JP2010233283A - Fuel cell vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a fuel cell vehicle that warms a battery at start without additionally providing a heat source such as an electric heater regardless of the length of a suspension period. <P>SOLUTION: The fuel cell vehicle includes a battery heating mechanism which has a battery box for storing a battery, and a fan which leads air around the fuel cell into the battery box. The controller for the fuel cell vehicle computes the ambient temperature estimate TFCA of the fuel cell (S2), based on the temperature TFCI of the fuel cell at the start of starting control and the amount EFC of power generation of the fuel cell after start of starting control, and compares the ambient temperature estimate TFCA of the fuel cell with the battery temperature TBAT (S4), and rotates a fan (S5), in case that the battery temperature TBAT is lower than the ambient temperature estimate TFCA of the fuel cell. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a fuel cell vehicle. Specifically, the present invention relates to a fuel cell vehicle capable of warming up a battery without providing a new heat source.

  In a fuel cell vehicle using a fuel cell as a power source, a battery is used to supply power to auxiliary equipment when starting the fuel cell or to supplementarily supply power to a drive motor during acceleration of the vehicle. Installed. However, when the battery is at a low temperature, such as at low temperature startup, the internal resistance is large, and the efficiency of both charging and discharging of the battery is reduced, so that fuel efficiency and acceleration performance are deteriorated.

  In order to solve such a problem, for example, it is conceivable to warm up the battery by using an electric heater. In this case, however, it is necessary to secure a space for providing the electric heater, and as a result, the vehicle interior is comfortable. May be impaired.

  Therefore, Patent Document 1 discloses an apparatus for warming up a battery without providing a new heat source. In this device, after the power generation by the fuel cell is stopped, the cooling water of the fuel cell is circulated through the battery case that houses the battery, and the temperature of the battery is kept high by using the waste heat of the fuel cell. Thereby, the startability of the battery at the next start-up can be improved.

JP-A-10-3951

  However, in the above-mentioned Patent Document 1, the waste heat of the fuel cell can be effectively used only when the vehicle stop period is short. For example, when the vehicle is stopped for a long time, both the fuel cell and the battery become equal to the temperature of the outside air, so that the battery cannot be warmed up using the waste heat of the fuel cell.

  The present invention has been made in consideration of the above-described points, and is a fuel cell vehicle capable of warming up a battery at start-up without newly providing a heat source such as an electric heater and regardless of the length of a stop period. The purpose is to provide.

  The present invention includes a fuel cell (for example, a fuel cell 10 described later) that generates electric power by reaction of a reaction gas, and a battery (for example, a battery 21 described later) that stores electric power generated by the fuel cell. Provided is a fuel cell vehicle (for example, a fuel cell vehicle 1 described later) that performs start control for starting power generation of the fuel cell by starting supply of a reaction gas to the fuel cell in response to an output of a command signal. The fuel cell vehicle has a battery box (for example, a battery box 20 described later) that houses the battery, and a fan (for example, a fan 24 described later) that introduces air around the fuel cell into the battery box. A battery warm-up mechanism, fuel cell temperature detecting means (for example, a fuel cell temperature sensor 41 described later) for detecting a temperature (TFCI) of the fuel cell at the start of the start control, and a power generation amount of the fuel cell after the start control is started Fuel cell power generation amount calculating means for calculating (EFC) (for example, a fuel cell current sensor 42 described later and means for executing step S1 in FIG. 3), battery temperature for detecting or estimating the battery temperature (TBAT) Detection means (for example, a battery temperature sensor 43 to be described later, and means for executing step S3 in FIG. 3), start of the start control Fuel cell ambient temperature estimation means (for example, step S2 in FIG. 3 described later) that calculates an estimated value (TFCA) of the ambient temperature of the fuel cell based on the temperature of the fuel cell and the amount of power generated by the fuel cell after the start control is started Means for comparing the estimated temperature of the ambient temperature of the fuel cell and the temperature of the battery (for example, means for executing step S4 in FIG. 3 described later), and the temperature of the battery When the temperature is lower than the estimated value of the ambient temperature of the fuel cell, a control device (for example, described later) having fan driving means for rotating the fan (for example, means for executing step S5 in FIG. 3 described later). A control device 40).

  According to the present invention, the estimated value of the ambient temperature of the fuel cell is calculated based on the temperature of the fuel cell at the start of the start control and the power generation amount of the fuel cell after the start of the start control. Compare battery temperature. Further, when the temperature of the battery is lower than the estimated value of the ambient temperature, the fan is rotated and air around the fuel cell is introduced into the battery box to warm up the battery. Therefore, the battery can be warmed up using the waste heat of the fuel cell at the time of starting without providing a temperature sensor for detecting the ambient temperature of the fuel cell. Further, by utilizing the waste heat of the fuel cell at the time of starting, the battery can be warmed up without providing a new heat source and regardless of the length of the vehicle stop period.

  In this case, the fuel cell ambient temperature estimation means estimates the fuel cell ambient temperature so that it decreases as the parameter (PREF) calculated based on the transition of the vehicle speed from the start of the start control increases. It is preferable to calculate (TFCA).

  According to this invention, the estimated value of the ambient temperature of the fuel cell is calculated so as to decrease as the parameter calculated based on the transition of the vehicle speed from the start of the start control increases. In addition to the temperature of the fuel cell at the start of the start control and the amount of power generated by the fuel cell after the start of the start control as described above, the ambient temperature of the fuel cell varies depending on the transition of the vehicle speed from the start of the start control. For example, it is considered that the air around the fuel cell is cooled by the outside air as the fuel cell vehicle continues to travel at a higher speed. According to the above configuration, the accuracy of the estimated value of the ambient temperature of the fuel cell can be improved by taking into consideration the influence of such a change in vehicle speed.

  In this case, it is preferable that the control device further includes a fan stop unit that stops the rotation of the fan when the temperature of the battery reaches a predetermined warm-up completion temperature.

  According to the present invention, the rotation of the fan is stopped in response to the battery temperature reaching the warm-up completion temperature. As a result, it is possible to suppress consumption of extra power for driving the fan.

  According to the present invention, the battery can be warmed up using the waste heat of the fuel cell at the time of start-up without providing a temperature sensor for detecting the ambient temperature of the fuel cell. Further, by utilizing the waste heat of the fuel cell at the time of starting, the battery can be warmed up without providing a new heat source and regardless of the length of the vehicle stop period.

1 is a side view showing a schematic configuration of a fuel cell vehicle according to an embodiment of the present invention. It is a top view which shows schematic structure of the fuel cell vehicle which concerns on the said embodiment. It is a flowchart which shows the procedure of the battery warming-up control which concerns on the said embodiment. It is a figure which shows the relationship between the fuel cell temperature at the time of starting, the electric power generation amount, and the emitted-heat amount. It is a figure which shows the relationship between a cooling parameter, the emitted-heat amount, and ambient temperature variation | change_quantity estimated value. It is a figure which shows the example of the time change of the predicted value of battery temperature and battery temperature. It is a side view which shows schematic structure of the fuel cell vehicle which concerns on the modification of this invention.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
FIG. 1 is a side view showing a schematic configuration of a fuel cell vehicle 1 according to the present embodiment.
The fuel cell vehicle 1 includes a fuel cell 10 that generates power by reaction of a reaction gas, a battery box 20 that houses a battery 21, and a control device 40.

The fuel cell 10 and the battery box 20 are provided below the floor panel 30, which is the floor of the compartment of the fuel cell vehicle 1, that is, outside the compartment. More specifically, a center console 31 formed in a convex shape toward the vehicle interior side is provided at the center of the floor panel 30 in the vehicle width direction, and the fuel cell 10 includes the center console 31. Is provided inside. Further, the battery box 20 is provided on the vehicle rear side with respect to the fuel cell 10 with the right side in FIG.
The fuel cell 10 and the battery box 20 are covered from the bottom by an under cover 32 provided below the floor panel 30. Thereby, the fuel cell 10 and the battery box 20 are accommodated in a single space formed between the floor panel 30 and the under cover 32.

  The fuel cell 10 has a stack structure in which, for example, several tens to several hundreds of cells are stacked. Each cell is configured by sandwiching a membrane electrode structure (MEA) between a pair of separators. The membrane electrode structure is composed of two electrodes, an anode electrode (cathode) and a cathode electrode (anode), and a solid polymer electrolyte membrane sandwiched between these electrodes. Usually, both electrodes are formed of a catalyst layer that performs an oxidation / reduction reaction in contact with the solid polymer electrolyte membrane and a gas diffusion layer in contact with the catalyst layer. This fuel cell 10 is supplied with hydrogen gas on the anode electrode (cathode) side and oxygen on the cathode electrode (anode) side by a reaction gas supply device (not shown) constituted by a hydrogen tank, an air compressor, or the like. When air is supplied, power is generated by an electrochemical reaction. The electric power generated by the fuel cell 10 is supplied to a drive motor (not shown).

  The battery 21 stores power generated by the fuel cell 10, regenerative power from the drive motor during deceleration, and the like. The electric power stored in the battery 21 is appropriately supplied to the drive motor according to the operating state.

  The battery box 20 has a substantially box shape, and a battery 21 is accommodated therein. The battery box 20 is provided with an intake section 22 and an exhaust section 23 for ventilating the inside of the battery box 20.

FIG. 2 is a top view showing a schematic configuration of the fuel cell vehicle 1.
The intake portion 22 is provided in the battery box 20 with its intake port facing the fuel cell 10 side. As a result, the air around the fuel cell 10 that has been warmed by generating power can be introduced into the battery box 20 via the intake portion 22. Further, here, it is preferable that no obstacle is provided between the intake port of the intake section 22 and the fuel cell 10 when air around the fuel cell 10 is introduced.
The exhaust unit 23 is provided at a position facing the intake unit 22 in the battery box 20.

  In addition, a fan 24 that exhausts the air inside the battery box 20 to the outside is provided at the exhaust port of the exhaust part 23. That is, by rotating the fan 24, the warmed air around the fuel cell 10 can be introduced into the battery box 20 through the intake port of the intake unit 22, and the battery 21 can be warmed up. Therefore, in the present embodiment, for example, the battery warm-up mechanism is configured by the battery box 20 and the fan 24.

Here, the relationship between the temperatures of the fuel cell 10, the battery box 20, and the battery 21 will be described.
First, when the fuel cell vehicle 1 is stopped for a long time, as shown in the following formula (1), the fuel cell temperature, the battery box internal temperature, and the battery temperature are all substantially equal to the outside air temperature.
Fuel cell temperature = battery box temperature = battery temperature = outside air temperature (1)

Next, when the power generation of the fuel cell 10 is started after the fuel cell vehicle 1 is started, the temperature rise rate of the fuel cell 10 is faster than the temperature rise rate of the battery 21, so these temperatures satisfy the following formula (2). It often happens.
Fuel cell temperature> Battery box temperature> Battery temperature> Outside air temperature (2)

  That is, the temperature of the fuel cell 10 is higher than the temperature of the battery 21. Therefore, the battery 21 can be warmed up by rotating the fan 24 in such a state and introducing the air around the fuel cell 10 into the battery box 20.

  Returning to FIG. 1, the control device 40 includes various sensors such as a fuel cell temperature sensor 41, a fuel cell current sensor 42, a battery temperature sensor 43, and a battery current sensor 45, and an electronic control unit (hereinafter referred to as an electronic control unit) to which these sensors are connected. , “ECU (Electric Control Unit)” 47 and the like.

  The fuel cell temperature sensor 41 detects the temperature of the fuel cell 10 and transmits a signal substantially proportional to the detected value to the ECU 47. The fuel cell current sensor 42 detects the output current of the fuel cell 10 and transmits a signal substantially proportional to the detected value to the ECU 47. The battery temperature sensor 43 detects the temperature of the battery 21 and transmits a signal substantially proportional to the detected value to the ECU 47. The battery current sensor 45 detects the output current of the battery 21 and transmits a signal substantially proportional to the detected value to the ECU 47.

  In addition, the ECU 47 is connected to an ignition switch 46 provided at the driver's seat of the fuel cell vehicle 1. The ignition switch 46 operates in response to a driver's operation, and transmits a start command signal for instructing start of the fuel cell vehicle 1 or a stop command signal for instructing stop of the fuel cell vehicle 1 to the ECU 47.

  The ECU 47 shapes input signal waveforms from various sensors, corrects the voltage level to a predetermined level, converts an analog signal value into a digital signal value, and a central processing unit (hereinafter referred to as “the central processing unit”). CPU ”). In addition, the ECU 47 includes a storage circuit that stores various arithmetic programs executed by the CPU, various maps, an output circuit that outputs a control signal to the reaction gas supply device (not shown), the fan 24 of the battery box 20, and the like, Is provided. With the hardware configuration described above, the ECU 47 is configured with a module that executes various processes such as starting control of the fuel cell vehicle 1 and battery warm-up control described later.

  The start control of the fuel cell vehicle 1 is started when the driver operates the ignition switch 46 in a state where the fuel cell vehicle 1 is stopped, and a start command signal is output from the ignition switch 46. In this starting control, specifically, supply of the reaction gas to the fuel cell by the reaction gas supply device is started. Thereby, the power generation of the fuel cell is started. Further, by starting the power generation of the fuel cell, the temperature of the fuel cell and the surrounding air starts to rise.

  FIG. 3 is a flowchart showing a procedure for battery warm-up control. The battery warm-up control is repeatedly executed by the ECU after starting the above-described start control of the fuel cell vehicle.

  As shown in FIG. 3, this battery warm-up control includes a fuel cell temperature rise determination step (steps S1 and S2) for determining the degree of increase in the ambient temperature of the fuel cell, and a battery warm-up determination for determining execution of battery warm-up. The machine execution determination process (steps S3, S4, S5) and the battery warm-up end determination process (steps S6, S7) for determining the end of the battery warm-up are configured.

  In step S1, the temperature of the fuel cell at the start of the start control (hereinafter referred to as “start-up fuel cell temperature”) TFCI and the amount of power generated by the fuel cell from the start of the start control to the present (when the step is executed) ( Hereinafter, EFC is simply acquired (hereinafter referred to as “power generation amount”), and based on these start-up fuel cell temperature TFCI and power generation amount EFC of the fuel cell, the amount of heat generated by the fuel cell (hereinafter referred to as “starting control”) QFC is simply calculated. Here, for example, the detected value of the fuel cell temperature sensor at the start of the start control is used as the start fuel cell temperature TFCI. Further, the power generation amount EFC is calculated based on the history of detection values of the fuel cell current sensor.

FIG. 4 is a diagram showing the relationship between the starting fuel cell temperature TFCI, the power generation amount EFC, and the heat generation amount QFC, and is a diagram showing an example of a map that is referred to when calculating the heat generation amount QFC.
As shown in this figure, the heat generation amount QFC increases as the starting fuel cell temperature TFCI increases. Even if the starting fuel cell temperature TFCI is the same, the heat generation amount QFC increases as the power generation amount EFC increases. In step S1, the heat generation amount QFC corresponding to the starting fuel cell temperature TFCI and the power generation amount EFC is calculated based on a map as shown in FIG.

Returning to FIG. 3, in step S <b> 2, an estimated value (hereinafter referred to as “ambient temperature estimated value”) TFCA of the ambient temperature of the fuel cell is calculated. More specifically, in step S2, the amount of change in the ambient temperature of the fuel cell (hereinafter referred to as “ambient temperature change estimated value”) ΔTFCA from the start of the start control to the present is calculated, and the following equation ( As shown in 3), the ambient temperature estimated value TFCA is calculated by adding the estimated ambient temperature change amount ΔTFCA to the starting fuel cell temperature TFCI calculated in step S1.
TFCA = TFCI + ΔTFCA (3)

Here, the ambient temperature change estimated value ΔTFCA is calculated as follows.
After starting control is started, it is considered that the ambient temperature of the fuel cell changes mainly according to the calorific value QFC of the fuel cell that generates power. In addition to this, it is considered that the ambient temperature of the fuel cell is slightly changed as compared with the influence of heat generation of the fuel cell, but is also changed by cooling with the outside air. Therefore, in consideration of these two factors that change the ambient temperature of the fuel cell, the ambient temperature change estimated value ΔTFCA is calculated based on the power generation amount QFC of the fuel cell calculated in step S1 described above and the ambient air around the fuel cell. It is calculated based on two parameters, a cooling parameter PREF indicating the influence on temperature.

  The influence of outside air on the ambient temperature of the fuel cell is considered to increase as the fuel cell vehicle continues to travel at a higher speed. For this reason, a parameter calculated based on the transition of the vehicle speed from the start of the start control to the present is used as the cooling parameter PREF. More specifically, in this embodiment, as the cooling parameter PREF, a value obtained by multiplying the average vehicle speed of the fuel cell vehicle by the time elapsed from the start of the start control to the present time is used, but the present invention is not limited to this. Absent.

FIG. 5 is a diagram illustrating a relationship between the cooling parameter PREF, the heat generation amount QFC, and the ambient temperature change amount estimated value ΔTFCA, and is a diagram illustrating an example of a map referred to when calculating the ambient temperature change amount estimated value ΔTFCA. is there.
As shown in this figure, as the calorific value QFC increases, the ambient temperature change amount estimated value ΔTFCA increases. As the cooling parameter PREF increases, the ambient temperature change amount estimated value ΔTFCA decreases. In step S2, the ambient temperature change estimated value ΔTFCA is calculated based on the map as shown in FIG. 5, and the ambient temperature estimated value TFCA is calculated based on the ambient temperature change estimated value ΔTFCA.

  Returning to FIG. 3, in step S3, the battery temperature TBAT is calculated. Here, the estimated value calculated by correcting the detected value of the battery temperature sensor with the energization amount of the battery is used for the battery temperature TBAT. The energization amount of the battery is calculated based on the history of detection values of the battery current sensor.

  In step S4, the battery temperature TBAT is compared with the estimated ambient temperature TFCA of the fuel cell to determine whether or not the battery can be warmed up. More specifically, in this step S4, it is determined whether or not the battery temperature TBAT is lower than the ambient temperature estimated value TFCA. If this determination is YES, it is determined that the battery can be warmed up, and the process proceeds to step S5. If NO, this process is terminated without warming up the battery.

  In step S5, when it is determined that the battery temperature TBAT is lower than the estimated ambient temperature TFCA of the fuel cell, rotational driving of the fan is started.

  In step S6, it is determined whether or not a predetermined fan drive stop condition is satisfied. If this determination is YES, the process proceeds to step S7, and if NO, the process proceeds to step S6.

  In the present embodiment, satisfying at least one of the following three conditions (a), (b), and (c) is set as a fan drive stop condition.

  Condition (a) is that the battery temperature TBAT exceeds a predetermined warm-up completion temperature. This condition (a) is a condition for determining that the battery warm-up has been completed by rotating the fan to increase the battery temperature to the warm-up completion temperature.

  Condition (b) is that the ambient temperature estimated value TFCA is lower than the battery temperature TBAT. As described above, in step S4, when the battery temperature TBAT is lower than the ambient temperature estimated value TFCA, it is determined that the battery can be warmed up, and the rotation of the fan is started. However, the ambient temperature estimated value TFCA may be lower than the battery temperature TBAT after the fan starts rotating. If the fan continues to rotate in such a state, the temperature of the battery may decrease. Therefore, when this condition (b) is satisfied, it is possible to prevent the battery temperature from decreasing by stopping the driving of the fan.

  The condition (c) is that the predicted value TBATEXS of the battery temperature calculated based on the charge / discharge amount of the battery is larger than the battery temperature TBAT by a predetermined threshold ΔTTH or more.

  FIG. 6 is a diagram illustrating an example of a time change of the battery temperature TBAT and the predicted value TBATEXS of the battery temperature. FIG. 6 shows an example in which the rotational driving of the fan is started at time t0 and the rotational driving of the fan is stopped in response to the condition (c) being satisfied at time t1.

  After the fan is driven to rotate, the main factors that change the temperature of the battery are that the fan is driven to rotate and the air around the fuel cell is taken into the battery box, and that the heat generated by the battery is charged and discharged. Two things can be considered. Therefore, in this embodiment, the battery temperature increase rate due to charging / discharging of the battery is sequentially calculated based on the detection value of the battery current sensor, and the predicted value TBATEXS of the battery temperature is calculated based on the battery temperature increase rate. . Since the predicted battery temperature TBATEXS calculated in this way is a value calculated based on charging / discharging of the battery, the fact that the actual battery temperature TBAT is lower than the predicted value TBATEXS means that the fan is driven to rotate. This shows that the heat of the battery is taken away by the surrounding air. Therefore, as shown in FIG. 6, even if the battery temperature TBAT is increased, it can be said that the rate of temperature increase is decreased by rotationally driving the fan. Therefore, by stopping the rotational driving of the fan in response to the condition (c) being satisfied, it is possible to prevent such a decrease in the rate of temperature increase of the battery. That is, the battery can be warmed up efficiently.

  Returning to FIG. 3, in step S <b> 7, in response to the fan drive stop condition being satisfied, the rotation of the fan is stopped, and this process ends.

According to the fuel cell vehicle 1 of the present embodiment, the following effects can be achieved.
(1) The control device 40 calculates the estimated ambient temperature value TFCA of the fuel cell based on the starting fuel cell temperature TFCI and the power generation amount EFC of the fuel cell after the start control is started, and the estimated ambient temperature value TFCA The battery temperature TBAT is compared. Further, when the battery temperature TBAT is lower than the estimated ambient temperature TFCA, the fan is driven to rotate, and air around the fuel cell is introduced into the battery box to warm up the battery. Therefore, the battery can be warmed up using the waste heat of the fuel cell at the time of starting without providing a temperature sensor for detecting the ambient temperature of the fuel cell. Further, by utilizing the waste heat of the fuel cell at the time of starting, the battery can be warmed up without providing a new heat source and regardless of the length of the vehicle stop period.

  (2) The estimated ambient temperature TFCA of the fuel cell is calculated so as to decrease as the cooling parameter PREF calculated based on the transition of the vehicle speed from the start of the start control increases. By taking into account the influence of such changes in vehicle speed, the accuracy of the estimated ambient temperature TFCA of the fuel cell can be improved.

  (3) The rotation of the fan is stopped in response to the battery temperature reaching the warm-up completion temperature. As a result, it is possible to suppress consumption of extra power for driving the fan.

<Modification>
FIG. 7 is a side view showing a schematic configuration of a fuel cell vehicle 1A according to a modification of the embodiment.
The fuel cell vehicle 1A of the modification is different from the fuel cell vehicle 1 of the above embodiment in the configuration of the under cover 32A.
The under cover 32A includes a first under cover 321A that covers the fuel cell 10 from its bottom, and a second under cover 322A that covers the battery box 20 from its bottom. Accordingly, the fuel cell 10 and the battery box 20 are housed in a single space formed between the floor panel 30, the first under cover 321A, and the second under cover 322A, as in the above embodiment.
According to this modification, the maintainability can be improved by configuring the under cover 32A with a plurality of covers.

In addition, this invention is not limited to the said embodiment and Example, The deformation | transformation in the range which can achieve the objective of this invention, improvement, etc. are included in this invention.
In the above embodiment, the exhaust part 23 is provided at a position facing the intake part 22 in the battery box 20, but the position where the exhaust part is provided is not limited thereto.

  Moreover, in the said embodiment, when acquiring battery temperature TBAT in step S3, the value which correct | amended the detected value of the battery temperature sensor with the energization amount of the battery was used, but it is not restricted to this. For example, a detection value of a battery temperature sensor that is not subjected to such correction may be used as the battery temperature TBAT.

  Moreover, in the said embodiment, satisfy | filling either of the above-mentioned three conditions was made into the fan drive stop condition, However, It is not restricted to this. For example, it may be added to the fan drive stop condition that a predetermined time has elapsed since the start of rotation of the fan.

DESCRIPTION OF SYMBOLS 1 ... Fuel cell vehicle 10 ... Fuel cell 20 ... Battery box 21 ... Battery 24 ... Fan 40 ... Control apparatus 41 ... Fuel cell temperature sensor (fuel cell temperature detection means)
42 ... Fuel cell current sensor (fuel cell power generation amount calculation means)
43 ... Battery temperature sensor (battery temperature detection means)
47. ECU (fuel cell power generation amount calculation means, fuel cell ambient temperature estimation means, battery temperature detection means, comparison means, fan drive means, fan stop means)

Claims (3)

A fuel cell that generates electricity by reaction of the reaction gas; and
A battery for storing electric power generated by the fuel cell, and performing start control for starting power generation of the fuel cell by starting supply of a reactive gas to the fuel cell in response to an output of a start command signal A fuel cell vehicle,
A battery warm-up mechanism comprising: a battery box that houses the battery; and a fan that introduces air around the fuel cell into the battery box;
Fuel cell temperature detecting means for detecting the temperature of the fuel cell at the start of the start control, fuel cell power generation amount calculating means for calculating the power generation amount of the fuel cell after the start control is started, and detecting or estimating the temperature of the battery Battery temperature detection means for performing, and fuel cell ambient temperature estimation means for calculating an estimated value of the ambient temperature of the fuel cell based on the temperature of the fuel cell at the start of the start control and the power generation amount of the fuel cell after the start control is started Comparing means for comparing the estimated value of the ambient temperature of the fuel cell with the temperature of the battery; and if the temperature of the battery is lower than the estimated value of the ambient temperature of the fuel cell, the fan is driven to rotate. A fuel cell vehicle comprising: a control device having fan driving means.   The fuel cell ambient temperature estimation means calculates the estimated value of the ambient temperature of the fuel cell so that the parameter calculated based on the transition of the vehicle speed from the start of the start control decreases as the parameter increases. The fuel cell vehicle according to claim 1.   The said control apparatus is further equipped with the fan stop means to stop rotation of the said fan according to the temperature of the said battery reaching predetermined | prescribed warm-up completion temperature, The Claim 1 or 2 characterized by the above-mentioned. Fuel cell vehicle.

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