JP2017010901A - Control device for amount of air to be supplied - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device for an amount of air to be supplied, which prevents freezing of generated water even in such a cold environment as requiring a warm-up operation.SOLUTION: A control device 700 controls an amount of air to be supplied to a fuel battery 100 so as to warm up the fuel battery 100 for a vehicle incorporating a fuel battery system 10 comprising: an air supply system 300 including an air compressor 320; and the fuel battery 100. The control device comprises: an air supply amount calculation part 710 that calculates consumption power of an auxiliary machine including an air compressor for the vehicle and calculates a first amount of air to be supplied for generating the fuel battery at an operating point for warm-up operation that is able to generate power to be consumed by the fuel battery; a comparison part 720 that compares a second amount of air to be supplied, which is the smallest amount of air that is able to be continuously supplied to the fuel battery by the air supply system, and the first amount of air to be supplied; and an air supply control part 730 that controls the air supply system such that the first amount of air to be supplied or the second amount of air to be supplied, which is smaller, is supplied to the fuel battery.SELECTED DRAWING: Figure 1

Description

  The present invention relates to an air supply amount control device for performing a warm-up operation of a fuel cell of a vehicle equipped with a fuel cell.

  Patent Document 1 describes an apparatus for controlling the amount of air supplied to a fuel cell for warm-up operation of the fuel cell of the vehicle equipped with the fuel cell. This air supply amount control device determines the operating point during the warm-up operation of the fuel cell from the required heat amount (heat amount for warm-up operation and heat amount for heating) and the required output for the fuel cell. The air supply amount is controlled to operate at the operating point.

JP 2009-032605 A

  When the required output for the fuel cell is low, the amount of air supply required for the required output may be small. Therefore, in a state where the power consumption of the vehicle is small (for example, a state where only the auxiliary machine of the vehicle operates), the air compressor is controlled to a low rotation, and the air supply amount is greatly reduced. Here, when excessively reducing the air supply amount, for example, the air compressor is intermittently operated. When the air compressor is intermittently operated in a cold environment where the warm-up operation is performed immediately after the start of the fuel cell system, the air may not flow during the stop and the generated water may freeze. Further, if the air compressor is set to an excessively low rotation, for example, surging occurs, and the operation of the air compressor may be unstable.

  SUMMARY An advantage of some aspects of the invention is to solve at least a part of the problems described above, and the invention can be implemented as the following forms.

(1) According to one aspect of the present invention, air is supplied to the fuel cell so as to warm up the fuel cell of a vehicle equipped with a fuel cell system including an air supply system including an air compressor and a fuel cell. A control device for controlling the supply amount is provided. The control device calculates power consumption of an auxiliary machine including the air compressor of the vehicle and is necessary for generating the fuel cell at an operating point for warm-up operation where the fuel cell can generate the power consumption. An air supply amount calculation unit that calculates a first air supply amount, a second air supply amount that is a minimum air supply amount that can continuously supply air to the fuel cell from the air supply system, and the first air A comparison unit that compares the supply amount; and an air that controls the air supply system so as to supply the fuel cell with an air supply amount that is not less than the first air supply amount and the second air supply amount. A supply control unit. According to this aspect, even when the required output to the fuel cell is low during the warm-up operation, the lesser of the first air supply amount and the second air supply amount is supplied to the fuel cell. Thus, since the air supply system is controlled, air is continuously supplied to the fuel cell. As a result, the generated water in the fuel cell can be prevented from freezing. Further, since there is an air supply amount that is greater than or equal to the second air supply amount, the operation of the air compressor does not become unstable.

(2) In the control device of the above aspect, when the secondary battery mounted on the vehicle can accept power, the air supply amount calculation unit can accept power consumption of the auxiliary machine and the secondary battery. An air supply amount necessary for operating the fuel cell at an operating point for warm-up operation capable of generating a sum of the electric power and the power may be calculated as the first air supply amount. According to this aspect, when the power consumption of the auxiliary machine is equal to or less than a predetermined value, the first air supply amount necessary for operating the fuel cell at the operating point where the power consumption of the auxiliary machine can be generated. Can be very small. Even in such a case, the air supply amount necessary for operating the fuel cell at the operating point where the sum of the power consumption of the auxiliary machine and the power acceptable by the secondary battery can be generated is the first air. As the supply amount, the air compressor is controlled so as to supply a large air supply amount of the first air supply amount and the second air supply amount to the fuel cell, so that the generated water in the fuel cell is frozen. Can be suppressed. Further, since the surplus power that is not consumed by the auxiliary device can be charged to the secondary battery, it is not necessary to reduce the efficiency of the fuel cell system.

(3) In the control device according to the above aspect, the air supply amount calculation unit may: (i) when the power consumption of the auxiliary machine is less than a predetermined threshold, the power consumption of the auxiliary machine and the secondary Calculating the air supply amount necessary for generating power to the fuel cell as the first air supply amount at the operating point for warm-up operation capable of generating the sum of the battery's acceptable power and (ii) the supplement When the power consumption of the machine is greater than or equal to the threshold value, the first air supply is used to supply the air supply amount necessary for power generation of the fuel cell at the operating point for warm-up operation where the power consumption of the auxiliary machine can be generated. It may be calculated as a quantity. When the power consumption of the auxiliary machine is greater than or equal to a predetermined value, it is possible to reduce the reduction in efficiency without charging the secondary battery.

  Note that the present invention can be realized in various modes. For example, in addition to an air supply amount control device, the present invention can be realized in the form of a fuel cell system, a mobile body equipped with a fuel cell, a vehicle, an air supply amount control method in a fuel cell, and the like.

Explanatory drawing which shows typically the fuel cell system used for a fuel cell mounting vehicle. Explanatory drawing which shows the current-voltage characteristic of the fuel cell in 1st Embodiment. Explanatory drawing which shows the relationship between the required electric power generation amount to a fuel cell, and air supply amount. The operation | movement flowchart at the time of the warming-up operation in 1st Embodiment. Explanatory drawing which shows the relationship between the power consumption of auxiliary machines other than an air compressor, the power consumption of an air compressor, and electric power generation amount. Explanatory drawing which shows the relationship between electric power generation amount and air supply amount. The operation | movement flowchart at the time of the warming-up operation in 2nd Embodiment. The operation | movement flowchart at the time of the warming-up operation in 3rd Embodiment.

Configuration of fuel cell system:
FIG. 1 is an explanatory diagram schematically showing a fuel cell system 10 used in a fuel cell vehicle (also referred to as “vehicle”). The fuel cell system 10 includes a fuel cell 100, a fuel gas supply system 200, an air supply system 300, an exhaust gas system 400, a cooling system 500, a load circuit 600, and a control device 700.

  The fuel gas supply system 200 includes a fuel gas tank 210, a fuel gas supply pipe 220, a fuel gas exhaust pipe 230, a fuel gas recirculation pipe 240, a main stop valve 250, a regulator 260, a gas-liquid separator 280, A hydrogen pump 290. The fuel gas tank 210 stores fuel gas. In this embodiment, hydrogen is used as the fuel gas. The fuel gas tank 210 and the fuel cell 100 are connected by a fuel gas supply pipe 220. A main stop valve 250 and a regulator 260 are provided on the fuel gas supply pipe 220 from the fuel gas tank 210 side. The main stop valve 250 turns on and off the supply of fuel gas from the fuel gas tank 210. The regulator 260 adjusts the pressure of the fuel gas supplied to the fuel cell 100.

  The fuel gas exhaust pipe 230 discharges the fuel exhaust gas from the fuel cell 100. The fuel gas recirculation pipe 240 is connected to the fuel gas exhaust pipe 230 and the fuel gas supply pipe 220. A gas-liquid separator 280 is provided between the fuel gas exhaust pipe 230 and the fuel gas recirculation pipe 240. The fuel exhaust gas contains hydrogen that has not been consumed, impurities such as nitrogen that has moved through the fuel cell 100, and water. The gas-liquid separator 280 separates water in the fuel exhaust gas and gas (impurities such as hydrogen and nitrogen). The fuel gas recirculation pipe 240 is provided with a hydrogen pump 290. The fuel cell system supplies the fuel exhaust gas to the fuel cell 100 using the fuel gas recirculation pipe 240 and the hydrogen pump 290, thereby using hydrogen in the fuel exhaust gas for power generation. In this embodiment, the hydrogen pump 290 is used, but an ejector may be used instead.

  The air supply system 300 includes an air cleaner 310, an air compressor 320, an oxidant gas supply pipe 330, a flow dividing valve 340, an atmospheric pressure sensor 350, an outside air temperature sensor 360, an air flow meter 370, and a supply gas temperature sensor 380. And a supply gas pressure sensor 390. The fuel cell 100 of the present embodiment uses air (oxygen in the air) as the oxidant gas. The air cleaner 310 removes dust in the air when taking in air. The air compressor 320 compresses the air and sends the air to the fuel cell 100 through the oxidant gas supply pipe 330. The diversion valve 340 is connected to the oxidant gas bypass pipe 450 and diverts air to the fuel cell 100 and the oxidant gas bypass pipe 450. The diversion ratio of the diversion valve 340 is defined by [amount of air supplied to the fuel cell] / [amount of air supplied by the air compressor 320]. The diversion ratio can be adjusted by the control device 700 in a range between a minimum value that is not 0 and a maximum value that is 1 or less. The atmospheric pressure sensor 350 measures the atmospheric pressure. The outside air temperature sensor 360 acquires the temperature of the air before being taken in. Air flow meter 370 measures the amount of air taken in. This amount is substantially the same as the amount of air supplied to the fuel cell 100 (the amount of air supplied) unless air is diverted to the oxidant gas bypass pipe 450. The supply amount of air varies depending on the rotation speed of the air compressor 320. Supply gas temperature sensor 380 measures the temperature of air supplied to fuel cell 100, and supply gas pressure sensor 390 measures the pressure of air supplied to fuel cell 100.

  The exhaust gas system 400 includes an exhaust gas pipe 410, a pressure regulating valve 420, a fuel gas discharge pipe 430, an exhaust drain valve 440, an oxidant gas bypass pipe 450, and a silencer 470. The exhaust gas pipe 410 discharges the oxidant exhaust gas of the fuel cell 100. The exhaust pipe 410 is provided with a pressure regulating valve 420. The pressure regulating valve 420 adjusts the pressure of air in the fuel cell 100. The fuel gas discharge pipe 430 connects the gas-liquid separator 280 and the exhaust gas pipe 410. An exhaust drain valve 440 is provided on the fuel gas discharge pipe 430. When the nitrogen concentration in the fuel exhaust gas becomes high or the amount of water in the gas-liquid separator 280 increases, the control device 700 opens the exhaust / drain valve 440 to discharge water and gas. The exhausted gas contains impurities such as nitrogen and hydrogen. In this embodiment, the fuel gas discharge pipe 430 is connected to the exhaust gas pipe 410, and hydrogen in the exhausted gas is diluted with the oxidant exhaust gas. The oxidant gas bypass pipe 450 connects the oxidant gas supply pipe 330 and the exhaust gas pipe 410. A diversion valve 340 is provided at a connection portion between the oxidant gas bypass pipe 450 and the oxidant gas supply pipe 330. When the control device 700 opens the exhaust drain valve 440 and discharges water and gas (impurities such as nitrogen and hydrogen), the control device 700 opens the diverter valve 340 and flows air through the oxidant gas bypass pipe 450 to dilute the hydrogen. To do. In addition, when discharging the gas containing hydrogen, the control device 700 opens the diversion valve 340 and causes air to flow through the oxidant gas bypass pipe 450 to dilute the hydrogen. In addition, when the power required for the fuel cell 100 is low, the control device 700 may open the diversion valve 340 and allow air to flow through the oxidant gas bypass pipe 450 in order to reduce the power generation amount of the fuel cell 100. good. The silencer 470 is provided in the downstream part of the exhaust gas pipe 410 and reduces exhaust noise.

  The cooling system 500 includes a cooling water supply pipe 510, a cooling water discharge pipe 515, a radiator pipe 520, a water pump 525, a radiator 530, a bypass pipe 540, a three-way valve 545, and a temperature sensor 550. . The cooling water supply pipe 510 is a pipe for supplying cooling water to the fuel cell 100, and a water pump 525 is disposed in the cooling water supply pipe 510. The cooling water discharge pipe 515 is a pipe for discharging cooling water from the fuel cell 100. The downstream portion of the cooling water discharge pipe 515 is connected to the radiator pipe 520 and the bypass pipe 540 via the three-way valve 545. The radiator pipe 520 is provided with a radiator 530. The radiator 530 is provided with a radiator fan 535. The radiator fan 535 sends wind to the radiator 530 and promotes heat radiation from the radiator 530. The downstream portion of the radiator pipe 520 and the downstream portion of the bypass pipe 540 are connected to the cooling water supply pipe 510. The temperature sensor 550 measures the temperature of the cooling water discharged from the fuel cell 100.

  The load circuit 600 includes a fuel cell boost converter 605, an inverter 610, a main drive motor 620, a DC / DC converter 630, an auxiliary device 640, and a secondary battery 650. The fuel cell boost converter 605 boosts the voltage generated by the fuel cell 100 to a voltage that can drive the main drive motor 620. The inverter 610 converts the boosted DC voltage into an AC voltage and supplies it to the main drive motor 620. The main drive motor 620 is a drive motor that drives a fuel cell vehicle. The main drive motor 620 functions as a regenerative motor when the fuel cell vehicle is decelerated. The DC / DC converter 630 controls the voltage of the fuel cell 100. Further, the voltage of the fuel cell 100 is converted and supplied to the secondary battery 650, or the voltage of the secondary battery 650 is converted and supplied to the inverter 610. The secondary battery 650 functions as a power source for driving the main drive motor 620 and the auxiliary device 640 while charging the power from the fuel cell 100 and the power obtained by regeneration by the main drive motor 620. The auxiliary machine 640 includes motors (for example, motors that serve as power for pumps, etc., excluding the main drive motor 620) disposed in each part of the fuel cell system 10, and for driving these motors. It is a general term for inverters and various on-vehicle accessories (for example, air compressors, injectors, cooling water circulation pumps, radiators, etc.). Accordingly, although described independently in FIG. 1 and the description, the auxiliary machine 640 includes a hydrogen pump 290, an air compressor 320, a water pump 525, a motor (not shown) for driving the radiator fan 535, and the like.

  The control device 700 includes an air supply amount calculation unit 710, a comparison unit 720, and an air supply control unit 730. The air supply amount calculation unit 710 calculates an air supply amount necessary for operating the fuel cell 100. The comparison unit 720 includes a second air supply amount A2 that is a minimum air supply amount that can be continuously supplied to the fuel cell 100 determined by the capability of the air compressor 320 during the warm-up operation, and an air supply amount calculation unit. The first air supply amount A1 calculated by 710 is compared. The air supply control unit 730 controls the operation of the air supply system 300 including the air compressor 320.

First embodiment:
FIG. 2 is an explanatory diagram showing current-voltage characteristics of the fuel cell 100 according to the first embodiment. A curve IV1 shows current-voltage characteristics (IV characteristics) during normal operation without warm-up operation, and a curve IV2 shows IV characteristics during warm-up operation. Curve IV2 is also referred to as warm-up operation characteristic curve IV2. During normal operation, the fuel cell 100 operates at an operating point on the curve IV1, for example, an operating point A (current I1, voltage V1). At this operating point A, the energy obtained from hydrogen (referred to as “hydrogen energy” or “hydrogen combustion enthalpy”) is VH × I1, of which V1 × I1 is used as electric energy for the main drive motor 620 and auxiliary equipment. 640 is used, and the remaining (VH−V1) × I1 becomes heat. Here, VH is calculated from the combustion enthalpy of hydrogen (ΔH = −286 kJ / mol). Specifically, VH is calculated by dividing the combustion enthalpy by the Faraday constant and the number of reaction electrons (in this reaction, “2”), and is usually higher than the open circuit voltage OCV.

  In the warm-up operation, the control device 700 operates the fuel cell 100 at an operating point B (current I2, voltage V2) on the curve IV2, for example. The operating point B is an operating point for warm-up operation in which the fuel cell 100 can generate power consumption of the auxiliary device 640. The control device 700 uses the DC-DC converter 630 to control the voltage of the fuel cell 100 to V2, and the air supply control unit 730 of the control device 700 controls the amount of air supplied to the fuel cell 100, thereby The current of the battery 100 is controlled to I2. The hydrogen energy (−ΔH) at this time is VH × I2, of which Q0 (= (VH−V2) × I2) is used as heat for warming up the fuel cell 100, and Q1 (= V2 × I2) is used as electrical energy for operating the auxiliary machine 640 and the main drive motor 620.

  FIG. 3 is an explanatory diagram showing the relationship between the required power generation amount to the fuel cell 100 and the air supply amount. If the required power generation amount to the fuel cell 100 increases, the air supply amount also increases. If the required power generation amount to the fuel cell 100 is the same, the air supply amount in the warm-up operation is smaller than the air supply amount in the normal operation. By limiting the air supply amount, it is possible to reduce the efficiency of the fuel cell 100 and cause the fuel cell 100 to generate heat.

  FIG. 4 is an operation flowchart during the warm-up operation in the first embodiment. This flowchart is periodically executed after, for example, a starter switch (not shown) of a vehicle equipped with a fuel cell is pressed and the fuel cell system is activated. In step S100, control device 700 measures outside air temperature To using outside air temperature sensor 360 (FIG. 1). In step S105, it is determined whether or not the outside air temperature To is higher than a predetermined threshold value Toth. This threshold temperature Toth is a value set to determine whether or not the warm-up operation is necessary, and is set to 0 ° C., for example. If the outside air temperature To is higher than the threshold value Toth, the process proceeds to step S190. If the outside air temperature To is equal to or less than the threshold value Toth, the process proceeds to step S110. In step S110, the control device 700 measures the temperature T1 of the cooling water discharged from the fuel cell 100. In step S115, control device 700 determines whether or not cooling water temperature T1 is less than a predetermined threshold temperature Tth. This threshold temperature Tth is a value set to determine whether or not the warm-up operation is necessary, and is set to a value between 70 ° C. and 80 ° C., for example. When the temperature T1 of the cooling water is lower than the threshold temperature Tth, the process proceeds to step S120 in order to perform the warm-up operation. On the other hand, when the temperature T1 of the cooling water is equal to or higher than the threshold temperature Tth, the control device 700 proceeds to step S190 and performs an operation (normal operation) that does not perform the warm-up operation. Even if the outside air temperature To is low, if the temperature T1 of the cooling water is equal to or higher than the threshold temperature Tth, the fuel cell 100 is warmed and the warm-up operation is unnecessary. Note that the control device 700 may determine whether or not to perform the warm-up operation using only one of the outside air temperature To and the cooling water temperature T1.

  In step S120, control device 700 determines power consumption P1 of auxiliary equipment other than air compressor 320. The auxiliary machines other than the air compressor 320 are, for example, a motor that drives the water pump 525 and the radiator fan 535. In step S140, control device 700 calculates power generation amount Q1 required for warm-up operation that can generate power consumption of auxiliary device 640.

  FIG. 5 is an explanatory diagram showing a relationship among power consumption P1 of auxiliary equipment other than the air compressor 320, power consumption P2 of the air compressor 320, and power generation amount Q1. The power consumption P2 on the left axis is the power consumption of the air compressor 320. When the power consumption P1 of auxiliary equipment other than the air compressor 320 increases, the amount of air supplied to the fuel cell 100 also increases, so the power consumption P2 of the air compressor 320 also increases. Thus, the power consumption P2 of the air compressor 320 is associated with the power consumption P1 of auxiliary equipment other than the air compressor 320. The sum of the power consumption P1 of the auxiliary equipment other than the air compressor 320 and the power consumption P2 of the air compressor 320 is the power consumption of the auxiliary equipment 640, and is equal to the power generation amount Q1 required for the fuel cell 100. The relationship between the power consumption P1 and P2 and the power generation amount Q2 is preferably obtained in advance through experiments or the like and stored in a storage device (not shown) of the control device 700.

  In step S160 of FIG. 4, the air supply amount calculation unit 710 of the control device 700 is an air supply amount necessary to generate the power generation amount Q1 on the warm-up operation characteristics (FIG. 3) of the fuel cell 100. A first air supply amount A1 is calculated.

  In step S <b> 170, the control device 700 calculates a second air supply amount A <b> 2 that is the lowest air supply amount that can continuously supply air from the air compressor 320 to the fuel cell 100. Since the second air supply amount A2 is determined by the configuration of the air supply system 300, it is not calculated in step S170, but is measured in advance through experiments or the like, and a storage device (not shown) of the control device 700. May be stored. In the present embodiment, the second air supply amount A2 is a value obtained by multiplying the minimum value of the diversion ratio of the diversion valve 340 (FIG. 1) by the minimum air flow rate during continuous operation of the air compressor 320.

  In step S180, the comparison unit 720 of the control device 700 compares the first air supply amount A1 and the second air supply amount A2. Then, the air supply control unit 730 supplies the air supply amount, which is not less than the first air supply amount A1 and the second air supply amount A2, to the fuel cell 100 using the air compressor 320.

  FIG. 6 is an explanatory diagram showing the relationship between the power generation amount Q1 and the air supply amount. The broken line graph in FIG. 6 shows the first air supply amount A1, and the solid line graph shows the air supply amount to the fuel cell. The first air supply amount A1 increases as the power generation amount Q1 increases. As shown by the solid line graph, the air supply control unit 730 supplies the air of the first air supply amount A1 when the second air supply amount A2 is smaller than the first air supply amount A1. The air supply system 300 is controlled. In the region where the air supply amount is larger than A2, the solid line graph and the broken line graph overlap. On the other hand, when the first air supply amount A1 is smaller than the second air supply amount A2, the air supply system 300 is controlled so as to supply the air of the second air supply amount A2. Even when air of the second air supply amount A2 is flowed, the power generation amount of the fuel cell 100 does not increase unless the current flowing through the auxiliary machine 640 is increased. Note that when the air of the second air supply amount A2 flows, the control device 700 may increase the power generation amount of the fuel cell 100 and cause the auxiliary devices other than the air compressor 320 to consume current. In addition, when the air of the second air supply amount A2 flows, the control device 700 controls the diversion valve 340 for the air exceeding the first air supply amount A1, and bypasses it to the oxidant gas bypass pipe 450 to generate fuel. The amount of air supplied to the battery 100 may be the first air supply amount A1.

  As described above, according to the present embodiment, the control device 700 controls the air supply system 300 so as to supply the air supply amount that is not less than the first air supply amount A1 and the second air supply amount A2. The air compressor 320 can be prevented from stopping due to intermittent operation. As a result, since air is continuously supplied to the fuel cell 100, the generated water can be prevented from freezing without being sufficiently discharged. Further, since the air supply system 300 supplies an air supply amount equal to or greater than the second air supply amount A2, the operation of the air compressor 320 does not become unstable.

  In the present embodiment, the case where the vehicle is allowed to self-run immediately after start-up has not been described. However, the power for driving the main drive motor 620 is larger than the power consumption of the auxiliary device 640, and the main drive motor 620 is driven. The air supply amount for generating electric power to do this is larger than the first air supply amount A1 and the second air supply amount A2. Therefore, the air supply control unit 730 may control the air supply system 300 so that an air supply amount for generating electric power for driving the main drive motor 620 flows.

Second embodiment:
FIG. 7 is an operation flowchart during warm-up operation according to the second embodiment. The difference from the first embodiment shown in FIG. 4 is that steps S130, S135, and S150 are added. Hereinafter, differences from the first embodiment will be described.

  Step S <b> 130 is a step executed after step S <b> 120, and control device 700 determines charging speed Win [W] when charging power to secondary battery 650. The charging speed Win is set using the temperature of the secondary battery 650. If the temperature of the secondary battery 650 is lower than that at room temperature, the charging speed Win is set to a value lower than that at room temperature. The reason is that there is a risk that the secondary battery 650 may be deteriorated if a fast charging speed is set when the temperature of the secondary battery 650 is low. Control device 700 may consider the current SOC when determining charging rate Win. The SOC indicates how much power is charged in the secondary battery 650, with the fully charged state being 100% and the fully discharged state being 0%. If the SOC is too high, the secondary battery 650 may be quickly deteriorated, and regenerative power may not be charged during regeneration. On the other hand, if the SOC is too low, it may not be used when it is desired to use the power of the secondary battery 650. Therefore, the SOC is controlled so as to be within a predetermined allowable range, for example, a range of 30% to 70%. When the current SOC of the secondary battery 650 is close to the upper limit of the allowable range, the control unit 700 sets the charging speed Win to the secondary battery 650 small so as not to exceed the upper limit of the allowable range. It is preferable. In step S135, control device 700 determines whether or not the charging speed for secondary battery 650 is less than a predetermined threshold value Winth. If it is smaller than the predetermined threshold value Winth, the process proceeds to step S140. If it is equal to or greater than the threshold value Winth, the process proceeds to step S150.

  In step S150, control device 700 calculates power generation amount Q2 [W] required for fuel cell 100. This power generation amount Q2 is equal to the sum of the power consumption Q1 of the auxiliary device 640 and the charging speed Win for charging the secondary battery 650. In this way, by charging the secondary battery 650 with a part of the power Q2 generated by the fuel cell 100, it is possible to suppress a decrease in the efficiency of the fuel cell system 10.

  As described above, according to the present embodiment, when the secondary battery 650 can accept power, the control device 700 takes into account the power that can be accepted by the secondary battery 650 (power corresponding to the charging speed Win). The first power supply amount A1 is calculated by calculating the power generation amount Q1 of the first air supply amount A1, and the air supply amount which is not lesser of the first air supply amount A1 and the second air supply amount A2 is supplied to the fuel cell 100. Since the air supply system 300 is controlled, air can be continuously supplied to the fuel cell 100, and the generated water can be prevented from freezing without being sufficiently discharged. In addition, since the secondary battery 650 can be charged with part of the power generation amount Win, it is difficult to reduce the efficiency of the fuel cell system 10. Furthermore, since the air supply system 300 supplies an air supply amount that is equal to or greater than the second air supply amount A2, the operation of the air compressor 320 does not become unstable.

Third embodiment:
FIG. 8 is an operation flowchart during the warm-up operation in the third embodiment. The difference from the second embodiment shown in FIG. 7 is that steps S122 and S124 are provided. Step S122 is the same operation as step S140 of the second embodiment, but differs in that it is performed before step S130 is executed. When the power consumption of the auxiliary machine 640 is large, the first air supply amount A1 becomes large. In the third embodiment, in the second embodiment, when the power consumption of the auxiliary device 640 is large, the secondary battery 650 is not charged, and when the power consumption of the auxiliary device 640 is small, two The secondary battery 650 is charged.

  In step S124, control device 700 determines whether or not power consumption Q1 of auxiliary machine 640 is less than threshold value Qth. If the power consumption Q1 of the auxiliary machine 640 is less than the threshold value Qth, the process proceeds to step S130, and if the power consumption Q1 of the auxiliary machine 640 is greater than or equal to the threshold value Qth, the process proceeds to step S160. This threshold value Qth is a predetermined value. When the process proceeds from step S124 to step S160, or when the charging speed Win to the secondary battery 650 is smaller than the predetermined threshold value Winth in step S135, the fuel cell 100 for calculating the first air supply amount A1. Q1 is used as the power generation amount. On the other hand, when the charging speed Win to the secondary battery 650 is equal to or higher than a predetermined threshold value Winth in step S135, the power generation amount of the fuel cell 100 when calculating the first air supply amount A1 is the same as in the second embodiment. Similarly, the power generation amount Q2 in consideration of the charging speed Win for the secondary battery 650 is used.

  According to the third embodiment, when the power consumption Q1 of the auxiliary machine 640 is equal to or greater than the threshold value Qth, the reduction in the efficiency of the fuel cell system can be reduced without charging the secondary battery 650.

  The embodiments of the present invention have been described above based on some examples. However, the above-described embodiments of the present invention are for facilitating the understanding of the present invention and limit the present invention. It is not a thing. The present invention can be changed and improved without departing from the spirit and scope of the claims, and it is needless to say that the present invention includes equivalents thereof.

DESCRIPTION OF SYMBOLS 10 ... Fuel cell system 100 ... Fuel cell 200 ... Fuel gas supply system 210 ... Fuel gas tank 220 ... Fuel gas supply pipe 230 ... Fuel gas exhaust pipe 240 ... Fuel gas recirculation pipe 250 ... Main stop valve 260 ... Regulator 280 ... Gas-liquid separation 290 ... Hydrogen pump 300 ... Air supply system 310 ... Air cleaner 320 ... Air compressor 330 ... Oxidant gas supply pipe 340 ... Diverter valve 350 ... Atmospheric pressure sensor 360 ... Outside air temperature sensor 370 ... Air flow meter 380 ... Supply gas temperature sensor 390 ... Supply gas pressure sensor 400 ... exhaust gas system 410 ... exhaust gas pipe 420 ... pressure regulating valve 430 ... fuel gas discharge pipe 440 ... exhaust gas drain valve 450 ... oxidant gas bypass pipe 470 ... silencer 500 ... cooling system 510 ... cooling water supply pipe 515 ... cooling Water discharge pipe 520 ... Radiator pipe DESCRIPTION OF SYMBOLS 25 ... Water pump 530 ... Radiator 535 ... Radiator fan 540 ... Bypass pipe 545 ... Three-way valve 600 ... Load circuit 605 ... Fuel cell boost converter 610 ... Inverter 620 ... Main drive motor 630 ... DC / DC converter 640 ... Auxiliary machine 650 ... Two Secondary battery 700 ... Control device 710 ... Air supply amount calculation unit 720 ... Comparison unit 730 ... Air supply control unit

Claims (3)

A control device for controlling the amount of air supplied to the fuel cell so as to warm up the fuel cell of a vehicle equipped with a fuel cell system including an air supply system including an air compressor and a fuel cell,
First air supply necessary for calculating the power consumption of the auxiliary machine including the air compressor of the vehicle and generating the fuel cell at the operating point for warm-up operation where the fuel cell can generate the power consumption An air supply amount calculation unit for calculating the amount;
A comparison unit that compares the first air supply amount with a second air supply amount that is a minimum air supply amount capable of continuously supplying air to the fuel cell from the air supply system;
An air supply control unit for controlling the air supply system so as to supply the fuel cell with an air supply amount which is not less than the first air supply amount and the second air supply amount;
A control device comprising: The control device according to claim 1,
When the secondary battery mounted on the vehicle is capable of receiving power, the air supply amount calculation unit is a warmer capable of generating the sum of the power consumption of the auxiliary machine and the power that can be received by the secondary battery. A control device that calculates an air supply amount necessary for operating the fuel cell at an operating point for machine operation as the first air supply amount. The control device according to claim 2,
The air supply amount calculation unit
(I) When the power consumption of the auxiliary machine is less than a predetermined threshold, for warm-up operation capable of generating the sum of the power consumption of the auxiliary machine and the power acceptable by the secondary battery An air supply amount required to generate power at the operating point is calculated as the first air supply amount;
(Ii) When the power consumption of the auxiliary machine is equal to or greater than the threshold value, the air supply amount necessary for generating the fuel cell at the operating point for warm-up operation capable of generating the power consumption of the auxiliary machine is A control device that calculates the first air supply amount.

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