JP2006351421A - Fuel cell system and control method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a fuel cell system capable of quickly, appropriately controlling power generation of a fuel cell in accordance with the variation of a power generation situation, and to provide a fuel cell control method. <P>SOLUTION: The fuel cell control method comprises a process of detecting current of electric power generated in a fuel cell interposing an electrolyte membrane between an anode and a cathode, a process of detecting voltage of electric power generated in the fuel cell, a process of reading a power generation area found before a prescribed time of the fuel cell, a process of calculating current density from the current of the generated power and the power generation area, a process of calculating prospective voltage of the fuel cell from the current density, a process of estimating a present power generation area, based on the prospective voltage and the power generation area, and a process of calculating a generating power current command value to the fuel cell based on the present power generation area. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

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

In recent years, as an example of a fuel cell system mounted on a fuel cell vehicle or the like, an oxidant gas is supplied to the cathode electrode of the fuel cell and a fuel gas is supplied to the anode electrode of the fuel cell. Systems that obtain power generation output by chemical reaction are known.
In such a system, a technique for controlling the operation of the fuel cell in consideration of the output characteristics of the fuel cell has been studied.

For example, Patent Document 1 proposes a technique for obtaining a basic output characteristic of a fuel cell from a hydrogen supply pressure and estimating the output characteristic using the actual output current and output voltage of the fuel cell. .
In Patent Document 2, an estimated voltage value is calculated from the detected output current of the fuel cell and the basic output characteristic of the fuel cell, and a deviation between the estimated voltage value and the detected terminal voltage knowledge of the fuel cell is calculated. A technique has been proposed in which the deviation is distributed at a predetermined ratio to the internal resistance deviation and the open circuit voltage deviation of the fuel cell, and the basic output characteristics are corrected based on the distributed voltage deviation.
JP 2002-231295 A JP 2004-349114 A

However, the conventional techniques have the following problems.
In other words, in the prior art, the power characteristics of the fuel cell are controlled by correcting the output characteristics based on the actually detected values such as the output voltage and output current of the fuel cell, so that even if the power generation situation fluctuates, it is output. The output characteristic cannot be corrected until a certain value is detected. As a result, there is a problem that a response delay occurs when performing power generation control of the fuel cell in response to fluctuations in the power generation status.

  It is an object of the present invention to provide a fuel cell system and a fuel cell control method capable of quickly and accurately performing power generation control of a fuel cell in response to fluctuations in power generation status.

  The invention according to claim 1 is a fuel cell that performs power generation with an electrolyte membrane sandwiched between an anode and a cathode, and a power generation area reading means that reads a power generation area obtained a predetermined time before the fuel cell (for example, implementation) Voltage map correction value reading processing unit 36, temperature correction value reading processing unit 38, previous value reading unit 57), and current detection means for detecting the generated current of the fuel cell (for example, output current sensor in the embodiment) 22), voltage detection means for detecting the power generation voltage of the fuel cell (for example, the output voltage sensor 23 in the embodiment), and current density calculation means for calculating the current density from the power generation current and the power generation area (for example, The fuel cell actual current input unit 27, the power generation area calculation unit 31, and the multiplication / division processing unit 32) in the embodiment, and the planned voltage calculation for calculating the planned voltage of the fuel cell from the current density Means (for example, expected cell voltage calculation unit 33 and cell number multiplication unit 34 in the embodiment) and power generation area estimation means for estimating the current power generation area based on the planned voltage and the power generation area (for example, the embodiment) Power generation area calculation unit 31) and generation current command value calculation means (for example, control device 20 in the embodiment) for calculating a power generation current command value for the fuel cell based on the current power generation area. It is characterized by.

  According to the present invention, the current power generation area is estimated by the power generation area estimation means from the power generation area obtained not only by the power generation current detected by the current detection means but also a predetermined time ago, and the current generation area is estimated using the current power generation area. Since the current density is calculated by the density calculation means and the planned voltage is calculated by the planned voltage calculation means, the planned voltage can be calculated based on the estimated current power generation state inside the fuel cell. Based on the current power generation area, the generated current command value is calculated by the generated current command value calculation means. As described above, in the control using the current-voltage characteristics of the fuel cell (for example, load output control in the embodiment, power generation command control of the fuel cell), more accurate current-voltage characteristics of the current fuel cell can be grasped. Accurate control is possible. In particular, the followability of the characteristic change in a scene where the characteristics of the fuel cell greatly change, such as when starting below freezing point, is improved. Here, the power generation area refers to the area that can contribute to power generation in the entire power generation surface of the fuel cell. However, factors other than the actual power generation area such as the temperature of the fuel cell such as the temperature of the fuel cell (IV characteristics) can also generate power. It shall be included in the power generation area as an area equivalent amount. The same applies to the following.

The invention according to claim 2 is the invention according to claim 1, and based on the current power generation area, a control parameter of the device on which the fuel cell is mounted (for example, a motor output limit value in the embodiment) Control parameter calculation means (for example, the motor output limit value calculation unit 51 in the embodiment) for calculating the output, and output limit means for limiting the output of the device by the control parameter (for example, the motor output limit value in the embodiment) An output unit 52) is provided.
According to the present invention, based on the current power generation area obtained by taking into account the internal state of the fuel cell, the control parameter calculation means calculates the control parameter, and the control parameter outputs the output of the device. By limiting the output with the output limiting means, it is possible to prevent the fuel cell from running out of gas when the load fluctuates, and to supply the optimal amount of reaction gas to the fuel cell.

The invention according to claim 3 is the invention according to claim 1 or 2, wherein the power generation areas obtained at the present time and a predetermined time before are converted into temperatures of the fuel cell, respectively. .
According to this invention, since the power generation area of the fuel cell is related to the temperature of the fuel cell, the power generation area obtained before the predetermined time is converted into temperature, and the actually detected temperature of the fuel cell is taken into account. Thus, the estimation accuracy of the power generation area can be improved by estimating the current power generation area.

  According to a fourth aspect of the present invention, there is provided a step of detecting a power generation current of a fuel cell that performs power generation with an electrolyte membrane sandwiched between an anode and a cathode, a step of detecting a power generation voltage of the fuel cell, A step of reading a power generation area obtained before a predetermined time; a step of calculating a current density from the generated current and the power generation area; a step of calculating a planned voltage of the fuel cell from the current density; The method includes a step of estimating a current power generation area based on the power generation area, and a step of calculating a power generation current command value for the fuel cell based on the current power generation area.

  According to the present invention, the current power generation area is estimated not only from the power generation current but also from the power generation area obtained a predetermined time ago, and the current voltage is calculated using the current power generation area to calculate the planned voltage. The planned voltage can be calculated based on the current power generation state inside the fuel cell. Then, a generated current command value is calculated based on the current power generation area. As described above, in the control using the current-voltage characteristic of the fuel cell, it is possible to grasp the more accurate current-voltage characteristic of the current fuel cell, so that the control with high accuracy is possible. In particular, the followability of the characteristic change in a scene where the characteristics of the fuel cell greatly change, such as when starting below freezing point, is improved.

According to the first aspect of the present invention, the power generation control of the fuel cell can be performed quickly and accurately in response to fluctuations in the power generation status.
According to the second aspect of the invention, it is possible to prevent the fuel cell from running out of gas when the load fluctuates, and to supply the optimum amount of reaction gas to the fuel cell.
According to the invention which concerns on Claim 3, the estimation precision of an electric power generation area can be improved.
According to the invention which concerns on Claim 4, the electric power generation control of a fuel cell can be performed rapidly and exactly according to the fluctuation | variation of an electric power generation condition.

Hereinafter, a fuel cell system and a fuel cell control method according to embodiments of the present invention will be described with reference to the drawings. In the present embodiment, a case where the fuel cell system is applied to a vehicle to form a fuel cell vehicle will be described.
As shown in FIG. 1, for example, the fuel cell vehicle 1 according to the present embodiment includes a fuel cell 11, a first current / voltage controller 12, a second current / voltage controller 13, and a capacitor as a power storage device. 14, a power drive unit (PDU) 15, a motor 16, a compressor output controller 17, an air compressor (A / C) 18, a hydrogen tank 19a and a hydrogen supply valve 19b, a control device 20, and various electric devices A load 21, an output current sensor 22, an output voltage sensor 23, and a terminal voltage sensor 24 are provided.
In the fuel cell 1, the driving force of the traveling motor 16 is transmitted to the drive wheels W and W of the vehicle via a transmission (T / M) such as an automatic transmission (AT) or a manual transmission (MT). The Further, when the driving force is transmitted from the driving wheel W side to the motor 16 side during deceleration of the fuel cell vehicle 1, the motor 16 functions as a generator to generate a so-called regenerative braking force, and the kinetic energy of the vehicle body is converted into electric energy. As recovered.

The fuel cell 11 sandwiches a solid polymer electrolyte membrane composed of a cation exchange membrane or the like between a fuel electrode (anode) composed of an anode catalyst and a gas diffusion layer and an oxygen electrode (cathode) composed of a cathode catalyst and a gas diffusion layer. The electrolyte electrode structure is formed by stacking a large number of fuel battery cells that are sandwiched between a pair of separators.
A fuel gas (reactive gas) made of hydrogen is supplied from the high-pressure hydrogen tank 19a to the anode of the fuel cell 11 through the hydrogen supply valve 19b, and hydrogen ionized by the catalytic reaction on the anode catalyst of the anode is moderate. The electrons move to the cathode through the solid polymer electrolyte membrane humidified in this way, and the electrons generated by the movement are taken out to an external circuit and used as direct current electric energy. For example, air, which is an oxidant gas (reaction gas) containing oxygen, is supplied to the cathode by an air compressor (A / C) 18, and hydrogen ions, electrons, and oxygen react to generate water at the cathode. .

The generated current (output current) extracted from the fuel cell 11 is input to the first current / voltage controller 12, and the second current / voltage controller 13 is further connected to the first current / voltage controller 12. A capacitor 14 configured by connecting a plurality of capacitor cells made of, for example, an electric double layer capacitor or an electrolytic capacitor in series with each other is connected.
The fuel cell 11, the first current / voltage controller 12, the second current / voltage controller 13, and the capacitor 14 are connected via a power drive unit (PDU) 15 to a traveling motor 16, for example, a fuel cell. 11 and capacitor 14 are connected in parallel to an electric load 21 composed of various auxiliary devices such as a cooling device (not shown) and an air conditioner (not shown) and an air compressor output controller 17.

The first and second current / voltage controllers 12 and 13 include, for example, a chopper type DC-DC converter. The chopping operation of the DC-DC converter, that is, the switching element included in the DC-DC converter is turned on. The current value of the output current taken out from the fuel cell 11 and the current values of the charging current and the discharging current of the capacitor 14 are controlled by the / off operation, and this chopping operation is performed by the control pulse input from the control device 20. It is controlled according to the duty, that is, the on / off ratio.
For example, in the case of prohibiting the extraction of the output current from the fuel cell 11, if the duty of the control pulse input from the control device 20 to the first and second current / voltage controllers 12, 13 is set to 0%, The switching elements included in the DC-DC converters of the current / voltage controllers 12 and 13 are fixed in the off state, and the fuel cell 11 and the capacitor 14 are electrically disconnected. On the other hand, when the duty of the control pulse is set to 100% and the switching element is fixed to the ON state, the fuel cell 11 and the capacitor 14 are directly connected, and the output voltage of the fuel cell 11 and the terminal voltage of the capacitor 14 are Equivalent value.

For example, when the duty of the control pulse input to the first current / voltage controller 12 is set to an appropriate value between 0% and 100%, the first current / voltage controller 12 is primary The output current of the fuel cell 11 that is the side current is appropriately limited according to the duty of the control pulse, and the current obtained by the limitation is output as the secondary current.
Further, for example, when the duty of the control pulse input to the second current / voltage controller 13 is set to an appropriate value between 0% and 100%, the second current / voltage controller 12 is connected to the capacitor 14. The charging current or discharging current is appropriately limited according to the duty of the control pulse.

The PDU 15 includes a PWM inverter based on pulse width modulation (PWM) having a bridge circuit formed by bridge connection using a plurality of transistor switching elements, and is used for traveling according to a control command output from the control device 20. The driving and regenerative operations of the motor 16 are controlled. For example, when the motor 16 is driven, the DC power output from the first and second current / voltage controllers 12 and 13 is converted into three-phase AC power to the motor 16 based on the torque command input from the control device 20. Supply. On the other hand, at the time of regeneration of the motor 16, the three-phase AC power output from the motor 16 is converted into DC power and supplied to the capacitor 14 via the second current / voltage controller 13 to charge the capacitor 14.
The power conversion operation of the PDU 15 is controlled according to a pulse input from the control device 20 to each switching element of the PWM inverter, that is, a pulse for driving each switching element on / off by pulse width modulation (PWM), A map (data) of the duty of the pulse, that is, the ON / OFF ratio, is stored in the control device 20 in advance.

  The motor 16 is, for example, a permanent magnet type three-phase AC synchronous motor that uses a permanent magnet as a field magnet. The motor 16 is driven and controlled by the three-phase AC power supplied from the PDU 15, and When the driving force is transmitted from the driving wheel W side during deceleration, it functions as a generator, generates a so-called regenerative braking force, and recovers the kinetic energy of the vehicle body as electric energy.

The air compressor 18 takes in air from the outside of the vehicle, for example, compresses it, and supplies this air as a reaction gas to the cathode of the fuel cell 11.
The number of rotations of a motor (not shown) for driving the air compressor 18 is controlled by a compressor output controller 17 having a PWM inverter by, for example, pulse width modulation (PWM) based on a control command input from the control device 20. ing.

For example, the control device 20 may be configured such that the operating state of the fuel cell vehicle 1, the concentration of hydrogen contained in the reaction gas supplied to the anode of the fuel cell 11, and the hydrogen contained in the exhaust gas discharged from the anode of the fuel cell 11. The flow rate of the reaction gas supplied from the air compressor 18 to the fuel cell 11 based on the concentration of the fuel cell 11, the power generation state of the fuel cell 11, for example, the terminal voltage of each of the plurality of fuel cells, the output current extracted from the fuel cell 11 And a command value for the valve opening of the hydrogen supply valve 19b are output to control the power generation state of the fuel cell 11.
Further, the control device 20 outputs a control pulse for controlling the power conversion operation of the first current / voltage controller 12 based on the power generation command for the fuel cell 11, and controls the current value of the output current taken out from the fuel cell 11. To do.

Further, the control device 20 controls the power conversion operation of the PWM inverter provided in the PDU 15. For example, when the motor 16 is driven, a signal of the accelerator opening degree related to the amount of depression of the accelerator pedal by the driver or the like. The torque command is calculated based on The control device 20 inputs this torque command to the PDU 15 so that a pulse width modulation signal corresponding to the torque command is input to the PWM inverter, and each phase current for generating the requested torque is Output to each phase.
Further, the control device 20 regenerates the motor 16 based on the state of the capacitor 14, for example, the temperature of the capacitor 14, the total voltage that is the sum of the capacitor cell voltages of a plurality of capacitor cells, that is, the detected value of the terminal voltage of the capacitor 14. Control the behavior.

Further, the control device 20 outputs a control pulse for controlling the power conversion operation of the second current / voltage controller 13 based on the state of the capacitor 14 to control the current value of the charging current or discharging current of the capacitor 14.
Therefore, for example, the control device 20 detects a detection signal output from a fuel cell voltage sensor (not shown) that detects a terminal voltage (fuel cell voltage) of each of the plurality of fuel cells constituting the fuel cell 11. A detection signal output from an output current sensor 22 that detects a current value of an output current extracted from the fuel cell 11, a detection signal output from an output voltage sensor 23 that detects an output voltage of the fuel cell 11, and a capacitor The detection signal output from the terminal voltage sensor 24 that detects the terminal voltage 14 and the detection signal output from the temperature sensor (not shown) that detects the temperature of the capacitor 14 are input. Further, an ON / OFF signal of the ignition switch 26 and a detection signal output from the temperature sensor 25 that detects the temperature of the fuel cell 11 are input to the control device 20.

  Below, the process of the fuel cell vehicle 1 provided with the said structure is demonstrated. FIG. 2 is a hardware block diagram showing the processing contents of the control for obtaining the temperature correction value and the voltage map correction value of the fuel cell. As shown in the figure, the actual current of the fuel cell 11 detected by the output current sensor 22 is input from the fuel cell actual current input unit 27. Further, the representative temperature of the fuel cell 11 detected by the temperature sensor 25 (for example, the hydrogen temperature of the anode gas discharge passage of the fuel cell 11) is input from the fuel cell representative temperature input unit 28.

  Next, a value obtained by adding a previous temperature correction amount to be described later to this representative temperature is input to the power generation area calculation unit 31. The power generation area calculation unit 31 holds a map indicating the relationship between the representative temperature value of the fuel cell 11 and the power generation area (see FIG. 4). As shown in this map, the power generation area of the fuel cell 11 varies according to the temperature. That is, when the temperature is low, the power generation area becomes a small value, and as the temperature increases, the power generation area increases and approaches the entire power generation surface. Further, the power generation area is substantially proportional to the temperature from the freezing point to near 0 ° C. Using this map, the power generation area indicating the internal state of the fuel cell 11 is estimated.

  Next, the power generation area of the fuel cell 11 calculated by the power generation area calculation unit 31 and the current value of the fuel cell 11 input by the fuel cell actual current input unit 27 are input to the multiplication / division processing unit 32, and the current value is generated. Divide by area to calculate current density. Here, the current density is a current value per unit area in a portion (power generation area) that actually contributes to power generation in the electrodes (anode, cathode) of the fuel cell 11.

  This current density is input to the expected cell voltage calculation unit 33. The expected cell voltage calculation unit 33 holds a map indicating the relationship between the voltage of the cells constituting the fuel cell 11 and the current density (see FIG. 5). As shown in this map, the cell voltage is substantially inversely proportional to the current density, and the cell voltage decreases as the current density increases. The cell voltage is calculated using this map.

  Then, the calculated cell voltage is input to the cell number multiplier 34. The cell number multiplying unit 34 multiplies the cell voltage by the number of cells constituting the fuel cell 11 to calculate the expected base voltage value of the fuel cell 11 itself. The predicted voltage value of the fuel cell 11 is calculated by adding the predicted base voltage value and the previous voltage map correction value described later.

  Then, the actual voltage of the fuel cell 11 detected by the output voltage sensor 23 is input to the fuel cell actual voltage input unit 29, and the expected voltage value is subtracted from this actual voltage to calculate a voltage difference value (deviation). This voltage difference value is input to the voltage gain multiplication unit 35, the gain which is a predetermined value is multiplied by the voltage difference value, and the previous voltage map correction value read by the previous voltage map correction value reading processing unit 36 is further obtained. The current voltage map correction value is calculated by addition. This current voltage map correction value is also used for calculating the motor output limit value, which will be described later.

  On the other hand, the voltage difference value is also input to the temperature gain multiplication unit 37, and the voltage difference value is multiplied by a gain that is a predetermined value (however, different from the value of the voltage gain multiplication unit 35 described above). The previous temperature correction value (predetermined time) read by the correction value reading processing unit 38 is added to calculate the current temperature correction value. The current temperature correction value is also used for calculating the motor output limit value, which will be described later.

Then, the current command value of the fuel cell 11 is calculated from the estimated power generation area, the predicted power consumption of the fuel cell vehicle 1 as a fuel cell system, the open terminal voltage of the capacitor 14 and its internal resistance, and the internal resistance of the fuel cell 11. To do.
As described above, in the control using the current-voltage characteristics of the fuel cell 11, more accurate current-voltage characteristics of the fuel cell 11 can be grasped, so that accurate control can be performed. In particular, the followability of the characteristic change in a scene where the characteristics of the fuel cell 11 greatly change, such as when starting below freezing point, is improved.

  FIG. 3 is a hardware block diagram showing the processing contents of the control for obtaining the output limit value of the motor as the load. As shown in the figure, the current limit value (current command value) of the fuel cell 11 is input from the current limit value input unit 41. Further, the representative temperature of the fuel cell 11 detected by the temperature sensor 25 is input from the fuel cell representative temperature input unit 28. 2, the temperature correction value is input from the temperature correction value input unit 42, and the value obtained by adding the temperature correction amount to the representative temperature is input to the power generation area calculation unit 31. Calculate the power generation area. Then, the current density is calculated by the multiplication / division processing unit 32, the cell voltage is calculated by the predicted cell voltage calculation unit 33, and the expected base voltage value is calculated by multiplying the number of cells by the cell number multiplication unit 34. A voltage map correction value input from the voltage map correction value input unit 43 is added to the predicted base voltage value to calculate an expected voltage value when the current of the fuel cell 11 is limited.

  Next, the terminal voltage value of the capacitor 14 is input from the capacitor open terminal voltage input unit 30, and the above-described expected voltage value is subtracted from this terminal voltage value to obtain the voltage difference between the fuel cell 11 and the capacitor 14. This voltage difference is input to the square processor 49 to perform a square process. Also, the internal resistance value of the capacitor 14 is input from the capacitor internal resistance input unit 44, and the squared potential difference is divided by the internal resistance value to calculate the output of the capacitor 14.

Further, the power consumed by the auxiliary equipment (for example, compressor, headlight, etc.) included in the fuel cell system is input from the auxiliary equipment power consumption input section 45.
Then, the expected voltage value when the current of the fuel cell 11 is limited is multiplied by the current limit value of the fuel cell 11 to calculate the limited output of the fuel cell 11. The motor output limit value is calculated by adding the output of the capacitor 14 to this limit output and subtracting the power consumed by the auxiliary machine. The motor output limit value is output from the motor output limit value output unit 52, and the motor 16 is controlled based on the limit value.
In this way, it is possible to prevent the fuel cell 11 from running out of gas when the load fluctuates, and to supply the optimal amount of reaction gas to the fuel cell 11.

In the control described above, the power generation area of the fuel cell 11 is estimated using the representative temperature of the fuel cell 11 and the output limit value of the motor 16 as a load is calculated. However, the present invention is not limited to this. Other control methods will be described with reference to FIGS.
FIG. 6 is a hardware block diagram showing the processing contents of the control for obtaining the power generation area equivalent amount of the fuel cell. FIG. 7 is a hardware block diagram showing another processing content of the control for obtaining the output limit value of the motor as the load. In the following control, the description of the processing contents similar to the control described above will be omitted as appropriate.

In this control, the power generation area equivalent amount is calculated based on the voltage deviation of the fuel cell 11. That is, a voltage difference value (deviation) is calculated by subtracting the actual current of the fuel cell 11 input to the fuel cell actual voltage input unit 28 by the expected base voltage value obtained based on the power generation area. This voltage difference value is input to the power generation area gain multiplication unit 55, multiplied by the power generation area gain, and this value is added to the previous power generation area estimated value read by the previous value reading unit 57 to correspond to the power generation area. Calculate the amount. The power generation area gain is calculated by inputting a power generation area equivalent amount to the power generation area gain calculation unit 56. The power generation area gain calculation unit 56 holds a table indicating the relationship between the power generation area equivalent amount of the fuel cell 11 and the power generation area gain (see FIG. 7). Since the change in the power generation area is two-dimensional, it is possible to associate the power generation area gain and the power generation area by having the power generation area gain in the table.
Then, as shown in FIG. 6, the generation area equivalent amount is input from the generation area equivalent amount estimation value input unit 53, and the current value input from the fuel cell current limit value input unit 41 is divided by the generation area equivalent amount. Since the current density is calculated, the motor output limit value can be calculated more simply than the control shown in FIG.

  Of course, the contents of the present invention are not limited to the embodiments, and may be applied to a system other than a vehicle, for example. Moreover, although the case where the capacitor was used as an electrical storage apparatus was demonstrated, it is not restricted to this, For example, you may use a battery.

1 is a configuration diagram of a fuel cell vehicle according to an embodiment of the present invention. It is a hardware block diagram which shows the processing content of the control which calculates | requires the temperature correction value and voltage map correction value of a fuel cell. It is a hardware block diagram which shows the processing content of the control which calculates | requires the output limit value of the motor which is load. It is a graph which shows the relationship between the typical temperature of a fuel cell, and a power generation area. It is a graph which shows the relationship between the current density of a fuel cell, and cell voltage. It is a hardware block diagram which shows the processing content of the control which calculates | requires the electric power generation area equivalent amount of a fuel cell. It is a hardware block diagram which shows the other processing content of the control which calculates | requires the output limit value of the motor which is load. It is a graph which shows the relationship between a power generation area and a gain.

Explanation of symbols

1 ... Fuel cell vehicle (fuel cell system)
11. Fuel cell 20 ... Control device (generated current command value calculation means)
23. Output voltage sensor (voltage detection means)
25 ... Temperature sensor (temperature detection means)
27 ... Fuel cell actual current input section (current density calculation means)
31 ... Power generation area calculation unit (power generation area calculation means, current density calculation means)
32. Multiplication / division processing unit (current density calculation means)
33 ... Expected cell voltage calculation unit (scheduled voltage calculation unit)
34 ... Cell number multiplier (scheduled voltage calculator)
36 ... Voltage map correction value reading processing section (power generation area reading means)
37 ... Temperature gain multiplier (power generation area correction means)
38 ... Temperature correction value reading processing unit (power generation area correction means)
51 ... Motor output limit value calculation unit (control parameter calculation unit)
52 ... Motor output limit value output section (output limiting means)
57 ... last time value reading part (power generation area reading means)

Claims (4)

A fuel cell that generates electricity with an electrolyte membrane sandwiched between an anode and a cathode;
A power generation area reading means for reading a power generation area obtained a predetermined time before the fuel cell;
Current detecting means for detecting the generated current of the fuel cell;
Voltage detection means for detecting the power generation voltage of the fuel cell;
Current density calculation means for calculating a current density from the generated current and the power generation area;
A planned voltage calculation means for calculating a planned voltage of the fuel cell from the current density;
A power generation area estimation means for estimating a current power generation area based on the planned voltage and the power generation area;
A fuel cell system comprising: a generated current command value calculating means for calculating a generated current command value for the fuel cell based on the current power generation area. Based on the current power generation area, comprising a control parameter calculation means for calculating a control parameter of a device equipped with the fuel cell,
The fuel cell system according to claim 1, further comprising an output limiting unit that limits the output of the device according to the control parameter.   3. The fuel cell system according to claim 1, wherein the power generation area obtained at the present time and a predetermined time before is converted into a temperature of the fuel cell. Detecting a power generation current of a fuel cell that generates power by sandwiching an electrolyte membrane between an anode and a cathode;
Detecting the power generation voltage of the fuel cell;
Reading a power generation area obtained a predetermined time before the fuel cell;
Calculating a current density from the generated current and the power generation area;
Calculating a planned voltage of the fuel cell from the current density;
Estimating a current power generation area based on the planned voltage and the power generation area;
And a step of calculating a generated current command value for the fuel cell based on the current power generation area.

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