JP2003087907A - Fuel cell car - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a fuel cell car capable of controlling its auxiliary unit properly. SOLUTION: An operation plan outputting means 44 is provided on the auxiliary unit of a fuel cell car 20. This car 20 is provided with a required electric energy calculating means 34 that transmits required electric energy to the power supply 22 of the fuel cell car based on the operation plan power, an output limit value calculating means 38 that calculates an output limit value based on the output of the power supply 22, and an output distribution calculating means 28 that calculates electric energy distributed to the auxiliary unit. The means 44 enables a power consumption limit value to be transmitted from the output distribution calculating means 28 to the operation plan outputting means 44.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a fuel cell vehicle for suitably controlling vehicle accessories of a fuel cell vehicle.

[0002]

2. Description of the Related Art Conventionally, as shown in FIG. 6, a hybrid fuel cell vehicle 1 in which a fuel cell (FC) 2 and an electric double layer capacitor (electric storage device) 3 are combined as a driving power source of a vehicle is known. Are known. In this hybrid type fuel cell vehicle 1, a shortage of power generation caused by a response delay of the fuel cell 2 at the time of transient fluctuation of the load of the motor 4 for traveling is stored in the electric double layer capacitor (hereinafter, simply referred to as a capacitor) 3. It supplies the necessary power by supplementing it with energy.

As described above, in the fuel cell 2, a response delay occurs in the reaction gas supply amount (air amount and fuel gas amount) from the reaction gas supply sources 6 and 7 with respect to the required load during the transient change, so that the load change occurs. Immediately after that, when the requested load output is to be output, if the auxiliary limit of the capacitor 3 is exceeded, the reaction gas supply amount becomes insufficient, causing a so-called gas shortage state.

Therefore, in the prior art, DC / which limits the output of the fuel cell 2 between the fuel cell 2 and the capacitor 3 is used.
An output conversion limiting device 8 including a DC converter is provided.
The output of the fuel cell 2 is changed by the output conversion limiting device 8.
The amount was controlled to correspond to the amount of reaction gas supplied to the fuel cell 2.

[0005]

However, in the above-described method of limiting the output of the fuel cell, the state in which the output is not output although the output is required continues for a short time, which deteriorates the running performance of the automobile. It will be a matter. In particular, when the vehicle accessory contains a large-capacity load that operates intermittently, such as an electric vehicle-mounted air conditioner, the load fluctuation is large compared to other vehicle accessories, so the output of the drive motor The need to limit (decrease) may occur.

On the other hand, there is also a method of supplying an excessive reaction gas to the fuel cell in advance so as to cope with the load fluctuation due to the operation of the vehicle accessory. According to this method, the problem of gas shortage described above can be solved, and although it is excellent in that it can cope with the load fluctuation of the vehicle auxiliary equipment, it always supplies the surplus reaction gas, so that the vehicle auxiliary equipment is not so much. If it does not work, most of the excess supply is wasted, which is economically undesirable.

The present invention has been made in view of the above circumstances, and an object thereof is to provide a fuel cell vehicle with good energy efficiency, which can suitably control vehicle accessories of a fuel cell vehicle.

[0008]

In order to solve the above-mentioned problems, the invention described in claim 1 includes a drive motor (for example, the motor 58 in the embodiment) and a fuel cell (for example, the embodiment). A power supply unit (for example, the power supply device 22 in the embodiment) sharing at least one or more vehicle accessories (for example, the air conditioner 30 in the embodiment) with an advance notice signal of the vehicle accessories. An operation advance signal output means (for example, operation advance output means 32a in the embodiment) is provided, and the operation expected output of the vehicle accessory whose operation is informed based on the operation advance signal output from the operation advance signal output means. (Eg, PACREQ in the embodiment) and power consumption of other vehicle accessories (eg, POTHRREQ in the embodiment)
And a total power generation amount calculation means (for example, a total power generation amount calculation unit that calculates a total power generation amount required by the power supply unit based on the power demand for the drive motor (for example, PDREQ in the embodiment) determined based on the acceleration request). The total power generation amount calculation means 44) in the embodiment is provided, and the fuel cell target power generation amount calculation means (for example, the required power amount calculation means 3 in the embodiment) that calculates the fuel cell target power generation amount based on the required total power generation amount is provided.
4) is provided, which is a fuel cell vehicle.

With this configuration, the vehicle accessory to be operated does not immediately operate, and an operation advance signal of this vehicle accessory is transmitted from the operation advance signal output means, and the fuel cell is based on this advance signal. The target power generation amount of is calculated. Since the reaction gas corresponding to the target power generation amount is supplied to the fuel cell, the fuel cell can be prepared so as to be able to perform a suitable output when the vehicle auxiliary equipment scheduled to operate is in operation. Also, if there is no vehicle accessory planned to operate,
Since the operation notice signal is not transmitted and the target power generation amount does not change, it is sufficient to increase the supply amount of the reaction gas only when necessary, which is efficient. In this way, it is possible to preferably control the vehicle accessories without imposing an excessive load on the power supply device.

The invention described in claim 2 is a fuel cell vehicle, wherein the scheduled operation output is a scheduled operation electric power value of a vehicle accessory for which the operation has been announced in advance. With this configuration, the fuel cell can be controlled more easily than when the planned operation output is a current value or a voltage value. That is, since the fuel cell has a unique relationship characteristic (so-called IV characteristic) between current and voltage, if the planned operation output is a current value or a voltage value, the voltage value of the fuel cell is Alternatively, the current value is determined, and it is different from the voltage value or current value on the vehicle accessory side.Therefore, it is necessary to correct this difference.However, when the command is issued by the power value, the above-mentioned correction is required. It is preferable because it is easy to control because it does not exist.

According to a third aspect of the present invention, the one or more vehicle accessories are provided with operation standby signal input means (for example, operation standby input means 32b in the embodiment), and the operation is announced in advance. A fuel cell output control device (for example, the output distribution calculating means 28 in the embodiment) for controlling the electric power from the fuel cell supplied to the vehicle auxiliary equipment is provided, and the fuel cell output control device has an operation standby signal outputting means ( For example, the operation standby output means 28a) in the embodiment is provided, and the operation standby signal output means can transmit an operation standby signal (for example, ACSTB in the embodiment) to the operation standby signal input means. The input means, after receiving the operation standby signal, until the fuel cell can supply the power of the target power generation amount to the vehicle accessory whose operation is announced in advance. During the wait command the operation of vehicle accessories that the working is subject to maintain the standby state, a fuel cell vehicle, characterized in that the transmittable said vehicle accessory.

With this configuration, the vehicle auxiliary equipment, which is scheduled to be operated, is made to stand by without being operated until the fuel cell can supply the electric power of the target power generation amount. It is possible to prevent gas shortage without giving a burden.

According to a fourth aspect of the present invention, the one or more vehicle accessories are provided with output limit value input means (for example, output limit value input means 32c in the embodiment), and the fuel cell output control is performed. The device is provided with output limit value output means (for example, output limit value output means 28b in the embodiment), and the output limit value output means until the fuel cell can supply the fuel cell target power generation amount. From the above, it is possible to transmit an output limit value signal (for example, PLDAC in the embodiment) for maintaining the operating power of the vehicle accessory whose operation has been announced within the limit value to the output limit value input means. Is a fuel cell vehicle.

With this configuration, the vehicle auxiliary equipment is operated within the power value that can be supplied by the fuel cell until the fuel cell can supply the power of the target power generation amount. It is possible to operate the vehicle accessory faster while suppressing the burden on the vehicle.

According to a fifth aspect of the present invention, there is provided a fuel cell vehicle in which at least one of the one or more vehicle accessories is an electric air conditioner. With such a configuration, even when the required load fluctuation occurs due to the electric air conditioner, the vehicle accessory can be appropriately controlled while controlling the drive motor output.

[0016]

BEST MODE FOR CARRYING OUT THE INVENTION A fuel cell vehicle according to an embodiment of the present invention will be described below with reference to the drawings. First, the overall configuration of the fuel cell vehicle according to the embodiment of the present invention will be described. FIG. 5 is an overall configuration diagram of the fuel cell vehicle 20 according to the embodiment of the present invention. The fuel cell vehicle 20 according to the present embodiment includes, for example, a fuel cell 40 and an electric double layer capacitor (hereinafter simply referred to as “capacitor”) that is a power storage device.
A hybrid type power supply device 22 composed of
(See FIG. 3).

The power supply device 22 includes a traveling motor 58.
And the electric power is supplied from the power supply device 22 to the traveling motor 58, and the electric power is supplied to the traveling motor 58.
Driving force. Then, this driving force is transmitted to the drive wheels W via the reduction or the transmission T / M, whereby the fuel cell vehicle 20 runs. Further, when the fuel cell vehicle 20 decelerates, the drive wheels W
When the driving force is transmitted from the side to the traveling motor 58 side, the traveling motor 58 functions as a generator and generates a so-called regenerative braking force. Thereby, the kinetic energy of the vehicle body is recovered as electric energy. The traveling motor 58 is
For example, it is a permanent magnet type three-phase AC synchronous motor that uses a permanent magnet as a field, and is a PDU (Power D
Drive control is performed by the three-phase AC power supplied from the drive unit 70.

The PDU 70 includes a PWM inverter composed of a switching element such as an IGBT, and an EV-ECU (MOTO in FIG. 3), the details of which will be described later.
Based on a torque command output from an RControl ECU (hereinafter, simply referred to as “motor control unit”) 24, DC power output from the fuel cell 40 and the power storage device 42 is converted into three-phase AC power for traveling. Supply to the motor 58.

Further, the motor control unit 24 is
energy management unit (hereinafter simply referred to as "energy control unit") 26, and the energy control unit 26 is required to generate a required amount of power (PDRE).
Q) is transmitted, and the limited power amount (PLDM) from this energy control unit 26 is received (details will be described later). The energy control unit 26 then
An FC-ECU (corresponding to the FC Control ECU of FIG. 3, hereinafter referred to simply as “FC control unit”) 52 is connected to the FC control unit 52, and the required power amount (PFC
REQ) is transmitted, and the limited power amount (PFCLMT) is received from this FC control unit (details will be described later).

A fuel cell 40 is connected to the FC control unit 52. The fuel cell 40 has a structure in which a plurality of fuel battery cells each having a solid polymer membrane sandwiched between an anode side diffusion electrode and a cathode side diffusion electrode are laminated and integrated. A reaction gas supply device 35 (35a, 35a, for supplying reaction gas (hydrogen, air) to the fuel cell 40.
35b) are connected, and the reaction gas supply device 35 supplies each reaction gas (hydrogen, air) to the fuel cell 40.

In the fuel cell 40, when hydrogen is supplied to the reaction surface of the anode side diffusion electrode, the hydrogen is ionized here and moves toward the cathode side diffusion electrode through the solid polymer electrolyte membrane. The electrons generated during this time are taken out to an external circuit and used as direct current electrical energy. Since oxygen is supplied to the cathode side diffusion electrode, hydrogen ions, electrons, and oxygen react with each other to generate water. Hydrogen and oxygen after power generation are discharged outside the fuel cell 40.

The above-mentioned FC control unit 52 is connected to the fuel cell 40. This FC control unit 5
2, the data at the time of power generation of the fuel cell 40, for example,
The current value and voltage value of each fuel cell, and the current value and voltage value of the entire fuel cell 40 are input. Further, the hydrogen pressure, the air pressure, the temperature of the fuel cell 40, etc. are also input to the FC control unit 52.

The 12V auxiliary battery 82 that drives various control devices and accessories of the fuel cell vehicle 20 is equipped with, for example, a DC-DC converter 84. The DC-DC converter 84 includes the fuel cell 40. The DC voltage supplied from the battery is stepped down to charge the auxiliary battery 82.

The air conditioner (air conditioner) 30 is connected to the fuel cell 40, and the fuel cell 40 and the capacitor 42 are connected.
DC power output from the motor is converted to AC power and the motor 8
6 and is driven by this motor 86.

The details will be described below. FIG. 1 is a schematic configuration diagram showing a fuel cell vehicle according to an embodiment of the present invention. 3 is a block diagram showing a part of FIG. 1 in more detail. For convenience of illustration, the output distribution calculating means 28 is omitted in FIG. As shown in Figure 1,
An air conditioner control unit (AC-ECU) 32 is connected to an air conditioner (AC unit) 30 that constitutes a vehicle accessory, and this air conditioner control unit 32 causes the air conditioner 3 to operate.
0 is controlled.

The air conditioner control unit 32 is connected to a scheduled operation power amount calculating means (total power generation amount calculating means) 44. The total power generation amount calculating means 44 is also connected to a vehicle auxiliary equipment other than the air conditioner 30 such as the DC-DC converter 84 as shown in FIG. That is, the total amount of power generation (PARREQ) required for the operation of the vehicle auxiliary equipment is calculated.

The total power generation amount calculating means 44 is connected to the required power amount calculating means 34, and the required power amount calculating means 3
4 is the required power amount (PFCREQ) based on the total power generation amount
To calculate. Further, the required power amount calculation means 34 is used for the fuel cell driving auxiliary device (FC control unit) 5 of the power supply device 22.
2 is also connected, and the required power amount calculation means 34 transmits the required power amount to the power supply device 22. Power supply 22
As described above, the fuel cell (FC) 40 (see FIG. 3) is provided, and the fuel cell 40 is based on the required power.
Will generate electricity.

The FC control unit 52 of the power supply device 22
Is connected to the output limit value calculating means 38, and the output limit value calculating means 38 calculates the output limit value (PLD) based on the output of the power supply device 22. Output limit value calculation means 38
Is connected to the output distribution calculating means 28, and the output distribution calculating means 28 calculates the amount of electric power to the vehicle accessories (the air conditioner 30, the DC-DC converter 84, etc.) based on the output limit value. The above-mentioned total power generation amount calculation means 44, required power amount calculation means 34, output limit value calculation means 38, and output distribution calculation means 28 constitute an energy control unit 26.

A more specific description will be given. The motor control unit 24 is connected to the total power generation amount calculation means 44,
The motor control unit 24 includes a required power calculator 23.
And a motor drive power calculator 25. Data such as the depression amount (Ap) of the accelerator pedal, the rotation speed (Nm) of the motor for driving the vehicle, the current (Im), and the voltage (Vm) are input to the required power calculation unit 23, and the required power calculation unit 23 The required power is calculated based on these data. The required power calculation unit 23 is the motor drive power calculation unit 2
5 and transmits the required power to the motor drive power calculator 25.

Further, the required power calculation section 23 inputs the calculated power amount (PDREQ) to the total power generation amount calculation means 44. In addition, the total power generation amount calculation means 44 includes an air conditioner (A
The required power amount (PACREQ) in C), the required power amount in the DC-DC converter (PDCREQ), and the required power amount in other accessories (POTHREQ) are input. The total power generation amount calculation unit 44 calculates the total power generation amount (PARREQ) in the power supply device 22 based on these required power amounts, and transmits this total power generation amount to the required power amount calculation unit 34. In addition, the total power generation amount calculation means 44 includes an operation notification input means 44a, and is connected to the operation notification output means 32a provided in the air conditioner control unit 32. This will be described in detail later.

Further, the energy control unit 26
Is the voltage value (Vcap) and current value (I
cap) and a capacitor output possible amount calculation unit (Vcap-o, auxiliary power calculation means of power storage device) 36. The capacitor outputable amount calculation unit 36 calculates the outputtable amount of the capacitor 42.

The required power amount calculation means 34 includes a fuel cell target power generation amount calculation unit 46 and a fuel cell power generation amount calculation unit 48.
And a comparison calculation unit 50. The fuel cell target power generation amount calculation unit 46 causes the fuel cell 40 to calculate the total power generation amount transmitted from the total power generation amount calculation unit 44 and the capacitor 42 outputable amount from the capacitor outputable amount calculation unit 36. To calculate the target power generation amount. In addition, the fuel cell power generation amount calculation unit 48 displays the current value (Ifc) in the fuel cell 40.
Is input, and the fuel cell power generation amount calculation unit 48 calculates the actual power generation amount in the fuel cell 40 based on this current value. The comparison / determination unit 50 sets the larger one of the target power generation amount and the actual power generation amount input from the fuel cell target power generation amount calculation unit 46 and the fuel cell power generation amount calculation unit 48 as the required power value (PFCREQ). The selected power value is selected and transmitted to the power supply device 22. In the case of the fuel cell 40,
Since the voltage value (Vfc) can be obtained from the current value (Ifc) (so-called IV characteristic), the power generation amount can be calculated without inputting the voltage value to the fuel cell power generation amount calculation unit 48. .

The power supply device 22 will be described. The power supply device 22 is provided with a fuel cell 40 and a capacitor 42 in parallel with an inverter 56 connected to a wheel driving motor 58, and supplies power to the motor 58 via the inverter 56. Further, the fuel cell 40 and the capacitor 42 are connected in parallel to a VCU (chopper) 60,
The VCU 60 limits the output.

In the power supply device 22 configured as described above, the FC control unit 52 includes the comparison / determination unit 5
Based on the required power value transmitted from 0, a signal is sent to the reaction gas supply device 35 to supply the reaction gas to the fuel cell 40. The fuel cell 40 is provided with a sensor (not shown) that detects the above-described data during power generation, and the data detected by this sensor is input to the FC control unit 52.

The output limit value calculation means 38 includes a VCU output limit value calculation unit 62, a motor drive power limit value calculation unit (motor limit value calculation unit) 64, a capacitor assist amount calculation / addition unit (CAP auxiliary amount calculation). Section 66. The CAP auxiliary amount calculation unit 66 is connected to the capacitor outputable amount calculation unit 36 and the FC control unit 52, and calculates or adds the assist amount in the capacitor 42 based on the data from these. Further, the VCU output limit value calculation unit 62 and the CAP auxiliary amount calculation unit 66 are
The capacitor 42 is connected to the C control unit 52.
In addition to calculating the output limit value in consideration of the amount of assist in the fuel cell 4 and transmitting the output limit value to the VCU 60,
The output of 0 can be limited. In addition, the motor limit value calculation unit 64 and the CAP auxiliary amount calculation unit 66 and FC
It is connected to the control unit 52 so that the amount of assist in the capacitor 42 is taken into consideration, and a command is sent to the motor drive power calculation unit 25 to limit the power generated by the regeneration of the motor 58 via the inverter 56. , An output limit signal (Power Limit Drive) is transmitted.

Then, the VCU output limit value calculation unit 62
And the motor limit value calculation unit 64 are the output distribution calculation means 2
The power amount (PLD) calculated by each calculating unit is input to the output distribution calculating unit 28. The output distribution calculating means 28 calculates the amount of power (output distribution value) corresponding to each vehicle accessory based on this input amount of power, and transmits this amount of power to each vehicle accessory. The distribution value is calculated by multiplying the output limit value by a rate limit (ratio) set according to each vehicle accessory. As shown in FIG. 1, when the vehicle accessory is the air conditioner 30, the air conditioner control unit 32 displays the air conditioner output limit value (PL
If the vehicle accessory is a DC-DC converter, the converter output limit value (PLDDC)
And the motor output limit value (PLDM) is transmitted to the motor 58. Further, the output distribution calculating means 28 also transmits a permission signal indicating whether or not each vehicle accessory is allowed to operate to the control device of each vehicle accessory. For example, when the vehicle accessory is the air conditioner 30, an air conditioner operation permission signal (ACSTB), and when it is a DC-DC converter, DC
-DC converter operation permission signal (DCSTB) is input.

FIG. 2 is an explanatory diagram showing signal transmission / reception between the air conditioner control unit 32 and the energy control unit 26. 4 is a control flow in the air conditioner control unit 32 and the energy control unit 26. First, as shown in step S102, the air conditioner control unit 32 determines whether or not the air conditioner 30 can operate. This determination is made by detecting the state of the air conditioner by each sensor (not shown). Step S
In 102, when the air conditioner 30 cannot be operated (in the case of NO), the air conditioner control unit 32 does not permit the operation of the air conditioner 30, the power consumption limit value of the air conditioner 30 is set to 0, and the series of processes is ended. To do. At this time, as shown by the arrow A in FIG. 2, the expected power consumption value (0 in this case) is transmitted from the air conditioner control unit 32 to the energy control unit 26.

When the air conditioner 30 can be operated (Y
In the case of ES), the process proceeds to step S104. At this time, as shown by the arrow A in FIG. 2, the air conditioner control unit 32 issues a command to the energy control unit 26 to input the expected power consumption value. Step S104
Then, the energy control unit 26 determines the output state of the fuel cell 40. The determination of the output state is performed by detecting the voltage of each fuel cell constituting the fuel cell 40,
This is performed by comparing whether the detected voltage is lower than a specified value. If a sudden load change is applied while the voltage of the fuel cell is decreasing, the fuel cell 4
A large load is applied to 0, and the above determination is performed in order to prevent this. When the voltage drop is detected in the fuel cell (in the case of YES), the process proceeds to step S106 described above, and the series of processes is ended.

In step S104, when the voltage drop is not detected in the fuel cell (NO), the energy control unit 26 issues a power generation command to the fuel cell 40. And the energy control unit 2
6 is a step S based on the output from the fuel cell 40.
As shown in 108, the expected power consumption value is multiplied by the rate limit to calculate the power consumption limit value. As shown in FIG. 2, the energy control unit 26 transmits the power consumption limit value (arrow C) and the air conditioning operation permission signal (arrow B) to the air conditioning control unit, and ends the process.
The air conditioner control unit 32 transmits an operation signal (arrow D) to the air conditioner 30 based on the transmitted signal.

With this configuration, the vehicle accessories can be controlled in accordance with the actual output of the power supply device even when the load variation of the vehicle accessories is large.
It is possible to preferably control the vehicle accessories without imposing an excessive load on the power supply device. It is possible to suitably control while maintaining the output of the drive motor even with respect to the required load fluctuation caused by the electric vehicle-mounted air conditioner.

In order to cope with the load fluctuations from the vehicle accessories, it is also possible to consider the power consumption from the vehicle accessories as a constant power value and add the normal power generation amount to the fuel cell in advance to issue a command. This method is excellent in that it can deal with the load fluctuation of the vehicle auxiliary equipment because the output of the fuel cell always has a margin. However, since it is necessary to constantly supply an excessive amount of gas, it is not preferable in terms of cost. Further, when the vehicle auxiliary equipment includes an air conditioner, the load change is particularly rapid, so that a large amount of gas is required to satisfy this. In the present embodiment, the vehicle accessories can be controlled without imposing an excessive load on the fuel cell, which is also preferable in terms of cost.

Although the embodiment of the present invention has been described in detail above with reference to the drawings, the specific structure is not limited to this embodiment, and includes a design etc. within the scope not departing from the gist of the present invention. Be done. For example, in the embodiment described above,
For the power supply device 22, the required power amount (PECREQ) has been described, but the required current amount (IFCREQ) may be used.

[0043]

As described above, according to the first aspect of the present invention, the fuel cell can be prepared so that a suitable output can be obtained when the vehicle auxiliary machine to be operated is in operation. Therefore, it is possible to preferably control the vehicle accessories without imposing an excessive load on the fuel cell. According to the invention described in claim 2, the control of the fuel cell becomes easier as compared with the case where the planned operation output is the current value or the voltage value. According to the invention described in claim 3, it is possible to prevent gas shortage without giving an excessive burden to the fuel cell. According to the invention described in claim 4, the vehicle accessory can be operated more quickly while suppressing an excessive burden on the fuel cell. According to the invention described in claim 5,
Even when the required load fluctuation occurs due to the electric air conditioner, the vehicle accessory can be appropriately controlled while maintaining the drive motor output.

[Brief description of drawings]

FIG. 1 is a schematic configuration diagram showing a fuel cell vehicle according to an embodiment of the present invention.

FIG. 2 is an explanatory diagram showing signal transmission / reception between an air conditioner control unit and an energy control unit.

FIG. 3 is a schematic configuration diagram showing a fuel cell vehicle according to the same embodiment.

FIG. 4 is a control flow in the air conditioner control unit and the energy control unit.

FIG. 5 is an explanatory diagram showing an overall configuration of a fuel cell vehicle according to an embodiment of the present invention.

FIG. 6 is an explanatory diagram showing the overall configuration of a conventional fuel cell vehicle.

[Explanation of symbols]

20 fuel cell vehicles 22 power supply 28 Output distribution calculation means 30 air conditioners 32 Air conditioner control unit 34 Required power amount calculation means 44 Scheduled output means (total power generation amount calculation means)

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Claims (5)

[Claims] 1. An operation advance signal output means for outputting an operation advance signal of the vehicle auxiliary device is provided to at least one vehicle auxiliary device that shares a power source section equipped with a fuel cell together with a drive motor. An expected operation output of a vehicle accessory whose operation is announced based on the operation announcement signal output from the operation announcement signal output means, power consumption of another vehicle accessory, and a drive motor determined based on an acceleration request. And a fuel cell target power generation amount for calculating a fuel cell target power generation amount based on the required total power generation amount. A fuel cell vehicle comprising a calculating means. 2. The fuel cell vehicle according to claim 1, wherein the scheduled operation output is a scheduled operation electric power value of a vehicle accessory for which the operation has been announced in advance. 3. A fuel cell output control device for controlling an electric power from a fuel cell to be supplied to a vehicle auxiliary machine for which the operation has been announced, wherein the one or more vehicle auxiliary machines are provided with operation standby signal input means. The fuel cell output control device is provided with an operation standby signal output means, enables the operation standby signal output means to transmit an operation standby signal to the operation standby signal input means, and the operation standby input means is After receiving the operation standby signal, wait for the operation of the vehicle accessory whose operation has been announced in advance until the fuel cell can supply the power of the target power generation amount to the vehicle accessory that has been notified of the operation. The fuel cell vehicle according to claim 1 or 2, wherein a standby command for maintaining the state can be transmitted to the vehicle accessory. 4. The one or more vehicle accessories are provided with output limit value input means, the fuel cell output control device is provided with output limit value output means, and the fuel cell is provided with a fuel cell target power generation amount. Until the power can be supplied, the output limit value output means outputs the output limit value signal for maintaining the operating power of the vehicle accessory whose operation has been announced within the limit value. The fuel cell vehicle according to claim 3, wherein the fuel cell vehicle is capable of being transmitted to. 5. The fuel cell vehicle according to claim 1, wherein at least one of the one or more vehicle accessories is an electric air conditioner.