JP2007073473A - Control unit of fuel cell vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent an idle stop state and a power generating state from being repeated in a short time and improve operability of a fuel cell vehicle. <P>SOLUTION: The control unit 8 finds a power storage amount of a battery 3 and an estimated power consumption during an idle stop. When a time capable of power supply from the battery 3 during the idle stop is a prescribed time or more, the idle stop is permitted, and when it is less than the prescribed time, the idle stop is prohibited. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a control device for a fuel cell vehicle, and more particularly to a control device for a fuel cell vehicle with improved idle stop performance.

Conventionally, in order to improve the fuel consumption performance of a vehicle, an idle stop of a fuel cell vehicle similar to an internal combustion engine vehicle has been considered. For example, as disclosed in Patent Document 1, during idle stop, the system efficiency is improved by reducing the power consumption of the auxiliary machine by lowering the applied voltage, or disclosed in Patent Document 2. As shown in the figure, when the vehicle speed is less than the predetermined value or when the power consumption of the auxiliary equipment is less than the predetermined value, the idle stop is performed, and the idle stop is stopped when the remaining capacity of the storage battery decreases, thereby improving the fuel efficiency. As shown in Patent Document 3, the temperature reduction margin of the fuel cell is calculated, and the amount of condensed water in the fuel cell system is predicted to prohibit idle stop and ensure restartability. .
JP 2004-213961 A (5th page, FIG. 2) JP 2001-359204 A (page 6, FIG. 4) Japanese Unexamined Patent Publication No. 2004-022464 (6th page, FIG. 3)

  However, the above-mentioned conventional example permits entry to idle stop when the conditions of the vehicle such as the storage state of the power storage device are in place, and the idle stop prohibition condition (when the storage amount decreases, the amount of condensed water in the fuel cell increases. Depending on the situation, the power is controlled to return from the idle stop. Therefore, even if the idle stop is permitted, the amount of power storage decreases in a short time if the balance between the power storage state of the power storage device and the power consumption is poor. However, the idle stop prohibition condition is satisfied, and there is a problem that the drivability is lowered by repeating the idle stop and the idle stop prohibition.

  In addition, condensate tends to accumulate when the outside air temperature is low, the idle stop time is shortened, and even if idling stop is permitted, the idling stop prohibition condition is established immediately, and idling stop permission and prohibition are repeated repeatedly. There was a problem.

  In order to solve the above-mentioned problems, the present invention provides a fuel cell in which a fuel electrode and an oxidant electrode are provided with an electrolyte membrane interposed therebetween, fuel supply means for supplying fuel gas to the fuel electrode, and the oxidant A fuel cell vehicle comprising: air supply means for supplying air to a pole; a travel motor driven by power generated by the fuel cell; and a power storage device for supplying power to the vehicle during idle stop of the fuel cell. The power storage amount detecting means for detecting the power storage amount of the power storage device, the power consumption prediction means for predicting the power consumption during idle stop, and the idle stop based on the predicted power consumption and the power storage amount of the power storage device Power supply available time calculating means for calculating a time during which the power storage device can supply power; and idle stop is permitted if the power supply available time is equal to or longer than a predetermined time, and is less than the predetermined time And the idle stop permission means for prohibiting idle stop if a control device for a fuel cell vehicle that summarized as further comprising a.

  According to the present invention, when it is determined that the idle stop can be performed for a predetermined time or more based on the predicted power consumption and the storage amount, the idle stop is permitted. The prohibition is not repeated frequently, and there is an effect that the influence on the drivability due to the idle stop can be reduced.

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

  FIG. 1 is a system configuration diagram showing a schematic configuration of a fuel cell vehicle including a control device for a fuel cell vehicle according to the present invention. For example, a fuel cell 1 having a solid polymer electrolyte membrane as an electrolyte is provided with a fuel electrode and an oxidizer electrode (not shown) across a solid polymer electrolyte membrane (not shown).

  The hydrogen tank 9 stores hydrogen gas as fuel gas at a high pressure. Hydrogen gas in the hydrogen tank 9 is supplied to the fuel electrode of the fuel cell 1 through a pressure adjustment valve and a flow rate adjustment valve (not shown). In order to circulate unreacted hydrogen gas discharged from the fuel electrode of the fuel cell 1 to the fuel electrode, a pipe and a hydrogen circulation pump 12 are provided.

  The compressor 10 is rotationally driven by a compressor motor 11, compresses air as an oxidant gas, and supplies the compressed air to the oxidant electrode of the fuel cell 1.

  The power generation output of the fuel cell 1 is controlled by the power control device 4, and the power control device 4 converts the power generation voltage of the fuel cell 1 into the voltage of the battery 3 and outputs it. The output of the power control device 4 is connected in parallel with the battery 3 as a power storage device. The voltages of the power control device 4 and the battery 3 are supplied to the fuel cell auxiliary device 2, the vehicle auxiliary device 5, and the inverter 6.

  The inverter 6 converts the supplied DC voltage into an AC voltage and supplies it to the vehicle drive motor 7, and the fuel cell vehicle travels by the driving force of the vehicle drive motor 7.

  The fuel gas supplied to the fuel electrode may be stored hydrogen gas, hydrogen supplied by reforming gasoline or methanol, or the hydrogen tank 9 may be a hydrogen storage alloy tank in addition to the high-pressure gas tank. Or a liquefied hydrogen tank. The fuel cell 1 may be of any type such as a solid polymer type fuel cell or a molten carbonate type. The battery 3 is a chargeable / dischargeable secondary battery. A capacitor may be used as long as it can be charged and discharged.

  A fuel cell auxiliary machine 2, a vehicle auxiliary machine 5, and an inverter 6 are connected between the fuel cell 1 and the battery 3. As the cooling system, the cooling water cooled by the radiator 13 is circulated by the cooling water pump 14 to cool the power control device 4, the inverter 6, the vehicle drive motor 7, the compressor 10, and the like.

  The fuel cell auxiliary machine 2 indicates necessary devices such as valves and sensors necessary for operating the fuel cell 1. The inverter 6 converts the electric power supplied from the fuel cell 1 and the battery 3 into a three-phase alternating current and supplies it to the vehicle drive motor 7. The vehicle drive motor 7 functions as a regenerative generator during vehicle braking, and the regenerative power is converted into DC power by the inverter 6 and charged to the battery 3.

  Although not shown, each device is controlled by the control unit 8 based on signals from a fuel cell temperature sensor, an outside air temperature sensor, a cooling water temperature sensor, a vehicle speed sensor, and the like.

  Next, the operation of the first embodiment will be described with reference to the control flowchart of FIG. First, in step (hereinafter abbreviated as “S”) 1 in FIG. 2, the power consumption Pc of the vehicle at the time of idling stop is predicted.

  Details of the power consumption prediction will be described with reference to FIGS. Here, the idle stop refers to a state in which the operation of equipment necessary for power generation in the fuel cell is stopped and the power generation in the fuel cell is stopped. For example, when the power to the compressor 10, the hydrogen circulation pump 12, the cooling water pump 14, and other fuel cell auxiliary devices is stopped and the fuel cell 1 does not generate power, the idle stop state is set.

  Next, in S2, the SOC (charged state) of the battery 3 is detected. For the sake of simplicity, the SOC detects the storage amount Q. However, when the SOC is detected at a ratio to the rated storage amount, the detected ratio may be multiplied by the rated storage amount.

In S3, a time Tb in which power can be supplied from the battery 3 during idle stop is calculated from, for example, the following equation (1), and it is determined whether or not this power supply available time Tb is equal to or longer than a predetermined time T1.
Tb = (Q−Q1) / (Pc / V) (1)
here,
Tb: Power supply available time Q: Amount of power storage Q1: Amount of power storage required after completion of idle stop and completion of fuel cell startup Pc: Predicted power consumption during idle stop V: Battery voltage.

  If the power supply available time Tb ≧ the predetermined time T1 is determined in S3, it is determined that the idle stop is possible for a predetermined time or more, and the process proceeds to S4. If power supply available time Tb <predetermined time T1, it is determined that idle stop cannot be performed for a predetermined time or more, and the process proceeds to S9.

  In S4, the outside air temperature sensor detects the outside air temperature, and the fuel cell temperature sensor detects the fuel cell temperature. In S5, an idle stop possible time is obtained as a time predicted that the amount of condensed water inside the fuel cell reaches a predetermined amount.

  This idle stop possible time is obtained by searching a control map as shown in FIG. 6 based on the outside air temperature and the fuel cell temperature detected in S4. The control map of FIG. 6 is obtained by storing in the control unit 8 the time required for the amount of condensed water with respect to the outside air temperature and the fuel cell temperature to reach a predetermined amount obtained in advance by experiments, simulations, and the like. The predetermined amount of condensed water is the amount of condensed water that does not hinder the start-up of the fuel cell 1, varies depending on the shape of the fuel cell 1, materials used, and the like, and can also be obtained through experiments, simulations, and the like.

  In the fuel cell system, as the idle stop duration increases, the temperature of the fuel cell 1 decreases and the condensed water inside the fuel cell 1 increases. Further, the lower the outside air temperature is, the faster the temperature of the fuel cell 1 is decreased, and the amount of condensed water increases. In addition, if the fuel cell temperature at the start of idle stop is high, the rate of decrease in the fuel cell temperature is fast, and if the fuel cell temperature at the start of idle stop is high, the amount of saturated water vapor in the fuel cell increases, so the outside air temperature is low. The higher the fuel cell temperature, the shorter the idling stop possible time, and conversely, the lower the fuel cell temperature, the longer the idling stop possible time.

  In S6, it is determined whether or not the idle stop possible time obtained in S5 is equal to or longer than a predetermined time. If it is determined that the idle stop is possible for a predetermined time or longer, the process proceeds to S8. If it is determined that the idle stop cannot be performed for a predetermined time or longer, the process proceeds to S7.

In S7, whether or not there is a margin in the amount of electricity stored in the battery 3, that is, the condensed water accumulated in the fuel cell 1 by temporarily driving the compressor 10 or the hydrogen pump 12, or both the compressor 10 and the hydrogen pump 12. It is determined whether or not there is a sufficient amount of power storage for extending the idle stop time. In this determination, it is determined whether or not the charged amount Q satisfies the formula (2).
Q ≧ Q1 + (T1 × Pc) / V + Q2 (2)
Here, Q1, Pc, T1, and V are the same definitions as in the formula (1).
Q2 is a storage amount of the battery 3 required for temporarily driving the compressor 10 or the hydrogen pump 12 or both to drain the condensed water in the fuel cell.

  If Formula (2) is satisfied and there is a margin in the amount of power stored in the battery, it is determined that idling can be stopped, and the procedure proceeds to S8. If Formula (2) is not established and there is no margin in the amount of storage, it is determined that idle stop cannot be performed and .

  In S8, the idle stop is permitted and the idle stop control is entered. FIG. 7 is a diagram showing a temporal change in the storage amount after the start of the idle stop (the idle stop flag is turned on) and the predicted amount of condensed water in the fuel cell. In FIG. 7, although it is described with one water blow, the idle stop possible time is secured by performing the water blow twice or more, such as when it is calculated that there is a margin in the amount of power storage and the amount of condensed water is large. It is also possible to do. In S9, idle stop is prohibited.

  Next, the details of the power consumption prediction during idle stop in S1 of FIG. 2 will be described with reference to the control flowchart of FIG. First, in S11, the minimum power required at the time of idling stop is set. The power required for the idle stop state is confirmed in advance, and is used as the base power consumption during the idle stop. For example, a controller for controlling the system, various valves, and power required for meter display.

  Next, in S12, power consumption of the air conditioner (hereinafter abbreviated as A / C) is predicted. Details of the A / C power consumption will be described with reference to the control flowchart of FIG.

  In S13, the power consumption of the lights is predicted. Details of the power consumption prediction of the lights will be described with reference to the control flowchart of FIG.

  In S14, the electric power used in the vehicle is detected before the idle stop other than the electric power set or predicted in S11 to S13. In S15, the total power consumption is calculated by integrating the power consumption obtained in each case.

  In this flow, power consumption prediction other than necessary power is described for A / C and lights, but power consumption is not limited to these, and other power consumption such as power prediction with a wiper is also predicted by a raindrop sensor, for example. , S15 can also be integrated.

  Next, the details of the A / C power prediction in S12 of FIG. 3 will be described with reference to the control flowchart of FIG. First, in S121, the outside air temperature and the room temperature are detected. Next, in S122, it is determined whether A / C is on or off. If A / C is on, the process proceeds to S123, and if A / C is off, the process proceeds to S124.

  In S123, the control map storing the relationship of FIG. 8 using the absolute value of the difference between the indoor set temperature and the outside air temperature and the absolute value of the difference between the indoor set temperature and the room temperature as a parameter is retrieved. Predict power consumption when C is on. The relationship shown in FIG. 8 is obtained in advance by experiments or simulations and stored in the control unit 8 in consideration of the structure of the vehicle body, the vehicle body dimensions, the thermal conductivity of each part of the vehicle body, and the like. In relation to FIG. 8, it is more preferable to consider the detection value of the sunshine sensor.

  When the difference between the outside air temperature and the indoor set temperature is large, the outside air temperature may affect the room and the room temperature may change, and A / C power consumption may increase. Further, when the difference between the room temperature and the room set temperature is large, the driver may increase the air conditioning in order to make the room comfortable, and the power consumption of A / C may increase.

  In S124, the power consumption is predicted from the relationship of FIG. 9 from the difference between the outside air temperature and the room temperature.

If the difference between the outside air temperature and the room temperature is within a predetermined value, and if the current A / C is off, it is determined that there is no power consumption even during idling stop. It is predicted that there is a possibility that power consumption may be generated by attaching A / C.

  Next, details of the power consumption prediction of the lights in S13 of FIG. 3 will be described with reference to the control flowchart of FIG. First, in S131, in order to determine whether it is time to turn on the light, the clock (TOD timer) in the control unit 8 is read to detect the current time.

  In S132, it is determined whether the light switch is on or off. If the light switch is on, the process proceeds to S133, and if the light switch is off, the process proceeds to S134.

  In S133, it is predicted how much the light will be turned on from the current power consumption and the time detected in S131, and the larger power consumption is set as the predicted power consumption of the lights.

  For example, the power consumption of the small light is between 16:00 and 18:00, the power consumption when the headlight is turned on is between 18:00 and 5:00, and the small light is power between 5:00 and 7:00. Predicted as the power consumption during lighting.

  The lighting setting corresponding to this time is not fixed but can be changed according to the season according to the date of the TOD timer or the date information of the navigation device.

  In S134, it is predicted how much light can be turned on from the time detected in S131 as in S133.

  As another method, the power consumption of the light may be predicted by determining whether the headlight is turned on or the small light is turned on based on the illuminance value around the vehicle detected by the illuminance sensor for autolight.

  According to the first embodiment described above, since the estimation of the idle stop possible time based on the state of the fuel cell system is a means for predicting the amount of condensed water in the fuel cell, the idle stop possible time of the fuel cell system is accurately estimated. This is effective in preventing the drivability of the fuel cell vehicle from being lowered due to repeated short idle stops.

  Further, according to the first embodiment, since the treatment for extending the idle stop time is to drive the compressor or the hydrogen pump or both to perform water blowing, the idle stop time can be reliably extended. There is an effect.

  Next, a second embodiment of the control apparatus for a fuel cell vehicle according to the present invention will be described. The system configuration of the second embodiment is the same as the configuration of the first embodiment shown in FIG.

  FIG. 10 is a control flowchart according to the second embodiment. Steps that are the same as those in the flowchart of the first embodiment shown in FIG. 2 are given the same step numbers, and redundant descriptions are omitted, and only differences from the first embodiment will be described. In this embodiment, the idling stop possible time of the fuel cell system is estimated based on the hydrogen permeation amount from the fuel electrode to the oxidant electrode.

  In S51, the idle stop possible time is obtained based on the amount of hydrogen permeating from the fuel electrode side to the oxidant electrode side.

  The idling stop possible time is obtained by searching a control map as shown in FIG. 11 stored in advance in the control unit 8 based on the fuel cell temperature detected in S4. This is because in the fuel cell system, as the idle stop duration increases, the hydrogen permeation amount from the fuel electrode to the oxidant electrode through the electrolyte membrane increases, and the hydrogen permeation amount of the fuel cell increases as the temperature increases. This is because the idling stop possible time tends to be shorter as the fuel cell temperature is higher. The relationship in FIG. 11 can be obtained by experiment or simulation.

  In S6, it is determined whether the idle stop possible time calculated | required by S51 is more than predetermined time. If it is determined that the idle stop is possible for a predetermined time or longer, the process proceeds to S8. If it is determined that the idle stop cannot be performed for a predetermined time or longer, the process proceeds to S71.

In S71, by temporarily starting the compressor 10 and supplying air to the oxidant electrode, hydrogen permeated to the oxidant electrode side is diluted, so that there is a margin of battery charge for extending the idle stop time. It is determined whether or not there is. In this determination, it is determined whether or not the charged amount Q satisfies Expression (3).
Q ≧ Q1 + (T1 × Pc) / V + Q3 (3)
Here, Q1, Pc, T1, and V are the same definitions as in the formula (1).

Q3 is the amount of electricity stored in the battery 3 required to temporarily drive the compressor 10 to dilute the hydrogen permeated to the oxidant electrode side. If equation (3) is satisfied and there is a margin in the amount of charge in the battery, it is determined that idling can be stopped, and the operation proceeds to S8. If equation (3) is not established and there is no margin in the amount of storage, it is determined that idle stop cannot be performed. move on.

  According to the second embodiment described above, the idle stop possible time based on the state of the fuel cell system is estimated by estimating the amount of fuel permeation to the oxidant electrode side of the fuel cell. The stoppable time can be estimated with high accuracy, and it is possible to prevent the drivability of the fuel cell vehicle from being deteriorated due to repeated short idle stops.

  Further, according to the second embodiment, the measure for extending the idle stop time is to drive the compressor and dilute the permeated fuel from the fuel electrode side to the oxidant electrode side. There is an effect that can be done.

  Next, a third embodiment of the control apparatus for a fuel cell vehicle according to the present invention will be described. The system configuration of the third embodiment is the same as the configuration of the first embodiment shown in FIG.

  FIG. 12 is a control flowchart according to the third embodiment. Steps that are the same as those in the flowchart of the first embodiment shown in FIG. 2 are given the same step numbers, and redundant descriptions are omitted, and only differences from the first embodiment will be described. In this embodiment, the idling stop possible time of the fuel cell system is estimated as the time during which the coolant temperature of the high-power cooling system rises to a predetermined temperature.

  In S42, the coolant temperature and the output history (for example, average output) of the fuel cell 1 until immediately before the idling stop determination are detected.

  In S52, based on the coolant temperature and the output history (average output) of the fuel cell 1, the idle stop possible time is obtained from the relationship of FIG. The relationship in FIG. 13 can be obtained by experiment or simulation.

  This is because high-power components such as the power control device 4 are operating even when idling is stopped, and the cooling cannot be performed by stopping the circulation of the cooling water, and the temperature may rise and reach the upper limit temperature. is there. The higher the cooling water temperature and the higher the average output over a predetermined period of time until the fuel cell is idle-stopped (this is because the part itself has heat due to the high output, so the parts There is a possibility of reaching the temperature), and the idling stop possible time tends to be shortened.

In S72, it is determined whether or not there is a battery charge capacity for extending the idle stop time by driving the coolant pump 14 and cooling the high-power components by circulating the coolant. In this determination, it is determined whether or not the charged amount Q satisfies the formula (4).
Q ≧ Q1 + (T1 × Pc) / V + Q4 (4)
Here, Q1, Pc, T1, and V are the same definitions as in the formula (1).

Q4 is the storage amount of the battery 3 required for temporarily driving the cooling water pump 14 to cool the high-power components.

  If Formula (4) is satisfied and there is a margin in the amount of power stored in the battery, it is determined that idle stop is possible and the process proceeds to S8. If Formula (4) is not satisfied and there is no margin in the amount of stored power, it is determined that idle stop cannot be performed. move on.

  According to the third embodiment described above, the idle stop possible time based on the state of the fuel cell system is estimated by estimating the fuel permeation amount to the oxidant electrode side of the fuel cell. The stoppable time can be estimated with high accuracy, and it is possible to prevent the drivability of the fuel cell vehicle from being deteriorated due to repeated short idle stops.

  Further, according to the third embodiment, since the measure for extending the idle stop time of the fuel cell system is performed by driving the cooling pump and circulating the cooling water, the idle stop time can be reliably extended. There is an effect that can be.

  Next, a fourth embodiment of the control apparatus for a fuel cell vehicle according to the present invention will be described. The system configuration of the fourth embodiment is the same as the configuration of the first embodiment shown in FIG.

  FIG. 14 is a control flowchart according to the fourth embodiment. Steps that are the same as those in the flowchart of the first embodiment shown in FIG. 2 are given the same step numbers, and redundant descriptions are omitted, and only differences from the first embodiment will be described. In this embodiment, the idle stop possible time of the fuel cell system is estimated from the fuel system nitrogen concentration.

  In S43, the nitrogen concentration in the fuel system is detected. In S53, an idle stop possible time is obtained. The idling stop possible time is obtained from the relationship of FIG. 15 based on the nitrogen concentration in the fuel system detected in S43.

  This is because in the fuel cell system, as the idle stop elapsed time increases, the amount of nitrogen permeation from the oxidizer electrode to the fuel electrode increases, and the nitrogen permeation amount of the fuel cell increases as the temperature increases. The higher the value, the shorter the idle stop time. This is because when the nitrogen concentration in the fuel circulation system rises, nitrogen having a molecular weight larger than that of hydrogen enters, so that the circulation amount by the hydrogen circulation pump 12 in the fuel circulation path decreases and the necessary hydrogen supply at high output cannot be performed. .

In S73, it is determined whether or not there is a power storage capacity for battery assist when the vehicle is accelerated after the idle stop is released. In this determination, it is determined whether or not the charged amount Q satisfies the formula (5).
Q ≧ Q1 + (T1 × Pc) / V + Q5 (5)
Here, Q1, Pc, T1, and V are the same definitions as in the formula (1).

Q5 is a battery assist amount of electric power to be supplied to the vehicle drive motor 7 after releasing the idle stop described later, and a storage amount corresponding to the duration time.

  If Formula (5) is satisfied and there is a margin in the amount of charge in the battery, it is determined that the idle stop is possible, and the process proceeds to S8. If Formula (5) is not established and there is no margin in the amount of storage, it is determined that the idle stop cannot be performed. move on.

  In the relationship of the idle stop possible time with respect to the nitrogen concentration in the fuel system shown in FIG. 15, the normal output is possible after returning from the idle stop within the range in which the maximum output of the fuel cell is not reduced. If the time is extended, the nitrogen concentration in the fuel system increases, and after returning from the idle stop, the maximum output limit of the fuel cell according to the nitrogen concentration in the fuel system occurs as shown in FIG. This maximum output is limited until a gas containing nitrogen is exhausted from a purge valve not shown in FIG. 1 and the nitrogen concentration falls to a predetermined value.

  If there is a required output as shown in FIG. 18, if the fuel cell is a normal output, only the initial startup delay (A part) may be assisted by the battery, but if the output is limited, the required drive output cannot be satisfied halfway. Assist with a battery is required (part B). For this reason, when the idle stop time is extended, assistance from the battery is required in the relationship as shown in FIG.

  According to the fourth embodiment described above, since the estimation of the idle stop possible time based on the state of the fuel cell system is made by predicting the nitrogen concentration of the fuel system of the fuel cell, the idle stop possible time of the fuel cell system is determined. There is an effect that it can be estimated with high accuracy and it is possible to prevent the drivability of the fuel cell vehicle from being lowered due to repeated short idling stops.

  Further, according to the fourth embodiment, since the treatment for extending the idle stop time is to change the nitrogen concentration upper limit value, there is an effect that the idle stop time can be reliably extended.

1 is a system configuration diagram of Embodiment 1 of a control apparatus for a fuel cell vehicle according to the present invention. FIG. 3 is a control flowchart of the first embodiment. 3 is a detailed flowchart of power consumption prediction during idle stop according to the first embodiment. It is a detailed flowchart of A / C power consumption prediction of Example 1. 6 is a detailed flowchart of write power consumption prediction according to the first exemplary embodiment. It is a graph which shows the relationship of the idle stop possible time with respect to external temperature and fuel cell stack temperature. It is a time chart which extends idle stop time by the condensed water drainage process of Example 1. FIG. It is a graph which shows the relationship between room preset temperature, room temperature, outside temperature, and A / C power consumption. It is a graph which shows the relationship between the difference between outside temperature and room temperature, and A / C power consumption. 6 is a control flowchart of Embodiment 2. It is a graph which shows the relationship between fuel cell temperature and idle stop possible time. 10 is a control flowchart of Embodiment 3. It is a graph which shows the relationship of the cooling water temperature and the idling stop possible time with respect to the average fuel cell output before idling stop. 10 is a control flowchart of Embodiment 4. It is a graph which shows the relationship between nitrogen concentration and idle stop possible time. It is a graph which shows the relationship between nitrogen concentration and a fuel cell maximum output. It is a graph which shows the relationship between nitrogen concentration and battery assist amount. It is a graph which shows the relationship between a request | requirement output and a fuel cell output.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Fuel cell 2 ... Fuel cell auxiliary machine 3 ... Battery (electric storage apparatus)
DESCRIPTION OF SYMBOLS 4 ... Electric power control apparatus 5 ... Vehicle auxiliary machine 6 ... Inverter 7 ... Vehicle drive motor 8 ... Control unit 9 ... Hydrogen tank 10 ... Compressor 11 ... Compressor motor 12 ... Hydrogen pump 13 ... Radiator 14 ... Cooling water pump

Claims (10)

A fuel cell in which a fuel electrode and an oxidant electrode are disposed across an electrolytic membrane;
Fuel supply means for supplying fuel gas to the fuel electrode;
Air supply means for supplying air to the oxidant electrode;
A vehicle drive motor driven by at least the electric power generated by the fuel cell;
In a fuel cell vehicle comprising: a power storage device that supplies power to the vehicle during idle stop of the fuel cell;
A storage amount detecting means for detecting a storage amount of the power storage device;
Power consumption prediction means for predicting power consumption during idle stop;
Based on the predicted power consumption and the amount of power stored in the power storage device, power supplyable time calculation means for calculating the time during which the power storage device can supply power during idle stop;
If the power supply possible time is a predetermined time or more, idle stop is permitted, and if it is less than the predetermined time, idle stop permission means for prohibiting idle stop;
A control apparatus for a fuel cell vehicle, comprising: A surplus power storage amount estimating means for estimating a surplus power storage amount of the power storage device after continuing idle stop for a predetermined time;
Idle stop possible time estimation means for estimating idle stop possible time based on the state of the fuel cell system,
The idle stop is permitted when the idle stop possible time including the extension is equal to or longer than a predetermined time by performing a process of extending the idle stop possible time using the surplus power storage amount. Item 2. A control device for a fuel cell vehicle according to Item 1. The idle stop possible time estimating means is
3. The control apparatus for a fuel cell vehicle according to claim 2, wherein the control unit is a means for predicting a time for the amount of condensed water in the fuel cell to reach a predetermined amount.   4. The control device for a fuel cell vehicle according to claim 3, wherein in the measure for extending the idle stop possible time, the fuel circulation pump is driven to drain the condensed water of the fuel cell. The idle stop possible time estimating means is
3. The control apparatus for a fuel cell vehicle according to claim 2, wherein the fuel cell vehicle control device is means for predicting a time for the fuel permeation amount from the fuel electrode side to the oxidant electrode side of the fuel cell to reach a predetermined amount. The treatment for extending the idle stop time is:
6. The control apparatus for a fuel cell vehicle according to claim 5, wherein air is supplied to the oxidant electrode by the air supply means to dilute the permeated fuel to the oxidant electrode side. The idle stop possible time estimating means is
3. The control device for a fuel cell vehicle according to claim 2, wherein the control device is a means for predicting a time for which the coolant temperature of the high-power cooling system for cooling the power control device rises to a predetermined temperature. The treatment for extending the idle stop time is:
8. The control device for a fuel cell vehicle according to claim 7, wherein the cooling water pump is driven to circulate the cooling water. The idle stop possible time estimating means is
3. The control apparatus for a fuel cell vehicle according to claim 2, wherein the control device is a means for predicting a nitrogen concentration permeating from the oxidant electrode side to the fuel electrode side of the fuel cell. The treatment for extending the idle stop time is:
The control apparatus for a fuel cell vehicle according to claim 9, wherein the upper limit value of the nitrogen concentration is changed.

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