JP2004180461A - Apparatus and method for controlling fuel cell powered vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To accomplish smooth reacceleration by performing precooling during deceleration without giving a free running feeling in deceleration. <P>SOLUTION: A controller for fuel cell powered vehicle is provided with an operation control means (power consumption in regeneration control means 400). When regenerative power produced during deceleration exceeds the charging upper limit value of a power storing means, the operation controlling means causes the auxiliary machines in the cooling system of a fuel cell powered vehicle concerned to preferentially consume the regenerative power. Thus, regenerative power energy is ensured. <P>COPYRIGHT: (C)2004,JPO

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a control device for a fuel cell vehicle driven by a fuel cell and a control method for the fuel cell vehicle.
[0002]
[Prior art]
2. Description of the Related Art A fuel cell vehicle is a type of electric vehicle, in which a fuel cell is mounted to generate power, and a driving motor is driven by the generated power. The fuel cell receives supply of air as an oxidizing gas from an air supply system and supply of hydrogen as a fuel gas from a hydrogen supply system, and electrochemically converts oxygen in the air and hydrogen in the fuel gas. The electric power is generated, and the generated electric power is supplied to a power consumption system including auxiliary equipment such as a compressor in addition to the traveling motor.
[0003]
By the way, in this fuel cell vehicle, the traveling motor performs regenerative braking at the time of deceleration or downhill, so that the driver can obtain a traveling feeling similar to that of a normal vehicle. In addition, the regenerative electric power obtained by this regenerative braking is stored in a power storage means such as a capacitor or a secondary battery prepared for coping with a start-up or a transient state of the fuel cell, and is used for the next start or acceleration. Improves fuel economy.
At this time, in order to increase the amount of regenerative electric power as much as possible and improve the regenerative braking force even when the electric storage means is almost fully charged, the reactive power that does not generate torque is increased, that is, the fuel cell such as a compressor, a cooling water circulation pump, etc. The control for reducing the efficiency of the auxiliary equipment and consuming the regenerative power has been performed (Patent Document 1).
[0004]
[Patent Document 1]
JP-A-2002-204505 (Paragraph Nos. 13 and 18 etc.)
[0005]
[Problems to be solved by the invention]
However, if the regenerative electric power is consumed by reducing the efficiency of the fuel cell auxiliary equipment, the regenerative braking is effective and the feeling of idling disappears, but heat is generated by wasted work to reduce the efficiency, and the heat is There is a drawback that the load on the cooling system after regeneration is increased due to heat dissipation.
[0006]
The present invention has been made in view of the above circumstances, and provides a control device for a fuel cell vehicle and a control method for a fuel cell vehicle, which can secure a regenerative electric energy even when the power storage means is almost fully charged. The purpose is to:
[0007]
[Means for Solving the Problems]
According to an aspect of the present invention, there is provided a fuel cell system comprising: a fuel cell; a power storage unit configured to store power generated by the fuel cell; and a fuel cell provided by at least one of the fuel cell and the power storage unit. In a control device for a fuel cell vehicle including a traveling motor for driving the cell vehicle and an auxiliary device necessary for driving the fuel cell vehicle, the amount of regenerative electric power generated at the time of deceleration of the fuel cell vehicle is determined by the electric storage means. And an operation control means for preferentially consuming the regenerative power to a cooling system accessory in the fuel cell vehicle among the accessories when the charging upper limit value is exceeded.
[0008]
According to the first aspect of the present invention, when the amount of regenerative electric power generated when the fuel cell vehicle decelerates exceeds the upper limit of charging of the power storage means, the operation control means supplies the regenerative electric power to the fuel cell vehicle among the auxiliary machines. The regenerative power can be secured by giving priority to the cooling system's auxiliary equipment, so that preemptive cooling that predicts an increase in the amount of heat generated during re-acceleration during deceleration is possible without giving a feeling of idle running during deceleration. Therefore, quick re-acceleration can be realized.
[0009]
According to a second aspect of the present invention, in the control device for a fuel cell vehicle according to the first aspect, the operation control means obtains a target accelerator regenerative electric energy based on a vehicle speed, and calculates the target accelerator regenerative electric energy. The level of the surplus regenerative electric energy is determined based on the charge amount of the power storage means, and the surplus regenerative electric power is given a priority in advance according to the level. It is characterized in that it is consumed according to.
[0010]
According to the invention described in claim 2, the operation control means determines the level of the surplus regenerative power based on the target accelerator regenerative power and the charge amount of the power storage means, and determines the surplus regenerative power according to the level. The target regenerative electric energy can be secured by causing the auxiliary equipment of the cooling system of the fuel cell vehicle to which the priority is assigned in advance according to the priority to be given, so that the feeling of idling at the time of deceleration is not given. In addition, since the cooling system can be cooled in advance by assuming acceleration after deceleration, rapid re-acceleration becomes possible.
[0011]
According to another aspect of the present invention, there is provided a fuel cell comprising: a fuel cell; a power storage unit for storing power generated by the fuel cell; and a fuel cell using power supplied by at least one of the fuel cell and the power storage unit. A regenerative electric power generated at the time of deceleration of the fuel cell vehicle including a traveling motor for driving the vehicle and an auxiliary device necessary for driving the fuel cell vehicle, a cooling system in the fuel cell vehicle among the auxiliary devices A method for controlling a fuel cell vehicle that allows the generation of regenerative power that cannot be fully charged in the power storage means by causing the auxiliary equipment to consume the auxiliary power.
[0012]
According to this method, even when the amount of power that can be charged to the power storage means is small, power is consumed by the auxiliary equipment of the cooling system, so that generation of regenerative power (excess regenerative power amount) that cannot be charged to the power storage means is allowed. . As a result, the amount of regenerative electric power can be secured, so that regenerative braking can be made effective to reduce or eliminate the feeling of idle running. In addition, by consuming the cooling system auxiliary equipment, it is possible to perform cooling in anticipation of an increase in the amount of heat generated at the time of re-acceleration after deceleration.
[0013]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a diagram cited for explaining a schematic structure of a fuel cell vehicle to which a control device and a control method of the present invention are adopted, and FIG. 2 shows a schematic configuration of a fuel cell system used in the fuel cell vehicle. It is a schematic diagram.
[0014]
The fuel cell vehicle is a kind of electric vehicle, and in the present embodiment, the traveling motor 38 receives power from a fuel cell system FCS mounted under the floor. The fuel cell system FCS is a power generation system having a fuel cell 1 (see FIG. 3) as a core. The fuel cell 1 receives supply of air as an oxidant gas from an air supply system 2 provided in the fuel cell system FCS. Similarly, hydrogen as a fuel gas is supplied from a hydrogen supply system 3 (hydrogen tank H2) provided in the fuel cell system FCS, and electrochemically generates power from oxygen and hydrogen in the air. Then, the generated electric power is converted into an electric power consumption system including auxiliary devices such as a traveling motor 38 (M), a supercharger 39 (S / C), cooling water pumps 40 and 41 (W / P), and radiator fans 42 and 43. Supply. Here, the supercharger 39 is an electric air compressor that supplies air as an oxidant to the fuel cell 1.
[0015]
The cooling water pumps 40 and 41, the radiator fans 42 and 43, and the radiators 44 and 45 are provided in the DT cooling system 4 for cooling the traveling motor 38 and the FC cooling system 5 for cooling the fuel cell 1, respectively. Here, the cooling water pump, the radiator, and the radiator fan provided in the FC cooling system 5 are referred to as an FC cooling water pump 40, an FC radiator 44, and an FC radiator fan 42, respectively, and the cooling water pump, the radiator And the radiator fan are referred to as a DT cooling water pump, a DT radiator 45, and a DT radiator fan 43, respectively. Note that when collectively referred to, FC / DT is omitted, for example, as in the radiators 44 and 45 and the cooling water pumps 40 and 41.
Incidentally, the radiators 44 and 45 are both disposed on the front of the fuel cell vehicle, and operate as heat radiating means for releasing heat of cooling water, which is a heat medium circulated by the cooling water pumps 40 and 41, out of the system.
[0016]
FIG. 3 is a diagram cited for describing a power consumption system in the operation control device of the fuel cell vehicle according to the present embodiment.
In FIG. 3, the fuel cell 1 supplies power to a power consuming system together with a capacitor (electric double layer capacitor) 32 as a power storage means. The capacitor 32 stores the electric power generated by the fuel cell 1 and the regenerative electric power of the traveling motor 38 to cope with the start-up and the transient state of the fuel cell system, and also relates to the relationship between the voltage of the capacitor 32 and the generated voltage of the fuel cell 1 and the like. The charge and discharge of the fuel cell 1 are repeated to make the load fluctuation of the fuel cell 1 smooth.
[0017]
Specifically, during acceleration (when the driver depresses the accelerator pedal), the capacitor 32 increases the rotation speed of the supercharger 39 in response to the air increase command, and the air flow rate increases. The power is supplied to the traveling motor 38 until the increase in the power generated by the fuel cell 1 follows, and the shortage of the power generated by the fuel cell 1 is compensated. On the other hand, at the time of deceleration (when the driver releases the accelerator pedal), the rotation speed of the supercharger 39 decreases in response to the air decrease command, and the air flow rate decreases. As a result, the fuel cell 1 The fuel cell 1 is charged with the generated power until the generated power decreases. In addition, at the time of deceleration, the vehicle is charged by the regenerative current generated by the traveling motor 38. In a steady state in which the voltage of the fuel cell 1 and the voltage of the capacitor 32 are the same, charging and discharging of the capacitor 32 are not performed, and the power consumed by the traveling motor 38 and the like is supplied from the fuel cell 1.
[0018]
The charge amount of the capacitor 32 is represented by SOC (Status Of Charge), and the larger the value, the more the capacitor 32 is charged. On the other hand, a smaller value of the SOC indicates that the capacitor 32 is less charged. Incidentally, the SOC has a value proportional to the square of the terminal voltage of the capacitor 32.
[0019]
Next, the electric power generated by the fuel cell 1 is supplied to the traveling motor 38 via a VCU (Voltage Control Unit) 33, and also a supercharger 39, an FC cooling water pump 40, and a DT cooling water pump 12V load. 41, FC radiator fan 42, DT radiator fan 43, and other auxiliary equipment. The stored electric power of the capacitor 32 is also supplied to the above-mentioned auxiliary machines 39 in addition to the above-mentioned traveling motor 38. The traveling motor 38 is connected via a PDU (Power Drive Unit) 34, the supercharger 39 is connected via a supercharger (SC) inverter 35, and the FC cooling water pump 40 is connected via a cooling water pump inverter 36 with a 12V load ( The DT cooling water pump 41, the FC radiator fan 42, and the DT radiator fan 43) are supplied with electric power from the fuel cell 1 and the capacitor 32 via the 12V converter 37, respectively.
[0020]
The VCU 33 is a power regulator having a limiter function, and limits a current taken out from the fuel cell 1 under the control of an ECU (Electric Control Unit) 50, which will be described later, to control the PDU 34, the SC inverter 35, and the cooling water pump inverter 36. , 12V converter 37.
[0021]
The PDU 34 controls driving of the traveling motor 38 according to a traveling motor control signal generated by the ECU 50. The SC inverter 35 supplies electric power to the supercharger 39, and the cooling water pump inverter 36 supplies electric power to the FC cooling water pump 40. The SC inverter 35 and the cooling water pump inverter 36 both obtain a rotational speed command value from the ECU 50 and control the driving of the supercharger 39 and the FC cooling water pump 40. The 12V converter 37 converts the voltage supplied to a 12V battery (not shown) to 12V and supplies the voltage to each of the 12V loads (DT cooling water pump 41, FC radiator fan 42, DT radiator fan 43).
[0022]
The ECU 50 serves as a control center of the control device of the fuel cell vehicle in the present embodiment, and uses the built-in microcomputer to control the air supply system 2, the hydrogen supply system 3, the DT cooling system 4, the FC cooling system 5, the auxiliary devices 39 to And 45 controls all power consumption systems.
In a part particularly related to the present invention, an accelerator signal AP is obtained from an accelerator pedal via a sensor (not shown), and a traveling motor control signal for controlling driving of the traveling motor 38 by obtaining a vehicle speed signal VSP from a vehicle speed sensor (not shown). It also generates and sets a target power generation current command value (IFCCMD) described later for the fuel cell 1 and controls the power generation current of the fuel cell 1.
[0023]
Further, the ECU 50 obtains the vehicle speed signal VSP and the rotation speed of the traveling motor 38, and sets a target accelerator regenerative electric energy. Further, the ECU 50 obtains the SOC of the capacitor 32 and, based on this SOC and the set target accelerator regenerative electric energy, the amount of regenerative electric power generated at the time of deceleration of the fuel cell vehicle (the target accelerator regenerative electric energy) is the charging upper limit value of the capacitor 32. Is exceeded, the surplus regenerative electric power of the surplus part (a shortage of its own capacity in the case of the capacitor 32) is supplied to the auxiliary equipment of the cooling systems 4 and 5 in the fuel cell vehicle (FC cooling water pump 40, DT). The cooling water pump 41, the FC radiator fan 42, and the DT radiator fan 43) also have a function as operation control means (regeneration power consumption control means 400 described below) for preferential consumption.
[0024]
FIG. 4 is a functional block cited for describing functions and operations in the control device of the fuel cell vehicle according to the present embodiment. This functional block diagram shows that when the charge upper limit value of the capacitor 32 is exceeded, the regenerative power amount (excess regenerative power amount) of the excess portion is given priority to the auxiliary devices 40 to 43 of the cooling systems 4 and 5. It is a regenerative power consumption control means (operation control means) 400 to be consumed.
[0025]
The regenerative power consumption control means 400 obtains a target accelerator regenerative electric energy when the accelerator is fully closed on the basis of the vehicle speed, and calculates the surplus regenerative electric power based on the target accelerator regenerative electric energy and the charge amount of the capacitor (power storage means) 32. The level of the amount is determined, and according to the level value of the level determination, the surplus regenerative power is consumed by the auxiliary devices 40, 41,... Of the cooling systems 4, 5, to which priorities have been assigned in advance, according to the priorities. Has functions. Further, the regenerative power consumption control means 400 obtains the target accelerator regenerative electric energy when the accelerator is fully closed from the vehicle speed, and determines the amount of output increase determined by the difference between the target accelerator regenerative electric energy and the charge amount of the capacitor 32 as a fuel. It has a function of adding to the target generated current command reference value of the battery 1.
[0026]
In order to realize this function, the regenerative power consumption control unit 400 includes an accelerator regenerative electric energy map search unit 401, an accelerator regenerative electric power surplus level determining unit 402, a deviation calculating unit 403, an FC radiator fan power increase / decrease determining unit 404, It includes a DT radiator fan power consumption increase / decrease determination unit 405, an FC cooling water pump power consumption increase / decrease determination unit 406, a DT cooling water pump power consumption increase / decrease determination unit 407, a PID control unit 408, and an addition unit 409.
[0027]
Among them, the accelerator regenerative electric energy map search unit 401 has a function of inputting the vehicle speed (vehicle speed signal VSP) and the motor rotation speed and setting the target accelerator regenerative electric energy when the accelerator pedal is released. Accelerator regenerative power surplus level determination section 402 obtains a surplus of the target accelerator regenerative power by inputting the target accelerator regenerative power and the SOC that is the charge amount of capacitor 32, and sets the surplus level of the target accelerator regenerative power to 0. It has a function of setting as six stages of flags (level values) from to (see FIG. 5). The deviation calculator 403 has a function of calculating a deviation between the target accelerator regenerative electric energy and the SOC. Each of the determination units 404 to 407, such as the FC radiator fan power consumption increase / decrease determination unit 404, instructs to increase or decrease the power consumption of the auxiliary devices 40 to 43 of the cooling systems 4 and 5 according to the level value, as described in detail later. (Instruction to increase power consumption, instruction to cancel the increased power consumption).
[0028]
Further, the PID control unit 408 of the regenerative power consumption control unit 400 receives the deviation between the target accelerator regenerative electric energy calculated by the deviation calculator 403 and the SOC (the target accelerator regenerative electric energy that cannot fully charge the capacitor 32). P (proportional), I (integral), and D (differential) are performed, and the output increase amount, which is a value to be added to the IFCCMD base value (target generated current command reference value), is set so that the deviation becomes zero. It has a function to set. Further, the adding unit 409 has a function of adding the output increase amount (current value) set by the PID control unit 408 and the input IFCCMD base value (current value). Incidentally, the larger the sum of the output increase amount and the IFCCMD base value, the higher the rotation speed of the supercharger 39 (the higher the power consumption amount).
[0029]
Next, the operation of the present embodiment shown in FIGS. 1 to 3 will be described in detail with reference to the functional block diagram shown in FIG. A supplementary explanation of each function will be given.
[0030]
In FIG. 4 (when the accelerator pedal is depressed and released), the ECU 50 (the accelerator regenerative electric energy map search unit 401 of the regenerative electric power consumption control unit 400) first determines the rotational speed and the vehicle speed of the traveling motor 38 via a sensor (not shown). A vehicle speed signal VSP) is obtained as an input, and a target accelerator regenerative electric energy at the time of depressing and releasing the accelerator pedal is set by searching a prepared map. In the map for setting the target accelerator regenerative electric energy prepared here (target accelerator regenerative electric energy setting map), a larger target accelerator regenerative electric energy is set as the vehicle speed is higher and the rotational speed of the traveling motor 38 is higher. It has become.
[0031]
Next, the level of the surplus regenerative power is determined by comparing the target accelerator regenerative power obtained as a result of the map search with the SOC of the capacitor 32. Then, according to the level value, the auxiliary devices (DT radiator fan 43, DT cooling water pump 41, FC radiator fan 42, FC cooling water pump 40) of the cooling systems 4 and 5 of the fuel cell 1 are operated, and the accelerator is fully closed. (When the accelerator pedal is depressed and released), the amount of regenerative electric power generated is ensured.
At this time, the power consumption increase / decrease determination units 404 to 407 perform the power consumption increase / decrease determination, and based on the determination, perform the DT cooling control, the FT cooling control, or the control of the fuel cell 1. This power consumption increase / decrease determination is performed as follows.
[0032]
First, as shown in FIG. 5, when the accelerator pedal is depressed and released, depending on the level of the surplus regenerative power and the maximum power consumption of the accessories 39, 40, 41,. It is stipulated whether the power consumption is increased. In FIG. 5, when the amount of surplus regenerative power is small, the power consumption of the FC radiator fan 42, which is an auxiliary machine with a small maximum power consumption, is increased.
[0033]
Incidentally, the table of FIG. 5 shows that the surplus regenerative power is supplied to the auxiliary devices 40, 41,... Of the cooling systems 4, 5 to which priorities are given in advance in accordance with the level of the surplus regenerative power. It is for consumption. As shown in FIG. 5, the level value is set to six levels from 0 to 5 (six levels of flags), and the surplus regenerative power increases as the level value increases. Further, it is assumed that the maximum power consumption of the auxiliary devices 40 and 41 of the cooling systems 4 and 5 increases toward the right side. Here, when the amount of power that can be charged to the capacitor 32 is larger than the target accelerator regenerative power (level value 0), nothing is performed because the minimum regenerative power is secured (the power consumption is reduced). No increase).
[0034]
In this way, the FC radiator fan power consumption determining unit 404 uses the six-stage flag from the level value 0 to the level value 5 so that the excess regenerative power can be appropriately consumed as the number of the flag increases. When the flag of the level value 1 to the level value 5 is input, the FC cooling system 5 is controlled so that the rotation speed of the FC radiator fan 42 is increased. The power consumption increases as the rotation speed increases (the same applies hereinafter). On the other hand, when the flag of the level value 0 is input, the FC cooling system 5 is controlled so as to stop the increase in the rotation speed of the FC radiator fan 42 described above.
[0035]
In addition, the DT radiator fan power consumption increase / decrease determination unit 405 controls the DT cooling system 4 so as to increase the rotation speed of the DT radiator fan 43 when the flag of the level value 2 to the level value 5 is input. On the other hand, when the flag of the level value 0 or the level value 1 is input, the DT cooling system 4 is controlled so as to stop the increase in the rotation speed of the DT radiator fan 43 described above.
[0036]
When the flag of the level value 3 to the level value 5 is input, the FC cooling water pump power consumption increase / decrease determination unit 406 controls the FC cooling system 5 to increase the rotation speed of the FC cooling water pump 40. Do. On the other hand, when the flag of the level value 0 to the level value 2 is input, the FC cooling system 5 is controlled so as to stop the increase in the rotation speed of the FC cooling water pump 40 described above.
[0037]
In the DT cooling water pump power consumption increase / decrease determination 407, when the flag of the level value 4 or the level value 5 is input, the DT cooling system 4 is controlled so as to increase the rotation speed of the DT cooling water pump 41. . On the other hand, when the flag of the level value 0 to the level value 3 is input, the DT cooling system 4 is controlled so as to stop the increase in the rotation speed of the DT cooling water pump 41 described above.
[0038]
In addition, when the flag of the level value 5 is input, the PID control unit 408 performs control to set an output increase amount to be added to the IFCCMD base value based on the deviation input from the deviation calculation unit 403. On the other hand, when the flag of the level value 0 to the level value 4 is input, the output increase amount is set to 0. Incidentally, as the output increase amount increases, the rotation speed of the supercharger 39 increases. That is, the amount of air supplied to the fuel cell 1 increases.
[0039]
As a result, the power consumption is gradually increased in accordance with the level of the surplus regenerative power, starting from the auxiliary machine (here, the FC radiator fan 42) with the lowest power consumption. It is assumed that the increased power consumption is set for each of the auxiliary devices 40, 41 (for example, the duty to be increased is determined for each of the auxiliary devices 40, 41,...). In this embodiment, when the surplus regenerative power is the largest (level value 5), the power consumption of the supercharger 39 having the largest maximum power consumption is increased in accordance with the deviation (the surplus regenerative power amount). As a result, even if large surplus regenerative power is generated (the target accelerator regenerative power amount-SOC increases), the surplus regenerative power can be consumed.
[0040]
Therefore, even if surplus regenerative power that cannot be fully charged in the capacitor 32 is generated (even if generation of surplus regenerative power is allowed), regenerative braking can be effectively performed, and a feeling of idling can be reduced or eliminated. . In addition, cooling can be performed, and for example, it is possible to prevent shortage of cooling capacity at the time of acceleration following braking (deceleration). In other words, smooth re-acceleration can be realized by proactively cooling the increase in the amount of heat generated for re-acceleration assumed after deceleration.
[0041]
Note that when the amount of increase in output is added to the reference value of the generated electric power command value, the amount of generated electric power (the amount of generated electric power) of the fuel cell 1 increases. However, since the increase in the amount of generated electric power occurs after a predetermined time lag, the consumption of the auxiliary devices 40. While increasing the power, the amount of power generated by the fuel cell 1 does not increase at the same time.
[0042]
The target accelerator regenerative electric energy setting map described above is set based on the fact that the surplus regenerative electric energy can be consumed by the auxiliary devices 40 (and the supercharger 39).
[0043]
The present invention is not limited to the above-described embodiment, but can be widely modified and implemented. For example, the order of the devices whose power consumption is increased by the level value may be changed. The accelerator signal AP is a signal indicating ON / OFF whether the accelerator pedal is depressed or not depressed. The accelerator signal AP is used as an accelerator opening signal to determine the target accelerator regeneration amount and the accelerator opening (return of the accelerator). Amount). In this case, the target accelerator regenerative electric energy setting map is a map in which the target accelerator regenerative electric energy is set to be larger as the time differential value of the accelerator return amount is larger. Further, the increase in the power consumption of each of the auxiliary devices 40 may be set with reference to the operation status of the auxiliary devices 40. When the amount of regenerative electric power from the traveling motor 38 exceeds the upper limit of the charging of the capacitor 32, the level determination (determination of which auxiliary machine is to be operated) may be performed, for example, after the capacitor 32 is charged. May be determined when the error occurs.
[0044]
【The invention's effect】
As described above, according to the present invention (claim 1), the regenerative power can be consumed even when the regenerative power exceeds the upper limit of charging of the power storage means, so that the regenerative power during deceleration can be secured. For this reason, the feeling of idle running can be reduced or eliminated during deceleration. Further, by causing the cooling system of the fuel cell to preferentially consume the regenerative electric power, the cooling system can be pre-cooled, for example, assuming acceleration after deceleration, so that, for example, rapid re-acceleration becomes possible. According to the second aspect of the present invention, by determining the level of the surplus regenerative power, the regenerative power can be more accurately secured even when the amount of power that can be charged from the power storage means is small. . Further, according to the present invention (claim 3), generation of regenerative power that cannot be charged in the power storage means can be allowed, so that a feeling of idle running can be reduced or eliminated by regenerative braking. Also, at this time, since the regenerative power that cannot be fully charged in the power storage means is used for the operation of the cooling system, the cooling system can be pre-cooled, for example, assuming acceleration after deceleration. It becomes possible.
[Brief description of the drawings]
FIG. 1 is a diagram cited for explaining a schematic structure of a fuel cell vehicle to which the present invention is applied.
FIG. 2 is a schematic diagram showing a schematic configuration of a fuel cell system used in the present invention.
FIG. 3 is a diagram cited for explaining a power consumption system in the operation control device of the fuel cell vehicle according to the present invention.
FIG. 4 is a functional block diagram cited for describing a flow of operation in the control device of the fuel cell vehicle according to the present invention.
FIG. 5 is a diagram cited for explaining a relationship between an accelerator surplus regenerative electric energy level used in the control device of the fuel cell vehicle of the present invention and an operating state of an auxiliary machine.
[Explanation of symbols]
31: fuel cell (FC), 32: capacitor (C: power storage means), 33: VCU, 34: PDU, 35: SC inverter, 36: cooling water inverter, 37: 12V converter, 38: traveling motor (M), 39: Supercharger (S / C), 40: FC cooling water pump, 41: DT cooling water pump, 42: FC radiator fan, 43: DT radiator fan, 400: Regeneration power consumption control means

Claims (3)

A fuel cell, a power storage means for storing power generated by the fuel cell, a traction motor for driving the fuel cell vehicle with power supplied by at least one of the fuel cell and the power storage means, and a power source for driving the fuel cell vehicle. In a control device for a fuel cell vehicle equipped with necessary auxiliary equipment,
When the amount of regenerative electric power from the traveling motor generated at the time of deceleration of the fuel cell vehicle exceeds a charging upper limit value of the power storage means, the regenerative electric power is supplied to a cooling system auxiliary device of the fuel cell vehicle among the auxiliary devices. A control device for a fuel cell vehicle, comprising: operation control means for preferentially consuming. The operation control means,
A target accelerator regenerative electric energy is obtained based on the vehicle speed, a level determination of the surplus regenerative electric energy is performed based on the target accelerator regenerative electric energy and the charge amount of the power storage means, and the excess regenerative electric power is prioritized in advance according to the level. 2. The control device for a fuel cell vehicle according to claim 1, wherein the assigned auxiliary equipment of the cooling system of the fuel cell vehicle is consumed according to the priority order. 3. A fuel cell, a power storage means for storing power generated by the fuel cell, a traction motor for driving the fuel cell vehicle with power supplied by at least one of the fuel cell and the power storage means, and a power source for driving the fuel cell vehicle. A control method for a fuel cell vehicle equipped with necessary auxiliary equipment,
The regenerative electric power generated during the deceleration of the fuel cell vehicle from the traveling motor is consumed by a cooling system auxiliary device of the fuel cell vehicle among the auxiliary devices, so that the regenerative electric power that cannot be completely charged in the power storage means A method for controlling a fuel cell vehicle, wherein generation of a fuel cell is permitted.

Images