JP2004022460A - Starting control apparatus of fuel cell vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To achieve an optimum starting method considering the influence of condensed water being generated during the stop time of a fuel cell system. <P>SOLUTION: A fuel cell system control apparatus 13 that is also a starting control apparatus comprises an automatic stop means 23 for stopping the power generation of the fuel cell system in a low load, an automatic starting means 25 for automatically restarting when the load becomes high, a stop time measurement means 27 for measuring the stop time before starting, and an operation method changing method 29 for changing an operation method in activation according to the stop time. Further, the operation method changing means 29 comprises an amount-of-air increasing means 31 for discharging condensed water in an air pole by increasing the amount of air in activation according to the stop time, and an amount-of-fuel increasing means 33 for discharging the condensed water in a fuel pole by increasing the amount of fuel in activation according to the stop time. <P>COPYRIGHT: (C)2004,JPO

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a startup control device for a fuel cell vehicle driven by a motor powered by a fuel cell system.
[0002]
[Prior art]
BACKGROUND ART A polymer electrolyte fuel cell has been intensively researched and developed as a power source for an electric vehicle because of its low operating temperature of room temperature to about 100 ° C., short startup time, high power density, and small size and light weight.
[0003]
The operating principle of the polymer electrolyte fuel cell is as follows. Fuel (hydrogen) gas is separated into hydrogen ions (H ⁺ , protons) and electrons by a catalytic oxidation reaction at a fuel electrode (anode). Hydrogen ions move from the fuel electrode to the oxidant electrode (cathode) in the polymer electrolyte with several water molecules around in the hydrated state (H ⁺ .xH ₂ O). On the other hand, the electrons move through the electron conductive electrode, and move to the cathode via an external load circuit (such as a motor). The electrons that have moved through the external circuit and the hydrogen ions that have moved through the polymer electrolyte undergo a reduction reaction at the cathode with oxygen in the air supplied from the outside to produce water.
[0004]
The solid polymer electrolyte used in the polymer electrolyte fuel cell does not exhibit good hydrogen ion conductivity unless it is in a wet state. In addition, hydrogen ions dissociated at the anode move to the cathode in the electrolyte in a hydrated state.Therefore, there is a shortage of water near the anode surface of the electrolyte membrane, and water is supplied to maintain power generation continuously. There is a need to. Normally, this water is supplied by humidifying the hydrogen gas supplied to the anode. In some cases, the air supplied to the cathode is humidified.
[0005]
As a fuel cell vehicle driven by an electric motor using the fuel cell as a power source, a fuel cell system and an electric vehicle described in JP-A-2001-307758 are known.
[0006]
According to this conventional technique, a fuel cell and a secondary battery are provided as power supplies, and when the load is low, the power generation operation of the fuel cell is stopped, and power is supplied from the secondary battery. By restarting the power generation operation, the power generation operation in a low load region where the power generation efficiency of the fuel cell system is reduced is avoided.
[0007]
[Problems to be solved by the invention]
However, in the above-described conventional technology, when the power generation operation of the fuel cell system is stopped, the temperature of the fuel cell decreases, so the temperature of the humidified gas inside the fuel cell also decreases, and water vapor is generated inside the fuel cell system. It will condense and produce water droplets. If the amount of water in the fuel cell becomes too large, the electrodes of the fuel cell become excessively wet, and the diffusion of hydrogen and oxygen is hindered. Therefore, when starting up the fuel cell system, a start-up method that takes into account the influence of condensed water that occurs during this stop time is required.
[0008]
The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a fuel cell vehicle capable of realizing an optimal starting method in consideration of the influence of condensed water generated during a stop time of the fuel cell system. An object of the present invention is to provide an activation control device.
[0009]
[Means for Solving the Problems]
According to a first aspect of the present invention, there is provided a start-up control apparatus for a fuel cell vehicle driven by a motor powered by a fuel cell, wherein the stop time before the start of the fuel cell system is measured. The gist of the present invention includes a measuring unit and an operating method changing unit that changes an operating method of the fuel cell system at the time of starting according to the stop time measured by the stop time measuring unit.
[0010]
According to a second aspect of the present invention, in order to achieve the above object, in the start-up control device for a fuel cell vehicle according to the first aspect, when the required load is a low load, the fuel cell automatically generates and generates power. Automatic stop means for stopping the operation of the auxiliary equipment, and automatic restart means for automatically restarting the fuel cell system when the required load increases, the stop time is from the automatic stop to the The point is that it is the time until automatic restart.
[0011]
According to a third aspect of the present invention, in order to achieve the above object, in the start-up control device for a fuel cell vehicle according to the first or second aspect, the operating method changing means controls an amount of air supplied to the fuel cell. The gist of the present invention is to include an air amount increasing means for increasing the air amount for a predetermined period according to the stop time.
[0012]
According to a fourth aspect of the present invention, in order to achieve the above object, in the start-up control device for a fuel cell vehicle according to any one of the first to third aspects, the driving method changing means includes a control unit for controlling the operation of the fuel cell. The gist of the present invention is to provide a fuel amount increasing means for increasing a supplied fuel amount for a predetermined period according to the stop time.
[0013]
According to a fifth aspect of the present invention, in order to achieve the above object, in the start control device for a fuel cell vehicle according to the third or fourth aspect, the air amount increasing means or the fuel amount increasing means comprises: The gist is that the time for increasing the amount of air or fuel to be supplied to the stop time is increased according to the stop time.
[0014]
According to a sixth aspect of the present invention, in order to achieve the above object, in the start-up control device for a fuel cell vehicle according to the second aspect, the automatic restarting means determines that the duration of the automatic stop state exceeds a predetermined time. In some cases, the gist is to automatically restart the fuel cell system regardless of the required load.
[0015]
【The invention's effect】
According to the present invention, since the operation method at the time of startup is changed according to the stop time before the start of the fuel cell system, the optimal start of the fuel cell system in consideration of the influence of condensed water generated during the stop is achieved. It becomes possible.
[0016]
BEST MODE FOR CARRYING OUT THE INVENTION
Next, an embodiment of the present invention will be described in detail with reference to the drawings.
[0017]
[First Embodiment]
FIG. 1 is a schematic configuration diagram illustrating an overall configuration of a fuel cell vehicle to which a start control device according to the present invention is applied. Referring to FIG. 1, a fuel cell vehicle 1 includes a fuel cell system 3 that electrochemically reacts a fuel gas such as hydrogen gas and an oxidizing gas having oxygen via an electrolyte to directly extract electric energy from between electrodes, A converter 5 converts DC of the battery system 3 or the secondary battery 11 into AC and supplies the AC to the motor 7, while converting regenerative power of the motor 7 into DC to charge the secondary battery and rotating the driving wheels 9. A motor 7 that generates regenerative electric power during regenerative braking, a drive wheel 9 that is rotated by the motor 7 to drive the vehicle, a secondary battery 11 that supplies starting power to the fuel cell system 3, and various vehicle states are input. A fuel cell system control device 13 for controlling power generation of the fuel cell system, a key SW 15, an accelerator sensor 17 for detecting an accelerator depression amount, and a vehicle speed sensor 19. And a driven wheel 21.
[0018]
The fuel cell system controller 13 inputs the state of charge (SOC) of the secondary battery 11, the ON / OFF state of the key SW from the key SW 15, the accelerator depression amount from the accelerator sensor 17, and the vehicle speed from the vehicle speed sensor 19. Thus, the load on the fuel cell is determined, and start / stop control and operation state control of the fuel cell system 3 are performed.
[0019]
In the fuel cell vehicle 1, the amount of power generated by the fuel cell system 3 is basically determined according to the driving force required by the driver. Since the driving force is calculated every moment based on the accelerator, the vehicle speed, and the like, the amount of power generated by the fuel cell also changes accordingly. As described above, a fuel cell is a device that reacts a fuel gas and an oxidizing gas to extract electric energy. Therefore, it is efficient to change a gas supply amount to the fuel cell according to a power generation amount.
[0020]
FIG. 2 is a configuration diagram illustrating a detailed configuration of the fuel cell system 3. In the figure, a fuel cell system 3 includes a fuel cell 110 that generates power using an air electrode 111 and a hydrogen electrode 112, a humidifier 120 that humidifies air and hydrogen and supplies the fuel cell 110, and a humidifier that pressurizes air. 120, a high-pressure hydrogen cylinder 140 for storing hydrogen, a hydrogen pressure regulating valve 150 for adjusting the hydrogen gas pressure from the high-pressure hydrogen cylinder 140, and an exhaust from the hydrogen electrode 112 and hydrogen from the hydrogen pressure regulating valve 150. An ejector 160 to be mixed; an air pressure regulating valve 170 for discharging unused air from the outlet of the air electrode 111 to the atmosphere; a hydrogen purge valve 180 for discharging hydrogen from the outlet of the hydrogen electrode 112 to the outside; An air pressure sensor 310 for detecting a pressure and a hydrogen pressure sensor 320 for detecting an inlet pressure of the hydrogen electrode 112 are provided.
[0021]
Further, the fuel cell system control device 13 includes an automatic stop means 23 for automatically stopping the power generation of the fuel cell and the operation of the auxiliary equipment for power generation when the required load is low, and Automatic restarting means 25 for automatically restarting the fuel cell system, stopping time measuring means 27 for measuring the stopping time before starting the fuel cell system, and starting according to the stopping time measured by the stopping time measuring means 27 Operating method changing means 29 for changing the operating method of the fuel cell system 13 at the time.
[0022]
Further, the operating method changing unit 29 includes an air amount increasing unit 31 that increases the amount of air supplied to the fuel cell 110 for a predetermined period according to the stop time measured by the stop time measuring unit 27, and a fuel amount supplied to the fuel cell 110. And a fuel amount increasing means 33 for increasing the time by a predetermined period in accordance with the stop time measured by the stop time measuring means 27.
[0023]
In the present embodiment, the fuel cell system controller 13 is a microcomputer, and includes an automatic stop unit 23, an automatic restart unit 25, a stop time measuring unit 27, an operation method changing unit 29, and an air amount increasing unit 31. And the fuel amount increasing means 33 are realized by a program of the microcomputer.
[0024]
The air is pressurized from the atmosphere by a compressor 130, humidified by pure water (not shown) by an air humidifier 121, and then supplied to an air electrode 111 of a fuel cell 110. The air is discharged to the atmosphere by the pressure valve 170.
[0025]
The flow rate and pressure of the air supplied to the air electrode 111 of the fuel cell 110 are controlled by the rotation speed of the compressor 130 and the opening of the air pressure regulating valve 170.
[0026]
The compressor 130 is driven by a motor 131, and the fuel cell system control device 13 refers to the motor rotation sensor 330 to control the motor 131 so as to reach a target rotation speed.
[0027]
Further, the fuel cell system control device 13 refers to the air pressure sensor 310 and controls the air pressure regulating valve 170 so that the pressure of the air supplied to the air electrode 111 of the fuel cell 110 becomes a target pressure.
[0028]
On the other hand, hydrogen as a fuel gas is humidified from a high-pressure hydrogen cylinder 140 via a hydrogen pressure regulating valve 150 and an ejector 160 with pure water (not shown) by a hydrogen humidifier 122 and then supplied to a hydrogen electrode 112 of a fuel cell 110. The hydrogen unused in the fuel cell 110 is circulated by the ejector 160 to the hydrogen electrode 112 of the fuel cell 110. The pressure of hydrogen supplied to the hydrogen electrode 112 of the fuel cell 110 is controlled by the opening of the hydrogen pressure regulating valve 150. The fuel cell system control device 13 refers to the hydrogen pressure sensor 320 and controls the hydrogen pressure regulating valve 150 so that the pressure of hydrogen supplied to the hydrogen electrode 112 of the fuel cell 110 becomes a target pressure.
[0029]
The hydrogen purge valve 180 opens and closes according to the state of the fuel cell 110, thereby preventing a decrease in output and a decrease in efficiency due to water inside the fuel cell 110, that is, leakage of air from the air electrode 111 to the hydrogen electrode 112. Is what you use for
[0030]
Further, the fuel cell system control device 13 also functions as the activation control device of the present invention.
[0031]
A startup control device for a fuel cell vehicle according to a first embodiment of the present invention will be described with reference to FIGS. FIG. 3 is a target air amount table at the time of startup used for the calculation of the fuel cell system control device 13 in FIG.
[0032]
This target air amount table indicates an air amount (air flow rate) to be supplied to the fuel cell 110 with respect to the power generation current of the fuel cell 110. As shown in the table, the target air amount increases as the stop time before starting increases. The rotation speed of the compressor 130 is controlled so as to obtain the target air amount.
[0033]
That is, these are the "operating method changing means for changing the operating method of the fuel cell system at the time of startup according to the stop time" of the present invention. Means for increasing the air amount for a predetermined period.
[0034]
If the amount of air is increased, condensed water condensed on the air electrode 111 of the fuel cell 110 can be quickly discharged.
[0035]
Note that point A in FIG. 3 indicates a current value that must be secured at the minimum during operation of the fuel cell 110. That is, power generation cannot be stopped while the fuel cell system is running, and power generation must be continued.
[0036]
FIG. 4 is a flowchart illustrating the air amount control in the first embodiment. In FIG. 4, first, in step (hereinafter, step is abbreviated as S) 1010, a target power generation current is determined based on the accelerator depression amount from accelerator sensor 17, the vehicle speed from vehicle speed sensor 19, and the like.
[0037]
Next, in S1020, it is determined whether or not the elapsed time from the start is within the set time, and if it is within the set time, the process proceeds to S1030 to determine the stop time before the start. Specifically, there is a method in which a stop time timer is activated at the time of stop, or a stop time is stored in a memory, and a difference from the current time is calculated to obtain a stop time.
[0038]
Next, in S1040, the target air amount corresponding to the determined pre-activation stop time is read from the map of FIG. 3, the target air amount is set, and the flow proceeds to S1050. In S1050, the motor 131 of the compressor 130 is controlled based on the set target air amount.
[0039]
If it is determined in step S1020 that the time exceeds the set time from the start, the operation is in the normal operation state. Therefore, the process proceeds to step S1060, the target air amount for normal operation is read from the map in FIG. 3, and the target air amount is set. Move to
[0040]
Similarly, it is possible to control the target hydrogen amount according to the stop time. However, in the case of the hydrogen circulation system as shown in FIG. 2, the increase in the amount of hydrogen is achieved by opening the hydrogen purge valve 180. When the hydrogen purge valve 180 is opened, the amount of hydrogen passing through the hydrogen electrode 112 of the fuel cell 110 increases as compared to when the hydrogen purge valve 180 is shut off. If the amount of hydrogen is increased, condensed water condensed on the hydrogen electrode 112 of the fuel cell 110 can be quickly discharged.
[0041]
FIG. 5 is a target purge valve opening degree table at the time of startup used in the calculation of the fuel cell system control device 13 in FIG.
[0042]
As shown in the table of FIG. 5, the target purge valve opening increases as the stop time before activation increases. The hydrogen purge valve 180 is controlled so as to obtain the target purge valve opening.
[0043]
That is, these correspond to claim 4 of "fuel amount increasing means for increasing the amount of fuel supplied to the fuel cell for a predetermined period according to the stop time".
[0044]
FIG. 6 is a flowchart illustrating the fuel amount control in the first embodiment. In FIG. 6, first, in S1010, a target power generation current is determined from the accelerator pedal depression amount from the accelerator sensor 17, the vehicle speed from the vehicle speed sensor 19, and the like.
[0045]
Next, in S1020, it is determined whether or not the elapsed time from the start is within the set time, and if it is within the set time, the process proceeds to S1030 to determine the stop time before the start. Specifically, there is a method of starting a timer at the time of stop, or storing a stop time.
[0046]
Next, in S1042, the target purge valve opening corresponding to the determined pre-start stop time is read from the map of FIG. 5, the target purge valve opening is set, and the routine goes to S1052. In S1052, the opening of the hydrogen purge valve 180 is controlled based on the set target purge valve opening.
[0047]
If it is determined in step S1020 that the time exceeds the set time from the start, the operation is in the normal operation state. Therefore, the process proceeds to step S1062, and the target purge valve opening for normal operation is read from the map of FIG. Then, the process proceeds to S1052.
[0048]
When the hydrogen purge valve 180 is an ON / OFF valve, it is of course sufficient if the orifice has a diameter capable of flowing the target hydrogen flow rate. In that case, it is sufficient to adjust the opening time. Similar effects can be obtained.
[0049]
Further, the set time of S1020 may be a constant of about 3 minutes. However, as shown in FIG. 7, if the stop time before the start is longer, the influence of the condensed water condensed in the fuel cell 110 during the stop is eliminated. It is not necessary to continue the flow rate increase control for performing the operation unnecessarily, so that it is possible to save the amount of power consumed by the compressor 130 and the amount of hydrogen discharged from the hydrogen purge valve 180 (corresponding to claim 5). .
[0050]
As described above, according to the present embodiment, since the operation method at the time of startup is changed according to the stop time before startup, it is possible to start up the fuel cell system in consideration of the influence of condensed water generated during the stop.
[0051]
In particular, since the configuration is such that the amount of air supplied to the fuel cell is increased in accordance with the stop time, condensed water at the cathode of the fuel cell can be discharged when the fuel cell system is started, and quick start is possible. .
[0052]
Further, since the amount of fuel (the amount of hydrogen) supplied to the fuel cell is increased according to the stop time, condensed water at the anode of the fuel cell at the time of starting the fuel cell system can also be discharged. Becomes possible.
[0053]
Further, according to the present embodiment, since the time for increasing the amount of air or hydrogen supplied to the fuel cell at the time of startup is changed according to the stop time, the power and hydrogen required for discharging condensed water are minimized. It is possible to do.
[0054]
[Second embodiment]
Next, a second embodiment of the startup control device for a fuel cell vehicle according to the present invention will be described. In the second embodiment, when the required load is low, the power is automatically generated even when the key switch (ignition switch) 15 of the vehicle remains ON, and the auxiliary device (compressor 130) for power generation is used. It has an idle stop function that stops the operation and automatically restarts when the required load increases. The configuration of the second embodiment is the same as the configuration of the fuel cell system shown in FIG.
[0055]
FIG. 8 is a flowchart relating to the idle stop function of the fuel cell system control device 13 in FIG. In FIG. 8, first, in S101, it is determined whether or not there is a driving force request based on the depression amount of the accelerator pedal from the accelerator sensor 17, the vehicle speed from the vehicle speed sensor 19, and the like. That is, it is determined whether the required load is low. If there is no driving force request, the process proceeds to S107, and if there is a driving force request, the process proceeds to 102. At this time, the target generated current is also set.
[0056]
In S102, it is determined whether or not idle stop is being performed. If it is not during idle stop, the process proceeds to S106, and if it is during idle stop, the process proceeds to S103.
[0057]
In S103, the idle stop is stopped, and the fuel cell system is restarted. At this time, the stop time (idle stop continuation time) is determined. Specifically, the determination is made by the timer that has started counting in S109 described later.
[0058]
In S104, a target air amount whose flow rate is increased according to the stop time is set according to FIG.
[0059]
In S105, the motor 131 that drives the compressor 130 is controlled based on the target air amount set in S104 and S104A.
[0060]
In S106, it is determined whether or not the elapsed time from the restart (the air amount increasing time) has elapsed the set time. If it has not elapsed, the process proceeds to S104 to continue the air amount up control, and if it has elapsed, the process proceeds to S104A to end the air amount up control and set the target air amount for normal operation (FIG. 3).
[0061]
Note that the set time may be a constant as in the first embodiment, but it is more preferable to set the longer as the stop time is longer as shown in FIG.
[0062]
In S107, it is determined whether or not the fuel cell system is generating power. If power generation is not being performed, that is, if idle stop is being performed, the processing routine is exited. If power generation is being performed, that is, if idle stop is not being performed, the process proceeds to S108.
[0063]
In S108, an idle stop process, that is, a stop process of the fuel cell system is performed. In S109, measurement of the stop time is started.
[0064]
That is, the air amount increase control is performed at the time of startup according to the time during which the fuel cell system has been stopped at idle stop.
[0065]
Similarly, by changing S104, S104A, and S105 to S1042, S1062, and S1052 in the first embodiment, it is possible to perform hydrogen amount increase control. The details of this step are described in the first embodiment. The description is omitted because it is the same as that described above.
[0066]
In addition, the time during which the air amount increase control or the fuel amount increase control is continued is also changed according to the stop time, so that the flow rate increase control for eliminating the influence of condensed water condensed in the fuel cell 110 during the stop is performed. Therefore, the amount of power consumed by the motor 131 driving the compressor 130 and the amount of hydrogen discharged from the hydrogen purge valve 180 can be saved.
[0067]
In the first embodiment, as shown in FIG. 3, the power generation for outputting the minimum current A had to be continued during the operation of the fuel cell system. However, in the present embodiment, when there is no driving force request, the fuel cell system is operated. Stopping (idle stop) can save fuel consumption.
[0068]
By the way, in the case of the present embodiment in which the idle stop is performed, the stop time of the fuel cell system is short and the length of the stop time is different each time, so that the amount of the condensed water accumulated differs each time. On the other hand, in the case of a normal stop due to the driver turning off the key, if the stop time exceeds a certain level, the amount of the condensed water accumulated becomes almost constant without much depending on the stop time.
[0069]
In the case of normal startup by the driver turning on the key, the situation occurs in a parking state, so that even if the startup time is somewhat long, there is little discomfort given to the driver, but the driving situation in which the idle stop is performed during normal driving This occurs during the temporary stop of the vehicle or during the regenerative braking operation when descending a slope, and there is a demand that the transition from the idle stop to the normal operation should be as short as possible.
[0070]
In the present embodiment, since the starting method is changed according to the duration of the idle stop, it is possible to eliminate the influence of the condensed water generated during the idle stop in a minimum time and shift to the normal operation. .
[0071]
[Third embodiment]
Next, a third embodiment of the start-up control device for a fuel cell vehicle according to the present invention will be described. The third embodiment includes an automatic restart unit that automatically restarts the fuel cell system regardless of the required load when the duration of the automatic stop state exceeds a predetermined time (corresponding to claim 6). . That is, when the duration of the idling stop state exceeds the predetermined time, the idling stop is interrupted regardless of the required load, and the fuel cell system is restarted to reduce the influence of the condensed water on the restart. ing. Other points are the same as in the second embodiment.
[0072]
The operation of the startup control device for a fuel cell vehicle in the present embodiment will be described with reference to the flowchart in FIG. FIG. 9 is basically the same as FIG. 8 and shows only the periphery of the different parts.
[0073]
In FIG. 9, in S107, when the fuel cell system is not generating power, that is, when the fuel cell system is in idle stop, the process proceeds to S107. In S108, an idle stop process, that is, a stop process of the fuel cell system is performed.
[0074]
In S110, it is determined whether the idle stop continuation time, that is, the stop time of the fuel cell system has passed a predetermined time. If it has not elapsed, the processing routine exits as it is, and if it has elapsed, the process proceeds to S103. Here, the predetermined time is set so that the influence of the condensed water condensed in the fuel cell 110 during the stop does not affect the start-up, in other words, the flow-up time for removing the condensed water does not become too long. For example, it is set to about 5 to 10 minutes. However, the optimal time depends on the size of the fuel cell.
[0075]
That is, the idle stop is stopped before the condensed water has a great effect on the restart, and the fuel cell system is restarted. Thus, the restart can be performed without the time for performing the flow rate increase control described in the second embodiment becoming excessive. In the flow rate increase control, it is necessary to increase the rotation of the compressor in order to increase the flow rate of the air supplied to the fuel cell 110, and there is a problem of noise. During idle stop, the vehicle is mostly stopped, and the noise of the operation of the fuel cell system becomes very noticeable. By performing this control, this problem is suppressed.
[Brief description of the drawings]
FIG. 1 is a configuration diagram illustrating an overall configuration of a fuel cell vehicle to which a startup control device according to the present invention is applied.
FIG. 2 is a configuration diagram illustrating a detailed configuration of a fuel cell system.
FIG. 3 is an example of a map showing a target air amount with respect to a generated current.
FIG. 4 is a flowchart illustrating air amount control according to the first embodiment.
FIG. 5 is an example of a map showing a target value of a purge valve opening degree with respect to a stop time before starting.
FIG. 6 is a flowchart illustrating purge valve control according to the first embodiment.
FIG. 7 is an example of a map illustrating an example of a set time with respect to a pre-activation stop time.
FIG. 8 is a flowchart illustrating an idle stop function according to the second embodiment.
FIG. 9 is a flowchart illustrating an idle stop function according to the third embodiment.
[Explanation of symbols]
13. Fuel cell system controller (startup controller)
23 ... Automatic stopping means 25 ... Automatic restarting means 27 ... Stop time measuring means 29 ... Operating method changing means 31 ... Air amount increasing means 33 ... Fuel amount increasing means

Claims (6)

In a startup control device for a fuel cell vehicle driven by a motor powered by a fuel cell,
A stop time measuring means for measuring a stop time before starting the fuel cell system,
An operation method change unit that changes an operation method of the fuel cell system at the time of startup according to the stop time measured by the stop time measurement unit,
A start-up control device for a fuel cell vehicle, comprising: Automatic stop means for automatically stopping the operation of the fuel cell power generation and auxiliary equipment for power generation when the required load is low load;
Automatic restart means for automatically restarting the fuel cell system when the required load increases,
The start control device for a fuel cell vehicle according to claim 1, wherein the stop time is a time from the automatic stop to the automatic restart. The driving method changing means,
3. The start-up control device for a fuel cell vehicle according to claim 1, further comprising air amount increasing means for increasing an amount of air supplied to the fuel cell for a predetermined period according to the stop time. The driving method changing means,
4. The fuel cell vehicle according to claim 1, further comprising a fuel amount increasing unit configured to increase a fuel amount supplied to the fuel cell for a predetermined period according to the stop time. Control device. The air amount increasing means or the fuel amount increasing means,
5. The fuel cell vehicle according to claim 3, wherein a time for increasing the amount of air or fuel supplied to the fuel cell in accordance with the stop time is lengthened in accordance with the stop time. Control device. The automatic restart means,
3. The start-up control device for a fuel cell vehicle according to claim 2, wherein when the duration of the automatic stop state exceeds a predetermined time, the fuel cell system is automatically restarted regardless of a required load.

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