JP2006338967A - Fuel cell system and its control method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reduce consumption of a fuel. <P>SOLUTION: This fuel cell system includes: a fuel cell comprising a plurality of fuel cell sections; a fuel cell operation control processing means for supplying the fuel to the selected fuel cell section(s) to operate the selected fuel cell section(s); and a stop control processing means for stopping the operation of the selected fuel cell section(s). Since the fuel is supplied only to the selected fuel cell section(s), the need to use all the unit cells is obviated. Accordingly, only the fuel in the selected fuel section(s) is discharged in the stop control process, whereby the fuel without contributing the generation of power is never discharged. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a fuel cell system and a control method thereof.

  Conventionally, in a vehicle equipped with a fuel cell (hereinafter referred to as “vehicle equipped with a fuel cell”), electric power generated by the stacked fuel cell is supplied as current to a drive motor, and the drive motor is driven. Torque is generated.

  For this purpose, a fuel cell system is arranged in the vehicle equipped with the fuel cell, and the fuel cell system is supplied with hydrogen gas as fuel from a fuel tank and supplied with air. A stack composed of an assembly of unit cells, a condenser for condensing steam in a mixed flow composed of air, steam and water discharged from the stack, and the like are provided. The stack includes a supply manifold that supplies air to the upper end and a discharge manifold that discharges the mixed flow to the lower end.

In the stack, a module is housed in a stack case. In the module, hydrogen of the hydrogen gas and oxygen in the air are reacted to generate water, and a current is generated along with the reaction. Be made. For this purpose, the module is composed of an assembly configured by electrically connecting a plurality of unit cells constituting the elements of the fuel cell to each other in series, and each unit cell has an air electrode with an electrolyte membrane interposed therebetween. And the membrane electrode assembly (MEA) formed by disposing the fuel electrode, and the membrane electrode assembly of the adjacent unit cell are separated from each other so as to face the air electrode. And a separator that forms a fuel flow path facing the fuel electrode (see, for example, Patent Document 1).
JP 2003-229138 A

  However, in the conventional fuel cell system, for example, even if the load applied to the fuel cell is reduced when the vehicle is driven, and the electric power that needs to be generated is reduced, the fuel cell uses all unit cells. Is supposed to work.

  By the way, for example, when the stop time after running the fuel cell vehicle is long, if the hydrogen gas remains in the fuel flow path, the stack is deteriorated. Discharges hydrogen gas in the fuel flow path and replaces it with air.

  Therefore, as described above, when hydrogen gas is discharged after operating the fuel cell using all unit cells, hydrogen gas that has not contributed to the generation of electric power is also discharged. As a result, the amount of hydrogen gas consumption increases correspondingly, the amount of fuel consumption increases, and the fuel consumption decreases.

  An object of the present invention is to solve the problems of the conventional fuel cell system and to provide a fuel cell system and a control method therefor that can reduce fuel consumption.

  Therefore, in the fuel cell system of the present invention, a fuel cell comprising a plurality of fuel cell sections, and fuel cell operation control processing means for supplying fuel to the selected fuel cell section and operating the selected fuel cell section And stop control processing means for stopping the operation of the selected fuel cell section.

  Another fuel cell system of the present invention further includes a fuel valve for supplying fuel to each of the fuel cell sections. The fuel cell operation control processing means supplies fuel via the fuel valve of the selected fuel cell section.

  In still another fuel cell system of the present invention, a discharge valve for discharging the fuel of each fuel cell section, and an inert gas for replacing the fuel of the selected fuel cell section with an inert gas. Has a replacement valve. The stop control processing means opens the inert gas replacement valve and introduces the inert gas after the fuel is discharged from the discharge valve.

  Still another fuel cell system of the present invention further includes a fuel cell category selection processing means for selecting a fuel cell category according to the load applied to the fuel cell calculated so as to minimize the fuel consumption.

  Still another fuel cell system of the present invention further includes a travel pattern prediction processing means for predicting the travel pattern of the vehicle. The fuel cell is connected to a load device for driving the vehicle. The load is calculated based on the travel pattern predicted by the travel pattern prediction processing means.

  In still another fuel cell system of the present invention, the travel pattern prediction processing unit predicts a travel pattern based on travel data acquired as the vehicle travels.

  Still another fuel cell system of the present invention further includes route search processing means for searching for a route by setting a destination. The travel pattern prediction processing unit predicts a travel pattern based on the searched route.

  In still another fuel cell system of the present invention, the fuel cell is mounted on a vehicle and used to supply electric power to a vehicle drive source.

  The fuel cell system control method of the present invention is applied to a fuel cell system including a fuel cell composed of a plurality of fuel cell sections.

  Then, the travel pattern of the vehicle is predicted, the load applied to the fuel cell is calculated based on the travel pattern so that the fuel consumption is minimized, the fuel cell classification is selected according to the calculated load, and the selection is made. The designated fuel cell section.

  According to the present invention, in a fuel cell system, a fuel cell comprising a plurality of fuel cell sections, and fuel cell operation control processing means for supplying fuel to the selected fuel cell section and operating the selected fuel cell section And stop control processing means for stopping the operation of the selected fuel cell section.

  In this case, since fuel is supplied only to the selected fuel cell section, it is not necessary to use all unit cells. Accordingly, since only the fuel in the selected fuel cell section is discharged in the stop control process, the fuel that does not contribute to the generation of electric power is not discharged.

  In addition, the battery voltage is prevented from falling below a predetermined value when auxiliary equipment (equipment) is used for a long time when the vehicle is stopped or when power is supplied to auxiliary equipment with large power consumption. Therefore, the fuel cell section can be operated independently in correspondence with the battery voltage and power consumption. And since it suffices to supply air only to the selected fuel cell section, the power consumption by the accessories can be reduced.

  As a result, fuel consumption can be reduced, and the cost of the fuel cell system can be reduced.

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

  FIG. 1 is a block diagram showing a fuel cell system according to an embodiment of the present invention.

  In the figure, 10 is a vehicle control device that controls the entire fuel cell vehicle, 12 is a vehicle drive source and a drive motor as an electric machine, and 13 is a drive motor control device that controls the drive motor 12. , 14 is an information terminal, for example, a navigation device as an in-vehicle device mounted on a fuel cell vehicle. The vehicle control device 10, the power supply device 21, the drive motor 12, the drive motor control device 13, and the navigation device 14 constitute a fuel cell system. When the navigation device 14 is connected to an information center or the like via a network (not shown), the vehicle control device 10, the drive motor 12, the drive motor control device 13 and the navigation device 14, the network, the information center, etc. A fuel cell system is configured. In the present embodiment, a vehicle such as a passenger car, a bus, a truck, a passenger cart, and a luggage cart is used as the fuel cell vehicle.

  The vehicle control device 10 includes a CPU 54 as a control device and an arithmetic device, a RAM 55 used as a working memory when the CPU 54 performs various arithmetic processes, a control program, and a route to a destination. ROM 56 in which various programs for performing search, route guidance and the like are recorded, and a flash memory (not shown) used for recording various data, programs and the like. The drive motor control device 13 similarly includes a CPU, RAM, ROM, flash memory, etc. (not shown).

  Reference numeral 21 denotes a power source device serving as a drive energy source for supplying power for driving the drive motor 12, reference numeral 22 denotes an inverter, and reference numeral 41 denotes a vehicle speed sensor as a vehicle speed detection unit that detects the vehicle speed of the fuel cell vehicle. In this case, the fuel cell-equipped vehicle includes a plurality of auxiliary devices that consume power even when the vehicle is stopped, such as a lighting device, a radio, and a power window, and travels in various traveling patterns. It is often done. Therefore, the power supply device 21 includes a battery 25 as an auxiliary power supply unit connected in parallel to the fuel cell power supply unit 24 in addition to the fuel cell power supply unit 24 constituting the fuel cell. Further, the fuel cell power supply unit 24 is provided with a fuel cell control device 91 for controlling the fuel cell power supply unit 24. The fuel cell control device 91 is similarly configured with a CPU, RAM, ROM, and flash memory (not shown). Etc. A capacitor (capacitor) or the like can be provided in place of the battery 25.

  The inverter 22 includes transistors (not shown) as six switching elements, receives a drive signal from the drive motor control device 13, and selectively turns on / off each transistor. Therefore, a direct current supplied from the power supply device 21 is converted to generate an alternating current of each phase, which is sent to the drive motor 12.

  The drive motor control device 13 calculates the rotation speed of the drive motor 12, that is, the drive motor rotation speed, based on the magnetic pole position detected by a resolver (not shown). The drive motor control device 12 reads a vehicle speed corresponding to the drive motor rotation speed detected by the vehicle speed sensor 41 and sends the vehicle speed to the vehicle control device 10.

  In the vehicle control device 10, a torque target value generation processing means (not shown) of the CPU 54 performs torque target value generation processing to obtain an accelerator opening that represents the vehicle speed and an accelerator pedal depression amount detected by an accelerator sensor (not shown). Based on this, the vehicle required torque required for the vehicle equipped with the fuel cell is calculated, the torque of the drive motor 12, that is, the target value of the drive motor torque is generated corresponding to the vehicle required torque, and the drive motor control device 13 send. The accelerator opening is a load index that represents the load applied to the fuel cell power supply unit 24.

  Then, when the drive motor control device 13 reads the target value of the drive motor torque, the drive motor control device 13 generates a current command value corresponding to the target value, generates a voltage command value based on the current command value, and generates the voltage A pulse width modulation signal is generated based on the command value. As a result, the pulse width modulation signal is sent to the inverter 22 as a drive signal.

  In this way, the drive motor control device 13 can drive the drive motor 12 to run the fuel cell vehicle.

  Next, the navigation device 14 will be described.

  For this purpose, the navigation device 14 is based on a GPS sensor 15 as a current location detection unit for detecting a current location, a data recording unit 16 as an information recording unit in which various information is recorded in addition to map data, and input information. The navigation processing unit 17 that performs various arithmetic processes such as navigation processing, the azimuth sensor 18 as a azimuth detection unit that detects the vehicle azimuth, and a driver that is an operator for performing predetermined input The operation unit 34 as a first input unit, various displays by an image displayed on a screen (not shown), a display unit 35 as a first output unit for notifying the driver, and predetermined input by voice Voice input unit 36 as a second input unit for performing, various displays by voice, and as a second output unit for notifying the driver A voice output unit 37 and a communication unit 38 as a transmission / reception unit functioning as a communication terminal are provided. The navigation processing unit 17 includes a GPS sensor 15, a data recording unit 16, an orientation sensor 18, an operation unit 34, a display unit 35, and a voice. An input unit 36, an audio output unit 37, and a communication unit 38 are connected. The vehicle speed sensor 41 is connected to the navigation processing unit 17.

  The GPS sensor 15 detects the current location on the earth by receiving radio waves generated by an artificial satellite, and also detects the time. In the present embodiment, the GPS sensor 15 is used as the current position detection unit, but a distance sensor, a steering sensor, an altimeter, etc. (not shown) are used alone or in combination instead of the GPS sensor 15. You can also Further, a gyro sensor, a geomagnetic sensor, or the like can be used as the direction sensor 18.

  The data recording unit 16 includes a map database including map data files, and map data is recorded in the map database. The map data includes intersection data related to intersections, node data related to nodes, road data related to road links, search data processed for searching, facility data related to facilities, and the like. The node data includes, in addition to node data such as the coordinates of each node and link angle, gradient data representing the gradient at each node, altitude data representing the altitude at each node, and the like. The gradient data is estimated by being calculated based on mesh elevation data of 50 [m] mesh.

  Further, the data recording unit 16 includes a statistical database composed of statistical data files, a travel history database composed of travel history data files, and the like. Statistical data is stored in the statistical data file, and travel history data is stored in the travel history data file. However, both are recorded as performance data.

  The statistical data is a history of traffic information provided in the past, that is, history information representing a history, and a road traffic information center (not shown) such as a VICS (registered trademark: Vehicle Information and Communication System) center as an information provider. Traffic information provided in the past, etc., data indicating traffic volume by road traffic census provided by the Ministry of Land, Infrastructure, Transport and Tourism (hereinafter referred to as “road traffic census information”), road timetable information provided by the Ministry of Land, Infrastructure, Transport and Tourism, etc. Are used alone or in combination, and if necessary, they are processed and subjected to statistical processing. Further, the travel history data is the track record of the travel of the vehicle on the travel route collected from a plurality of vehicles (the host vehicle or other vehicles), that is, the track record information indicating the track record, and is calculated as probe data based on the travel data. Accumulated.

  Further, data for outputting predetermined information by the audio output unit 37 is also recorded in the data recording unit 16.

  The data recording unit 16 includes a disk (not shown) such as a hard disk, a CD, a DVD, and an optical disk in order to record the various data, and also reads / writes for reading and writing various data. A head (not shown) such as a head is provided. A memory card or the like can be used for the data recording unit 16.

  In the present embodiment, the data recording unit 16 is provided with the map database, statistical database, travel history database, and the like. In the information center, the map database, statistical database, travel history, etc. A database or the like can also be provided.

  The navigation processing unit 17 is a control device that performs overall control of the navigation device 14 and a CPU 31 as an arithmetic device, a RAM 32 that is used as a working memory when the CPU 31 performs various arithmetic processes, In addition to the above program, a ROM 33 in which various programs for searching for a route to the destination, route guidance and the like are recorded, and a flash memory (not shown) used for recording various data, programs and the like are provided. .

  In the present embodiment, various programs can be recorded in the ROM 33 and various data can be recorded in the data recording unit 16, but the programs, data, and the like can also be recorded on a disk or the like. In this case, the program, data, etc. can be read from a disk or the like and written to the flash memory. Therefore, the program, data, etc. can be updated by exchanging the disk or the like.

  The operation unit 34 is operated by the driver to correct the current location at the start of traveling, to input a departure point and a destination, to input a passing point, and to activate the communication unit 38. As the operation unit 34, a keyboard, a mouse, or the like disposed independently of the display unit 35 can be used. Further, as the operation unit 34, a predetermined input operation is performed by touching or clicking an image operation unit such as various keys, switches, and buttons displayed as images on the screen formed in the display unit 35. It is possible to use a touch panel that can be used.

  A display is used as the display unit 35. Then, on various screens formed on the display unit 35, the vehicle position indicating the current location, a map, a searched route, guidance information along the searched route, traffic information, etc. are displayed, or until the next intersection in the searched route. In addition to displaying the distance and the direction of travel at the next intersection, the operation guidance, operation menu, and key guidance of the image operation unit, operation unit 34, voice input unit 36, etc. can be displayed. A multiplex broadcast program or the like can be displayed.

  The voice input unit 36 includes a microphone (not shown) and the like, and can input necessary information by voice. Further, the voice output unit 37 includes a voice synthesizer and a speaker (not shown), and the search route, guidance information, traffic information, and the like are output from the voice output unit 37, for example, as voice synthesized by the voice synthesizer. .

  The communication unit 38 transmits various information such as current traffic information and general information transmitted from the road traffic information center to radio wave beacons via radio wave beacon devices, optical beacon devices and the like arranged along the road. A beacon receiver for receiving as an optical beacon, an FM receiver for receiving as an FM multiplex broadcast via an FM broadcast station, and the like.

  In addition, when the navigation apparatus 14 and the information center are connected by a network, the communication unit 38 transmits traffic information, general information, etc. in addition to data such as the map data, statistical data, and travel history data from the information center. Various types of information can be received.

  The fuel cell system, the vehicle control device 10, the drive motor control device 13, the navigation processing unit 17, the fuel cell control device 91 disposed in the fuel cell power supply unit 24, the CPUs 31 and 54, and the like include various programs, data, and the like. To function as a computer. The data recording unit 16, RAMs 32 and 55, ROMs 33 and 56, flash memories, and the like constitute a recording medium. An MPU or the like can be used instead of the CPUs 31 and 54 as the arithmetic unit.

  Next, the fuel cell power supply unit 24 will be described.

  FIG. 2 is a block diagram showing a fuel cell power supply unit in the embodiment of the present invention, and FIG. 3 is a block diagram showing a main part of the fuel cell power supply unit in the embodiment of the present invention.

  In the figure, reference numeral 24 denotes a fuel cell power supply unit. The fuel cell power supply unit 24 includes a plurality of, in the present embodiment, four fuel cell units ui (i = 1 to 4) connected in parallel to each other. The fuel cell control device 91 that controls each fuel cell unit ui based on a control signal that indicates the operation schedule of each fuel cell unit ui sent from the vehicle control device 10, auxiliary equipment, and the like are provided.

  Each fuel cell unit ui includes a pipe line Li (i = 1 to 4), a stack Sti (i = 1 to 4) arranged in the pipe line Li and constituting a fuel cell section for each operating unit, and the pipe line An electromagnetic valve vai (i = 1 to 4) as a first fuel valve disposed on one end side of Li and selectively supplying hydrogen gas as fuel to the stack Sti, the electromagnetic valve vai and the stack And a pressure sensor pi (i = 1 to 4) as a pressure detection unit for detecting the pressure in the stack Sti, and the other end of the pipe line Li, And an electromagnetic valve vci (i = 1 to 4) as a second fuel valve for supplying and discharging hydrogen gas. The fuel cell control device 91 operates the desired stack Sti by controlling the electromagnetic valves vai and vci of the pipe line Li connected to the stack Sti constituting each fuel cell section.

  Each of the pipelines Li is communicated by a pipeline H1 at one end and by a pipeline H2 at the other end, and the pipelines H1 and H2 are communicated by a pipeline H3 at connection points q1 and q2, respectively. The solenoid valve ve1 as a shutoff valve for selectively shutting off the pipeline H3 on the connection point q1 side of the pipeline H3, and the pipeline branched from the pipeline H3 on the junction point q2 side from the solenoid valve ve1 n1, an electromagnetic valve vf1 serving as a discharge valve for selectively discharging hydrogen gas disposed in the pipe line n1, and a connection point q2 side from a branch point of the pipe line n1, A pump Pm1 is provided for circulating and discharging when stopped.

  In addition, at the connection point q1, a hydrogen gas supply system 61 as a fuel supply system common to each stack Sti for supplying hydrogen gas to each stack Sti is connected. In order to selectively introduce air as an inert gas into each stack Sti and replace it with hydrogen gas into a pipe m1 branched from a pipe H4 that connects the connection point q1 and the hydrogen gas supply system 61. An electromagnetic valve vb1 is provided as an inert gas replacement valve. Note that nitrogen gas can be introduced as an inert gas instead of air.

  Then, as shown in FIG. 3, in order to cause each stack Sti to react with hydrogen gas, an air supply system 62 serving as a medium supply system for supplying air as an oxidant is discharged from each stack Sti. A mixed flow discharge system 63 for discharging a mixed flow composed of air, steam and water, and a water supply system 64 as a cooling medium supply unit for supplying water to each of the stacks Sti. It is arranged for each. The air supply system 62, the mixed flow discharge system 63, and the water supply system 64 can be partially disposed in common in each stack Sti.

  The fuel cell power supply unit 24, the hydrogen gas supply system 61, the air supply system 62, the mixed flow discharge system 63, and the water supply system 64 constitute a main system of the fuel cell system. Each stack Sti constitutes a subsystem of the fuel cell system together with the hydrogen gas supply system 61, the air supply system 62, the mixed flow discharge system 63, and the water supply system 64.

  In the present embodiment, a polymer electrolyte fuel cell (PEFC) is used as each stack Sti, but instead of the polymer electrolyte fuel cell, a phosphoric acid fuel cell (PAFC), a solid oxide type A fuel cell (SOFC), a hydrazine fuel cell, a direct methanol fuel cell (DMFC), or the like can also be used.

  Each of the stacks Sti includes a stack case (not shown) as a casing and a stack unit 67 accommodated in the stack case. The stack unit 67 is arranged with a plurality of modules (not shown) sandwiched between the modules, a pair of terminals (not shown) constituting the terminals of the stack Sti, and the modules and the terminals. An insulator (not shown) made of an insulating material is provided.

  By the way, in each of the modules, hydrogen of hydrogen gas supplied by the hydrogen gas supply system 61 and oxygen contained in the air supplied by the air supply system 62 are reacted to generate water, A current is generated with the reaction. For this purpose, the module is composed of an assembly formed by stacking a plurality of thin film unit cells constituting the elements of the stack Sti and electrically connecting them in series.

  Each unit cell is made of a solid polymer, and in the present embodiment, an air electrode and a fuel electrode (hydrogen electrode) are disposed with an electrolyte membrane serving as a solid electrolyte that propagates ions, hydrogen ions in this embodiment. Is separated from the membrane electrode assembly of the adjacent unit cell and faces the air electrode so that the air flow path as a medium flow path faces the fuel electrode. In addition, a separator that forms a fuel flow path is provided.

  In order to promote the reaction between hydrogen and oxygen, the surface of the air electrode and the fuel electrode in contact with the electrolyte membrane contains a certain amount of a paste material obtained by mixing a platinum-based catalyst and a solid polymer with carbon. The catalyst layer is formed by uniformly dispersing in thickness. Note that an oxygen electrode may be used instead of the air electrode, and pure oxygen as a medium and as an oxidizing agent may be supplied to the stack Sti.

  In the stack case, a supply manifold 68 as a first manifold is provided above the stack unit 67 to supply and distribute the air supplied from the air supply system 62 to each air electrode. A discharge manifold 69 as a second manifold for collecting the mixed flow in the air electrode and discharging it to the mixed flow discharge system 63 is formed below 67. The supply manifold 68 and the discharge manifold 69 are in communication with the air flow path. Therefore, a plurality of grooves extending in the vertical direction are formed on the side of the separator facing the air electrode, and the air flow path is constituted by each groove.

  Further, on the side facing the fuel electrode in the separator, a plurality of protrusions are formed by protruding in a matrix shape, and the entire circumference is adhered and sealed to the adjacent membrane electrode assembly by an adhesive. The Therefore, a plurality of horizontal fuel flow paths for supplying hydrogen gas to the fuel electrode are formed between the projections inside the sealed portion. Reference numeral 71 denotes a voltage sensor (V) as a voltage detection unit that detects an electromotive voltage of each stack Sti, and a plurality of the voltage sensors 71 are arranged in each stack Sti.

  The air supply system 62 includes a pipe A1 as a medium supply path for supplying air to the supply manifold 68, a fan 73 including a sirocco fan as an oxidant supply device disposed in the pipe A1, and the like. A filter 74 or the like that filters air sucked by the fan 73 is provided. As the oxidant supply device, an air tank, an air compressor, an oxygen tank or the like can be used instead of the fan 73.

  The mixed flow discharge system 63 includes a pipe D1 as a discharge path for discharging air and steam in the mixed flow discharged from the discharge manifold 69, and a recovery member connected to the pipe D1. A condenser 75 and a temperature sensor (T) 76 as a temperature detection unit for detecting the temperature of the air are provided.

  The hydrogen gas supply system 61 is disposed between a fuel tank 77 serving as a fuel supply device, and between the fuel tank 77 and the connection point q1, and sequentially supplies hydrogen gas discharged from the fuel tank 77 to each stack Sti. And a hydrogen supply line selectively supplying hydrogen gas from the fuel tank 77 to the connection point q1 and from the fuel tank 77 toward the pipe F1. Solenoid valve vg1 serving as an on-off valve, hydrogen gas pressure discharged to the pipe F1, that is, a hydrogen gas pressure sensor pa serving as a first pressure detector for detecting the primary pressure, and discharged to the pipe F1 A pressure adjusting valve vg2 as a first fuel supply pressure adjusting valve that adjusts the pressure of the generated hydrogen gas, an adjustment valve vg3 as a fuel supply amount adjusting valve that adjusts the supply amount of hydrogen gas to the stack Sti, and Regulating valve vg4 as a second fuel supply pressure regulating valve is provided to further adjust the pressure of hydrogen gas is adjusted by the pressure valve vg2.

  Then, a bypass F2 is connected to both ends of the pressure regulating valve vg4, bypassing the pressure regulating valve vg4, and the bypass F2 is adjusted by the regulating valve vg3 in order from the fuel tank 77 to the connection point q1 side. The hydrogen gas pressure pb as the second pressure detector for detecting the pressure of the hydrogen gas, that is, the secondary pressure, and the hydrogen gas at the secondary pressure that remains high are directly stacked without passing through the pressure regulating valve vg4. An electromagnetic valve vg5 as an on-off valve for supplying to Sti is provided. In this case, since the pressure regulating valves vg2, vg4 are provided, the pressure of the hydrogen gas can be lowered stepwise.

  The adjusting valve vg3 and the electromagnetic valve vg5 not only adjust the supply amount of hydrogen gas but also supply or shut off the hydrogen gas to the stack Sti. The pressure regulating valves vg2 and vg4 are disposed in order to lower the hydrogen gas pressure stepwise, but three or more pressure regulating valves may be disposed as necessary.

  As the fuel supply device, a hydrogen storage alloy tank that stores a hydrogen storage alloy filled with hydrogen gas can be used instead of the fuel tank 77. In that case, since the hydrogen storage alloy has the property of releasing hydrogen gas at room temperature and storing hydrogen gas at low temperature, the pressure of the hydrogen gas is adjusted only by changing the opening of the pressure regulating valves vg2 and vg4. be able to. In a cold region, the fuel cell-equipped vehicle is placed in an extremely low temperature environment, so that the hydrogen storage alloy does not release hydrogen gas. Therefore, when the temperature of the outside air becomes lower than the set value, a heater as a heating unit (not shown) is energized to heat the hydrogen storage alloy.

  A reformer can be used as a fuel supply device, and methanol, gasoline, etc. can be reformed by the reformer to generate and supply hydrogen gas. In order to stably supply a sufficient amount of hydrogen gas, the fuel tank 77 is preferably used.

  The water supply system 64 includes a water tank 81 as a water supply source, a filter 82 for filtering water discharged from the water tank 81, a filter 83 for filtering water supplied to the water tank 81, and a water supply device. As a water supply pump Pm2, an injection device (injector) 84 as an air electrode cooling device, a pipe W1 as a cooling medium supply passage for supplying water discharged from the water tank 81 to the injection device 84, and a discharge manifold 69, a pipe W2 as a water return path for collecting the water discharged from the discharge manifold 69 and the water separated in the condenser 75 and supplying it to the water tank 81. A water recovery pump Pm3 that supplies the recovered water to the water tank 81, and a check valve 85 disposed between the water recovery pump Pm3 and the water tank 81 are provided. The check valve 85 allows water to flow from the water recovery pump Pm3 side to the water tank 81 side, and prevents water from flowing from the water tank 81 side to the water recovery pump Pm3 side.

  The condenser 75 is provided with a cooling fan (not shown) as a condensation promoting member, and the cooling fan is operated to supply cooling air as a cooling medium to the condenser 75 to cool the condenser 75. Moreover, the amount of steam condensation can be increased by increasing the rotational speed of the cooling fan and increasing the air flow rate.

  The water tank 81 is provided with a water level sensor (L) 88 as a water level detection unit, and the water level sensor 88 detects a water level indicating the amount of water in the water tank 81. When the water level falls below a preset lower limit value, an alarm (not shown) as a notification member blinks to notify the operator that water is insufficient. In this case, for example, the operator increases the capacity of the condenser 75 by increasing the rotation speed of the cooling fan, and increases the amount of collected water.

  In addition, when the water level becomes equal to or higher than a preset upper limit value, it is possible to notify the operator that the water is excessive. In that case, for example, the operator lowers the capacity of the condenser 75 by lowering the rotation speed of the cooling fan, thereby reducing the amount of water recovered. Since the water level sensor 88 and the cooling fan are connected to the vehicle control device 10 (FIG. 1), the rotation speed of the cooling fan is automatically adjusted according to the water level detected by the water level sensor 88 by the vehicle control device 10. Can also be changed.

  In each stack Sti, when hydrogen gas is supplied from the fuel tank 77, it is distributed from the pipe line Li to each fuel flow path in the stack unit 67, and flows through each fuel flow path. On the other hand, when the air is taken in from outside the vehicle by operating the fan 73 and supplied to the supply manifold 68, the air is distributed from the supply manifold 68 to each air flow path in the stack unit 67. It flows toward.

By the way, the air electrode functions as a cathode, the fuel electrode functions as an anode, air is supplied to the air electrode, hydrogen gas is supplied to the fuel electrode, and the inverter 22 as a load device is connected to the air electrode and the fuel electrode via the separator. , Hydrogen ions formed in the fuel electrode move to the air electrode side in the form of protons (H ⁺ ) and contain water, and combine with oxygen in the air to generate water. Further, electrons generated at the fuel electrode move to the air electrode side through the electrolyte membrane, and current is generated. As described above, when air flows in the air flow path and hydrogen gas flows in the fuel flow path, oxygen and hydrogen react to generate water, and a DC current is generated accordingly. 22 is sent.

  The vehicle control device 10 controls the entire fuel cell vehicle and also controls the fuel cell system. In addition to the water level sensor 88, sensors such as a temperature sensor 76, a pressure sensor pi, hydrogen gas pressure sensors pa and pb, and a voltage sensor 71 are connected to the fuel cell control device 91 as detection units. The sensor output is sent to the fuel cell control device 91. Further, the fuel cell control device 91 includes a fan 73, electromagnetic valves vai, vb1, vci, ve1, vf1, vg1, vg5, pressure regulating valves vg2, vg4, regulating valve vg3, pump Pm1, water supply pump Pm2, water recovery pump. Each actuator such as Pm3 is connected, and the fuel cell control device 91 controls the operation of each actuator based on the sensor output.

  By the way, for example, when the stopping time after a fuel cell vehicle is traveled for a short time at a short distance is long, if the hydrogen gas remains in the fuel flow path, the stack Sti will be deteriorated. When the time is long or the like, the hydrogen gas in the fuel flow path is discharged and replaced with air.

  In the present embodiment, for example, when the load applied to the fuel cell power supply unit 24 is reduced when the vehicle equipped with the fuel cell is driven, the power required to be generated in the fuel cell power supply unit 24 is reduced. . In that case, when all the stacks Sti in the fuel cell power supply unit 24 are used, that is, when the fuel cell power supply unit 24 is operated using all the unit cells, in the case where the stop time is long, a part of hydrogen The gas is discharged as described above without contributing to the generation of electric power.

  Therefore, the vehicle control device 10 predicts the travel pattern of the fuel cell vehicle, and the fuel cell control device 91 calculates the load applied to the fuel cell power supply unit 24 based on the travel pattern. Each stack Sti is selectively operated.

  Next, the operation of the navigation device 14 will be described.

  First, when an ignition switch (not shown) is turned on by the driver, the operation unit 34 (FIG. 1) is operated, and the navigation device 14 is activated, a navigation initialization processing unit (not shown) of the CPU 31 performs a navigation initialization process. The current position detected by the GPS sensor 15 and the vehicle direction detected by the direction sensor 18 are read, and various data are initialized. Next, the matching processing means (not shown) of the CPU 31 performs matching processing, and based on the trajectory of the read current location and the shape, arrangement, etc. of each road link constituting the road around the current location, The current location is identified by determining whether it is located on the road link.

  Subsequently, a basic information acquisition processing unit (not shown) of the CPU 31 performs a basic information acquisition process, and reads out and acquires the map data from the data recording unit 16 or receives it from an information center or the like via the communication unit 38. Get.

  A display processing unit (not shown) of the CPU 31 performs a display process and forms various screens on the display unit 35. For example, the map display processing means of the display processing means performs map display processing, forms a map screen on the display unit 35, and displays the vehicle position, a map around the vehicle position, and the vehicle direction on the map screen. . Therefore, the driver can drive the vehicle according to the vehicle position, the map around the vehicle position, and the vehicle direction.

  Further, when the driver operates the operation unit 34 to input a destination, a destination setting processing unit (not shown) of the CPU 31 performs a destination setting process to set the destination. Note that the departure place can be input and set as necessary. Moreover, a predetermined point can be registered in advance, and the registered point can be set as a destination. Subsequently, when the driver operates the operation unit 34 to input a search condition, a search condition setting processing unit (not shown) of the CPU 31 performs a search condition setting process to set the search condition.

  When the destination and search conditions are set in this way, the route search processing means (not shown) of the CPU 31 performs route search processing, reads the current location, destination, search conditions, and the like from the data recording unit 16. Based on the current location, the destination, and the search data, a route from the departure point to the destination represented by the current location is searched based on the search condition, and route data representing the searched route is output. In this case, the route having the smallest total link cost assigned to each road link is set as the searched route.

  Subsequently, a guidance processing means (not shown) of the CPU 31 performs guidance processing and guides the driver on the searched route, that is, route guidance. For this purpose, the route display processing means of the guidance processing means performs route display processing, reads the route data, and displays the searched route on the map screen according to the route data. In this case, if necessary, the voice output processing means of the guidance processing means performs voice output processing and outputs a search route by voice from the voice output unit 37 to perform route guidance.

  Note that route search processing can be performed in the information center. In this case, the CPU 31 transmits the current location, destination, search conditions, etc. to the information center. The information center performs route search processing based on the current location, the destination, search conditions, and the like, and transmits route data representing the searched route to the navigation device 14.

  Next, the operation of the vehicle control device 10 will be described.

  FIG. 4 is a flowchart showing the operation of the vehicle control apparatus in the embodiment of the present invention, and FIG. 5 is a diagram showing an example of a running pattern in the embodiment of the present invention. In FIG. 5, the horizontal axis represents distance and the vertical axis represents vehicle speed.

  First, a route determination processing unit (not shown) of the CPU 54 performs route determination processing, reads route data from the navigation device 14, and determines whether or not the searched route is the first one. For this purpose, the data recording unit 16 records the route data of the searched route previously searched for in the route search process, and the route determination processing means compares the route data so that the searched route is the first one. It is determined whether or not.

  When the searched route is the first one, the recording processing unit (not shown) of the CPU 54 performs a recording process, reads performance data generated as a result of traveling of the fuel cell-equipped vehicle as traveling data, as well as route data and traveling environment information. At the same time, it is recorded in the ROM 55. The travel data includes coordinates of the current location, accelerator opening, amount of brake pedal depression, steering rudder angle, vehicle speed, and the like. The travel environment information includes data related to general information such as season, day of the week, date, time zone, weather, event, and facility information (whether there is a large facility such as a department store or a supermarket).

  If the searched route is not the first one, a travel data acquisition processing unit (not shown) of the CPU 54 performs a travel data acquisition process, and reads and acquires travel data corresponding to the route data from the ROM 56 together with travel environment information. Next, a travel pattern prediction data acquisition processing unit (not shown) of the CPU 54 performs a travel pattern prediction data acquisition process, reads the route data, and along the searched route based on the route data and the travel data. Travel pattern prediction data necessary for predicting a travel pattern when the mounted vehicle is traveled, such as road data, intersection data, gradient data, altitude data, traffic information, general information, etc., are provided via the navigation processing unit 17. Obtained from the data recording unit 16.

  In using the travel pattern prediction data, the road data includes data on road type (different from national roads, prefectural roads, expressways, urban expressways, etc.), radius of curvature, width, presence / absence of traffic lights, railroad crossings, bridges, etc. The intersection data includes data relating to the position of the intersection, the type of the intersection, the distance between the traffic lights, and the like. In addition to the statistical data and the travel history data, the current traffic information transmitted from the road traffic information center is used as the traffic information, the road link where the traffic jam occurs, and the traffic jam length indicating the length of the traffic jam. , The degree of traffic congestion indicating the degree of traffic congestion, the link required time indicating the required time when traveling on each road link, average data for each day of the link required time (for example, day average data), regulation information, Data such as parking lot information, traffic accident information, construction information (information on construction of roads, bridges, etc.), congestion information on service areas, and the like are included. The general information includes data relating to the season, day of the week, date, time zone, weather, event, facility information (whether there is a large facility such as a department store or a supermarket), and the like.

  Subsequently, a travel pattern prediction processing unit (not shown) of the CPU 54 performs a travel pattern prediction process, and predicts a travel pattern as shown in FIG. 5 based on the travel pattern prediction data.

  In FIG. 5, s is a starting point, g is a destination, and ci (i = 1, 2,..., 6) is an intersection. Of the intersections ci, there is no signal at the intersections c1 and c3, and the intersection c2 , C4 to c6 have signals. On the searched route, the intersection c1 is a right turn intersection and the intersection c3 is a left turn intersection. Further, the section from the intersection c4 to the intersection c5 is free of traffic, and the fuel cell vehicle can be continuously driven at a constant vehicle speed and at a high speed. The section from the intersection c5 to the intersection c6 is There is a traffic jam, and it is necessary to make the fuel cell vehicle run at a low speed and repeatedly start and stop.

  Next, the recording processing means records traveling pattern data constituting the predicted traveling pattern in the ROM 56. In the present embodiment, the travel pattern data includes coordinates of each node from the departure point to the destination, accelerator opening, vehicle speed, gradient data, and the like.

  Subsequently, the record processing means reads travel data and records it in the ROM 56 together with travel environment information while the fuel cell vehicle is traveled according to the searched route and according to the predicted travel pattern. In this case, the travel data and the travel environment information are recorded in the ROM 56 for a predetermined number of travels for each searched route.

  Next, an averaging processing unit (not shown) of the CPU 54 performs an averaging process, and averages the traveling data for each searched route and for each traveling environment information.

  Subsequently, an operation schedule calculation processing unit (not shown) of the CPU 54 performs an operation schedule calculation process, reads the travel pattern data, and calculates an operation schedule of each fuel cell unit ui.

  For this purpose, the load calculation processing means of the operation schedule calculation processing means performs a load calculation process and calculates a load applied to the fuel cell power supply unit 24 based on the running pattern data.

  That is, the load calculation processing means calculates the maximum power (peak value) as the first load required for driving the fuel cell vehicle from the starting point to the destination, that is, the required maximum power. .

  For this purpose, the load calculation processing means first calculates the vehicle required torque based on the vehicle speed and the accelerator opening. For this purpose, the vehicle speed, the accelerator opening degree, and the vehicle required torque are set in advance in correspondence with each other and recorded in the ROM 56. Subsequently, the load calculation processing means calculates the power required for each node, that is, the required power, based on the vehicle required torque, the gradient data, and the remaining battery charge SOC of the battery 25. In this case, the load calculation processing means determines, for each node, whether the traveling road is an uphill road or a downhill road based on the gradient data acquired via the navigation processing unit 17. In the case of an uphill road, the required power is increased in accordance with the inclination of the road, and in the case of a downhill road, the required power is reduced in accordance with the inclination of the road. Further, the load calculation processing means reads the battery remaining amount SOC from a battery remaining amount detection sensor (not shown) as the storage amount detecting unit, and when the remaining battery amount SOC is large, the required power is decreased and the remaining battery amount SOC is small. Increase power requirements.

  Then, the load calculation processing means calculates the maximum value among the required powers as the required maximum power.

  Next, the load calculation processing means calculates a required amount of electric power as a second load required for driving the fuel cell vehicle from the departure place to the destination. Therefore, the load calculation processing means calculates the required power amount by integrating the required power for each node with the distance from the departure place. The travel pattern can be calculated based on the vehicle speed with respect to time. In this case, the necessary power amount is calculated by integrating the required power for each node with the time elapsed since the start of traveling from the departure place. be able to.

  In this way, the operation schedule of each fuel cell unit ui can be calculated.

Next, a flowchart will be described.
Step S1: It is determined whether or not the searched route is the first one. If it is the first time, the process proceeds to step S6, and if it is not the first time, the process proceeds to step S2.
Step S2 Read travel data.
Step S3: The travel pattern prediction data is acquired.
Step S4 A travel pattern prediction process is performed.
Step S5 The travel pattern data is recorded.
Step S6 The travel data is recorded.
Step S7 An averaging process is performed.
Step S8 An operation schedule calculation process is performed and the process ends.

  Next, the operation of the fuel cell control device 91 will be described.

  FIG. 6 is a flowchart showing the operation of the fuel cell control apparatus according to the embodiment of the present invention.

  First, when the ignition switch is turned on by the driver, in the fuel cell control device 91, the start control processing means of the CPU performs the start control processing and starts the operation of the power supply device 21.

  Subsequently, the fuel cell category calculation processing means of the CPU performs a fuel cell category calculation process, reads the operation schedule, and calculates the minimum number of stacks necessary to generate the required maximum power and the required power amount. To do. For this purpose, an operating unit change map in which the required maximum power and the required power amount and the number of stacks are recorded in the ROM in correspondence with each other is arranged, and the fuel cell classification calculation processing means refers to the operating unit change map. To calculate the number of stacks.

  Then, the fuel cell operation control processing means of the CPU performs fuel cell operation control processing, reads the number of stacks, operates only a predetermined stack in the stack Sti, and stops other stacks.

  As described above, since the number of stacks to be operated is changed according to the load applied to the fuel cell power supply unit 24, hydrogen gas can be supplied only to the stack in which it is used, that is, the unit cell to be used.

  Thus, after the fuel cell vehicle is run, when the driver stops the fuel cell vehicle and turns off the ignition switch, the CPU stop control processing means performs the stop control processing, and each of the stacks Stop the operation.

Next, a flowchart will be described.
Step S11 A start control process is performed.
Step S12: Read the operation schedule.
Step S13 A fuel cell classification calculation process is performed.
Step S14 A fuel cell operation control process is performed.
Step S15 A stop control process is performed and the process is terminated.

  Next, the operation of the start control processing means in step S11 will be described.

  FIG. 7 is a diagram showing a subroutine of the start control processing means in the embodiment of the present invention.

  The initial state determination processing means of the start control processing means performs an initial state determination process, reads the primary pressure detected by the hydrogen gas pressure sensor pa (FIG. 2), and determines whether the primary pressure is greater than a set value. . When the primary pressure is higher than the set value, the water level in the water tank 81 detected by the water level sensor 88 (FIG. 3) is read to determine whether the water level is higher than the set value.

  When the water level is higher than the set value, the water supply system start control processing means of the start control processing means performs the water supply system start control process, operates the water recovery pump Pm3, and starts water recovery. Subsequently, the water supply processing means operates the water supply pump Pm2 to inject water from the injection device 84 toward the air flow path.

  Next, the medium supply system start control processing means of the start control processing means performs a medium supply system start control process and operates the fan 73. In this way, supply of water and air into the air flow path is started.

  Subsequently, the fuel supply system start control processing means of the start control processing means performs fuel supply system start control processing, discharges air in the fuel flow path, and supplies hydrogen gas to the fuel flow path. Therefore, the fuel supply system start control processing means closes the electromagnetic valves vai, vb1, and ve1, opens the electromagnetic valves vci and vf1, and operates the pump Pm1. Along with this, the air in the fuel flow path of each stack Sti is sucked by the pump Pm1, discharged from the pipe line n1 into the atmosphere, and the pressure in the fuel flow path is reduced to a negative pressure.

  Subsequently, the fuel supply system start control processing means opens the electromagnetic valve vg1, closes the electromagnetic valve vg5, and opens the pressure regulating valves vg2, vg4 and the regulating valve vg3 at a predetermined opening, thereby supplying hydrogen gas. The system 61 is set.

Next, a flowchart will be described.
Step S11-1 An initial state determination process is performed.
Step S11-2 The water recovery pump Pm3 is operated.
Step S11-3 The water supply pump Pm2 is operated.
Step S11-4 The fan 73 is operated.
Step S11-5: The pressure in the fuel flow path is reduced.
Step S11-6: The hydrogen gas supply system 61 is set and the process returns.

  Next, the operation of the fuel cell operation control processing unit in step S14 will be described.

  FIG. 8 is a diagram showing a subroutine of fuel cell operation control processing in the embodiment of the present invention.

  First, the fuel cell classification selection processing means of the fuel cell operation control processing means performs a fuel cell classification selection process, reads the number of stacks calculated in the fuel cell classification calculation process, and reads the reading of each stack Sti. The selected number of stacks is selected as the working stack. Subsequently, the fuel cell classification selection processing unit opens the electromagnetic valves vai and vci for the operating stack, and closes the electromagnetic valves vai and vci for the non-operating stack other than the operating stack. Further, the fuel cell classification selection processing means opens the electromagnetic valve ve1 and closes the electromagnetic valves vb1 and vf1.

  As a result, the hydrogen gas is supplied only to the working stack at the set flow rate at the secondary pressure set by the fuel supply system control process, and only the working stack is operated.

Next, a flowchart will be described.
Step S14-1 The number of stacks is read.
Step S14-2: Supply hydrogen gas to the working stack and return.

  Next, the operation of the stop control processing unit in step S15 will be described.

  FIG. 9 is a diagram showing a subroutine of stop control processing in the embodiment of the present invention.

  First, the fuel supply system stop control processing means of the stop control processing means performs fuel supply system stop control processing, closes the electromagnetic valves ve1 (FIG. 2), vg1, and closes the pressure regulating valves vg2, vg4 and the regulating valve vg3. Thus, after releasing the setting of the hydrogen gas supply system 61, the electromagnetic valve vb1 is opened, and the electromagnetic valve vai is closed, the electromagnetic valve vci is opened, and the pump Pm1 is operated for the working stack. Along with this, in the working stack, the hydrogen gas in the fuel flow path is sucked by the pump Pm1 and discharged into the atmosphere from the pipe line n1, and accordingly, air in the atmosphere is fueled through the pipe line m1. Supplyed to the flow path, hydrogen gas is replaced with air.

  Next, the water supply system stop control processing means of the stop control processing means performs water supply system stop control processing, stops the water recovery pump Pm3 and the water supply pump Pm2, and recovers water from the water recovery and injection device 84. Stop spraying. Subsequently, the medium supply system stop control processing means of the stop control processing means performs a medium supply system stop control process to stop the fan 73. In this way, the supply of water and air into the air flow path is stopped.

  In this way, in running the fuel cell vehicle, in the fuel cell operating unit calculation process, only the number of operating stacks calculated according to the load applied to the fuel cell power supply unit 24 are operated, so all units There is no need to use cells. Therefore, since only the hydrogen gas in the working stack is discharged in the fuel supply system stop control process, the hydrogen gas that does not contribute to the generation of electric power is not discharged. As a result, the consumption of hydrogen gas can be reduced, and the cost of the fuel cell system can be reduced.

Next, a flowchart will be described.
Step S15-1 The setting of the hydrogen gas supply system 61 is canceled.
Step S15-2: Replace hydrogen gas with air.
Step S15-3 Stop water supply.
Step S15-4 Stop supplying air and return.

  In this embodiment, in the fuel supply system stop control process, the hydrogen gas in the working stack is discharged, but the fuel cell mounted vehicle is operated after the fuel cell mounted vehicle is stopped. When the schedule to perform is set in advance, it is not always necessary to discharge the hydrogen gas in the working stack.

  For example, when the elapsed time after the fuel cell vehicle is stopped is shorter than the set value, hydrogen gas can be left in the fuel flow path, and the hydrogen gas can be discharged when the elapsed time is equal to or greater than the set value. In this case, the fuel supply system stop control processing means determines whether or not the elapsed time is shorter than the set value, and discharges hydrogen gas only when the elapsed time is equal to or greater than the set value.

  In addition, the battery voltage is prevented from falling below a predetermined value when auxiliary equipment (equipment) is used for a long time when the vehicle is stopped or when power is supplied to auxiliary equipment with large power consumption. Therefore, the fuel cell section can be operated independently in correspondence with the battery voltage and power consumption. And since it suffices to supply air only to the selected fuel cell section, the power consumption by the accessories can be reduced.

  Further, in the present embodiment, each stack Sti is defined as a fuel cell classification representing an operation unit of the fuel cell, and the number of operation stacks is set according to the load applied to the fuel cell power supply unit 24. The number of modules to be operated is set according to the load applied to the fuel cell power supply unit 24 with the module as a fuel cell classification, or according to the load applied to the fuel cell power supply unit 24 with the unit cell as the fuel cell classification. The number of unit cells to be operated can be set.

  The present embodiment can also be applied to a system for raising the temperature with less fuel consumption at the time of cold start.

  Specifically, the fuel cell section located in the central portion where the heat mass of the stack Sti is small is a warm-up module, and the fuel cell control device 91 is, for example, less than zero degrees when the temperature of the outside air is lower than a set value at the time of startup. In this case, first, the regulating valve vg3 of the pipe line F1 connected to the warm-up module is opened, and after the warm-up module is heated to a predetermined temperature, the electromagnetic valves vai, vci connected to the stacks Sti at both ends. A warm-up operation mode for controlling to release the

  Therefore, as the temperature rises due to local power generation, the end of the stack Sti is heated, and the thermal energy can be efficiently used for warming up.

  In order to raise the temperature of the warm-up module more quickly, a heater can be provided in the pipe line A1, and the heater can be operated at the time of low temperature startup to supply warm air to the warm-up module.

1 is a block diagram showing a fuel cell system in an embodiment of the present invention. It is a block diagram which shows the fuel cell power supply part in embodiment of this invention. It is a block diagram which shows the principal part of the fuel cell power supply part in embodiment of this invention. It is a flowchart which shows operation | movement of the vehicle control apparatus in embodiment of this invention. It is a figure which shows the example of the running pattern in embodiment of this invention. It is a flowchart which shows operation | movement of the fuel cell control apparatus in embodiment of this invention. It is a figure which shows the subroutine of the starting control process means in embodiment of this invention. It is a figure which shows the subroutine of the fuel cell operation control process in embodiment of this invention. It is a figure which shows the subroutine of the stop control process in embodiment of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Vehicle control apparatus 12 Drive motor 13 Drive motor control apparatus 14 Navigation apparatus 24 Fuel cell power supply part 31, 54 CPU
Sti stack vai, vb1, vci, vf1 solenoid valve

Claims (9)

  A fuel cell comprising a plurality of fuel cell segments; fuel cell operation control processing means for supplying fuel to the selected fuel cell segment and operating the selected fuel cell segment; and operating the selected fuel cell segment. A fuel cell system comprising stop control processing means for stopping.   2. The fuel cell according to claim 1, further comprising a fuel valve for supplying fuel to each fuel cell section, wherein the fuel cell operation control processing means supplies fuel via a fuel valve of the selected fuel cell section. Fuel cell system.   The stop control processing means includes an exhaust valve for discharging the fuel of each fuel cell section, and an inert gas replacement valve for replacing the fuel of the selected fuel cell section with an inert gas. 3. The fuel cell system according to claim 2, wherein after the fuel is discharged from the discharge valve, the inert gas replacement valve is opened to introduce the inert gas.   The fuel cell according to any one of claims 1 to 3, further comprising a fuel cell classification selection processing unit that selects a fuel cell classification in accordance with a load applied to the fuel cell calculated so as to minimize fuel consumption. system.   The fuel cell is connected to a load device for running the vehicle, and the load is based on the running pattern predicted by the running pattern prediction processing means. The fuel cell system according to any one of claims 1 to 4, which is calculated as follows.   The fuel cell system according to claim 5, wherein the travel pattern prediction processing unit predicts a travel pattern based on travel data acquired as the vehicle travels.   6. The fuel cell system according to claim 5, further comprising route search processing means for searching for a route by setting a destination, wherein the travel pattern prediction processing means predicts a travel pattern based on the searched route.   The fuel cell system according to any one of claims 1 to 7, wherein the fuel cell is mounted on a vehicle and used to supply electric power to a vehicle drive source. In a control method of a fuel cell system including a fuel cell composed of a plurality of fuel cell sections, a driving pattern of a vehicle is predicted, and a load applied to the fuel cell is reduced based on the driving pattern so that fuel consumption is minimized. A control method for a fuel cell system, comprising: calculating, selecting a fuel cell section according to the calculated load, and operating the selected fuel cell section.

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