JP2017191701A - Controller of fuel battery vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a technique for detecting the stop of a motor in an early stage in order to suppress the excessive supply of a surplus generated power to a secondary battery.SOLUTION: A controller of a fuel battery vehicle comprises: a power-generation controller which determines a command torque value for controlling an output torque of a motor, and a command power value which is an amount of power generation of a fuel battery according to the command torque value, and controls the amount of power generation of the fuel battery based on the command power value; a motor controller which controls the output torque of the motor according to the command torque value; a braking force sensor for sensing a braking force by a brake; and a lock-prediction device for predicting that the motor is locked. The lock-prediction device predicts that the motor is locked when the braking force is larger than the command torque value. When the lock-prediction device has predicted the locking of the motor, the power-generation controller corrects the command power value by multiplication by a coefficient of zero(0) or more and smaller than one(1).SELECTED DRAWING: Figure 2

Description

  The present invention relates to a control device for a fuel cell vehicle.

  In a fuel cell vehicle, in order to suppress excessive supply of power generated by the fuel cell to the secondary battery when the traveling motor is suddenly stopped, in Patent Document 1, the rate of decrease in the rotational speed of the motor is a predetermined value. Is exceeded, it is determined that the motor has stopped suddenly, and the power generation of the fuel cell is stopped.

JP 2011-205735 A

  However, in the above-described conventional technology, since the rotational speed of the motor is actually measured, a time delay occurs until the actual decrease in the rotational speed of the motor is detected, and the process of reducing the output of the fuel cell is delayed. There is a risk. For this reason, in a control device for a fuel cell vehicle, a technique capable of detecting the stop of the motor at an early stage has been desired in order to suppress excessive supply of power generated by the fuel cell to the secondary battery.

  The present invention has been made to solve the above-described problems, and can be realized as the following forms.

  According to one aspect of the present invention, there is provided a control device for a fuel cell vehicle, comprising a fuel cell, a motor driven by electric power generated by the fuel cell, and a brake that brakes rotation of the motor. The control device obtains a command power value for commanding the output of the fuel cell, and controls the output of the fuel cell based on the command power value; and a motor control for controlling the output torque of the motor A braking force detection device that detects a braking force by the brake; and a lock prediction device that predicts that the motor is locked. The lock prediction device has a braking force larger than the output torque. In this case, the motor is predicted to be locked, and when the braking force is less than or equal to the output torque, the motor is not predicted to be locked, and the power generation control device locks the motor by the lock prediction device. Then, when predicted, the command power value when the motor is not predicted to be locked by the lock prediction device is 0 or more and less than 1. Corrected by multiplying the number, and controls the power generation amount of the fuel cell based on the corrected the command power value. In the case of such a control device, when the braking force of the brake is larger than the output torque of the motor, it is predicted that the motor will be locked, and the command power value for the fuel cell is reduced. Compared to the case where the motor is detected, the motor stop can be detected at an early stage. Therefore, it is possible to effectively suppress the excessive generated power of the fuel cell from being excessively supplied to the secondary battery.

  The present invention can be realized in various aspects, such as a fuel cell vehicle equipped with the above-described control device, a control method for the fuel cell vehicle, a fuel cell system including the fuel cell and the control device, and the like. It can be realized in the form.

It is the schematic which shows the structure of a fuel cell vehicle provided with a control apparatus. It is a block diagram which shows schematic structure of a control apparatus. It is a flowchart which shows the calculation process of instruction | command electric power value. It is a figure which shows the map for determining correction coefficient (beta). It is a timing chart which shows an example of the driving | running state of a fuel cell vehicle. It is a figure which shows the 2nd map for determining correction coefficient (beta).

  FIG. 1 is a schematic diagram illustrating a configuration of a fuel cell vehicle 10 including a control device 180 as an embodiment of the present invention. The fuel cell vehicle 10 includes a fuel cell 110, a motor 136 driven by the electric power generated by the fuel cell 110 (hereinafter referred to as “traction motor 136”), and a brake 170 that brakes the rotation of the traction motor 136. . The brake 170 is a brake operated by hydraulic pressure. In the present embodiment, the fuel cell vehicle 10 further includes a boost converter 120, a power control unit (PCU) 130, an air compressor (ACP) 138, a secondary battery 140, an SOC detector 142, and an FC auxiliary machine. 150, an accelerator depression amount sensor 190, a brake depression amount sensor 192, and a wheel WL. The fuel cell vehicle 10 travels by driving the traction motor 136 with electric power supplied from the fuel cell 110 and the secondary battery 140.

  The fuel cell 110 is a polymer electrolyte fuel cell that generates power by receiving supply of hydrogen and oxygen as reaction gases. The fuel cell 110 is not limited to a polymer electrolyte fuel cell, and various other types of fuel cells can be employed. The fuel cell 110 is connected to the high-voltage DC wiring DCH via the boost converter 120 and is connected to the motor driver 132 and the ACP driver 137 included in the PCU 130 via the high-voltage DC wiring DCH. Boost converter 120 boosts output voltage VFC of fuel cell 110 to high voltage VH that can be used by motor driver 132 and ACP driver 137.

  The motor driver 132 is configured by a three-phase inverter circuit and is connected to the traction motor 136. The motor driver 132 converts the output power of the fuel cell 110 supplied via the boost converter 120 and the output power of the secondary battery 140 supplied via the DC / DC converter 134 into three-phase AC power. The traction motor 136 is supplied. The traction motor 136 is constituted by a synchronous motor including a three-phase coil, and drives the wheels WL via gears or the like.

  The DC / DC converter 134 adjusts the voltage level of the high-voltage DC wiring DCH in accordance with the drive signal from the control device 180, and switches the charging / discharging state of the secondary battery 140.

  The ACP driver 137 is configured by a three-phase inverter circuit and is connected to the air compressor 138. The ACP driver 137 converts the output power of the fuel cell 110 supplied via the boost converter 120 and the output power of the secondary battery 140 supplied via the DC / DC converter 134 into three-phase AC power. The air compressor 138 is supplied. The air compressor 138 is configured by a synchronous motor including a three-phase coil, drives the motor according to the supplied power, and supplies oxygen (air) used for power generation to the fuel cell 110.

  The secondary battery 140 is a power storage device that stores electric energy and can be repeatedly charged and discharged. The secondary battery 140 can be composed of, for example, a lithium ion battery. The secondary battery 140 may be another type of battery such as a lead storage battery, a nickel cadmium battery, or a nickel metal hydride battery. The secondary battery 140 is connected to a DC / DC converter 134 included in the PCU 130 via a low-voltage DC wiring DCL.

  The SOC detection unit 142 detects the amount of stored electricity (SOC) [%] of the secondary battery 140 and transmits it to the control device 180. In the present specification, the “power storage amount (SOC)” means the ratio of the remaining charge amount to the current charge capacity of the secondary battery 140. The SOC detection unit 142 detects the temperature, output voltage value, and output current value of the secondary battery 140, and detects the amount of stored electricity (SOC) based on the detected values. Note that the SOC detection unit 142 of the present embodiment also transmits the temperature of the secondary battery 140 to the control device 180.

  The FC auxiliary machine 150 is connected to the low-voltage DC wiring DCL and is driven by electric power supplied from the fuel cell 110 or the secondary battery 140. The FC auxiliary machine 150 is an auxiliary machine for power generation of the fuel cell 110 such as a fuel pump that supplies a reaction gas to the fuel cell 110 and a refrigerant pump that supplies a refrigerant to the fuel cell 110.

  The accelerator depression amount sensor 190 detects the depression amount of the accelerator pedal by the driver and transmits it to the control device 180.

  The brake depression amount sensor 192 detects the depression amount of the brake pedal by the driver and transmits it to the control device 180.

  The control device 180 is configured by a microcomputer including a central processing unit and a main storage device. When the control device 180 detects an operation such as an accelerator operation by the driver, the control device 180 controls the power generation of the fuel cell 110 and the charging / discharging of the secondary battery 140 according to the operation content. The control device 180 generates and transmits a drive signal corresponding to the accelerator depression amount to the motor driver 132 and the DC / DC converter 134, respectively. The motor driver 132 adjusts the pulse width of the AC voltage in accordance with the drive signal of the control device 180 to cause the traction motor 136 to rotate according to the accelerator depression amount. The control device 180 determines the ratio of the power borne by the secondary battery 140 (secondary battery assist rate) to the power required to rotate the traction motor 136 according to the accelerator depression amount, and the secondary battery 140. Is provided with a secondary battery assist control map showing the relationship between the temperature and the amount of stored electricity (SOC), and the secondary battery assist rate is determined using this map. Further, the control device 180 controls the operation amount of the brake 170 according to the brake depression amount received from the brake depression amount sensor 192, and brakes the rotation of the traction motor 136.

  FIG. 2 is a block diagram illustrating a schematic configuration of the control device 180. The control device 180 includes a power generation control device 189, a motor control device 184, a braking force detection device 185, and a lock prediction device 186.

  The power generation control device 189 obtains a command torque value for controlling the output torque of the traction motor 136 and a command power value that is a power generation amount of the fuel cell 110 according to the command torque value, and based on the command power value, the fuel cell. 110 has a function of controlling the power generation amount. In the present embodiment, the power generation control device 189 has a function of correcting the command power value P when the lock prediction device 186 predicts that the traction motor 136 is locked. The power generation control device 189 includes three ECUs (Electronic Control Units): a PM-ECU 181, an FC-ECU 182, and an FDC-ECU 183.

  The PM-ECU 181 acquires the accelerator depression amount of the fuel cell vehicle 10 from the accelerator depression amount sensor 190, and sends various requests and commands necessary for driving the traction motor 136 at the number of revolutions according to the accelerator depression amount. It transmits to ECU. When the FC-ECU 182 receives a request signal SREQ, which will be described later, from the PM-ECU 181, the FC-ECU 182 transmits an answer signal SRES corresponding to the power generation capability and characteristics of the fuel cell 110 to the PM-ECU 181.

  When the FDC-ECU 183 receives a power command PCOM, which will be described later, from the PM-ECU 181, the FDC-ECU 183 controls the boost converter 120 to cause the fuel cell 110 to generate electric power according to the power command PCOM.

  The motor control device 184 has a function of controlling the output torque of the traction motor 136 in accordance with the command torque value calculated by the power generation control device 189. The motor control device 184 is composed of one ECU. Hereinafter, the motor control device 184 is referred to as MG-ECU 184.

  When MG-ECU 184 receives a torque command TCOM, which will be described later, from PM-ECU 181, MG-ECU 184 controls motor driver 132, ACP driver 137, and DC / DC converter 134 to apply torque according to torque command TCOM to traction motor 136. And generated in the air compressor 138.

  The braking force detection device 185 has a function of detecting the braking force by the brake 170. The braking force detection device 185 detects the braking force by the brake 170 according to the brake depression amount received from the brake depression amount sensor 192.

  The lock prediction device 186 has a function of predicting whether or not the traction motor 136 is locked. The lock prediction device 186 predicts whether or not the traction motor 136 is locked based on the braking force of the brake 170 acquired from the braking force detection device 185 and a command torque value described later.

Hereinafter, an example of specific operations of the four ECUs described above will be described.
The PM-ECU 181 receives the accelerator depression amount detected by the accelerator depression amount sensor 190 when the accelerator pedal is depressed by the driver. When the PM-ECU 181 receives the accelerator depression amount, the PM-ECU 181 calculates the output torque of the traction motor 136 corresponding to the accelerator depression amount as a command torque value. The command torque value can be calculated from, for example, an arithmetic expression indicating the relationship between the accelerator depression amount and the output torque. The PM-ECU 181 may perform rate processing (tanning processing) on the command torque value in accordance with the change amount of the command torque value in order to improve drivability.

  PM-ECU 181 transmits torque command TCOM including the calculated command torque value to MG-ECU 184. When receiving the torque command TCOM, the MG-ECU 184 controls the output torque of the traction motor 136 according to the command torque value included in the torque command TCOM.

PM-ECU 181 calculates command power value P [W] from the calculated command torque value. The command electric power value P is electric power necessary for bringing the fuel cell vehicle 10 into an operation state corresponding to the command torque value. The command power value P is calculated from the following equation (1). Note that the command power value P calculated based on the equation (1) is corrected according to the prediction of whether or not the traction motor 136 will be locked in the process described later.
P = max {(P _{T / M} + P _AUX + P _chg ), P _OC } (1)

Here, _{PT / M} is the power consumption [W] of the traction motor 136. P _AUX is the power consumption [W] of the FC auxiliary machine 150 and the air compressor 138. P _chg is power [W] charged in the secondary battery 140. P _OC is electric power [W] necessary for setting a high potential avoidance voltage during intermittent operation or the like. P _{T / M} can be calculated, for example, from the characteristics of the traction motor 136 indicating the relationship between the rotational speed and command torque value of the traction motor 136 and _{PT / M.} The P _AUX can be calculated based on, for example, measured values of power consumption of the FC auxiliary machine 150 and the air compressor 138. Note that P _AUX is calculated from the characteristics of the air compressor 138 indicating the relationship between the power consumption of the FC compressor 150 and the power consumption of the air compressor 138, which indicates the relationship between the rotational speed of the air compressor 138, the required torque, and the power consumption. May be. P _chg can be calculated from, for example, a map showing the relationship between the target SOC (for example, 60%) of the secondary battery 140, the current SOC, and P _chg . The _POC can be calculated from the power-current characteristic (PI characteristic) and current-voltage characteristic (IV characteristic) of the fuel cell 110. Note that P _OC may be a fixed value.

PM-ECU 181 calculates upper limit command power value P _MAX [W] of fuel cell 110 from the calculated command torque value and the state of secondary battery 140. The upper limit command power value P _MAX is an upper limit value (guard value) of the command power value P. The upper limit command power value P _MAX is calculated from the following equation (2).
P _MAX = P _{T / M} + P _AUX + P _Win (2)

Here, P _Win is an upper limit [W] of charging power set according to the temperature and SOC of the secondary battery 140. P _Win can be calculated from the SOC charge / discharge characteristics and temperature charge / discharge characteristics of the secondary battery 140. The SOC charging / discharging characteristic is a map in which the SOC of the secondary battery 140 is associated with the allowable charging upper limit value of charging power and the allowable discharging upper limit value of discharging power. The temperature charge / discharge characteristic is a map in which the temperature of the secondary battery 140 is associated with the allowable charge upper limit value of the charge power and the allowable discharge upper limit value of the discharge power. The PM-ECU 181 includes an allowable charge upper limit value specified from the SOC and SOC charge / discharge characteristics acquired from the SOC detection unit 142, and an allowable charge upper limit value specified from the temperature and temperature charge / discharge characteristics acquired from the SOC detection unit 142. The smaller one can be adopted as P _Win .

The PM-ECU 181 compares the calculated command power value P and the upper limit command power value P _MAX, and determines whether the command power value P exceeds the upper limit command power value P _MAX . When the command power value P does not exceed the upper limit command power value P _MAX , a request signal SREQ including the calculated command power value P is transmitted to the FC-ECU 182. When the command power value P is greater than the upper limit command power value P _MAX, replacing the value of the command power value P to the upper limit command power value P _MAX, request signal including the command power value P after replacing the SREQ is transmitted to the FC-ECU 182.

  When the FC-ECU 182 receives the request signal SREQ, the FC-ECU 182 calculates a current value I [A] and a voltage value V [V] corresponding to the command power value P included in the request signal SREQ, and calculates the calculated current value I and voltage value. A response signal SRES including V is transmitted to the PM-ECU 181. The FC-ECU 182 calculates a current value I and a voltage value V corresponding to the command power value P based on the PI characteristics and the IV characteristics of the fuel cell 110. When the command power value P exceeds the upper limit power that can be generated by the fuel cell 110, the FC-ECU 182 calculates a current value I and a voltage value V corresponding to the upper limit power, and an answer signal SRES including them. May be transmitted to the PM-ECU 181. The current value I and the voltage value V corresponding to the upper limit power are calculated based on various parameters indicating the current state of the fuel cell 110. Such parameters include, for example, the temperature of the fuel cell 110, the amount of outside air taken in by the ACP 138, the remaining amount of hydrogen in the hydrogen tank, the anode pressure and the cathode pressure of the fuel cell 110, and the like.

  When PM-ECU 181 receives response signal SRES including current value I and voltage value V corresponding to command power value P from FC-ECU 182, PM-ECU 181 receives current value I and voltage value V included in received response signal SRES as a power command. It transmits to FDC-ECU183 as PCOM. When FDC-ECU 183 receives power command PCOM, FDC-ECU 183 controls boost converter 120 so that fuel cell 110 outputs current value I and voltage value V corresponding to power command PCOM.

  In the present embodiment, the command power value P calculated by the PM-ECU 181 is corrected by the process described below.

  FIG. 3 is a flowchart showing a calculation process of the command power value P. This calculation process is a process that is repeatedly executed during the operation of the control device 180. When this calculation process is executed, first, the PM-ECU 181 of the control device 180 calculates the command power value P based on the above formula (1) (step S10).

  After the command power value P is calculated by the PM-ECU 181, the lock prediction device 186 acquires the command torque value calculated by the PM-ECU 181 from the PM-ECU 181, and the braking force of the brake 170 from the braking force detection device 185. Are compared and these values are compared (step S20). As a result of this comparison, if the braking force of the brake 170 is greater than the command torque value (step S20: Yes), the lock prediction device 186 predicts that the traction motor 136 will be locked, and turns on the lock prediction flag (step S20). S30). On the other hand, if the braking force of the brake 170 is less than or equal to the command torque value (step S20: No), the lock prediction device 186 predicts that the traction motor 136 will not be locked, and turns off the lock prediction flag (step S40). .

  After the lock prediction flag is turned on or off by the lock prediction device 186, the PM-ECU 181 determines the correction coefficient β (step S50). Specifically, the PM-ECU 181 acquires the value of the lock prediction flag from the lock prediction device 186, acquires the temperature and SOC of the secondary battery 140 from the SOC detection unit 142, and based on these values, FIG. The correction coefficient β is determined with reference to the map shown in FIG. The correction coefficient β is a value between 0 and 1.

  FIG. 4 is a diagram showing a map for determining the correction coefficient β. This map shows the relationship between the SOC and the correction coefficient β for each temperature (for example, T1, T2, T3) [° C.] of the secondary battery 140 when the lock prediction flag is on and when it is off. It is prescribed. In this map, when the temperature and SOC of the secondary battery 140 are the same, the correction coefficient β is set to be smaller when the lock prediction flag is on than when the lock prediction flag is off. When the lock prediction flag is on, the correction coefficient β is set to be smaller as the temperature of the secondary battery 140 is higher. In addition, whether the lock prediction flag is on or off, the correction coefficient β decreases as the SOC increases as the SOC exceeds a certain value (for example, 60%). Is set to Further, in this map, the correction coefficient β is set to 1 regardless of the temperature of the secondary battery 140 if the lock prediction flag is off until the SOC reaches a certain value. When the SOC is 100%, the correction coefficient β is set to zero regardless of the temperature of the secondary battery 140 and the value of the lock prediction flag. When the lock prediction flag is on, the correction coefficient β is always set to a value between 0 and less than 1.

  After determining the correction coefficient β, the PM-ECU 181 adds the value of the correction coefficient β determined in step S50 to the command power value P calculated in step S10 (P = P × β), thereby obtaining a new command power value. P is obtained (step S60).

  After correcting the command power value P, the PM-ECU 181 performs power generation control of the fuel cell 110 based on the new command power value P (step S70).

  FIG. 5 is a timing chart showing an example of the operating state of the fuel cell vehicle 10. FIG. 5 shows time-series changes in the driving force, braking force, lock prediction flag, correction coefficient β, and command power value P of the fuel cell vehicle 10. Here, it is assumed that the driver loosens the accelerator at timing T1 and starts depressing the brake pedal, the braking force becomes greater than the driving force at timing T2, and the vehicle stops at timing T3.

  At the timing T2 when the driver depresses the accelerator pedal at the timing T1 and then depresses the brake pedal, the braking force is no longer greater than the driving force, so the lock prediction flag is turned on and the correction coefficient β decreases. Then, the command power value P becomes smaller than the command power value P when not corrected. The command power value P when not corrected is the command power value P when the lock prediction flag is off and the correction coefficient β is set to 1. That is, in the present embodiment, when the lock prediction device 186 predicts that the traction motor 136 is locked, the control device 180 instructs the fuel cell 110 to operate when the lock prediction device 186 does not predict that the motor 136 is locked. The command power value P is lowered by integrating the value P with a coefficient of 0 or more and less than 1.

  The control device 180 of the present embodiment described above predicts that the traction motor 136 is stopped (locked) by comparing the braking force of the brake 170 with the command torque value of the traction motor 136. Therefore, it is possible to detect that the traction motor 136 stops earlier than detecting the stop of the traction motor 136 from the measured value of the rotational speed of the traction motor 136. If the braking force of the brake 170 is greater than the command torque value of the traction motor 136, it is predicted that the traction motor 136 will be locked, and a correction coefficient β less than 1 is added to the command power value P as shown in FIG. As a result, the power generation amount of the fuel cell 110 is reduced. For example, when the command power value P is not corrected, the command power value P indicated by a broken line in FIG. 5 is obtained, so that the power corresponding to the region S surrounded by the part indicated by the broken line and the part indicated by the solid line is There is a risk of surplus generated power being supplied to the secondary battery 140. However, in the present embodiment, when the traction motor 136 is predicted to be locked, as shown by the solid line in FIG. 5, the command power value P is corrected to reduce the amount of power generation. It is possible to suppress excessive supply of electric power to the secondary battery 140.

Further, according to the present embodiment, since the correction coefficient β is directly integrated with the command power value P, for example, the upper limit command power value P _MAX (specifically, for example, the upper limit command power value P _MAX By correcting _Pwin ), the command power value P can be reduced earlier than the command power value P is reduced. This is because the value of P _{T / M} (power consumption of the traction motor 136) included in the above equation (2) may become larger than the actual value due to communication delay between the ECUs. This is because the upper limit command power value P _MAX also becomes a large value, and as a result, the large command power value P may be allowed. Therefore, according to the present embodiment, it is possible to suppress excessively generated power from being excessively supplied to the secondary battery 140 earlier than correcting the upper limit command power value P _MAX .

<Modification 1>
In the above embodiment, the control device 180 includes four ECUs, but the number of ECUs is not particularly limited. The role of each ECU can be changed as appropriate.

<Modification 2>
In the above-described embodiment, the power generation control device 189, the motor control device 184, the braking force detection device 185, and the lock prediction device 186 may all be integrated or a part thereof may be integrated. . For example, the power generation control device 189 may have the function of the lock prediction device 186. The power generation control device 189 may also have the function of the braking force detection device 185. For example, the brake depression amount sensor 192 may be provided with the function of the braking force detection device 185. In addition, each device included in the control device 180 may be incorporated in one housing, or may be dispersed and incorporated in a plurality of housings.

<Modification 3>
In the above embodiment, even when the lock prediction flag is off, the correction coefficient β is determined with reference to the map shown in FIG. On the other hand, when the lock prediction flag is off, the command power value P may not be corrected without referring to the map.

<Modification 4>
In the above embodiment, the braking force of the brake 170 is compared with the command torque value to predict whether or not the traction motor 136 is locked. In contrast, when the fuel cell vehicle 10 has a regenerative braking function in which the traction motor 136 serves as a generator to regenerate power, the braking force of the regenerative brake and the braking force of the brake 170 are summed. It may be predicted whether or not the traction motor 136 is locked by comparing the braking force with the command torque value.

<Modification 5>
In the above-described embodiment, the functions of the power generation control device 189, the motor control device 184, the braking force detection device 185, and the lock prediction device 186 may be realized by software by a computer executing a program. Alternatively, it may be realized by hardware by a circuit.

<Modification 6>
In the above embodiment, the PM-ECU 181 compares the command power value P with the upper limit command power value P _MAX and determines whether or not the command power value P exceeds the upper limit command power value P _MAX . However, the PM-ECU 181 transmits these as the power command PCOM to the FDC-ECU 183 without comparing the command power value P and the upper limit command power value P _MAX, and the FDC-ECU 183 sends the command power value P and the upper limit command power. The value P _MAX may be compared.

<Modification 7>
In the above embodiment, the process of comparing the command power value P with the upper limit command power value P _MAX is performed. On the other hand, the command power value P may be transmitted as it is as the power command PCOM to the FDC-ECU 183 without calculating the upper limit command power value P _MAX .

<Modification 8>
FIG. 6 is a diagram showing a second map for determining the correction coefficient β. FIG. 6 shows the relationship between the temperature of the secondary battery 140 and the correction coefficient β. In the above embodiment, as shown in FIG. 6, the correction coefficient β may be set to be smaller than the normal temperature when the temperature of the secondary battery 140 is low and when it is high. . In the example illustrated in FIG. 6, when the temperature of the secondary battery 140 is equal to or lower than the reference value Ta, the correction coefficient β decreases as the temperature of the secondary battery 140 decreases, and the temperature of the secondary battery 140 decreases to the reference value Tb ( However, above Tb> Ta), the correction coefficient β decreases as the temperature of the secondary battery 140 increases. If the correction coefficient β is set in this way, better correction can be performed according to the temperature characteristics of the secondary battery 140.

  The present invention is not limited to the above-described embodiments and modifications, and can be realized with various configurations without departing from the spirit thereof. For example, the technical feature in the embodiment or the modification corresponding to the technical feature in each embodiment described in the summary section of the invention is to solve part or all of the above-described problems, or In order to achieve part or all of the effects, replacement or combination can be performed as appropriate. Further, if the technical feature is not described as essential in the present specification, it can be deleted as appropriate.

DESCRIPTION OF SYMBOLS 10 ... Fuel cell vehicle 110 ... Fuel cell 120 ... Boost converter 130 ... Power control unit 132 ... Motor driver 134 ... DC / DC converter 136 ... Traction motor 137 ... ACP driver 138 ... Air compressor 140 ... Secondary battery 142 ... SOC detection part 150 ... FC auxiliary machine 170 ... Brake 180 ... Control device 181 ... PM-ECU
182 ... FC-ECU
183 ... FDC-ECU
184 ... MG-ECU
185 ... Braking force detection device 186 ... Lock prediction device 189 ... Power generation control device 190 ... Accelerator depression amount sensor 192 ... Brake depression amount sensor DCH ... High-voltage DC wiring DCL ... Low-voltage DC wiring WL ... Wheel

Claims (1)

A control device for a fuel cell vehicle, comprising: a fuel cell; a motor driven by electric power generated by the fuel cell; and a brake that brakes rotation of the motor.
A command torque value for controlling the output torque of the motor and a command power value that is a power generation amount of the fuel cell according to the command torque value are obtained, and the power generation amount of the fuel cell is determined based on the command power value. A power generation control device to control;
A motor control device for controlling the output torque of the motor according to the command torque value;
A braking force detection device for detecting a braking force by the brake;
A lock prediction device that predicts that the motor locks;
With
The lock prediction device predicts that the motor is locked when the braking force is greater than the command torque value, and predicts that the motor is locked when the braking force is less than or equal to the command torque value. Without
When the lock prediction device predicts that the motor is locked, the power generation control device adds a coefficient of 0 or more and less than 1 to the command power value when the lock prediction device is not predicted to lock the motor. And correcting the power generation amount of the fuel cell based on the corrected command power value,
Control device.

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