JP2007053051A - Control unit of fuel cell vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To maintain a driving performance requested by a driver regardless of driving conditions. <P>SOLUTION: A vehicle controller 13 sample selects a climbing section from a guiding route by reference to environmental information of the road included in the guiding route, predicts a driving force necessary for the fuel cell vehicle to run the climbing section, and predicts the power generation amount of the fuel cell 1 necessary for obtaining the predicted driving force. Based on the heat generation characteristics of the fuel cell 1 and heat radiation characteristics of a radiator 12, temperatures of cooling water when the fuel cell 1 has generated the predicted power generation amount are predicted, and the controller judges the difference between the temperature of the cooling water and the allowable upper limit temperature of the cooling water, and, based on the judgement result, corrects the power generation amount of the fuel cell 1 so that the temperature of the cooling water may not exceed the allowable upper limit temperature. The target SOC value of the battery 2 is established according to the difference between the corrected power generation amount of the fuel cell 1 and the power generation amount of the fuel cell 1 necessary for obtaining the predicted driving force. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a control device for a fuel cell vehicle that uses power generated by a fuel cell as a drive power source.

  Conventionally, a hybrid that obtains information about the driving conditions of the road on which the vehicle will travel from the navigation system, calculates the operating amounts of the engine and the motor generator based on the acquired information, and controls the charge amount of the battery according to the calculated results A vehicle control device is known (see Patent Document 1). Specifically, this control device uses a shortage of output E1-EOe as a battery on a road that requires an output E1 that is larger than the output EOe obtained when the engine is operated efficiently, such as an uphill road. The target charge amount SOC (State Of Charge) of the battery is controlled so that it can be compensated by the output from the battery. On the other hand, on a travel path where the required output EO is smaller than the output EOe obtained when the engine is operated efficiently, this control device controls the battery to charge the excess output EOe-EO to the battery. .

  By the way, fuel cells that are attracting attention as one of the countermeasures against environmental problems in recent years, especially air pollution caused by automobile exhaust gas and global warming due to carbon dioxide, include fuel gas containing hydrogen and oxidant gas such as air. Electricity is generated by an electrochemical reaction in response to being supplied to the electrolyte / electrode catalyst complex. Since this electrochemical reaction is an exothermic reaction, the fuel cell generates heat as the electric power is generated. Further, not only reaction heat but also Joule heat is generated by current flowing through the current collector or the like. Therefore, the fuel cell generates heat and the temperature increases as the power generation amount increases. However, since a polymer membrane used as an electrolyte of a fuel cell may be damaged when the temperature rises above a predetermined allowable temperature (generally around 100 ° C.), the fuel cell has a predetermined allowable temperature. It is necessary to use while cooling below.

From such a background, a cooling system for cooling the fuel cell is an indispensable element in the fuel cell system, and the fuel cell vehicle having the power generated by the fuel cell as a driving power source is an air-cooled type. A cooling system is provided in which the heat quantity of the fuel cell is released to the atmosphere side through cooling water by a heat exchanger (radiator). However, when the cooling system is mounted on a vehicle, the space for mounting the heat exchanger is limited and the allowable temperature of the fuel cell is lower than the allowable temperature of the normal engine. Since the difference is small, the amount of heat generated by the fuel cell may greatly exceed the cooling performance of the heat exchanger when the load on the fuel cell is high. For this reason, in a driving situation where a large output is required for a low vehicle speed such as an uphill road, in order to prevent the fuel cell from being damaged, the fuel cell power generation is performed so that the temperature of the fuel cell does not exceed the allowable upper limit temperature. The amount must be adjusted, and the driving performance required by the driver cannot be maintained.
JP 2001-197608 A

  As a method for solving the above-described problems of the fuel cell vehicle, a method of applying the above-described hybrid vehicle control device to the fuel cell vehicle is conceivable. However, in general, the efficiency of the fuel cell system, which indicates the ratio of the total energy amount that can be used by the vehicle to the total energy amount of the reaction gas supplied to the fuel cell, is higher than the efficiency of the engine. The output of the obtained fuel cell system is about 20% of the maximum output, and the ratio of the output to the maximum output when showing the maximum efficiency is small compared to the engine. This is because the higher the output of the fuel cell, the greater the power consumption of the auxiliary equipment necessary for power generation. In particular, the power consumption of the compressor required to pressurize the oxidant gas and supply it to the fuel cell. It is the main factor. For this reason, when the above-described hybrid vehicle control device is applied to a fuel cell vehicle, in a traveling situation where a large output is required, such as an uphill road, the battery has insufficient output so as to operate the fuel cell in a high efficiency region. Will make up for. In the region where the efficiency of the fuel cell is high, as described above, the output of the fuel cell is about 20% of the maximum output, so the amount of heat generated by the fuel cell is not so large, and the amount of heat generated by the fuel cell is heat exchange. The situation exceeding the cooling performance of the vessel can be avoided.

  However, if the fuel cell system is controlled to operate in an operating region with high efficiency, the output of the fuel cell is small as described above, so that the output amount that is insufficient for the output required for traveling is large and the output is insufficient. Therefore, a high battery output is frequently required to compensate for the output amount. For this reason, when the above-described hybrid vehicle control device is applied to a fuel cell vehicle, the battery temperature rises and the input / output of the battery is restricted, so that the output from the battery is compensated and the regenerative energy is reduced when necessary. The vehicle cannot be recovered, and as a result, the driving performance required by the driver cannot be maintained. That is, even if the hybrid vehicle control device described above is applied to a fuel cell vehicle, the driving performance required by the driver may not be maintained.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a control device for a fuel cell vehicle capable of maintaining the driving performance required by the driver regardless of the driving situation. There is.

  In order to solve the above-described problems, a control apparatus for a fuel cell vehicle according to the present invention predicts and predicts a travel section of a fuel cell vehicle in which the amount of heat generated by the fuel cell accompanying power generation is greater than or equal to the amount of heat released from the heat exchanger The power generation amount of the fuel cell is controlled so that the temperature of the cooling water does not exceed a predetermined allowable upper limit temperature in the travel section, and the power generation amount that is insufficient when traveling in the predicted travel section is output from the power storage device. A target charge amount of the power storage device is set so as to compensate.

  According to the control apparatus for a fuel cell vehicle according to the present invention, since the input / output restriction of the battery does not occur due to the rise of the coolant temperature or the battery temperature of the fuel cell system, the driver demands regardless of the driving situation. Running performance can be maintained.

  The control apparatus for a fuel cell vehicle according to the present invention can be applied to, for example, a fuel cell vehicle as shown in FIG. Hereinafter, the configuration and operation of a fuel cell vehicle according to an embodiment of the present invention to which a control device for a fuel cell vehicle according to the present invention is applied will be described in detail with reference to the drawings.

[Configuration of fuel cell vehicle]
First, the configuration of a fuel cell vehicle according to an embodiment of the present invention will be described with reference to FIG. In FIG. 1, a double line, a solid line, a thick broken line, and a thin broken line indicate a mechanical force transmission path, a power line, a coolant circulation path of the fuel cell system, and a control line, respectively.

  As shown in FIG. 1, a fuel cell vehicle according to an embodiment of the present invention includes a fuel cell 1, a driving battery (hereinafter abbreviated as a battery) 2, a motor 3, a speed reducer 4, and a differential 5 as a drive system. , Driving wheel 6, DC / DC converters 7, 8, inverter 9, and fuel cell driving auxiliary device 10 are provided as main components. In this fuel cell vehicle, electric power from the fuel cell 1 and the battery 2 is supplied to the inverter 9 and used as a driving power source for the motor 3.

  When the fuel cell vehicle decelerates, the regenerative energy of the motor 3 is supplied to the battery 2 via the inverter 9 and charged. The DC / DC converter 7 adjusts the voltages of the fuel cell 1 and the battery 2 to be equipotential, and the DC / DC converter 8 converts the high voltage of the fuel cell 1 and the battery 2 into a low voltage, thereby driving the fuel cell drive auxiliary device. 10 and a vehicle auxiliary device (not shown) such as a winker and a light.

  In addition, as the battery 2, various batteries, such as a lithium ion battery, a nickel metal hydride battery, and a lead battery, and various capacitors, such as an electric double layer capacitor and a redox capacitor, can be used. Further, in this embodiment, the battery 2 supplies power to the motor 3 in order to supplement insufficient power when the power supplied from the fuel cell 1 to the motor 3 via the inverter 9 is lower than the power required by the motor 3. Is set to supply.

  The fuel cell vehicle has, as a cooling system, between a circulation pump 11 that cools the fuel cell 1 and the fuel cell driving auxiliary device 10 by circulating cooling water through the fuel cell 1 and the fuel cell driving auxiliary device 10 and the outside air. And a radiator 12 for cooling the cooling water by heat exchange. The radiator 12 has a radiator fan (not shown) that assists heat exchange processing of the radiator body by sending outside air to the radiator body.

  The fuel cell vehicle includes a vehicle controller 13, a battery controller 14, and a fuel cell controller 15 as a control system. The vehicle controller 13 includes a microcomputer, and is connected to a navigation system 16, a vehicle speed sensor 17 that detects the speed of the fuel cell vehicle, and an outside air temperature sensor 18 that detects a temperature outside the fuel cell vehicle (outside air temperature). . The details of the internal configuration of the vehicle controller 13 will be described later.

  The vehicle controller 13 controls the output torque of the motor 3 in response to a request from the driver, and instructs the fuel cell controller 15 to supply a predetermined output to the inverter 9. In addition, the vehicle controller 13 instructs the fuel cell controller 15 to charge the battery 2 with electric power according to the state of charge of the battery 2 detected by the battery controller 14, or the motor for the battery 2 when the fuel cell vehicle is decelerated. 3 to control the amount of regenerative energy charged.

  The battery controller 14 includes a microcomputer and is connected to a temperature sensor 19 that detects the temperature of the battery 2. Then, the battery controller 14 outputs the temperature of the battery 2 detected by the temperature sensor 19 and information on the state of charge of the battery 2 to the vehicle controller 13.

  The fuel cell controller 15 is constituted by a microcomputer, and is connected to a water temperature sensor 20 that detects the temperature TF of the cooling water inside the fuel cell 1. Then, the fuel cell controller 15 controls the fuel cell driving auxiliary device 10 so that the fuel cell 1 can output a predetermined power generation amount in response to an output request from the vehicle controller 13. The fuel cell controller 15 controls the flow rate of the cooling water supplied from the circulation pump 11 to the fuel cell 1 according to the cooling water temperature TF detected by the water temperature sensor 20.

  The vehicle controller 13 executes a control program executed by a CPU in the microcomputer, as shown in FIG. 2, so that the vehicle speed predicting means 31, the driving force predicting means 32, the fuel cell state predicting means 33, the fuel cell cooling, and the like. It functions as a water temperature determination means 34, a fuel cell system power generation amount correction means 35, and a battery target SOC planning means 36. The fuel cell state prediction means 32 includes a fuel cell system power generation amount prediction means 37, a fuel cell system heat generation amount prediction means 38, a radiator heat release amount prediction means 39, and a fuel cell cooling water temperature prediction means 40, and the fuel cell system. The power generation amount correction means 35 includes a fuel cell cooling water temperature planning means 41, a radiator heat radiation amount correction means 42, a fuel cell system heat generation amount correction means 43, and a fuel cell system power generation amount correction means 44.

  The navigation system 16 is constituted by a known route guidance device, and an internal CPU executes a control program so that an absolute position calculation means 51, a map matching means 52, a guidance route calculation are performed as shown in FIG. Functions as means 53, road environment extraction means 54, block determination means 55, and divided section determination means 56. The absolute position calculation means 51 calculates the absolute position of the fuel cell vehicle according to the longitude and latitude information received by the satellite signal receiving antenna 57 from a GPS satellite or the like.

  The map matching unit 52 determines the fuel cell vehicle from the road map and road environment information stored in the map information storage unit 58 and the change in the absolute position of the fuel cell vehicle calculated by the absolute position calculation unit 51. While correcting the absolute position, the road on which the fuel cell vehicle is traveling is determined. The guide route calculation means 53 calculates an optimum travel route from the absolute position of the fuel cell vehicle to the destination input via the destination input means 59 as the guide route.

  The road environment extraction means 54 extracts and extracts the vehicle speed information and gradient information of the guidance route calculated by the guidance route calculation means 53 based on the road map and road environment information stored in the map information storage means 58. The information is output to the block determination means 55 and the vehicle controller 13. Based on the gradient information extracted by the road environment extraction unit 54, the block determination unit 55 is calculated by the guidance route calculation unit 53 so that the end point of the uphill road becomes a division point as shown in FIG. Divide the guide route into multiple blocks.

  As shown in FIG. 4B, the divided section determining means 56 further divides each block divided by the block determining means 55 into a plurality of sections with reference to a point where the traffic flow and driving load change greatly (see FIG. 4B). In the example shown in 4 (a) and 4 (b), the block (2) is further divided into 15 sections). Note that the above points include intersections, points where the road gradient changes, points where the speed limit changes (toll gates for toll roads, etc.), traffic congestion last point based on road information from infrastructure equipment such as VICS, traffic congestion maximum This includes local change points such as front row points, construction section start points, speed limit restriction points, urban areas, and mountain roads.

  In the fuel cell vehicle having such a configuration, the vehicle controller 13 executes the following output control process to maintain the driving performance required by the driver regardless of the driving situation. The operation of the vehicle controller 13 when executing this output control process will be described below with reference to the flowchart shown in FIG.

[Output control processing]
The flowchart shown in FIG. 5 starts in response to the ignition switch of the fuel cell vehicle being turned on, and the output control process proceeds to step S1.

  In the process of step S1, the navigation system 16 divides the guidance route into a plurality of blocks based on the gradient information of the guidance route, and inputs the guidance route information divided into the plurality of blocks to the vehicle controller 13 (guidance route division processing). ). The details of this guidance route division processing will be described later with reference to the flowchart shown in FIG. Thereby, the process of step S1 is completed and the output control process proceeds to the process of step S2.

  In the process of step S2, the vehicle controller 13 functions as the driving force predicting means 32, so that the vehicle speed is predicted by the vehicle speed predicting means 31 based on the road information of the guidance route extracted by the road environment extracting means 54. The driving force required to travel each block divided by the process of S1 is predicted.

  Then, the vehicle controller 13 functions as the fuel cell state prediction means 33, so that the power generation profile PFn (t) of the fuel cell 1 from the predicted driving force to each block end point and each block end point (= end point of the uphill road) ) Predicts the cooling water temperature TFn of the fuel cell 1 at (cooling water temperature prediction processing).

  Here, the subscript n of the power generation profile PFn (t) and the cooling water temperature TFn indicates the nth section in the block, and PF7 (t) indicates the power generation profile in the seventh section in the block. Details of this cooling water temperature prediction process will be described later with reference to a flowchart shown in FIG. Further, in this specification, “profile” means a change with time t. Thereby, the process of step S2 is completed, and the output control process proceeds to the process of step S3.

  In the process of step S3, the vehicle controller 13 functions as the fuel cell coolant temperature determination means 34, so that the coolant temperature TFn of the fuel cell 1 at each block end point predicted for the process of step S2 becomes the limit upper limit water temperature TFL. It is determined whether or not they are the same or more. If the cooling water temperature TFn is not equal to or higher than the limit upper limit water temperature TFL as a result of the determination, the vehicle controller 13 advances the output control process to the process of step S7. On the other hand, when the coolant temperature TFn is equal to or higher than the limit upper limit water temperature TFL, the vehicle controller 13 advances the output control process to the process of step S4.

  In the process of step S4, the vehicle controller 13 functions as the fuel cell system power generation amount correcting means 35 to set the target cooling water temperature TFnp of the fuel cell 1 in the uphill section in each block, and the set target cooling water temperature TFnp. A target power generation profile PFnp (t) for the fuel cell 1 is set (fuel cell power generation plan setting process). The details of the fuel cell power generation plan setting process will be described later with reference to the flowchart shown in FIG. Thereby, the process of step S4 is completed, and the output control process proceeds to the process of step S5.

  In the process of step S5, the vehicle controller 13 functions as the fuel cell system power generation amount correcting means 35, so that the power generation profile PFn (t) predicted by the process of step S2 and the target power generation profile set by the process of step S4. Compared with PFnp (t), a power generation amount PBnp that is insufficient in the target power generation profile PFnp (t) in order to maintain the traveling performance in the uphill section is calculated.

  The vehicle controller 13 functions as the battery target SOC planning means 36 to set the battery SOC value SOCTn at the end of the section immediately before the uphill section necessary for supplementing the insufficient power generation amount PBnp with the power of the battery 2. To do. Specifically, in the example shown in FIG. 6, the sections 12 to 15 correspond to the climbing section (see FIG. 6A), and in this case, the ching region shown in FIG. 6G is an electric power equivalent to the power generation amount PBnp. Amount. Thereby, the process of step S5 is completed, and the output control process proceeds to the process of step S6.

  In the process of step S6, the vehicle controller 13 functions as the fuel cell system power generation amount correcting means 35 to achieve the battery SOC target value SOCTn set by the process of step S5 at the block end point immediately before the uphill section. A target power generation profile PFnp (t) of the fuel cell system in each necessary block is set.

  At this time, the target power generation profile PFnp (t) is set such that the cooling water temperature TFnp at the block end point immediately before the uphill section (in the example shown in FIG. 6, the cooling water temperature TF11p at the eleventh block section end point L) is the processing in step S2. The predicted cooling water temperature at the predicted block end point (the predicted water temperature TF11 in the example shown in FIG. 6) is set to be equal to or lower than that.

  More specifically, FIG. 6 (f) shows the cooling water temperature at the end of each block section, and the predicted cooling water temperature TFn based on the predicted power generation profile PFn (t) and the target cooling water temperature TFnp based on the target power generation profile PFnp (t), respectively. As indicated by a broken line and a solid line, in order not to raise the cooling water temperature immediately before the uphill section by the target power generation profile PFnp (t), charging the battery 2 with regenerative energy without power generation of the fuel cell system, or FIG. ), A section where the output required for traveling is small and the heat generation amount of the fuel cell 1 and the heat dissipation amount of the radiator 12 are balanced, or the heat dissipation amount of the radiator 12 is In a downward gradient section such as section 7 that greatly exceeds the heat generation amount, power is generated by the fuel cell 1 and the generated power is To charge to Teri 2. FIG. 6G shows changes in the battery SOC value in each section, and shows changes in the SOC value accompanying changes in the power generation profile PFn (t) and changes in the SOC value accompanying changes in the target power generation profile PFnp (t). Although indicated by a broken line and a solid line, respectively, the battery SOC value at the block end point immediately before the uphill section is indicated as SOCT11. Thereby, the process of step S6 is completed, and the output control process proceeds to the process of step S7.

  In step S7, the vehicle controller 13 determines whether or not the fuel cell vehicle has reached the destination. As a result of the determination, if the fuel cell vehicle has not reached the destination, the vehicle controller 13 returns the output control process to the process of step S1. On the other hand, when the fuel cell vehicle has reached the destination, the vehicle controller 13 ends the series of output control processes.

[Guidance route split processing]
Next, with reference to the flowchart shown in FIG. 7, the flow of operation of the navigation system 16 when executing the guidance route dividing process will be described.

  The flowchart shown in FIG. 7 starts in response to the ignition switch of the fuel cell vehicle being turned on, and the guidance route dividing process proceeds to step S11.

  In the processing of step S11, the navigation system 16 functions as the absolute position calculation means 51 and the map matching means 52, thereby determining the current position of the fuel cell vehicle and the road on which the fuel cell vehicle is currently traveling. Thereby, the process of step S11 is completed, and the guidance route dividing process proceeds to the process of step S12.

  In the process of step S12, the navigation system 16 determines whether or not a route guidance process has already been performed by inputting a destination via the destination input means 59. If the destination is not input as a result of the determination, the navigation system 16 performs the guidance route division process in response to the destination being input via the destination input means 59 as the process of step S13. The process proceeds to step S15. On the other hand, when the destination is input, the navigation system 16 advances the guidance route division process to the process of step S14.

  In step S14, the navigation system 16 determines whether or not the current position of the fuel cell vehicle has deviated from the guidance route. If the current position of the fuel cell vehicle is not deviated from the guidance route as a result of the determination, the navigation system 16 advances the guidance route division process to the process of step S18. On the other hand, when the current position of the fuel cell vehicle is out of the guidance route, the navigation system 16 advances the guidance route division process to the process of step S15.

  In the process of step S15, the navigation system 16 functions as the guidance route calculation means 53 to calculate the guidance route from the current position of the fuel cell vehicle to the destination. Thereby, the process of step S15 is completed, and the guidance route dividing process proceeds to the process of step S16.

  In the process of step S16, the navigation system 16 functions as the road environment extracting unit 54, thereby extracting information on the uphill road included in the guidance route calculated by the process of step S15. Thereby, the process of step S16 is completed, and the guidance route dividing process proceeds to the process of step S17.

  In the process of step S17, the navigation system 16 functions as the block determining means 55, so that a plurality of guidance routes calculated by the process of step S15 are obtained by using the end point of the uphill road extracted by the process of step S16 as a division point. Divide into blocks. Thereby, the process of step S17 is completed, and the guidance route dividing process proceeds to the process of step S18.

  In the process of step S18, the navigation system 16 determines whether or not the current position of the fuel cell vehicle is located within the final section of the block with reference to the division result of step S17. If the current position is located within the final section as a result of the determination, the navigation system 16 advances the guidance route division process to the process of step S19. On the other hand, when the current position is not located within the last section, the navigation system 16 advances the guidance route division process to the process of step S20.

  In the process of step S19, the navigation system 16 functions as the divided section determination means 56 to obtain the guidance route information of the next block and divide the next block into a plurality of sections. Thereby, the process of step S19 is completed and a series of guidance route division | segmentation processes are complete | finished.

  In the process of step S20, the navigation system 16 functions as the divided section determination means 56, thereby dividing the guide route from the current position of the fuel cell vehicle to each block end point into a plurality of sections. Thereby, the process of step S20 is completed and a series of guidance route division | segmentation processes are complete | finished.

[Cooling water temperature prediction processing]
Next, the flow of the operation of the vehicle controller 13 when executing the cooling water temperature prediction process will be described with reference to the flowchart shown in FIG.

  The flowchart shown in FIG. 8 starts when the process of step S1 is completed, and the cooling water temperature prediction process proceeds to the process of step S21.

  In step S21, the vehicle controller 13 uses the outside air temperature sensor 18 and the water temperature sensor 20 to acquire information on the current outside air temperature T0 and the cooling water temperature TF0 as vehicle state information. Thereby, the process of step S21 is completed and the cooling water temperature prediction process proceeds to the process of step S22.

  In the process of step S22, the vehicle controller 13 determines whether or not the current position of the fuel cell vehicle is located within the final section of the block. If the result of determination is that the vehicle controller 13 is not located within the last section, the vehicle controller 13 advances the cooling water temperature prediction process to the process of step S24. On the other hand, if the vehicle controller 13 is located within the last section, the vehicle controller 13 advances the coolant temperature prediction process to the process of step S23.

  In the process of step S23, the vehicle controller 13 acquires road information of the next block scheduled to travel. Thereby, the process of step S23 is completed and the cooling water temperature prediction process proceeds to the process of step S24.

  In the process of step S24, the vehicle controller 13 functions as the vehicle speed predicting means 31 and the driving force predicting means 32, so that the route information of the block on which the fuel cell vehicle is currently traveling is used, as shown in FIG. A vehicle speed profile VSn (t) and a driving force profile PMn (t) from the current point to the block end point as shown in FIG. 6C are predicted. Note that when the vehicle speed profile is predicted, the vehicle controller 13 may use not only the route information but also information on the travel history of the vehicle.

  In addition, the vehicle controller 13 calculates vehicle running resistance using pre-registered vehicle weight data, a vehicle speed change amount (acceleration value) obtained from the vehicle speed sensor 17, and road gradient information obtained from the navigation system 16. The driving force profile PMn (t) is predicted using the calculated traveling resistance, vehicle speed profile VSn (t), and road gradient information. Thereby, the process of step S24 is completed and the cooling water temperature prediction process proceeds to the process of step S25.

  In the process of step S25, the vehicle controller 13 functions as the fuel cell system power generation amount predicting means 37, so that the driving force profile PMn (t) predicted for the process of step S24 is realized in FIG. A power generation profile PFn (t) of the fuel cell system as shown by a broken line in d) is predicted. Thereby, the process of step S25 is completed, and the cooling water temperature prediction process proceeds to the process of step S26.

  In the process of step S26, the vehicle controller 13 functions as the fuel cell system heat generation amount prediction means 38, so that a heat generation characteristic map showing the heat generation performance of the fuel cell system with respect to the cooling water temperature TF as shown in FIG. Utilizing this, a calorific value profile QFn (t) of the fuel cell system from the current point to the block end point as shown in FIG. 6 (e) corresponding to the current cooling water temperature TF0 is predicted. Further, the vehicle controller 13 functions as the radiator heat radiation amount predicting means 39 to show the heat radiation characteristics of the radiator 12 with respect to the temperature difference between the outside air temperature and the coolant temperature on the inlet side of the radiator 12 as shown in FIG. Using the heat dissipation characteristic map, the heat dissipation amount profile QRn (t) of the radiator 12 from the current point to the block end point corresponding to the difference between the current outside air temperature T0 and the cooling water temperature TF0 is predicted.

Further, the vehicle controller 13 functions as the fuel cell cooling water temperature predicting means 40, so that the block end point from the current point is calculated from the difference between the calorific value profile QFn (t) and the calorific value profile QRn (t) using Equation 1 below. The time variation ΔTFdt of the cooling water temperature until is predicted. Then, the vehicle controller 13 predicts the cooling water temperature TFn at the block end point from the time variation ΔTFdt of the cooling water temperature by using the following formula 2. The parameters Cw and hc in Equations 1 and 2 indicate the heat capacity of the cooling water and the cooling coefficient of the fuel cell system, respectively. The cooling coefficient hc varies depending on the flow rate of the cooling water, the diameter of the cooling pipe, the material of the cooling pipe, and the like. This is a numerical value specific to the system. Thereby, the process of step S26 is completed and a series of cooling water temperature prediction processes are complete | finished.

  When predicting the calorific value profile QFn (t) of the fuel cell system, the vehicle controller 13 may predict the calorific value profile QFn (t) of the fuel cell system assuming that the output of the fuel cell 1 is the maximum output. desirable. According to such processing, even when the driver requests a driving state that is higher than the driving force predicted from the environmental information on a route having a severe heat balance such as an uphill road, the coolant temperature rises. The running performance can be maintained without causing the output restriction of the battery 2.

[Power generation profile setting processing]
Finally, with reference to the flowchart shown in FIG. 11, the flow of the operation of the vehicle controller 13 when executing the power generation profile setting process will be described.

  The flowchart shown in FIG. 11 starts when the cooling water temperature TFn is determined to be equal to or higher than the limit upper limit water temperature TFL in the process of step S3, and the power generation profile setting process proceeds to the process of step S31. .

  In the process of step S31, the vehicle controller 13 functions as the fuel cell cooling water temperature planning means 41, so that the cooling water temperature TFn at each section end point does not exceed the limit upper limit water temperature TFL at the block end point. A cooling water temperature profile TFnp (t) is set. Thereby, the process of step S31 is completed and a power generation profile setting process progresses to the process of step S32.

  In the process of step S32, the vehicle controller 13 functions as the radiator heat release amount correction means 42, so that the vehicle speed profile VSn (t) and the target coolant temperature profile TFnp (t) are referred to with reference to the heat release characteristic map shown in FIG. A radiator heat radiation correction profile QRn (t) is set. Thereby, the process of step S32 is completed and a power generation profile setting process progresses to the process of step S33.

  In the process of step S33, the vehicle controller 13 functions as the fuel cell system heat generation amount correction means 43, so that the target cooling water temperature TFnp, the heat release amount correction profile QRn (refer to the fuel cell system heat generation characteristic map shown in FIG. The calorific value correction profile QFnp (t) of the uphill section is set so that the target cooling water temperature TFNp at the end point of the uphill section is equal to or lower than the limit upper limit water temperature TFL from t). Thereby, the process of step S33 is completed and the power generation profile setting process proceeds to the process of step S34.

  In the process of step S34, the vehicle controller 13 functions as the fuel cell system power generation amount correction means 44, so that the target cooling water temperature TFnp, the heat generation amount correction profile QFnp ( The target power generation profile Pfnp (t) for the uphill section is set so that the target cooling water temperature TFnp at the end point of the uphill section is equal to or lower than the limit upper limit water temperature TFL from t). Thereby, the process of step S34 is completed and a series of power generation profile setting processes ends.

  As is apparent from the above description, according to the fuel cell vehicle according to the embodiment of the present invention, the navigation system 16 calculates the travel route of the fuel cell vehicle from the current position to the destination as the guidance route, and the vehicle controller 13 refers to the environmental information of the road included in the guidance route, extracts the uphill section from the guidance route, and predicts the driving force required when the fuel cell vehicle travels the uphill section. The power generation amount of the fuel cell 1 necessary for obtaining the driving force is predicted. The vehicle controller 13 predicts the temperature of the cooling water when the fuel cell 1 generates the predicted power generation amount based on the heat generation characteristics of the fuel cell 1 and the heat dissipation characteristics of the radiator 12, The difference from the allowable upper limit temperature of the cooling water is determined, the power generation amount of the fuel cell 1 is corrected so that the temperature of the cooling water does not exceed the allowable upper limit temperature, and the corrected power generation amount of the fuel cell 1 is determined. The target SOC value of the battery 2 is set according to the difference in power generation amount of the fuel cell 1 necessary for obtaining the predicted driving force.

  According to such a configuration, the input / output restriction of the battery 2 does not occur due to the rise of the coolant temperature, and the temperature of the battery 2 rises by minimizing the output from the battery 2. Therefore, the input / output restriction of the battery 2 does not occur, so that the driving performance required by the driver can be maintained regardless of the driving situation.

  As mentioned above, although embodiment which applied the invention made | formed by this inventor was described, this invention is not limited with the description and drawing which make a part of indication of this invention by this embodiment. As described above, it is a matter of course that all other embodiments, examples, operation techniques, and the like made by those skilled in the art based on the above embodiments are included in the scope of the present invention.

It is a block diagram which shows the structure of the fuel cell vehicle used as embodiment of this invention. It is a functional block diagram which shows the internal structure of the vehicle controller shown in FIG. It is a functional block diagram which shows the internal structure of the navigation system shown in FIG. It is a figure for demonstrating operation | movement of the block determination means and division | segmentation area determination means shown in FIG. It is a flowchart figure which shows the flow of the output control process used as embodiment of this invention. It is a figure for demonstrating the output control process used as embodiment of this invention. It is a flowchart figure which shows the flow of the guidance route division | segmentation process shown in FIG. It is a flowchart figure which shows the flow of the cooling water temperature prediction process shown in FIG. It is a figure which shows the relationship of the heat generation performance of a fuel cell system with respect to the cooling water temperature for every output of a fuel cell system. It is a figure which shows the relationship of the thermal radiation characteristic of a radiator with respect to the temperature difference of the outside air temperature and the cooling water temperature of the inlet side of a radiator for every vehicle speed. It is a flowchart figure which shows the flow of the electric power generation profile setting process shown in FIG.

Explanation of symbols

1: Fuel cell 2: Battery 3: Motor 4: Deceleration device 5: Differential device 6: Drive wheel 7, 8: DC / DC converter 9: Inverter 10: Fuel cell drive accessory 11: Circulation pump 12: Radiator 13: Vehicle controller 14: Battery controller 15: Fuel cell controller 16: Navigation system 17: Vehicle speed sensor 18: Outside air temperature sensor 19: Temperature sensor 20: Water temperature sensor

Claims (3)

A motor for driving a vehicle, a fuel cell system for supplying the generated power of the fuel cell to the motor, a power storage device for transferring power between the motor and the fuel cell system, and supplying cooling water to the fuel cell A control device for a fuel cell vehicle having a heat exchanger for cooling the fuel cell by
Predicting the travel section of the fuel cell vehicle in which the heat generation amount of the fuel cell accompanying power generation is greater than or equal to the heat dissipation amount of the heat exchanger, and the temperature of the cooling water does not exceed a predetermined allowable upper limit temperature in the predicted travel section The power generation amount of the fuel cell is controlled as described above, and the target charge amount of the power storage device is set so that the power generation amount that is insufficient when traveling in the predicted travel section is compensated by the output from the power storage device A control device for a fuel cell vehicle. A motor for driving a vehicle, a fuel cell system for supplying the generated power of the fuel cell to the motor, a power storage device for transferring power between the motor and the fuel cell system, and supplying cooling water to the fuel cell A control device for a fuel cell vehicle having a heat exchanger for cooling the fuel cell by
Guidance route calculation means for calculating a travel route of the fuel cell vehicle from the first travel point to the second travel point as a guide route;
Environmental information detection means for detecting environmental information of a road included in the guidance route calculated by the guidance route calculation means;
A route section that is a predetermined travel condition is extracted from the guidance route with reference to the environment information, and a driving force required when the fuel cell vehicle travels the route section is predicted. Predict the amount of power generated by the fuel cell to obtain the required temperature, and the temperature of the cooling water when the fuel cell generates the predicted amount of power generated based on the heat generation characteristics of the fuel cell and the heat dissipation characteristics of the heat exchanger Fuel cell state prediction means;
The difference between the coolant temperature predicted by the fuel cell state predicting means and the allowable upper limit temperature of the coolant is determined, and the temperature of the coolant is determined so as not to exceed the allowable upper limit temperature according to the determination result. A fuel cell system power generation plan means for correcting the power generation amount;
Target charging for setting the target charging amount of the power storage device according to the difference between the power generation amount of the fuel cell corrected by the fuel cell system power generation planning means and the power generation amount of the fuel cell necessary for obtaining the predicted driving force And a fuel cell vehicle control device. A control device for a fuel cell vehicle according to claim 2,
The control apparatus for a fuel cell vehicle, wherein the fuel cell state prediction means predicts the temperature of the cooling water assuming that the power generation amount of the fuel cell is the maximum output.

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