JP2005285475A - Fuel cell system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reduce fuel gas to a minimum which is exhausted from a fuel cell vehicle in a space such as a closed place. <P>SOLUTION: A controller 9 detects a position of the fuel cell vehicle by signals from an automobile navigation system 17 and a GPS signal detection device 18. In the case the fuel cell vehicle is in a position where the ventilation state of a closed space is not favorable, a fuel cell output control part 10 limits the power generation of a fuel cell stack 1, and the volume of hydrogen gas exhausted from the fuel cell vehicle through a purge valve 6 is limited. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a fuel cell system that supplies fuel gas or the like to a fuel cell to generate electric power and supplies generated power to a drive motor or the like that generates traveling torque of a vehicle.

  Conventionally, it has an energy output source including a fuel cell and a battery, receives a GPS (Global Positioning System) signal to determine the current position of the vehicle, and responds to the distance from the destination input to the car navigation device to the current position of the vehicle A technique for prohibiting activation of the fuel cell is known from Patent Document 1 below.

  In Patent Document 1, when it is determined that the amount of energy required from the start to the stop of the energy output device is sufficiently small depending on the distance from the current vehicle position to the destination, the start of the fuel cell is prohibited. . As a result, the energy consumed to warm up the fuel cell is prevented from being wasted, and the energy use efficiency of the energy output device is prevented from being lowered.

  A vehicle equipped with such a fuel cell supplies hydrogen and oxygen to the fuel cell, and generates power using the electrochemical reaction of the fuel cell. As a fuel cell stack, for example, using a structure in which a solid electrolyte membrane is sandwiched between an anode and a cathode, and supplying hydrogen to the anode and air from the outside to the cathode, Nitrogen contained in the external air passes through the solid polymer electrolyte membrane and leaks from the cathode electrode to the anode electrode. Then, if the nitrogen concentration in the anode electrode increases and the hydrogen concentration decreases, the power generation efficiency decreases. For example, it is necessary to perform a purge operation for releasing the gas in the anode electrode to the outside of the vehicle every predetermined time. When such a purge operation is performed, the purge gas released to the outside air contains not only nitrogen but also hydrogen.

On the other hand, conventionally, in a vehicle equipped with a fuel cell, when it is detected that the host vehicle has entered a closed place, a technique for controlling the fuel gas discharged from the fuel cell to the outside air by a purge operation is as follows. It is known from Patent Document 2 and the like. In this patent document 2, when the own vehicle enters the closed place, the fuel gas purge operation is controlled to prevent the fuel gas (hydrogen) from staying at a high concentration in the closed space.
JP 2002-343401 A JP 2003-77484 A

  However, in Patent Document 1 described above, the start of the fuel cell is permitted for all cases where there is no input of the destination in the car navigation device or for vehicles that are not equipped with the car navigation device. For example, even if it is closed such as an underground parking lot or a parking lot with a shutter, if there is no destination input, the fuel cell will be started, so there is a possibility that hydrogen will be discharged to the outside by the purge operation there were.

  Further, in Patent Document 2, although the purge control is performed when the own vehicle enters the closed place, the GPS signal or the like is used to determine that the own vehicle exists in the closed place, and the processing function of the GPS signal, etc. In a vehicle that does not have a function such as the above, it cannot be determined that the vehicle is in a closed place, and therefore the purge operation cannot be controlled.

  Accordingly, the present invention has been proposed in view of the above-described circumstances, and provides a fuel cell system capable of suppressing fuel gas discharged from a fuel cell vehicle as much as possible in a closed space or the like. Objective.

  The present invention relates to a fuel cell vehicle including a fuel cell that generates power by being supplied with fuel gas and oxidant gas, and includes a plurality of power supply means for supplying power to a load mounted on the fuel cell vehicle. Vehicle position detecting means for detecting the position of the fuel cell, power generation limiting means for limiting power generation of the fuel cell, and vehicle exhaust fuel gas amount limiting means for limiting the amount of fuel gas discharged from the fuel cell vehicle. In the fuel cell system, when it is determined that a predetermined condition is satisfied based on the position of the fuel cell vehicle detected by the vehicle position detection means, the power generation control means limits the power generation of the fuel cell, and the vehicle The above-described problem is solved by limiting the amount of fuel gas discharged from the fuel cell vehicle by the discharged fuel gas amount limiting means.

  According to the fuel cell system of the present invention, when it is determined that the predetermined condition is satisfied based on the position of the fuel cell vehicle, the fuel gas discharged from the fuel cell vehicle is restricted while the power generation of the fuel cell is restricted. Since the amount is limited, the flow rate of the fuel gas discharged from the fuel cell vehicle, the amount of discharged fuel gas, and the possibility of fuel gas leakage from the piping can be reduced by reducing the flow rate of the fuel gas supplied to the fuel cell. .

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

[First Embodiment]
The present invention is applied to the fuel cell system according to the first embodiment configured as shown in FIG. 1, for example. This fuel cell system is a system that is mounted on a fuel cell vehicle and that generates electric power from the fuel cell stack 1 in order to generate a running torque in the drive motor 12 by supplying power to the drive motor 12.

[Configuration of fuel cell system]
The fuel cell system includes a fuel cell stack 1 that generates electric power when supplied with fuel gas and oxidant gas. The fuel cell stack 1 is configured, for example, by stacking a plurality of fuel cell structures each having an anode electrode 1a and a cathode electrode 1b facing each other with a solid polymer electrolyte membrane interposed therebetween. In this example, the fuel cell stack 1 supplies hydrogen gas as a fuel gas for generating a power generation reaction to the anode 1a, and supplies fuel containing oxygen as an oxidant gas to the cathode 1b. explain.

  The fuel cell system also includes a hydrogen supply system that supplies hydrogen gas to the fuel cell stack 1 and an air supply system that supplies air to the fuel cell stack 1. The operation of each part of the fuel cell system is controlled by a controller 9 described later.

  The hydrogen supply system is configured such that a hydrogen storage tank 2, an anode electrode pressure regulating valve 3, an actuator 4, and an ejector 5 for circulating hydrogen gas are provided in a hydrogen supply flow path L1. The hydrogen supply system also supplies a hydrogen circulation channel L2 that connects the gas discharge port of the fuel cell stack 1 and the ejector 5 in order to introduce the hydrogen gas discharged from the fuel cell stack 1 into the fuel cell stack 1 again. Is provided. Further, this hydrogen supply system is provided with a hydrogen discharge flow path L3 branched from the hydrogen circulation flow path L2 in order to discharge gas other than hydrogen gas in the anode 1a to the outside, and the hydrogen discharge flow path L3 is purged. A valve 6 and an actuator 7 are provided. The purge valve 6 may be an on-off valve that can be switched between two states of an open state and a closed state, or may be an opening adjustment valve that can adjust the opening.

  In this hydrogen supply system, when the actuator 4 is controlled so that the hydrogen gas stored in the hydrogen storage tank 2 is adjusted by the controller 9 so that the opening degree of the anode electrode pressure adjusting valve 3 is adjusted, the anode electrode pressure adjusting valve is controlled. 3 is introduced into the anode 1a. At this time, the controller 9 adjusts the opening degree of the anode electrode pressure adjusting valve 3 so as to adjust the hydrogen gas flow rate and the hydrogen gas pressure in the anode electrode 1 a according to the power generation amount required for the fuel cell stack 1. . A part of the hydrogen gas introduced into the anode 1a is used for the power generation reaction of the fuel cell stack 1, and the remaining part is discharged to the hydrogen circulation passage L2.

  The hydrogen gas introduced into the hydrogen circulation passage L2 is introduced into the ejector 5 when the purge valve 6 is closed, mixed with the hydrogen gas from the hydrogen storage tank 2, and circulated again to the anode 1a. .

  The air supply system is configured such that the compressor 8 is provided in the air supply flow path L4 connected to the air inlet of the cathode electrode 1b, and the air discharge flow path L5 is connected to the air outlet of the cathode electrode 1b. In the air supply system, when the compressor 8 is driven by the control of the controller 9, the compressor 8 compresses the outside air and introduces air into the cathode 1b.

  In such a fuel cell system, not only oxygen but also nitrogen or the like is introduced into the cathode electrode 1b, and the nitrogen diffuses into the anode electrode 1a through the solid polymer electrolyte membrane. On the other hand, in the fuel cell system, by controlling the actuator 7 so that the purge valve 6 is opened by the controller 9, other than hydrogen gas such as nitrogen accumulated in the anode 1 a and the hydrogen circulation passage L 2. A purge operation for releasing impurities through the hydrogen discharge flow path L3 is performed.

  The fuel cell system also controls the state of the fuel cell output control unit 10 that extracts the generated power of the fuel cell stack 1, the battery 11 that stores power, the drive motor 12 that generates the running torque of the fuel cell vehicle, and the state of the battery 11. A battery controller 13, a motor controller 14 for controlling the state of the drive motor 12, an ammeter 15 and a voltmeter 16 for detecting the power generation state of the fuel cell stack 1 and the operating state of the system. Here, the drive motor 12 is composed of, for example, a three-phase AC motor, the fuel cell output control unit 10 is composed of an inverter, a relay circuit, etc., and the battery 11 is a lead storage battery, a nickel-hydrogen storage battery, a nickel-cadmium storage battery, It consists of various secondary batteries such as lithium batteries.

  In such a fuel cell system, the control controller 9 obtains a travel torque required by the drive motor 12 in response to inputting an accelerator operation and a brake operation of the fuel cell vehicle, and generates the travel torque. Find the required target generated power. Next, the controller 9 obtains the current generated power of the fuel cell stack 1 from the detection values of the ammeter 15 and the voltmeter 16 and supplies the current generated power to the fuel cell stack 1 so as to be the target generated power. The target hydrogen gas flow rate and pressure, the target air flow rate and pressure are obtained, and the opening of the anode electrode pressure regulating valve 3 is adjusted so as to obtain the target hydrogen gas flow rate and pressure, and the compressor is set so as to obtain the target air flow rate and pressure. 8 drive amount is adjusted.

  Next, the controller 9 controls the fuel cell output control unit 10 so as to take out the target generated power obtained previously, and supplies power to the drive motor 12 from the fuel cell output control unit 10. Here, the fuel cell output control unit 10 is a relay circuit that switches between electrical connection and non-connection to the fuel cell stack 1, a conversion circuit that converts DC power from the fuel cell stack 1 according to the type of the drive motor 12, etc. Consists of. The controller 9 controls whether the drive motor 12 is driven or not via the motor controller 14 and obtains a rotational speed signal from the motor controller 14 to recognize the current drive state and running torque of the drive motor 12. Then, the target running torque is generated by controlling the supply state of hydrogen and oxygen to the fuel cell stack 1 as described above.

  In addition, the control controller 9 sends a control signal to that effect to the fuel cell output control unit 10 in order to store the regenerative power from the drive motor 12 and the generated power of the fuel cell stack 1 in the battery 11. Thereby, electric power is stored in the battery 11. The battery 11 has a charge rate (SOC (State Of Charge)) detected by the battery controller 13, and the battery controller 13 controls discharge / release. The battery controller 13 outputs the detected charging rate of the battery 11 to the control controller 9, discharges the power of the battery 11 according to a control signal from the control controller 9, and outputs it to the drive motor 12 and the like.

  Furthermore, as shown in FIGS. 1 and 2, the controller 9 is connected to a car navigation system 17 and a GPS signal detector 18 mounted on the fuel cell vehicle. The controller 9 receives information indicating a registration point, which is a point having a low ventilation performance level around the fuel cell vehicle, from the car navigation system 17, and a GPS signal from the GPS signal detection device 18.

  The car navigation system 17 calculates the current position of the fuel cell vehicle based on the GPS signal detected by the GPS signal detector 18 and inputs the destination by the driver's input operation. Then, the car navigation system 17 creates recommended route information from the current position of the fuel cell vehicle to the destination with reference to map data stored in advance.

  In addition, the car navigation system 17 registers and stores points having low ventilation performance levels such as an underground parking lot and a parking lot with a shutter in association with map data as information included in the map data. The point where the ventilation performance level is low may be registered in advance as a keyword such as an underground parking lot included in the map data, and may be additionally registered according to the driver's setting, and further described later. Additional registration may be automatically performed according to the processing to be performed. In response to a request from the controller 9, the car navigation system 17 outputs ventilation performance level information including a registration point that is a registration point and a ventilation performance level at the registration point.

  On the other hand, the control controller 9 executes the control program so that the vehicle position detection unit 21, the fuel cell generated power limit determination unit 22, and the vehicle exhaust hydrogen amount limitation processing unit 23 as shown in FIG. Each part is provided, and the fuel cell generated power suppression determination process as shown in FIG. 3 is executed.

  In this fuel cell system, as shown in FIG. 4, in step S <b> 1 of FIG. 3, a GPS signal from the GPS signal detector 18 is input by the vehicle position detector 21, and the fuel cell vehicle is input by the vehicle position detector 21. Is calculated (step S11).

  Next, when the vehicle position detection unit 21 transmits a ventilation performance level information transmission command to the car navigation system 17 and receives the ventilation performance level information from the car navigation system 17, the vehicle position detection unit 21 detects a registration point from the ventilation performance level information. (Step S12). As described above, the ventilation performance level information is information obtained by collecting points where the ventilation performance level is low. Further, in this step S12, the vehicle position detection unit 21 collects VICS (Vehicle Information and Communication System) information and the like from the car navigation system 17 by FM multiplex broadcasting, radio wave beacons, etc., and it is not desirable to release combustible gas. A point or a point with a low ventilation state level may be used as a temporary registration point.

  In step S13, the vehicle position detection unit 21 compares the current position of the fuel cell vehicle calculated in step S11 with the registered point, and if it is determined that they do not match, the verification process result flag is cleared in step S14. If it is determined that the values match, the collation processing result flag is set to the numerical value “1” in step S15. That is, in step S13, as described later, the fuel cell generated power limit determination unit 22 limits the power generation of the fuel cell stack 1, and the vehicle discharge hydrogen amount limit processing unit 23 limits the discharged hydrogen amount. It is determined whether or not the above condition is satisfied. Further, when the VICS information is collected and the registration point is obtained in step S12, the registration point is collated with the current position of the fuel cell vehicle.

  Next, in step S2 of FIG. 3, the controller 9 determines whether or not the collation processing result flag set in step S1 is set to the numerical value “1” by the fuel cell generated power limit determination unit 22. Thus, it is determined whether it is necessary to limit the power generation amount of the fuel cell stack 1, and the determination result is sent to the vehicle exhaust hydrogen amount restriction processing unit 23.

  Next, when it is determined by the vehicle exhaust hydrogen amount restriction processing unit 23 that the collation processing result flag is not set to the numerical value “1” from the determination result in step S2, the controller 9 in step S3, Since the ventilation performance around the fuel cell vehicle is good and it is not necessary to limit the amount of power generated by the fuel cell stack 1, the fuel cell stack 1 generates power corresponding to the travel torque required for the drive motor 12. Normal power generation control is performed to control the fuel cell output control unit 10 so as to control the drive amount of the compressor 8 and the opening degree of the anode pressure regulating valve 3 and supply the generated power of the fuel cell stack 1 to the drive motor 12.

  On the other hand, when the controller 9 determines that the collation processing result flag is set to the numerical value “1” from the determination result in step S2 by the vehicle exhaust hydrogen amount restriction processing unit 23, in step S4, the fuel It is determined that the ventilation performance around the battery vehicle is not good and the power generation amount of the fuel cell stack 1 needs to be limited. The vehicle exhaust hydrogen amount restriction processing unit 23 controls the fuel cell output control unit 10 so as to supply power from the battery 11 to the drive motor 12, and the power supplied from the battery 11 to the drive motor 12 is insufficient. Generated power limiting control is performed to adjust the driving amount of the compressor 8 and the opening of the anode electrode pressure regulating valve 3 so that electric power is generated by the fuel cell stack 1.

  Here, the limit value of the power generation amount of the fuel cell stack 1 is such that the operating performance does not decrease so much with a decrease in the power generation amount by experiments and the like, the purge frequency decreases, and the purge operation discharges. Electric power is set in advance such that the hydrogen amount is lower than that during normal power generation control. Accordingly, the hydrogen gas flow rate and pressure, the air flow rate and pressure that generate power of a preset limit value are determined, and the hydrogen gas flow rate and pressure, air flow rate and pressure are supplied to the fuel cell stack 1. The driving amount of the compressor 8 and the opening degree of the anode pole pressure regulating valve 3 are determined. In step S4, the controller 9 drives the compressor 8 so that the driving amount and the anode pole pressure become the predetermined values. The opening degree of the regulating valve 3 is controlled.

[Effect of the first embodiment]
As described above in detail, according to the fuel cell system according to the first embodiment to which the present invention is applied, when the current position of the current fuel cell vehicle is a point where the ventilation performance level is low, the fuel cell stack Therefore, the amount of nitrogen diffused from the cathode electrode 1b to the anode electrode 1a can be reduced by reducing the hydrogen flow rate and the air flow rate supplied to the fuel cell stack 1, and the purge operation frequency and purge operation can be reduced. The amount of hydrogen discharged at the time and the possibility of hydrogen leakage from the pipes L1 and L2 can be reduced, and the release of combustible gas to the outside at a point where the ventilation state is not good can be suppressed.

  That is, according to this fuel cell system, the gas pressure at the anode 1a can be reduced, so that the amount of discharged hydrogen during the purge operation can be suppressed.

  Further, according to this fuel cell system, since the point where the ventilation performance level is low is registered in the map data held by the car navigation system 17, a large amount of combustible gas is released at the point where the ventilation performance level is low. This can be avoided reliably.

[Second Embodiment]
Next, a fuel cell system according to a second embodiment will be described. In addition, about the part similar to the above-mentioned 1st Embodiment, the detailed description is abbreviate | omitted by attaching | subjecting the same code | symbol and the same step number.

  As shown in FIG. 5, the fuel cell system according to the second embodiment differs from the fuel cell system according to the first embodiment in that it includes a vehicle speed detection device 31 connected to a controller 9. The vehicle speed detection device 31 is a process for obtaining a vehicle speed value based on an output value of an angle detector sent from the motor controller 14 by CAN (Controller Area Network) communication or the like, or an ABS (Anti-lock Brake System) (not shown). ) A process for acquiring the vehicle speed value from the controller by CAN communication or the like is performed.

  In such a fuel cell system, as shown in FIG. 6, the controller 9 receives signals from the car navigation system 17 and the GPS signal detection device 18 by the vehicle position detection unit 21 and detects them by the vehicle speed detection device 31. The vehicle speed value is received by the fuel cell generated power limit determination unit 32. Based on the verification processing result flag and the vehicle speed value set by the vehicle position detection unit 21, the fuel cell generated power limit determination unit 32 performs fuel cell normal power generation control or generated power suppression control by the vehicle hydrogen discharge amount limitation processing unit 23. Decide which one to do.

  That is, as shown in FIG. 7, when the collation process result flag is first set by the vehicle position detection unit 21 in step S <b> 1, the controller 9 performs collation processing by the fuel cell generated power limit determination unit 32 in step S <b> 2. It is determined whether or not the result flag is set. Then, when the collation process result flag is not set, the fuel cell generated power limit determination unit 32 causes the fuel cell stack 1 to normally generate power in step S3.

  On the other hand, when it is determined in step S2 that the collation process result flag is set, the fuel cell generated power limit determination unit 32 acquires the vehicle speed value from the vehicle speed detection device 31 in step S21, and in step S22, By determining whether or not the vehicle speed value is equal to or less than a predetermined value, it is determined whether or not a predetermined condition for limiting the power generation of the fuel cell stack 1 and the amount of discharged hydrogen is satisfied. Here, the predetermined value related to the vehicle speed value takes into consideration the case where the fuel cell vehicle is traveling at a low speed and the hydrogen gas is retained when the hydrogen gas is discharged by the purge operation because the ventilation performance level is low. Is set.

  When the fuel cell power generation power limit determination unit 32 determines that the vehicle speed value is not equal to or less than the predetermined value, it performs fuel cell normal power generation control in step S3, and determines that the vehicle speed value is equal to or less than the predetermined value. Performs fuel cell power generation suppression control in step S4.

[Effects of Second Embodiment]
As described above in detail, according to the fuel cell system according to the second embodiment to which the present invention is applied, the current position of the current fuel cell vehicle is a point where the ventilation performance level is low, and the fuel cell When the vehicle speed value is low, the fuel cell power generation suppression control is performed to suppress the purge frequency and the hydrogen discharge amount during the purge operation, so if the fuel cell vehicle stays at a point where the ventilation state is not good, Release of the combustible gas can be suppressed.

  On the other hand, according to this fuel cell system, even if the current position of the current fuel cell vehicle is a point where the ventilation performance level is low, if the vehicle speed value of the fuel cell vehicle is high, the ventilation state is not good. Since there is a high possibility that the fuel cell vehicle will pass through the point, the fuel cell normal power generation control can be performed.

[Third Embodiment]
Next, a fuel cell system according to a third embodiment will be described. Note that parts similar to those in the above-described embodiment are denoted by the same reference numerals, and detailed description thereof is omitted.

  The fuel cell system according to the third embodiment includes the above-described fuel cell system in that the purge valve 6 is configured by an opening degree adjusting valve, and the opening amount of the purge valve 6 is adjusted to adjust the hydrogen discharge amount. Is different.

  In this fuel cell system, as shown in FIG. 8, the controller 9 includes a vehicle position detection unit 21, a fuel cell power generation power limit determination unit 22, and a vehicle exhaust hydrogen amount limit processing unit 23. When it is determined by the determination unit 22 that the fuel cell generated power suppression control is to be performed, in addition to limiting the generated power by controlling the fuel cell output control unit 10, the compressor 8, and the anode electrode pressure regulating valve 3, the purge valve 6 is opened. Control the degree.

  Here, the opening degree of the purge valve 6 is set in advance so as not to discharge a large amount of hydrogen in accordance with the pressure in the anode 1a at the time of fuel cell power generation power suppression control that is set in advance. Therefore, the vehicle exhaust hydrogen amount restriction processing unit 23 controls the operation of the actuator 7 so that the opening degree is smaller than that when the purge valve 6 is fully opened.

  According to the fuel cell system according to the third embodiment, when the current position of the current fuel cell vehicle is a point where the ventilation performance level is low, the power generation amount of the fuel cell stack 1 is limited and purged. Since the opening degree of the valve 6 is limited, the amount of hydrogen released to the outside can be limited, and further the release of combustible gas to the outside can be suppressed.

[Fourth Embodiment]
Next, a fuel cell system according to a fourth embodiment will be described. In addition, about the part similar to the above-mentioned embodiment, the detailed description is abbreviate | omitted by attaching | subjecting the same code | symbol and the same step number.

  As shown in FIG. 9, the fuel cell system according to the fourth embodiment includes the GPS signal state determination device 41 that determines the state of the GPS signal detected by the GPS signal detection device 18. This is different from the fuel cell system.

  The GPS signal state determination device 41 monitors the amplitude value of the GPS signal detected by the GPS signal detection device 18 and the fluctuation state of the amplitude value. The better the reception state of the GPS signal, the higher the reception state level. Is generated and output to the controller 9. Then, when it is determined that the GPS signal is not normally received, the controller 9 determines that a predetermined condition for limiting the power generation amount and the exhausted hydrogen amount is satisfied. Then, the controller 9 performs either fuel cell normal power generation control or fuel cell power generation power suppression control based on the GPS signal state determination information.

  In such a fuel cell system, as shown in FIG. 10, the fuel cell generated power suppression determination process first receives GPS signal state determination information from the GPS signal state determination device 41 by the controller 9 in step S31, By determining whether or not the reception state level is equal to or lower than a predetermined value, it is determined whether or not a predetermined condition for limiting the power generation of the fuel cell stack 1 and the amount of discharged hydrogen is satisfied. Here, the predetermined value relating to the reception state level is set in advance to a value that determines that the radio wave state of the GPS signal is not good because the periphery of the fuel cell vehicle is closed, and therefore the ventilation performance level is low. Then, the controller 9 sets the detection result flag when the reception state level is low, and clears the detection result flag when the reception state level is high.

  Next, in step S32, the controller 9 determines whether or not the detection result flag set in step S31 is set. If not, the controller 9 performs fuel cell normal power generation control in step S3. If so, fuel cell power generation suppression control is performed in step S4.

  According to such a fuel cell system according to the fourth embodiment, when the GPS signal reception state level is low, there is a high possibility that there is a fault around the fuel cell vehicle and the ventilation state is not good. Fuel cell power generation suppression control can be performed to limit the amount of hydrogen discharged from the fuel cell.

[Fifth Embodiment]
Next, a fuel cell system according to a fifth embodiment will be described. In addition, about the part similar to the above-mentioned embodiment, the detailed description is abbreviate | omitted by attaching | subjecting the same code | symbol and the same step number.

  As shown in FIG. 11, the fuel cell system according to the fifth embodiment is related to the above-described embodiment in that the controller 9 includes a fuel cell activation state determination unit 51 and a fuel cell activation prohibition processing unit 52. It is different from the fuel cell system.

  In this fuel cell system, in the fuel cell activation prohibiting process shown in FIG. 12, first, the current position of the fuel cell vehicle is detected by the vehicle position detection unit 21 in step S1, and in the next step S41, the fuel cell activation state determination unit 51 is detected. Thus, the fuel cell activation prohibition determination process shown in FIG. 13 is performed.

  In the fuel cell activation prohibition determination process, first, in step S51, the fuel cell activation state determination unit 51 determines whether the fuel cell stack 1 is currently activated, and the current position of the fuel cell vehicle detected in step S1 is a registration point. It is determined whether or not. Here, the fuel cell activation state determination unit 51 sets a fuel cell activation state determination flag when the fuel cell stack 1 is performing a power generation reaction by starting the supply of hydrogen and air to the fuel cell stack 1. When hydrogen and air are not supplied to the fuel cell stack 1 and the fuel cell stack 1 is not performing a power generation reaction, the fuel cell activation state determination flag is cleared.

  Then, the fuel cell activation state determination unit 51 sets a fuel cell activation state determination flag when the current position of the fuel cell vehicle matches the registration point and the fuel cell stack 1 is not currently activated. If not, the fuel cell activation state determination flag is cleared.

  In the next step S52, the fuel cell activation state determination unit 51 determines whether or not the fuel cell activation state determination flag set in advance is set, so that the fuel cell stack 1 is activated. If it is determined that it is not activated, the activation prohibition flag is cleared in step S53, and if it is determined that it is activated, the activation prohibition flag is set in step S54. That is, it is determined whether or not predetermined conditions for limiting the power generation of the fuel cell stack 1 and the amount of discharged hydrogen are satisfied. Thereby, the process of step S41 of FIG. 12 is completed, and then the process proceeds to step S42.

  In step S42, the fuel cell activation prohibition processing unit 52 determines whether the activation prohibition flag set in the processing of FIG. 13 is set. When determining that the activation prohibition flag is not set, the fuel cell activation prohibition processing unit 52 permits the activation of the fuel cell stack 1 in step S43 and determines that the activation prohibition flag is set. In this case, the start of the fuel cell stack 1 is prohibited in step S44. In the state where the activation of the fuel cell stack 1 is prohibited, when the IGN switch is turned on by the driver of the fuel cell vehicle, the electric power of the battery 11 is supplied to the drive motor 12 to drive the drive motor 12. Running torque is generated.

  According to the fuel cell system according to the fifth embodiment, when the fuel cell stack 1 is not activated and the ventilation performance level at the current position of the fuel cell vehicle is low, the fuel cell stack 1 is activated. Therefore, when the fuel cell stack 1 is started, the operation of opening the purge valve 6 in order to increase the hydrogen concentration in the hydrogen circulation channel L2 or the fuel cell stack 1 can be prohibited. The release of combustible gas can be suppressed.

[Sixth Embodiment]
Next, a fuel cell system according to the sixth embodiment will be described. In addition, about the part similar to the above-mentioned embodiment, the detailed description is abbreviate | omitted by attaching | subjecting the same code | symbol and the same step number.

  As shown in FIG. 14, this fuel cell system is different from the fuel cell system according to the above-described embodiment in that an optical sensor 61 that detects light around the fuel cell vehicle is provided. One or a plurality of the optical sensors 61 are provided in a predetermined portion of the vehicle body of the fuel cell vehicle so as to detect light in a predetermined space around the fuel cell vehicle. Then, the controller 9 determines whether or not the fuel cell vehicle exists in a closed space with a low ventilation state level from the luminance detection value of the optical sensor 61, and discharges from the power generation amount of the fuel cell stack 1 and the fuel cell vehicle. Limit the amount of hydrogen produced.

  In such a fuel cell system, as shown in FIG. 15, the controller 9 includes a vehicle position detection unit 21, a fuel cell generated power limit determination unit 22, and a vehicle exhaust hydrogen amount restriction processing unit 23, and includes a vehicle position detection unit. 21 is connected to the optical sensor 61. As shown in FIGS. 16 and 17, the controller 9 first detects vehicle position information by the vehicle position detector 21 in step S61 of FIG. 16, as shown in FIGS.

  At this time, as shown in FIG. 17, the vehicle position detection unit 21 starts reading the sensor signal indicating the luminance detection value from the optical sensor 61 in step S71, and in step S72, the vehicle position detection unit 21 detects a plurality of detected signals. Based on the luminance detection value, it is determined whether or not the luminance change amount has exceeded a predetermined value over a predetermined time. If the vehicle position detector 21 determines that the amount of change in luminance is not greater than or equal to a predetermined value over a predetermined time, the vehicle position detector 21 determines in step S73 that the fuel cell vehicle is not in the closed space and closes the vehicle position. If the space detection flag is cleared and it is determined that the amount of change in luminance is greater than or equal to a predetermined value over a predetermined time, it is determined in step S74 that the fuel cell vehicle is in the closed space, and the vehicle position closed space detection flag. Is set, and the process proceeds to step S62 in FIG. That is, in this step S74, it is determined whether or not a predetermined condition for limiting the power generation of the fuel cell stack 1 and the amount of discharged hydrogen is satisfied.

  Specifically, as shown in FIG. 18, this step S72 sets the vehicle position closed space detection flag when a change in the luminance change amount equal to or greater than a predetermined value Lt is detected within a predetermined time Tt. The predetermined time Tt and the predetermined value Lt are set in advance and stored in the controller 9 by an experiment or the like in which the optical sensor 61 is actually attached to the body of the fuel cell vehicle and the fuel cell vehicle is in a closed space. Keep it.

  The vehicle position detection unit 21 detects the original luminance within the predetermined time Tt even when the luminance detection amount changes by a predetermined value Lt or more as shown at time t1 to time t2 or time t9 to time t10. When it returns to the value, the numerical value of the vehicle position closed space detection flag is kept as it is. In addition, the vehicle position detection unit 21 can detect the luminance within the predetermined value Lt even when the luminance detection amount changes over the predetermined time Tt as shown in the time t2 to the time t3 and the time t7 to the time t8. In the case of the detected amount, the numerical value of the vehicle position closed space detection flag is kept as it is.

  On the other hand, the vehicle position detection unit 21 is a case where the luminance detection amount changes over a predetermined time Tt or more as shown at time t5 to time t6 or time t11 to time t12 and is equal to or more than a predetermined value Lt. When the luminance detection amount is reached, the vehicle position closed space detection flag is set. In addition, as shown in time t11 to time t12, the vehicle position detection unit 21 has a predetermined luminance detection amount in a state where the vehicle position closed space detection flag is a numerical value “1” and is determined to be in the closed space. When the value changes over the value Lt and over the predetermined time Tt, the vehicle position closed space detection flag is set to a numerical value “0”.

  In step S62 of FIG. 16, the fuel cell generated power limit determination unit 22 determines whether or not the vehicle position closed space detection flag set by the vehicle position detection unit 21 is set to a numerical value “1”. It is determined whether or not the fuel cell vehicle is present in the closed space. When it is determined that the fuel cell vehicle is not present in the closed space, the process proceeds to step S3, and when it is determined that the fuel cell vehicle is present in the closed space. The process proceeds to step S4.

  In step S3, the vehicle exhaust hydrogen amount restriction processing unit 23 exists at a point where the fuel cell vehicle is not in a closed space, and thus performs the above-described fuel cell normal power generation control and ends the process. On the other hand, in step S4, since the vehicle exhaust hydrogen amount restriction processing unit 23 exists at a point where the fuel cell vehicle is in a closed space, the fuel cell power generation power restriction control described above is performed and the process is terminated.

  As described above in detail, according to the fuel cell system according to the sixth embodiment to which the present invention is applied, the fuel cell vehicle is converted into an underground parking lot or a parking lot with a shutter from the change in the luminance detection value detected by the optical sensor 61. If it is present in a closed space such as a tunnel and it is determined that the ventilation state is not good, the fuel cell power generation suppression control is performed, so that it is possible to suppress the release of combustible gas into the closed space.

  Further, according to this fuel cell system, since it can be determined that the fuel cell vehicle exists in the closed space only by the brightness detection value of the optical sensor 61, the car navigation system and the GPS signal detection device are not mounted. Also in the vehicle, it can be determined that the vehicle position is in the closed space. Further, according to this fuel cell system, it is determined that the fuel cell vehicle exists in the closed space when the luminance detection value changes for a predetermined time or longer. Even when the luminance detection value of the sensor 61 is high, it is possible to eliminate erroneous detection of the closed space.

[Seventh Embodiment]
Next, a fuel cell system according to a seventh embodiment will be described. In addition, about the part similar to the above-mentioned embodiment, the detailed description is abbreviate | omitted by attaching | subjecting the same code | symbol and the same step number.

  As shown in FIG. 19, this fuel cell system is different from the fuel cell system according to the above-described embodiment in that it includes a radar device 71 that detects an obstacle above the fuel cell vehicle. As the radar device 71, for example, a millimeter wave radar or a laser radar can be used.

  The radar device 71 irradiates a beam that is a transmission wave toward the upper side of the fuel cell vehicle, and detects the presence of an obstacle above the fuel cell vehicle by detecting a reflection amount that is a reception wave amount reflected by the beam. And the presence or absence of the obstacle is output to the controller 9. Then, the controller 9 determines whether or not the fuel cell vehicle exists in a closed space with a low ventilation state level from the signal indicating the presence or absence of an obstacle from the radar device 71, and the amount of hydrogen discharged from the fuel cell vehicle Limit.

  In such a fuel cell system, as shown in FIG. 20, the controller 9 includes a vehicle position detection unit 21, a fuel cell generated power limit determination unit 22, and a vehicle exhaust hydrogen amount limitation processing unit 23. 21 is connected to the radar device 71. The controller 9 performs the process shown in FIG. 16 as the fuel cell generated power suppression determination process. In step S61 in FIG. 16, the controller 9 performs the process shown in FIG. Detect information.

  At this time, as shown in FIG. 21, the vehicle position detection unit 21 inputs the presence / absence of a beam detected by reflection when the radar device 71 irradiates the beam above the fuel cell vehicle in step S81. If the vehicle position detector 21 determines that the beam reflected by the radar device 71 is not detected, the vehicle position detector 21 determines that the fuel cell vehicle does not exist in the closed space, and the vehicle position closed space in step S73. Clear the detection flag.

  On the other hand, when it is determined that the beam reflected by the radar device 71 has been detected, the vehicle position detection unit 21 has received the beam from the time when the beam was irradiated above the fuel cell vehicle by the radar device 71 in step S82. By determining whether or not there is sufficient space above the fuel cell vehicle by determining whether or not the time up to a predetermined time Ts has elapsed, it is possible to limit power generation and discharge of the fuel cell stack 1 It is determined whether or not a predetermined condition for limiting the amount of hydrogen is satisfied. Here, the sufficient space is a space that can be determined that hydrogen does not stay in the closed space due to sufficient ventilation when hydrogen is discharged by the purge operation, and is determined and set in advance through experiments or the like. .

  When the vehicle position detection unit 21 determines that the predetermined time Ts or more has elapsed from the time when the radar device 71 irradiates the beam above the fuel cell vehicle, there is sufficient space above the fuel cell vehicle. Then, it is determined that the place is in a favorable ventilation state, and the vehicle position closed space detection flag is cleared in step S73. On the other hand, if the vehicle position detection unit 21 determines that the predetermined time Ts or more has not elapsed since the time when the radar device 71 irradiated the beam above the fuel cell vehicle, the vehicle position detection unit 21 determines that the ventilation state is not a good place. In step S74, a vehicle position closed space detection flag is set.

  Thereafter, the controller 9 performs the fuel cell normal power generation control of step S3 or the fuel cell power generation power suppression control of step S4 based on the determination result of step S62 shown in FIG. 16, and the fuel cell vehicle exists in the closed space. In some cases, the emission of hydrogen gas is suppressed.

  As described above in detail, according to the fuel cell system according to the seventh embodiment to which the present invention is applied, when the time until the reflected wave is detected by irradiating the beam above the fuel cell vehicle is short, Since it is determined that the fuel cell vehicle exists in the closed space and the ventilation state is not good and the fuel cell generated power suppression control is performed, the release of the combustible gas into the closed space can be suppressed. Further, in this fuel cell system, by using a millimeter wave radar as the radar device 71, the distance measurement performance with respect to the obstacle above the fuel cell vehicle is unlikely to deteriorate even in bad weather such as rain and snow, stepping stones and dirt. By using a laser radar as the radar device 71, an obstacle above the fuel cell vehicle can be reliably detected with high resolution even at night.

  Further, according to this fuel cell system, since it can be determined that the fuel cell vehicle is present in the closed space only by the radar device 71, even in a vehicle not equipped with a car navigation system or a GPS signal detection device, It can be determined that the vehicle position is in the closed space.

  Further, according to this fuel cell system, when it takes a long time to irradiate the beam above the fuel cell vehicle and detect the reflected wave, the upper portion of the fuel cell vehicle is open or the fuel cell vehicle exists in the closed space. Even in this case, it can be determined that there is sufficient space above the fuel cell vehicle, so that in a closed space where the volume above the fuel cell vehicle is large, normal power generation can be performed without limiting the power generation amount. it can.

[Eighth Embodiment]
Next, a fuel cell system according to an eighth embodiment will be described. In addition, about the part similar to the above-mentioned embodiment, the detailed description is abbreviate | omitted by attaching | subjecting the same code | symbol and the same step number.

  As shown in FIG. 22, the fuel cell system according to the eighth embodiment is characterized in that an optical sensor 61 is connected to the vehicle position detection unit 21 of the controller 9 and a fuel cell activation prohibition processing unit 52 is provided. To do.

  In such a fuel cell system, as shown in FIG. 23, the fuel cell activation prohibiting process is performed by the vehicle position detection unit 21 within a predetermined time Tt in step S61 as described with reference to FIG. It is determined whether or not a change in the luminance change amount equal to or greater than the predetermined value Lt is detected, a vehicle position closed space detection flag is set, and in the next step S62, the fuel cell activation prohibition processing unit 52 detects the vehicle position closed space. Determine whether the flag is set.

  When the fuel cell activation prohibition processing unit 52 determines that the vehicle position closed space detection flag is not set, the fuel cell activation prohibition processing unit 52 permits the activation of the fuel cell stack 1 in step S43 and sets the vehicle position closed space detection flag. If it is determined that the fuel cell stack 1 has been activated, the activation of the fuel cell stack 1 is prohibited in step S44.

  As described above, according to the fuel cell system according to the eighth embodiment, when the fuel cell vehicle is present in the closed space, activation of the fuel cell stack 1 is prohibited and power is supplied from the battery 11 to the drive motor 12. Thus, the fuel cell vehicle can be run, so that hydrogen discharge accompanying activation of the fuel cell stack 1 can be suppressed, and release of combustible gas to the outside can be suppressed.

  In the eighth embodiment, a radar device 71 is provided in place of the optical sensor 61, and the vehicle position detection unit 21 performs the processing shown in FIG. The same effect can be obtained by controlling the permission and prohibition of the start of the fuel cell stack 1 by the fuel cell start prohibition processing unit 52 based on the space detection flag.

  The above-described embodiment is an example of the present invention. For this reason, the present invention is not limited to the above-described embodiment, and various modifications can be made depending on the design and the like as long as the technical idea according to the present invention is not deviated from this embodiment. Of course, it is possible to change.

It is a block diagram which shows the structure of the fuel cell system which concerns on 1st Embodiment to which this invention is applied. It is a block diagram which shows the functional structure of the control controller of the fuel cell system which concerns on 1st Embodiment to which this invention is applied. It is a flowchart which shows the process sequence of the fuel cell generated power suppression determination process in the fuel cell system which concerns on 1st Embodiment to which this invention is applied. It is a flowchart which shows the process sequence of the vehicle position information detection process in the fuel cell system which concerns on 1st Embodiment to which this invention is applied. It is a block diagram which shows the structure of the fuel cell system which concerns on 2nd Embodiment to which this invention is applied. It is a block diagram which shows the functional structure of the control controller of the fuel cell system which concerns on 2nd Embodiment to which this invention is applied. It is a flowchart which shows the process sequence of the fuel cell generated power suppression determination process in the fuel cell system which concerns on 2nd Embodiment to which this invention is applied. It is a block diagram which shows the functional structure of the control controller of the fuel cell system which concerns on 3rd Embodiment to which this invention is applied. It is a block diagram which shows the structure of the fuel cell system which concerns on 4th Embodiment to which this invention is applied. It is a flowchart which shows the process sequence of the fuel cell generated power suppression determination process in the fuel cell system which concerns on 4th Embodiment to which this invention is applied. It is a block diagram which shows the structure of the fuel cell system which concerns on 5th Embodiment to which this invention is applied. It is a flowchart which shows the process sequence of the fuel cell starting prohibition process in the fuel cell system which concerns on 5th Embodiment to which this invention is applied. It is a flowchart which shows the process sequence of the fuel cell starting prohibition determination process in the fuel cell system which concerns on 5th Embodiment to which this invention is applied. It is a block diagram which shows the structure of the fuel cell system which concerns on 6th Embodiment to which this invention is applied. It is a block diagram which shows the functional structure of the control controller of the fuel cell system which concerns on 6th Embodiment to which this invention is applied. It is a flowchart which shows the process sequence of the fuel cell generated power suppression determination process in the fuel cell system which concerns on 6th Embodiment to which this invention is applied. It is a flowchart which shows the process sequence of the vehicle position information detection process in the fuel cell system which concerns on 6th Embodiment to which this invention is applied. In the fuel cell system concerning a 6th embodiment to which the present invention is applied, it is a timing chart explaining change of a vehicle position closed space detection flag to change of a luminance detection value. It is a block diagram which shows the structure of the fuel cell system which concerns on 7th Embodiment to which this invention is applied. It is a block diagram which shows the functional structure of the control controller of the fuel cell system which concerns on 7th Embodiment to which this invention is applied. It is a flowchart which shows the process sequence of the vehicle position information detection process in the fuel cell system which concerns on 7th Embodiment to which this invention is applied. It is a block diagram which shows the functional structure of the control controller of the fuel cell system which concerns on 8th Embodiment to which this invention is applied. It is a flowchart which shows the process sequence of the fuel cell starting prohibition process in the fuel cell system which concerns on 8th Embodiment to which this invention is applied.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Fuel cell stack 2 Hydrogen storage tank 3 Anode pole pressure regulating valve 4, 7 Actuator 5 Ejector 6 Purge valve 8 Compressor 9 Control controller 10 Fuel cell output control part 11 Battery 12 Drive motor 13 Battery controller 14 Motor controller 15 Ammeter 16 Voltage Total 17 Car navigation system 18 GPS signal detection device 21 Vehicle position detection unit 22, 32 Fuel cell generated power limit determination unit 23 Vehicle discharge hydrogen amount limitation processing unit 31 Vehicle speed detection device 41 GPS signal state determination device 51 Fuel cell activation state determination unit 52 Fuel Cell Activation Prohibition Processing Unit 61 Optical Sensor 71 Radar Device

Claims (9)

In a fuel cell system including a fuel cell that is supplied with fuel gas and an oxidant gas to generate power, and includes a plurality of power supply means for supplying power to a load mounted on the fuel cell vehicle,
Vehicle position detecting means for detecting the position of the fuel cell vehicle;
Power generation limiting means for limiting power generation of the fuel cell;
Vehicle exhaust fuel gas amount limiting means for limiting the amount of fuel gas discharged from the fuel cell vehicle,
When it is determined that a predetermined condition is satisfied based on the position of the fuel cell vehicle detected by the vehicle position detection means, the power generation control means limits the power generation of the fuel cell and the vehicle discharge A fuel cell system that limits the amount of fuel gas discharged from the fuel cell vehicle by a fuel gas amount limiting means.   The vehicle exhaust fuel gas amount limiting means is configured to reduce an opening degree of a discharge valve provided in a flow path for discharging fuel gas from the fuel cell to be smaller than that when fully opened, and to discharge the fuel gas amount from the fuel cell vehicle. The fuel cell system according to claim 1, wherein the fuel cell system is limited. Vehicle speed detecting means for detecting a vehicle speed of the fuel cell vehicle,
The determination as to whether a predetermined condition is satisfied is made based on the position of the fuel cell vehicle detected by the vehicle position detection means and the vehicle speed detected by the vehicle speed detection means. Item 3. The fuel cell system according to Item 2. The vehicle position detection means receives a GPS signal to detect the position of the fuel cell vehicle,
Determining that the predetermined condition is satisfied when the position of the fuel cell vehicle detected by the vehicle position detection means matches a registration point registered in advance in map data used in a navigation system. The fuel cell system according to claim 1 or 2, characterized in that A signal state determination unit for determining a signal reception state of the GPS signal received by the vehicle position detection unit;
3. The fuel cell system according to claim 1, wherein when the signal state determination unit determines that the GPS signal is not normally received, it is determined that the predetermined condition is satisfied.   3. The fuel according to claim 1, wherein when the vehicle position detecting unit detects that the fuel cell vehicle is present in a closed space, it is determined that the predetermined condition is satisfied. Battery system.   The vehicle position detecting means includes an optical sensor that detects luminance around the fuel cell vehicle, and the fuel change amount detected by the optical sensor is longer than a predetermined time when the luminance change amount detected by the optical sensor is equal to or longer than a predetermined time. 7. The fuel cell system according to claim 6, wherein it is detected that the battery vehicle exists in a closed space.   The vehicle position detecting means includes a radar device that radiates a transmission wave above the fuel cell vehicle and receives a reception wave, and a time from the time of irradiation of the transmission wave to the time of reception of the reception wave. The fuel cell system according to claim 6, wherein when the time is equal to or shorter than a predetermined time, the fuel cell vehicle is detected to exist in a closed space. When it is determined that the predetermined condition is satisfied, and the fuel cell is not activated, the activation of the fuel cell is prohibited, and power is supplied from a power supply means other than the fuel cell to the load. The fuel cell system according to any one of claims 1 to 8, wherein electric power is supplied.

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