a desired power generation amount is obtained. A control signal to supply fuel gas to the fuel cell stack 1 to adjust the fuel gas pressure, a control signal to the compressor motor 5 to adjust the flow rate of air supplied to the fuel cell stack 1, A control signal is output to the air throttle valve 4 to control the air pressure, and a control signal is output to the power control unit 8 to adjust the amount of power taken out of the fuel cell stack 1 to control the power storage unit 9 and / or Alternatively, power is supplied to the drive motor 11.

The controller 13 calculates the drive amount of the drive motor 11, that is, the required load, based on the accelerator operation amount information and the vehicle speed information.
1 to control the amount of drive of the drive motor 11, and based on the battery current information and the battery voltage information detected by the current / voltage sensor 10, the input / output available power of the power storage unit 9 and the power The charge level (SOC [%]) of the storage unit 9 is calculated.

Further, the controller 13 adjusts the opening area of the air throttle valve 4 to reduce the power consumption of the compressor 3 when the net power generation of the fuel cell system is made smaller than the total power consumption of the vehicle. Adjust the volume.

The above-mentioned net electric energy means the fuel cell stack 1
This is the amount of power obtained by subtracting the power for operating the fuel cell system from the generated power of. That is, in the present example, the net electric energy is calculated based on the generated electric power generated by the fuel cell stack 1 and output from the electric power control unit 8 by using the fuel cell of the air throttle valve 2, the air pressure control valve 4, and the fuel pressure control valve 7 This is the power obtained by subtracting the power consumption of the system accessories and the power consumption of the compressor 3, and is consumed by the power storage unit 9, the drive motor 11, or the vehicle accessories (not shown). Also,
When the net power is controlled to be smaller than the total power consumed by the vehicle, which is the power consumed by the drive motor 11 and the vehicle accessories, the net power is regarded as the power consumed by the compressor 3.

[Functional Configuration of Controller] FIG.
2 shows a functional configuration of the controller 13. The controller 13 receives various information from an internal memory or the like in advance and calculates the flow rate and pressure of fuel gas and air. The controller 13 receives battery current information and battery voltage information from the current / voltage sensor 10. Battery input / output power calculation unit 22, a battery input / output possible power calculation unit 23 to which battery temperature information is input from a temperature sensor (not shown), and accelerator operation amount information, vehicle speed information, and brake operation amount information. And a required drive regenerative power calculation unit 24.

The fuel cell flow rate pressure calculating section 21 reads the stack minimum output electric energy information as shown in FIG. 5 to be described later from the memory, and sets the target with respect to the atmospheric pressure of the air when the fuel cell stack 1 is in the minimum output state. The air pressure ratio and the target air flow rate are calculated and output to the target throttle valve opening area calculation unit 26 and the target compressor rotation speed calculation unit 27. Here, the minimum output state refers to the driving motor 11 or the power control unit 8.
The fuel cell stack 1 does not need to be supplied to the fuel cell stack 1, but needs to be driven due to the drying characteristics of the fuel cell stack 1. Further, the fuel cell flow pressure calculating section 21 calculates a target air flow rate so as to prevent the generated power of the fuel cell stack 1 from becoming zero in order to prevent film drying in the fuel cell stack 1.

The battery input / output power calculator 22 calculates the current input power and output power in the power storage unit 9 based on the battery current information and the battery voltage information from the current / voltage sensor 10, and calculates the actual input power of the battery. The power and the actual battery output power are obtained and output to the battery power deviation calculation unit 25.

The battery input / output possible power calculation unit 23 calculates the charge level from the battery voltage and the current, and, based on the charge level and the battery temperature information, refers to, for example, a table shown in FIG. The amount of power that can be input and output at present is calculated, the inputtable power and the outputable power of the power storage unit 9 are obtained, and output to the battery power deviation calculation unit 25.

The required drive regenerative electric power calculation unit 24 stores drive torque corresponding to vehicle speed and accelerator operation amount shown in FIG. 6 described later in an internal memory.
Based on the vehicle speed information and the brake operation amount information, a regenerative electric power to be regenerated by the drive motor 11 is calculated based on the current driving state of the vehicle. The target torque calculator 28 calculates the target torque of the drive motor 11 according to the required regenerative power that is the regenerative power to be regenerated, and instructs the drive motor 11 on the target torque. As a result, the drive motor 11 is controlled so as to have the specified target torque.

Further, the controller 13 includes a battery power deviation calculator 25 and a target throttle valve opening area calculator 26.
When, and a target compressor rotational speed calculating section 27.

The battery power deviation calculating section 25 compares the power actually input to the power storage section 9 with the inputtable power of the power storage section 9 and compares the comparison result with the target throttle valve opening area calculation section 26. And target compressor rotation speed calculation unit 27
Output to

The target throttle valve opening area calculation unit 26 calculates the target throttle valve opening area based on the comparison result from the battery power deviation calculation unit 25 and the target pressure ratio and the target air flow rate from the fuel cell flow rate pressure calculation unit 21. An opening area is calculated, and a control signal representing the calculated opening area is output to the air throttle valve 2.

The target compressor speed calculating section 27 calculates a comparison result between a flow rate sensor (not shown) and a target air flow rate,
Based on the target pressure ratio and the target air flow rate from the fuel cell flow rate pressure calculation unit 21, the compressor motor 5 is driven at the rotation speed obtained by calculating the rotation speed of the compressor 3.
To output a control signal.

[Power Control Processing by Controller] FIG.
Next, the power control processing by the controller 13 will be described. According to FIG. 3, first, in step S1, battery temperature information, battery current information, and battery voltage information are detected from the temperature sensor and the current / voltage sensor 10, and the process proceeds to step S2.

In step S2, based on the battery current information and battery voltage information input in step S1,
The power storage unit 9 is operated by the battery
Is calculated, and the process proceeds to step S3.

In step S3, the inputtable power and the outputable power of the power storage unit 9 are input to and output from the battery using the relationship between the battery temperature input in step S1 and the charge level calculated in step S2. The calculation is performed by the power calculation unit 23, and the process proceeds to step S4. At this time, the battery input / output available power calculation unit 23 holds a table describing the relationship between the charge level (SOC), the battery temperature, the available input power, and the available output power as shown in FIG. The available input power and the available output power are calculated based on the obtained information.

In step S4, the air flow rate and air pressure required when the fuel cell stack 1 is in the minimum output state are read out by the fuel cell flow rate pressure calculation section 21, and the process proceeds to step S5. At this time, the fuel cell flow rate pressure calculation unit 21 holds a table describing the relationship between the output [%] of the fuel cell stack 1, the air pressure, and the air flow rate as shown in FIG. Read the air pressure value and air flow value according to the output.

In step S5, accelerator operation amount information, vehicle speed information, brake operation information, and the like are obtained to calculate a required regenerative electric power (regenerative electric power required value).
The process proceeds to step S6.

In step S6, the load (drive torque) required by the vehicle is recognized based on the accelerator operation amount information and the vehicle speed information input in step S5, and the required regenerative power is calculated. 24 and the process proceeds to step S7. At this time, the required drive regenerative power calculation unit 24 calculates the vehicle speed,
There is provided a table indicating a driving torque according to the accelerator operation amount, and a driving torque value according to the vehicle speed and the accelerator operation amount is obtained. According to the characteristics shown in FIG. 6, the required drive regenerative electric power calculation unit 24 of this example has a negative value and a negative drive torque of the drive motor 11 when the vehicle speed is high and the accelerator operation amount is small. The amount of power for the driving torque is the regenerative power.

In step S7, the battery input / output power calculator 22 calculates the actual battery input power and the actual battery output power based on the battery current and battery voltage detected in step S1, and the process proceeds to step S8.

In step S8, the battery power deviation calculating unit 25 compares the possible input power calculated in step S3 with the actual battery input power calculated in step S7. When the available input power is larger than the actual battery input power, the process proceeds to step S9, and when the available input power is not larger than the actual battery input power, the process proceeds to step S10.

In step S9, the target compressor rotation speed correction amount indicating the change amount of the rotation speed of the compressor 3 and the target throttle valve opening area correction amount indicating the change amount of the opening area of the air throttle valve 2 are both set to "0". After setting, the process proceeds to step S11. That is, in this case, the air throttle valve 2
And the rotation speed of the compressor 3 are not changed.

On the other hand, in step S10, the target compressor rotation speed correction amount is calculated according to the following equation (1), and the target throttle valve opening area correction amount is calculated according to the following equation (2), and the process proceeds to step S11.

Kp1 × ΔQ + ∫ (Ki1 × ΔQ) dt (Equation 1) Kp1: Proportional gain ΔQ: Target air flow-actual air flow Ki1: Integral gain Kp2 × ΔP + ∫ (Ki2 × ΔP) dt (Equation 2) Kp2: proportional gain ΔP: actual battery input power−battery input available power Ki2: integral gain Here, Kp1 and Ki1 are positive values, and Kp2 and Ki
2 is a negative value. As can be seen from the above equations 1 and 2, control is performed such that the target compressor rotation speed correction value increases as ΔQ increases, and the target throttle valve opening area correction value decreases as ΔP increases. Is done.

The controller 13 corrects the target compressor rotational speed correction amount and the target compressor power to increase the target compressor power consumption by the difference power ΔP obtained by subtracting the battery input power calculated in step S7 from the battery input power calculated in step S3. The throttle valve opening area correction amount is calculated, and the process proceeds to step S11.

In step S11, the target compressor speed calculator 27 calculates the basic value of the target compressor speed based on the air flow rate and air pressure required in the lowest output state of the fuel cell stack 1 calculated in step S4. Is calculated using the map shown in FIG. 7, the target compressor rotation speed is calculated from the sum of the target compressor rotation speed correction amount, and a control signal is output to the compressor motor 5 so as to obtain the calculated target compressor rotation speed. .

Further, the target throttle valve opening area calculation unit 26
The opening area of the air throttle valve 2 is calculated as the sum of the value when the air throttle valve 2 is fully opened and the correction value of the target throttle valve opening area, and the air is set so as to obtain the calculated opening area. The control signal is output to the throttle valve 2.

[Effects of the First Embodiment] According to the fuel cell system provided with the controller 13 for performing such processing, as shown in FIG. 8B, the running speed of the vehicle decreases with time. As shown in FIG. 8A, the regeneration by the drive motor 11 continues, and at time T1, the inputtable power becomes smaller than the regenerative power. Then, the regenerative power is consumed by the compressor 3 by reducing the opening area of the air throttle valve 2 (FIG. 8E) and increasing the power consumption of the compressor 3 by increasing the rotation speed of the compressor 3. (FIGS. 8D and 8F). Then, FIG.
After the charging level shown in (2) reaches the highest level at time T2, that is, even if the inputtable power becomes "0", the opening area of the air throttle valve 2 is reduced and the upstream pressure of the compressor 3 is set to a negative pressure. Thus, the power consumption of the compressor 3 can be increased, and the regenerative power from the drive motor 11 can be absorbed.

This is the total insulation work Pco of the compressor 3.
This is because mp is represented by the following equation.

Pcomp = {κ / (κ-1)} × Q × R × Tin ×
[{(Pout / Pin) ^{(κ-1 / κ)} } -1] κ: Specific heat ratio Q: Air flow rate [kg / s] R: Gas constant Tin: Compressor inlet air temperature [K] Pout: Compressor outlet air pressure [Pa] Pin: Compressor inlet air pressure [Pa] That is, the pressure of the air electrode of the fuel cell stack 1 (compressor outlet pressure) and the air flow rate are set to be equal to or higher than predetermined values in order to secure the minimum output. By reducing the opening area, the compressor inlet pressure decreases, and Pout
This is because the value of / Pin increases. And this Pout
The value obtained by dividing the value of / Pin by the total adiabatic efficiency of the compressor 3 and the efficiency of the compressor motor 5 is the actual power consumption of the compressor 3.

Further, according to this fuel cell system, the required regenerative power is calculated, and if the required regenerative power is larger than the battery inputtable power, the opening area of the air throttle valve 2 is adjusted. By adjusting the air pressure supplied to the compressor 3 and adjusting the operating conditions of the compressor 3, the power consumption is adjusted and the regenerative power is consumed. Therefore, when the charge level of the power storage unit 9 is high,
When the inputtable power in the power storage unit 9 is small, such as when the temperature around the power storage unit 9 is low, a desired deceleration can be secured without relying on the mechanical brake.

Further, according to the fuel cell system, when the required regenerative power is larger than the battery inputtable power, the power consumption is increased by adjusting the operating conditions of the compressor 3 to increase the battery inputtable power. Compressor 3
Based on the increase in power consumption, control for inputting the regenerative power to the power storage unit 9 or control for consuming the regenerative power in the compressor 3 can be performed.

Therefore, according to this fuel cell system, when regenerative power is generated at the time of deceleration of the vehicle, control can be performed to prevent power from being input to the power storage unit 9 beyond the power that can be input to the battery. In addition, the deterioration of the power storage unit 9 can be prevented from progressing.

Furthermore, in the fuel cell system, when the required regenerative power is larger than the battery inputtable power, the target compressor rotation for consuming the difference power between the regenerative power and the battery inputtable power by the compressor 3 is performed. The number of compressors 3 required for consuming the power of the target compressor speed is determined based on the air pressure and flow rate required for operating the fuel cell stack 1 at the minimum output and the target compressor speed. The gas pressure and gas density at the air inlet are determined, the opening area of the air throttle valve 2 and the operating conditions of the compressor 3 are determined based on the determined gas pressure and gas density, and the compressor 3 is operated so as to operate according to the determined operating conditions. By controlling, power consumption can be controlled.

Therefore, according to this fuel cell system, a desired deceleration can be ensured even when the electric power that can be input to the battery is small, and it is required from the viewpoints of pure water recovery and stable operation of the fuel cell. The power consumption of the compressor 3 can be increased while maintaining the restrictions on the air flow rate and the air pressure.

[Fuel Cell System According to Second Embodiment]
Next, the configuration of a fuel cell system according to the second embodiment is shown in FIG. The same parts as those in the above-described fuel cell system are denoted by the same reference numerals, and detailed description thereof will be omitted.

In this fuel cell system, a humidifier 31 is provided between the fuel pressure control valve 7 and the fuel cell stack 1 and between the compressor 3 and the fuel cell stack 1.
The fuel cell system shown in FIG. 1 differs from the fuel cell system shown in FIG. 1 in that a water recovery device 32 for recovering moisture from the exhaust air from the air pressure control valve 4 is provided, and a water circulation path is provided between the water recovery device 32 and the humidifier 31. .

In the fuel cell system configured as described above, the air supplied from the compressor 3 to the fuel cell stack 1 and the fuel gas supplied from the fuel tank 6 to the fuel cell stack 1 via the fuel pressure control valve 7 are used. Humidifier 31
Humidification, and water generated at the time of power generation of the fuel cell stack 1 and water used for humidification by the humidifier 31 are collected by the water recovery device 3.
Collect by 2. Then, the water recovery device 32 supplies the recovered water to the humidifier 31 again and uses it for humidifying the air and the fuel gas.

[Functional Configuration of Controller] FIG.
2 shows a functional configuration of the controller 13. In the controller 13 according to the second embodiment, the target compressor power consumption calculation unit 41, the target throttle valve downstream air density calculation unit 4
2. The controller 13 differs from the controller 13 of the first embodiment in that a target throttle valve opening area calculator 43 and a target compressor rotation speed calculator 44 are provided.

The target compressor power consumption calculator 41 calculates
A target compressor power consumption, which is a target value of the amount of power consumed by the compressor 3, is calculated based on the available input power from the battery input / output available power calculator 22 and the required load power of the required drive regenerative power calculator 24, Output to the target throttle valve downstream air density calculation unit 42.

The target throttle valve downstream air density calculating section 42 calculates the air density at the downstream position of the air throttle valve 2 based on the target pressure ratio, the target flow rate and the target compressor power consumption from the fuel cell flow rate pressure calculating section 21. The calculated target throttle valve downstream air density is calculated and output to the target throttle valve opening area calculation unit 43 and the target compressor rotation speed calculation unit 44.

The target throttle valve opening area calculator 43 calculates a target throttle valve opening area for adjusting the opening area of the air throttle valve 2 so as to realize the target throttle valve downstream air density.
It is output to the air throttle valve 2 as a control signal.

The target compressor rotation speed calculating section 44 generates a control signal for setting the rotation speed of the compressor 3 for realizing the target pressure ratio and the target flow rate at the target throttle valve downstream air density, and outputs the control signal to the compressor motor 5. .

[Power Control Processing by Controller] FIG.
FIG. 1 shows a processing procedure of the controller 13 in the second embodiment. According to FIG. 11, steps S21 to S2
Steps up to 6 are the same as steps S1 to S6 of the above-described first embodiment, and thus description thereof is omitted.

In step S27, the target compressor power consumption calculator 41 determines whether the above-mentioned inputtable power is equal to or higher than the target regenerative power calculated in step S26. If the inputtable power is equal to or higher than the target regenerative power, the process proceeds to step S28. If the inputtable power is not equal to or higher than the target regenerative power calculated in step S16, the process proceeds to step S29.

In step S28, the target compressor speed is calculated by the target compressor speed calculator 44 in accordance with the air flow rate and air pressure required in the lowest output state of the fuel cell stack 1 calculated in step S24. A control signal is output from the target throttle valve opening area calculator 43 to the air throttle valve 2 so that the target throttle valve opening area is equivalent to full opening, and the process is terminated.

On the other hand, in step S29, the target compressor power consumption calculator 41 calculates the power difference between the target regenerative power and the inputtable power as target compressor power consumption, and proceeds to step S30.

In step S30, the target compressor power consumption is realized based on the target compressor power consumption calculated in step S29 and the air flow required in the lowest output state of the fuel cell stack 1 calculated in step S24. Is calculated, and the process proceeds to step S31. At this time, the controller 1
3 is the power consumption of the compressor 3 shown in FIG.
The target pressure ratio is determined with reference to a map describing the relationship between the air flow rate and the pressure ratio.

In step S31, the required air pressure tP in the minimum output state calculated in step S24 is divided by the target pressure ratio calculated in step S29, and the target compressor inlet pressure (air density) Pin is set to the target throttle valve downstream. The calculation is performed by the air density calculation unit 42, and the process proceeds to step S32.

In step S32, the target compressor inlet pressure Pin calculated in step S31 and the atmospheric pressure Pa
In addition, the target throttle valve opening area A is calculated by the target throttle valve opening area calculation unit 43 based on the required air flow rate in the minimum output state calculated in step S24, and the process proceeds to step S33. At this time, the target throttle valve opening area calculation unit 43 obtains the target throttle valve opening area A by Expression 3 using Expressions 4 and 5 below.

A = Q (ρath * Vath) (Equation 3) ρath = ρin · (Pin / Pa) ^{(1 / κa)} (Equation 4) Vath = [(2 · κa / κa-1) (Pa / ρa) {1- (Pin / Pa) ^{(κa-1 / κa)} }] ^1/2 (Equation 5) Pa: Atmospheric pressure Pa: Specific heat ratio In step S33, the target compressor inlet pressure Pin calculated in step S31 and the step The target compressor volume flow rate Qcomp is calculated from the required air flow rate in the minimum output state calculated in S24, and step S34 is performed.
Processing proceeds to At this time, the following equation 6 is used.

Qcomp = tQ / (Pin / Ta / Ra) (Equation 6) Ta: atmospheric temperature Ra: gas constant (air) In step S34, the target compressor volume flow rate Qcomp calculated in step S33 and the target calculated in step S30. Based on the pressure ratio, the target compressor rotation speed is calculated by the target compressor rotation speed calculation unit 44 using the relationship between the compressor rotation speed and the air flow rate shown in FIG.

[Effects of the Second Embodiment] According to the fuel cell system including the controller 13 for performing such processing, the running speed of the vehicle decreases with time as shown in FIG. As shown in FIG.
1, the regenerative power becomes smaller than the regenerative power at time T1. Then, the opening area of the air throttle valve 2 is reduced (FIG. 13 (e)), the power consumption is increased by increasing the rotation speed of the compressor 3, and the regenerative power starts to be consumed by the compressor 3 (FIG. 13 (d)). ,
(F)). After the charging level shown in FIG. 13C reaches the highest level at time T2, that is, even if the inputtable power becomes “0”, the opening area of the air throttle valve 2 is reduced and the upstream pressure of the compressor 3 is reduced. , The power consumption of the compressor 3 is increased, and the driving motor 1
It can absorb the regenerative electric power from 1. Further, according to this fuel cell system, the target of the air flow rate and the pressure determined from the viewpoint of water recovery and pressure control can be accurately performed. That is, according to this fuel cell system, a desired deceleration can be ensured even when the inputtable power of the power storage unit 9 is small, and from the viewpoints of pure water recovery and stable operation of the fuel cell stack 1. Compressor 3 while maintaining required air flow and air pressure restrictions
Power consumption can be increased.

Further, according to the above-described system, an example has been described in which the inputtable voltage of the power storage unit 9 and the power consumption of the compressor 3 are shared based on the required regenerative power. The target regenerative power may be determined based on the maximum value of the power that can be consumed and the inputtable voltage of the power storage unit 9.

Here, when the fuel cell stack 1 is generated, it is necessary that the pressure difference between the fuel gas pressure and the air pressure does not exceed a predetermined value in order to secure the generated power of the fuel cell stack 1 stably. Becomes When the water required for humidification is generated internally without being supplied from the outside, water discharged to the outside together with the exhaust air, that is, water generated in the fuel cell stack 1 or water contained in the humidified supply gas is recovered. There is a need to. In order to recover a large amount of water, it depends on the performance of the water recovery device 32, but it is usually desirable to set the small stoichiometric ratio if the power output of the fuel cell stack 1 is constant. The stoichiometric ratio is defined separately for air and fuel gas.The air stoichiometric ratio is represented by the value obtained by dividing the supply air flow rate by the consumed air flow rate, and the hydrogen stoichiometric ratio is represented by the value obtained by dividing the supplied hydrogen flow rate by the consumed hydrogen flow rate. Is done. A small stoichiometric ratio means that the supply gas amount is small, that is, the amount of water required for humidification is reduced, and the amount of water mixed into the exhaust air is reduced. If the compressor 3 consumes an amount of power that cannot be charged by the power storage unit 9 during regeneration of the drive motor 11, control is performed to increase the air flow rate and / or air pressure in order to increase the rotation speed of the compressor 3. Increasing the air flow rate results in a high stoichiometric ratio, which is disadvantageous from the viewpoint of water recovery. In addition, increasing the air pressure also involves controlling the pressure of the fuel gas from the viewpoint that the pressure of the fuel gas and the air pressure does not exceed a predetermined value.

Therefore, in the fuel cell system according to the above-described second embodiment, as described with reference to FIG. 12A, a table describing the relationship between the air flow rate, the air pressure ratio, and the power consumption is referred to. Therefore, the power consumption of the compressor 3 can be controlled in consideration of water recovery and stable operation of the fuel cell stack 1 without increasing the pressure difference with the fuel gas.

[Fuel Cell System According to Third Embodiment]
Next, the configuration of a fuel cell system according to the third embodiment is shown in FIG. The same parts as those in the above-described fuel cell system are denoted by the same reference numerals, and detailed description thereof will be omitted.

This fuel cell system includes a compressor 3
And an exhaust passage for exhausting the air pressurized by the compressor 3 to the outside, and the exhaust throttle valve 51 is provided in the exhaust passage instead of the air throttle valve 2. Is different from the fuel cell system shown in FIG.

The exhaust throttle valve 51 is connected to the controller 13, and its opening area is adjusted in accordance with a control signal from the controller 13 to adjust the flow rate of exhaust air.

In the fuel cell system according to the third embodiment, the controller 13 has been described in the fuel cell system according to the first embodiment except that the controller 13 controls an exhaust throttle valve 51 instead of the air throttle valve 2. Since the configuration is the same as the functional configuration, the description is omitted.

[Power Control Processing by Controller] FIG.
FIG. 5 shows a processing procedure of the controller 13 in the third embodiment. According to FIG. 15, steps S41 to S4
Steps up to 8 are the same as steps S1 to S8 of the above-described first embodiment, and thus description thereof is omitted.

In step S49, in which it is determined in step S48 that the battery-inputtable power is larger than the battery-input power, the controller 13 sets the target compressor rotation speed correction amount indicating the rotation speed correction amount of the compressor 3 and the exhaust throttle. The target throttle valve opening area indicating the opening area of the valve 51 is both set to “0”, and the process proceeds to step S51. That is, in step S49, the exhaust throttle valve 51 is set to the fully closed state, and the setting is made so that the rotation speed of the compressor 3 is not corrected.

On the other hand, in step S50 where it is determined in step S48 that the battery-inputtable power is not larger than the battery input power, the controller 13
Sets the compressor 3 and the exhaust throttle valve 51 in a controlled state so that the air pressure and the air flow rate supplied to the fuel cell stack 1 are maintained at the values obtained in step S44. In this state, the controller 13 sets the target compressor rotation speed correction amount and the target compressor rotation amount to increase the target compressor power consumption by the difference power ΔP obtained by subtracting the battery input power calculated in step S47 from the battery input power calculated in step S43. The throttle valve opening area correction amount is calculated, and the process proceeds to step S51.

The correction amount of the target compressor rotation speed and the correction amount of the target throttle valve opening area obtained in step S50 may be obtained by an arithmetic expression based on a model of the air flow path. The difference may be obtained by searching a map in which the air pressure and the air flow rate supplied to the battery stack 1 are associated with the difference power ΔP.

In step S51, the controller 1
The target compressor rotation speed calculation unit 27 of Step 3
Based on the air pressure and air flow rate of the fuel cell stack 1 obtained in step 44, the basic value of the target compressor speed is calculated from the map shown in FIG. The compressor rotation speed is calculated, and a control signal is output to the compressor motor 5 so as to obtain the calculated target compressor rotation speed.

When the exhaust throttle valve 51 is fully closed, that is, when the basic value of the throttle valve opening area is "0", the target throttle valve opening area calculating section 26 of the controller 13 determines in step S50. The obtained target throttle valve opening area correction value is added to determine the target throttle valve opening area, and the result is output to the exhaust throttle valve 51.

[Effect of Third Embodiment] According to the fuel cell system provided with the controller 13 for performing such processing, the power consumption of the compressor 3 is controlled by controlling the opening area of the exhaust throttle valve 51. Therefore, similarly to the first embodiment, the power consumption of the compressor 3 can be increased and the regenerative power from the drive motor 11 can be absorbed.

This is the heat insulation work Pcomp of the compressor 3.
Is represented by the following equation.

Pcomp = {κ / (κ-1)} × Q × R × Tin ×
[{(Pout-Pin) ^{(κ-1 / κ)} } -1] κ: Specific heat ratio Q: Air flow rate [kg / s] R: Gas constant Tin: Compressor inlet air temperature [K] Pout: Compressor outlet air pressure [Pa] Pin: Compressor inlet air pressure [Pa] That is, it is based on the fact that the adiabatic work Pcomp of the compressor 3 can be proportionally increased by increasing the air discharge flow rate of the compressor 3.

According to this fuel cell system, the regenerative power required when the vehicle is decelerated is calculated, and if the required regenerative power is larger than the battery inputtable power, the exhaust throttle valve 51 Since the exhaust flow rate is adjusted by adjusting the opening area, the power consumption is adjusted by adjusting the operating conditions of the compressor 3, and the regenerative power is consumed. When the power that can be input to the battery is small, such as when the temperature around the storage unit 9 is low, a desired deceleration can be secured without relying on the mechanical brake.

Further, according to the fuel cell system, when the required regenerative power is larger than the battery inputtable power, the power consumption is increased by adjusting the operating conditions of the compressor 3 to increase the battery inputtable power. Compressor 3
Based on the increase in power consumption, control for inputting the regenerative power to the power storage unit 9 or control for consuming the regenerative power in the compressor 3 can also be performed.

Therefore, according to this fuel cell system, when regenerative power is generated at the time of deceleration of the vehicle, it is possible to perform control for preventing power from being input to the power storage unit 9 in excess of the battery inputtable power. In addition, the deterioration of the power storage unit 9 can be prevented from progressing.

Further, according to the fuel cell system, when the regenerative power is larger than the battery inputtable power,
An air pressure and flow rate required for determining a target compressor rotation speed for consuming the difference power between the regenerative power and the battery inputtable power by the compressor 3 and operating the fuel cell stack 1 at the minimum output, and a target compressor The air pressure, the air flow rate and the exhaust flow rate at the air outlet of the compressor 3 necessary for consuming the electric power of the target compressor speed are determined based on the rotational speed, and the exhaust pressure is determined based on the determined air pressure, the air flow rate and the exhaust flow rate. The opening area of the throttle valve 51 and the operating conditions of the compressor 3 are determined, and the compressor 3 is operated according to the determined operating conditions.
, The power consumption can be controlled.

Therefore, according to this fuel cell system, a desired deceleration can be ensured even when the electric power that can be input to the battery is small, and it is required from the viewpoints of pure water recovery and stable operation of the fuel cell. The power consumption of the compressor 3 can be increased while maintaining the restrictions on the air flow rate and the air pressure.

The above embodiment is an example of the present invention. For this reason, the present invention is not limited to the above-described embodiment, and other than the present embodiment, various modifications may be made according to the design and the like within a range not departing from the technical idea according to the present invention. Can be changed.

[Brief description of the drawings]

FIG. 1 is a block diagram showing a configuration of a fuel cell system according to a first embodiment to which the present invention has been applied.

FIG. 2 is a block diagram showing a functional configuration of a controller.

FIG. 3 is a flowchart showing a processing procedure when a controller determines a rotational speed of a compressor and an opening area of an air throttle valve.

FIG. 4 is a diagram illustrating a relationship between a charge level (SOC) and inputtable power and outputable power for each temperature.

FIG. 5 is a diagram showing a relationship between power generated by a fuel cell stack, air pressure and air flow rate.

FIG. 6 is a diagram showing a relationship between a vehicle speed and a driving torque for each accelerator operation amount.

FIG. 7 is a diagram illustrating a relationship between a rotation speed of a compressor and an air flow rate.

FIGS. 8A and 8B are diagrams for explaining effects in the first embodiment, wherein FIG. 8A is a diagram illustrating a relationship between regenerative power and inputtable power, and FIG. 8B is a diagram illustrating a change in vehicle speed; (C) is a diagram showing a change in charge level, and (d)
FIG. 7 is a diagram showing power consumption of the compressor, (e) is a diagram showing a change in the opening area of the air throttle valve, and (f) is a diagram showing a change in the number of revolutions of the compressor.

FIG. 9 is a block diagram showing a configuration of a fuel cell system according to a second embodiment to which the present invention has been applied.

FIG. 10 is a block diagram illustrating a functional configuration of a controller.

FIG. 11 shows the number of rotations of a compressor by a controller,
It is a flowchart which shows the processing procedure at the time of determining the opening area of an air throttle valve.

FIG. 12 is a diagram for explaining a process when determining the number of revolutions of the compressor.

FIGS. 13A and 13B are diagrams for explaining effects in the second embodiment, wherein FIG. 13A is a diagram illustrating a relationship between regenerative power and inputtable power, and FIG. 13B is a diagram illustrating a change in vehicle speed; (C) is a diagram showing a change in charge level, and (d)
FIG. 4 is a diagram showing power consumption of a compressor and power generated by a fuel cell stack, and (e) is an opening area of an air throttle valve;
It is a figure which shows the change of the pressure of the air electrode of a fuel cell stack, and the inlet pressure of a compressor, and (f) is a figure which shows the rotation speed of a compressor, and the change of the discharge mass flow rate of a compressor.

FIG. 14 is a block diagram illustrating a configuration of a fuel cell system according to a third embodiment to which the present invention has been applied.

FIG. 15 shows the number of rotations of a compressor by a controller,
5 is a flowchart illustrating a processing procedure when determining an opening area of an exhaust throttle valve.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Fuel cell stack 2 Air throttle valve 3 Compressor 4 Air pressure control valve 5 Compressor motor 6 Fuel tank 7 Fuel pressure control valve 8 Power control unit 9 Power storage unit 10 Current voltage sensor 11 Drive motor 12 Wheel 13 Controller 21 Fuel cell flow pressure Calculation unit 22 Battery input / output power calculation unit 23 Battery input / output possible power calculation unit 24 Requested regenerative power calculation unit 25 Battery power deviation calculation unit 26 Target throttle valve opening area calculation unit 27 Target compressor rotation speed calculation unit 31 Humidifier 32 Compressor 41 Target compressor power consumption calculation unit 42 Target throttle valve downstream air density calculation unit 43 Target throttle valve opening area calculation unit 44 Target compressor rotation speed calculation unit 51 Exhaust throttle valve

 ──────────────────────────────────────────────────続 き Continued on the front page F term (reference) 5H027 AA02 BC00 DD03 KK02 KK22 KK51 KK52 MM03 5H115 PA11 PG04 PI18 PI29 PO02 PO17 PU01 PV01 QE10 QE20 QI04 SE04 SE06 TI01 TI05 TI06 TO05 TO21 TU16

Claims (8)

[Claims] 1. A control device for a fuel cell system mounted on a vehicle, comprising: an electrolyte membrane sandwiched between an oxidant electrode and a fuel electrode; and an oxidant gas is supplied to the oxidant electrode side. A fuel cell that supplies fuel gas to the fuel electrode side to generate power, an oxidizing gas pressurizing supply unit that supplies an oxidizing gas to the fuel cell, and a fuel gas supplying unit that supplies a fuel gas to the fuel cell. Control means for adjusting the power consumption of the oxidizing gas pressurizing and supplying means and controlling the net power generation of the fuel cell system while controlling the pressure and the flow rate of the oxidizing gas supplied to the fuel cell to be constant; A control device for a fuel cell system comprising: 2. An oxidizing gas which is provided in a flow path for introducing an oxidizing gas into the oxidizing gas pressurizing and supplying means, and which adjusts an opening area of the flow path and supplies the oxidizing gas to the oxidizing gas pressurizing and supplying means. The apparatus further includes pressure adjusting means for adjusting pressure, wherein the control means controls the pressure adjusting means so as to adjust the pressure of the oxidizing gas supplied to the oxidizing gas pressurizing and supplying means, and adjusts operating conditions. The control device for a fuel cell system according to claim 1, wherein the oxidant gas pressurized supply means is controlled so as to adjust the power consumption by controlling the net power generation amount of the fuel cell system. 3. An exhaust passage for branching from a flow passage through which said oxidizing gas pressurized supply means and said fuel cell are inserted and provided for exhausting oxidizing gas from said oxidized gas pressurized supply means. And an exhaust flow rate adjusting means for adjusting an exhaust flow rate by adjusting an opening area of the exhaust flow path, wherein the control means controls the exhaust flow rate adjusting means to adjust an exhaust flow rate from the exhaust flow path. 2. The fuel cell according to claim 1, wherein the oxidizing gas pressurizing / supplying means is controlled so as to adjust power consumption by adjusting operating conditions to control a net power generation amount of the fuel cell system. System control unit. 4. A power storage means for storing power generated by the fuel cell and power generated by a vehicle motor, wherein the control means regenerates the vehicle motor in response to a vehicle deceleration request from outside. When the required power value is determined and the required regenerative power value is larger than the inputtable power of the power storage means, the oxidizing gas pressure supplied to the oxidizing gas pressurizing and supplying means by adjusting the opening area is adjusted. Controlling the pressure adjusting means so as to adjust the pressure, and controlling the oxidizing gas pressurizing supply means so as to adjust the power consumption by adjusting the operating conditions to consume the regenerative electric power. A control device for a fuel cell system according to claim 2. 5. The electric vehicle according to claim 1, further comprising: a power storage unit configured to store the power generated by the fuel cell and the power generated by the vehicle motor, wherein the control unit regenerates the power by the vehicle motor in response to a vehicle deceleration request from outside. When the required power value is determined and the required regenerative power value is larger than the inputtable power of the power storage means, the exhaust flow rate adjusting means is controlled so as to adjust the exhaust flow rate by adjusting the opening area. Along with
4. The control device for a fuel cell system according to claim 3, wherein the regenerative power is consumed by controlling the oxidizing gas pressurizing and supplying means so as to adjust power consumption by adjusting operating conditions. 6. The control means, wherein when the required regenerative power value of the vehicle motor is larger than the inputtable power of the power storage means, the control means adjusts the operating condition to increase the power consumption. Controlling the oxidizing gas pressurizing and supplying means to store the regenerative electric power of the vehicle motor based on the inputtable power of the power storing means and the increase in the power consumption of the oxidizing gas pressurizing and supplying means. Control input to the means,
The control device for a fuel cell system according to claim 4 or 5, wherein the control is performed by using the oxidizing gas pressurizing supply means. 7. The control means determines a regenerative power request value of the vehicle motor in response to a vehicle deceleration request from the outside, and the regenerative power request value is greater than the inputtable power of the power storage means. If it is larger, a power consumption target value for consuming the difference power between the required regenerative power value and the inputtable power by the oxidizing gas pressurizing supply means is determined, and the fuel cell is operated at the lowest output. The required oxidizing gas pressure and flow rate, and the gas pressure at the oxidizing gas inlet of the oxidizing gas pressurizing supply means required to consume the power of the target power consumption value based on the target power consumption value. And the gas density, determine the opening area to be adjusted by the pressure adjusting means and the operating conditions of the oxidizing gas pressurizing and supplying means based on the determined gas pressure and gas density, and operate according to the determined operating conditions. 5. The control device for a fuel cell system according to claim 4, wherein the power consumption is controlled by controlling the oxidizing gas pressurizing supply means as described above. 8. The control means determines a regenerative power request value of the vehicle motor in response to a vehicle deceleration request from the outside, and the regenerative power request value is greater than the inputtable power of the power storage means. If it is larger, a power consumption target value for consuming the difference power between the required regenerative power value and the inputtable power by the oxidizing gas pressurizing supply means is determined, and the fuel cell is operated at the lowest output. The required oxidant gas pressure and flow rate, and the gas pressure at the oxidant gas outlet of the oxidant gas pressurized supply means required to consume the power of the target power consumption value based on the target power consumption value , The gas flow rate and the exhaust flow rate were determined, and the opening area to be adjusted by the exhaust flow rate control means and the operating condition of the oxidizing gas pressurizing supply means were determined based on the determined gas pressure, the gas flow rate and the exhaust flow rate. 6. The control device for a fuel cell system according to claim 5, wherein the power consumption is controlled by controlling the oxidizing gas pressurized supply means so as to operate according to the operating conditions.