JP2018073722A - Fuel cell system - Google Patents

Fuel cell system Download PDF

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JP2018073722A
JP2018073722A JP2016214935A JP2016214935A JP2018073722A JP 2018073722 A JP2018073722 A JP 2018073722A JP 2016214935 A JP2016214935 A JP 2016214935A JP 2016214935 A JP2016214935 A JP 2016214935A JP 2018073722 A JP2018073722 A JP 2018073722A
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fuel cell
cell stack
power
output state
capacitor
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JP6765936B2 (en
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洋輔 垣見
Yosuke Kakimi
洋輔 垣見
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Toyota Industries Corp
Toyota Motor Corp
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/30—Hydrogen technology
    • Y02E60/50—Fuel cells
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells

Abstract

PROBLEM TO BE SOLVED: To provide a fuel cell system capable of supplying power required for vehicle, while preventing overdischarge of a power storage device when the vehicle load is in a high load condition.SOLUTION: A fuel cell system 100 includes a fuel cell stack 1 for supplying power to a motor 20, a capacitor 6 for storing power from the fuel cell stack 1, and supplying power to the motor 20, a voltage estimator 7 for detecting the charging rate of the capacitor 6, a current sensor 9 for measuring the current value of power supplied to the motor 20 from at least any one of the fuel cell stack 1 and the capacitor 6, and an ECU 8 for controlling output state of the fuel cell stack 1 based on the charging rate and the current value. When the charging rate goes below a prescribed threshold level, or when the current value reaches or goes above a prescribed high output transition reference value h continuously for a prescribed time or more, the ECU 8 brings the fuel cell stack 1 into high output state.SELECTED DRAWING: Figure 1

Description

この発明は、車両に搭載される燃料電池システムに関する。   The present invention relates to a fuel cell system mounted on a vehicle.

特許文献１には、電気自動車に搭載される電源装置が記載されている。この電源装置は、燃料電池と、燃料電池が出力した電力が蓄電される蓄電装置とが組み合わされたハイブリッド式の電源装置である。そして、電源装置の燃料電池出力制御手段は、検出された蓄電装置の充電残量に応じて、燃料電池による電力の出力を適宜変化させ、蓄電装置を効率よく充電する。具体的には、蓄電装置の充電残量が多ければ燃料電池による電力の出力を低出力の状態とし、充電残量が少なければ燃料電池による電力の出力を高出力の状態とする。   Patent Document 1 describes a power supply device mounted on an electric vehicle. This power supply device is a hybrid power supply device in which a fuel cell and a power storage device that stores electric power output from the fuel cell are combined. Then, the fuel cell output control means of the power supply device appropriately changes the output of power from the fuel cell in accordance with the detected remaining charge of the power storage device, and charges the power storage device efficiently. Specifically, the output of power from the fuel cell is set to a low output state if the remaining charge amount of the power storage device is large, and the output of the power from the fuel cell is set to a high output state if the remaining charge amount is small.

特開平７−２４０２１２号公報Japanese Patent Laid-Open No. 7-240212

しかしながら、産業車両が荷物を持ったまま坂道を登る等、車両のモータに高い負荷がかかる状況において蓄電装置が過放電にならないようにするためには、蓄電装置の充電残量に関わらず、できるだけ早急に燃料電池による電力の出力を高出力とする必要がある。   However, in order to prevent the power storage device from being overdischarged in a situation where the vehicle motor is subjected to a high load, such as climbing a hill with luggage, the power storage device can be as much as possible regardless of the remaining charge of the power storage device. There is an urgent need to increase the power output of the fuel cell.

この発明は、このような問題を解決するためになされ、車両負荷が高負荷条件にある時に蓄電装置の過放電を防止しつつ、車両に必要な電力を供給することができる燃料電池システムを提供することを目的とする。   The present invention has been made to solve such a problem, and provides a fuel cell system capable of supplying necessary electric power to a vehicle while preventing overdischarge of the power storage device when the vehicle load is in a high load condition. The purpose is to do.

上記の課題を解決するために、この発明に係る燃料電池システムは、酸素と燃料ガスとを反応させて発電を行い、車両負荷に電力を供給する燃料電池スタックと、燃料電池スタックからの電力を蓄電するとともに、車両負荷に電力を供給する蓄電装置と、蓄電装置の充電率を検出する充電率検出部と、燃料電池スタック又は蓄電装置の少なくともいずれか一方から車両負荷に供給される電力の電流値を測定する電流測定部と、充電率及び電流値に基づいて燃料電池スタックの出力状態を制御する制御装置とを備え、制御装置は、充電率が所定の閾値を下回った場合、又は、電流値が所定時間以上継続して所定の高出力移行基準値以上となった場合は、燃料電池スタックを高出力状態とする。
これにより、制御装置は、車両負荷に特に高い負荷が係る状況においては、蓄電装置の充電率に関わらず、燃料電池スタックを高出力状態に移行することができる。 In order to solve the above-described problems, a fuel cell system according to the present invention reacts oxygen and fuel gas to generate electric power and supplies electric power to a vehicle load, and electric power from the fuel cell stack. A power storage device that stores power and supplies power to the vehicle load, a charge rate detection unit that detects a charge rate of the power storage device, and a current of power supplied to the vehicle load from at least one of the fuel cell stack and the power storage device A current measuring unit for measuring the value and a control device for controlling the output state of the fuel cell stack based on the charging rate and the current value, and the control device is configured so that the charging rate falls below a predetermined threshold or the current If the value continues for a predetermined time or longer and becomes equal to or higher than a predetermined high output transition reference value, the fuel cell stack is set to a high output state.
Thereby, the control device can shift the fuel cell stack to the high output state regardless of the charging rate of the power storage device in a situation where the vehicle load is particularly high.

また、この発明に係る燃料電池システムの電流測定部は、蓄電装置から車両負荷に供給される電力の電流値を測定してもよい。   Further, the current measuring unit of the fuel cell system according to the present invention may measure the current value of the electric power supplied from the power storage device to the vehicle load.

また、制御装置は、蓄電装置の充電率に応じて燃料電池スタックの出力状態を、高出力状態を含む少なくとも３つの出力段階のいずれかに移行させることもできる。   Further, the control device can shift the output state of the fuel cell stack to any of at least three output stages including the high output state according to the charging rate of the power storage device.

また、蓄電装置の充電率が高くなるのに伴い、高出力移行基準値も高くなってもよい。   Further, as the charging rate of the power storage device increases, the high-output transition reference value may also increase.

この発明に係る燃料電池システムによれば、車両負荷が高負荷条件にある時に蓄電装置の過放電を防止しつつ、車両に必要な電力を供給することができる。   According to the fuel cell system of the present invention, when the vehicle load is in a high load condition, it is possible to supply necessary electric power to the vehicle while preventing over-discharge of the power storage device.

この発明の実施の形態に係る燃料電池システムを模式的に示す図である。1 is a diagram schematically showing a fuel cell system according to an embodiment of the present invention. 図１に示す燃料電池システムにおける蓄電装置の充電率と蓄電装置の持ち出し電流値と燃料電池スタックの出力状態の切り替えとの関係を模式的に示す図である。FIG. 2 is a diagram schematically showing the relationship between the charging rate of the power storage device, the carry-out current value of the power storage device, and the output state switching of the fuel cell stack in the fuel cell system shown in FIG. 図１に示す燃料電池システムにおける蓄電装置の充電率と高出力移行基準値との関係を模式的に示す表である。2 is a table schematically showing a relationship between a charging rate of a power storage device and a high output transition reference value in the fuel cell system shown in FIG. 1. この発明の別の実施の形態に係る燃料電池システムを模式的に示す図である。It is a figure which shows typically the fuel cell system which concerns on another embodiment of this invention.

以下、この発明の実施の形態について添付図面に基づいて説明する。
実施の形態１．
この発明の実施の形態１に係る燃料電池システム１００の構成を図１に示す。
燃料電池システム１００は、複数のセル（図示せず）を有する燃料電池スタック１と、燃料電池スタック１に水素ガスを供給可能な水素タンク２と、燃料電池スタック１に酸素を含む空気を供給可能なコンプレッサ３とを備えている。燃料電池スタック１と水素タンク２との間には、燃料電池スタック１の各セルに供給される水素ガス量を調整するための電磁弁４が設けられる。 Embodiments of the present invention will be described below with reference to the accompanying drawings.
Embodiment 1 FIG.
A configuration of a fuel cell system 100 according to Embodiment 1 of the present invention is shown in FIG.
The fuel cell system 100 can supply a fuel cell stack 1 having a plurality of cells (not shown), a hydrogen tank 2 capable of supplying hydrogen gas to the fuel cell stack 1, and air containing oxygen to the fuel cell stack 1. The compressor 3 is provided. An electromagnetic valve 4 for adjusting the amount of hydrogen gas supplied to each cell of the fuel cell stack 1 is provided between the fuel cell stack 1 and the hydrogen tank 2.

さらに、燃料電池スタック１には、ＤＣ／ＤＣコンバータ５が電気的に接続される。また、ＤＣ／ＤＣコンバータ５には車両負荷としてのモータ２０が電気的に接続される。すなわち、燃料電池スタック１にはＤＣ／ＤＣコンバータ５を介してモータ２０が電気的に接続されている。さらに、ＤＣ／ＤＣコンバータ５とモータ２０との間には分岐点Ｂ１を介してキャパシタ６が接続される。ここで、キャパシタ６は、モータ２０と並列になるように燃料電池スタック１及びＤＣ／ＤＣコンバータ５に電気的に接続されている。また、キャパシタ６には電圧推定器７が取り付けられる。さらに、電圧推定器７と分岐点Ｂ１との間、すなわちキャパシタ６の電力の受け渡しの入口には電流センサ９が設けられ、電圧推定器７と直列に配置される。また、コンプレッサ３、電磁弁４、電圧推定器７及び電流センサ９には、マイクロコンピュータによって構成されるＥＣＵ８が電気的に接続される。
ここで、キャパシタ６は蓄電装置を構成する。また、ＥＣＵ８は制御部を構成する。またさらに、ＥＣＵ８は電圧推定器７によって推定されるキャパシタ６の電圧に基づいてキャパシタ６の充電率Ｖを算出することができるため、ＥＣＵ８及び電圧推定器７は、キャパシタ６の充電率Ｖを検出する充電率検出部を構成する。さらにまた、電流センサ９は、キャパシタ６からモータ２０に供給される電力の電流値を測定する電流測定部を構成する。
なお、モータ２０は、車両を走行させる走行モータである。 Further, a DC / DC converter 5 is electrically connected to the fuel cell stack 1. The DC / DC converter 5 is electrically connected to a motor 20 as a vehicle load. That is, the motor 20 is electrically connected to the fuel cell stack 1 via the DC / DC converter 5. Further, a capacitor 6 is connected between the DC / DC converter 5 and the motor 20 via a branch point B1. Here, the capacitor 6 is electrically connected to the fuel cell stack 1 and the DC / DC converter 5 so as to be in parallel with the motor 20. A voltage estimator 7 is attached to the capacitor 6. Further, a current sensor 9 is provided between the voltage estimator 7 and the branch point B 1, that is, at the entrance of power transfer of the capacitor 6, and is arranged in series with the voltage estimator 7. In addition, an ECU 8 constituted by a microcomputer is electrically connected to the compressor 3, the electromagnetic valve 4, the voltage estimator 7 and the current sensor 9.
Here, the capacitor 6 constitutes a power storage device. Moreover, ECU8 comprises a control part. Furthermore, since the ECU 8 can calculate the charging rate V of the capacitor 6 based on the voltage of the capacitor 6 estimated by the voltage estimator 7, the ECU 8 and the voltage estimator 7 detect the charging rate V of the capacitor 6. A charge rate detection unit is configured. Furthermore, the current sensor 9 constitutes a current measuring unit that measures the current value of the electric power supplied from the capacitor 6 to the motor 20.
The motor 20 is a traveling motor that causes the vehicle to travel.

次に、燃料電池システム１００の動作について説明する。
なお、以下の説明において、燃料電池スタック１の発電電力をＰＧとし、キャパシタ６から出力される電力をＰｃとする。また、燃料電池スタック１及びキャパシタ６からモータ２０に供給される電力をＰ-ｗとする。ここで、電力Ｐｗは、モータ２０の要求電力でもある。 Next, the operation of the fuel cell system 100 will be described.
In the following description, the generated power of the fuel cell stack 1 and P G, the power output from the capacitor 6 to Pc. Further, the power supplied from the fuel cell stack 1 and the capacitor 6 to the motor 20 is Pw. Here, the power Pw is also a required power of the motor 20.

まず、水素タンク２から水素が、コンプレッサ３から空気が、各々、燃料電池スタック１に供給される。そして、燃料電池スタック１の各々のセルでは、水素タンク２から供給される水素とコンプレッサ３から供給される空気中の酸素とが化学反応を起こし電気エネルギーが生成され、発電が行われる。ここで、ＥＣＵ８は電磁弁４の開閉を制御して、水素タンク２から燃料電池スタック１に供給される水素の量を調整する。また同時に、ＥＣＵ８は、コンプレッサ３を制御して燃料電池スタック１に供給される空気の量を調整する。これによって、ＥＣＵ８は、燃料電池スタック１に供給される空気中の酸素及び水素の量を調整し、燃料電池スタック１の発電電力ＰＧの出力状態を制御する。 First, hydrogen is supplied from the hydrogen tank 2 and air is supplied from the compressor 3 to the fuel cell stack 1. In each cell of the fuel cell stack 1, hydrogen supplied from the hydrogen tank 2 and oxygen in the air supplied from the compressor 3 cause a chemical reaction to generate electric energy, thereby generating electric power. Here, the ECU 8 controls the opening and closing of the electromagnetic valve 4 to adjust the amount of hydrogen supplied from the hydrogen tank 2 to the fuel cell stack 1. At the same time, the ECU 8 controls the compressor 3 to adjust the amount of air supplied to the fuel cell stack 1. Thus, ECU 8 may adjust the oxygen and the amount of hydrogen in the air supplied to the fuel cell stack 1, to control the output state of the generator power P G of the fuel cell stack 1.

また、燃料電池スタック１で発電された電力ＰＧは、ＤＣ／ＤＣコンバータ５によって所定の電圧まで降圧された後、要求電力Ｐｗ分がモータ２０に供給される。また、余剰の電力は分岐点Ｂ１を介してキャパシタ６に供給され、蓄電される。一方、燃料電池スタック１で発電された電力ＰＧがモータ２０の要求電力ＰＷを下回る場合には、不足分の電力Ｐｃがキャパシタ６からモータ２０に供給される。 The power P G generated by the fuel cell stack 1, after being stepped down to a predetermined voltage by the DC / DC converter 5, the required power Pw min is supplied to the motor 20. In addition, surplus power is supplied to the capacitor 6 via the branch point B1 and stored. On the other hand, the power P G generated by the fuel cell stack 1 when below the required power P W of the motor 20, shortage of power Pc is supplied from the capacitor 6 to the motor 20.

図２及び３を参照して、ＥＣＵ８による燃料電池スタック１の発電電力ＰＧの制御について詳細に説明する。
燃料電池スタック１の発電の出力状態には、図２に示すように、発電停止状態と、低出力状態と、中出力状態と、高出力状態との４段階の状態がある。
発電停止状態とは、燃料電池スタック１において発電が行われておらず、発電電力ＰＧ＝０［Ｋｗ］である状態をいう。
また、低出力状態とは、セルの劣化を伴うことなく発電可能である最低値の発電電力ＰＧを、燃料電池スタック１が出力している状態をいう。
さらに、高出力状態とは、車両が最大負荷で動作する際にモータ２０の要求電力Ｐｗの最大値としての発電電力を燃料電池スタック１が発電している状態をいう。
またさらに、中出力状態とは、低出力状態時の発電の電力値と高出力状態時の発電の電力値との間の所定値である発電電力を、燃料電池スタック１が出力している状態をいう。ここで、中出力状態における燃料電池スタック１の中出力である発電電力ＰＧは、通常の使用条件において車両が動作する際のモータ２０の要求電力Ｐｗのほぼ平均的な値に設定される。 Referring to FIGS. 2 and 3, will be described in detail the control of the generated power P G of the fuel cell stack 1 by the ECU 8.
As shown in FIG. 2, the power generation output state of the fuel cell stack 1 has four stages of a power generation stop state, a low output state, a medium output state, and a high output state.
The power generation stop state refers to a state where power generation is not performed in the fuel cell stack 1 and generated power P G = 0 [Kw].
Further, the low output state refers to a state in which the generated power P G of minimum possible power without degradation of the cell, the fuel cell stack 1 is output.
Further, the high output state refers to a state in which the fuel cell stack 1 is generating the generated power as the maximum value of the required power Pw of the motor 20 when the vehicle operates at the maximum load.
Furthermore, the medium output state is a state in which the fuel cell stack 1 outputs generated power that is a predetermined value between the power value of power generation in the low output state and the power value of power generation in the high output state. Say. Here, the generated power P G is output in the fuel cell stack 1 at the medium output state is set in the normal use conditions substantially average value of required power Pw of the motor 20 when the vehicle is operated.

通常時の燃料電池システム１００では、図２に示すように、ＥＣＵ８はキャパシタ６の充電率に応じて、燃料電池スタック１の発電の出力状態を切り替える。
具体的には、まず、燃料電池スタック１が発電停止状態にある時、キャパシタ６の充電率Ｖが発電開始閾値５０［％］を下回った場合は、燃料電池スタック１は発電を開始して、出力状態は発電停止状態から低出力状態に移行する（切替段階Ｓ１）。次に、燃料電池スタック１が低出力状態にある時、キャパシタ６の充電率Ｖが中出力切替閾値４５［％］を下回った場合は、燃料電池スタック１の発電の出力状態は低出力状態から中出力状態に移行する（切替段階Ｓ２）。さらに次に、燃料電池スタック１が中出力状態にある時、キャパシタ６の充電率Ｖが高出力切替閾値を下回った場合は、燃料電池スタック１の発電の出力状態は中出力状態から高出力状態に移行する（切替段階Ｓ３）。なお、高出力切替閾値は、車両が最も厳しい条件で使用された際に燃料電池システム１００を保護するために最低限必要なキャパシタ６の充電率として設定される。 In the normal fuel cell system 100, as shown in FIG. 2, the ECU 8 switches the power generation output state of the fuel cell stack 1 in accordance with the charging rate of the capacitor 6.
Specifically, first, when the fuel cell stack 1 is in a power generation stop state, if the charging rate V of the capacitor 6 falls below the power generation start threshold 50 [%], the fuel cell stack 1 starts power generation, The output state shifts from the power generation stop state to the low output state (switching step S1). Next, when the fuel cell stack 1 is in the low output state and the charging rate V of the capacitor 6 falls below the medium output switching threshold 45 [%], the power generation output state of the fuel cell stack 1 is changed from the low output state. Transition to the medium output state (switching step S2). Next, when the fuel cell stack 1 is in the medium output state, and the charging rate V of the capacitor 6 falls below the high output switching threshold, the power generation output state of the fuel cell stack 1 is changed from the medium output state to the high output state. (Switching step S3). Note that the high output switching threshold is set as the minimum charging rate of the capacitor 6 required to protect the fuel cell system 100 when the vehicle is used under the most severe conditions.

また、燃料電池スタック１が高出力状態にある時、キャパシタ６の充電率Ｖが中出力切替閾値４５［％］を上回った場合は、燃料電池スタック１の発電の出力状態は高出力状態から中出力状態に移行する（切替段階Ｓ４）。次に、燃料電池スタック１が中出力状態にある時、キャパシタ６の充電率Ｖが出力低減閾値６０［％］を上回った場合は、燃料電池スタック１の発電の出力状態は中出力状態から低出力状態に移行する（切替段階Ｓ５）。さらに次に、燃料電池スタック１が低出力状態にある時、キャパシタ６の充電率Ｖが発電停止閾値７０［％］を上回った場合は、燃料電池スタック１は発電を停止して、出力状態は低出力状態から発電停止状態に移行する（切替段階Ｓ６）。   When the fuel cell stack 1 is in the high output state, if the charging rate V of the capacitor 6 exceeds the medium output switching threshold 45 [%], the power generation output state of the fuel cell stack 1 is changed from the high output state to the middle. Transition to the output state (switching step S4). Next, when the fuel cell stack 1 is in the medium output state, if the charging rate V of the capacitor 6 exceeds the output reduction threshold 60 [%], the power generation output state of the fuel cell stack 1 is low from the medium output state. Transition to the output state (switching step S5). Next, when the fuel cell stack 1 is in a low output state, if the charging rate V of the capacitor 6 exceeds the power generation stop threshold 70 [%], the fuel cell stack 1 stops power generation and the output state is Transition from the low output state to the power generation stop state (switching step S6).

一方、ＥＣＵ８が、モータ２０が高負荷条件にあると判断した場合、図２の矢印Ｒ１〜Ｒ３に示すように、キャパシタ６の充電率に関わらず、燃料電池スタック１の発電の出力状態を高出力状態に移行する。具体的には、ＥＣＵ８は、電流センサ９によって測定される電力Ｐｃの電流値、すなわちキャパシタ６からの持ち出し電流の電流値が２秒以上継続して高出力移行基準値ｈ［Ａ］以上となった時に、モータ２０は高負荷条件にあると判断する。
なお、高負荷条件とは、車両が荷物を持ちながら坂道を登る等の厳しい状況で使用されてモータ２０に所定以上の高い負荷がかかり、モータ２０の要求電力Ｐｗが最大値をとる時の条件である。また、高出力移行基準値ｈとはモータ２０が高負荷条件にある時に、モータ２０に供給される電力の電流値であるものとする。そして、この実施の形態に係る燃料電池システム１００については、高出力移行基準値ｈはキャパシタ６からモータ２０に供給される電力Ｐｃについての電流値とされる。 On the other hand, when the ECU 8 determines that the motor 20 is in a high load condition, the power generation output state of the fuel cell stack 1 is increased regardless of the charging rate of the capacitor 6, as indicated by arrows R1 to R3 in FIG. Transition to the output state. Specifically, the ECU 8 keeps the current value of the electric power Pc measured by the current sensor 9, that is, the current value of the carry-out current from the capacitor 6, continuously exceeding the high output transition reference value h [A] for 2 seconds or more. It is determined that the motor 20 is in a high load condition.
The high load condition is a condition when the vehicle 20 is used in a harsh situation such as climbing a hill while carrying a load, and the motor 20 is subjected to a load higher than a predetermined value, and the required power Pw of the motor 20 takes a maximum value. It is. The high output transition reference value h is a current value of electric power supplied to the motor 20 when the motor 20 is in a high load condition. In the fuel cell system 100 according to this embodiment, the high output transition reference value h is the current value for the electric power Pc supplied from the capacitor 6 to the motor 20.

また、図３に示すように、高出力移行基準値ｈはキャパシタ６の充電率Ｖに応じて変化する。すなわち、キャパシタ６の充電率Ｖが１００％の時の高出力移行基準値ｈの比率を１とすると、キャパシタ６の充電率Ｖが９０％、８０％、７０％……と低下するのに伴い、高出力移行基準値ｈの比率も０．９、０．８、０．７……と低くなっていく。すなわち、キャパシタ６の充電率Ｖが高い程、燃料電池スタック１を高出力状態に移行させるための条件は厳しくなる。   Further, as shown in FIG. 3, the high output transition reference value h changes according to the charging rate V of the capacitor 6. That is, when the ratio of the high output transition reference value h when the charging rate V of the capacitor 6 is 100% is 1, the charging rate V of the capacitor 6 decreases to 90%, 80%, 70%,. Further, the ratio of the high output transition reference value h is also lowered to 0.9, 0.8, 0.7. That is, as the charging rate V of the capacitor 6 is higher, the conditions for shifting the fuel cell stack 1 to the high output state become stricter.

以上より、この実施の形態１に係る燃料電池システム１００では、ＥＣＵ８は、キャパシタ６の充電率Ｖが高出力切替閾値を下回った場合のみならず、電力Ｐｃの電流値が２秒以上継続して高出力移行基準値ｈ以上となった場合に、燃料電池スタック１を高出力状態とする。このように、モータ２０が高負荷条件にあると判断される時に、キャパシタ６の充電率Ｖに関わらず、即座に燃料電池スタック１を高出力状態とすることで、キャパシタ６の過放電が防止され、モータ２０に安定的に必要な電力を供給することができる。   As described above, in the fuel cell system 100 according to the first embodiment, the ECU 8 continues the current value of the electric power Pc for 2 seconds or more as well as when the charging rate V of the capacitor 6 falls below the high output switching threshold. When it becomes equal to or higher than the high output transition reference value h, the fuel cell stack 1 is brought into a high output state. As described above, when it is determined that the motor 20 is in a high load condition, the fuel cell stack 1 is immediately brought into a high output state regardless of the charging rate V of the capacitor 6, thereby preventing overdischarge of the capacitor 6. Thus, the necessary electric power can be stably supplied to the motor 20.

また、電流センサ９が、キャパシタ６からモータ２０に供給される電力Ｐｃの電流値、すなわちキャパシタ６からの持ち出し電流値を直接測定しているため、キャパシタ６からの不必要な電力の出力が抑えられ、過放電をより確実に防止することができる。   Further, since the current sensor 9 directly measures the current value of the electric power Pc supplied from the capacitor 6 to the motor 20, that is, the current value taken out from the capacitor 6, unnecessary power output from the capacitor 6 is suppressed. And overdischarge can be prevented more reliably.

また、モータ２０が高負荷条件ではない通常の使用時において、ＥＣＵ８は、キャパシタ６の充電率Ｖに応じて燃料電池スタック１の出力状態を、発電停止状態、低出力状態、中出力状態、高出力状態の４つの出力段階に適宜移行させる。これにより、キャパシタ６を効率よく充電しつつ、モータ２０に必要な電力を供給することができる。   Further, during normal use when the motor 20 is not under a high load condition, the ECU 8 changes the output state of the fuel cell stack 1 according to the charging rate V of the capacitor 6 to a power generation stop state, a low output state, a medium output state, a high output state. The output state is appropriately shifted to the four output stages. Thereby, the electric power required for the motor 20 can be supplied while charging the capacitor 6 efficiently.

また、図３に示すように、キャパシタ６の充電率Ｖが高くなる程、高出力移行基準値ｈも高くなるため、キャパシタ６の充電残量に余裕がある間は燃料電池スタック１が高出力状態に切り替わるための条件は厳しくなる。これにより、燃料電池スタック１の出力状態の切替の回数が少なくなり、燃料電池スタック１のセルの劣化が防止される。   Further, as shown in FIG. 3, the higher the charging rate V of the capacitor 6 is, the higher the high output shift reference value h is. Therefore, the fuel cell stack 1 has a high output while the remaining charge amount of the capacitor 6 has a margin. The conditions for switching to a state become severe. Thereby, the frequency | count of switching of the output state of the fuel cell stack 1 decreases, and deterioration of the cell of the fuel cell stack 1 is prevented.

また、電流センサ９が設けられる位置は、この実施の形態の燃料電池システム１００のように、キャパシタ６の電力の受け渡しの入口に限定されない。すなわち、図４に示す燃料電池システム２００のように、分岐点Ｂ１とモータ２０との間に電流センサ１９が設けられていても良い。この場合、燃料電池システム２００の電流センサ１９は、燃料電池スタック１及びキャパシタ６からモータ２０に供給される電力Ｐｗの電流値を測定する。また、この燃料電池システム２００においては、高出力移行基準値ｈも電力Ｐｗの電流値に基づいて設定される。   Further, the position where the current sensor 9 is provided is not limited to the power transfer entrance of the capacitor 6 as in the fuel cell system 100 of this embodiment. That is, the current sensor 19 may be provided between the branch point B1 and the motor 20 as in the fuel cell system 200 shown in FIG. In this case, the current sensor 19 of the fuel cell system 200 measures the current value of the electric power Pw supplied from the fuel cell stack 1 and the capacitor 6 to the motor 20. In the fuel cell system 200, the high output transition reference value h is also set based on the current value of the power Pw.

また、モータ２０が高負荷条件にあると判断される場合は、電流センサ９又は１９が測定する電流値が２秒以上、高出力移行基準値ｈ以上となる場合に限定されない。すなわち、電流値が高出力移行基準値ｈ以上となる継続時間が２秒よりも長い又は短い時間であっても良い。   Further, when it is determined that the motor 20 is in a high load condition, the present invention is not limited to the case where the current value measured by the current sensor 9 or 19 is 2 seconds or more and the high output transition reference value h or more. That is, the duration for which the current value is equal to or higher than the high output transition reference value h may be longer or shorter than 2 seconds.

また、燃料電池スタック１の出力状態は、発電停止状態、低出力状態、中出力状態及び高出力状態の４つの出力段階に設定される場合に限定されず、例えば、発電停止状態、低出力状態及び高出力状態の３つの出力段階に設定されていてもよい。また、燃料電池スタック１の出力状態が５つ以上の出力段階に設定されていても良い。   Further, the output state of the fuel cell stack 1 is not limited to the case where the output state is set to four output stages of a power generation stop state, a low output state, a medium output state, and a high output state. And may be set to three output stages in a high output state. Further, the output state of the fuel cell stack 1 may be set to five or more output stages.

１ 燃料電池スタック、７ 電圧推定器（充電率検出部）、８ ＥＣＵ（制御部、充電率検出部）、９，１９ 電流センサ（電流測定部）、２０ モータ（車両負荷）、１００，２００ 燃料電池システム。   DESCRIPTION OF SYMBOLS 1 Fuel cell stack, 7 Voltage estimator (charge rate detection part), 8 ECU (control part, charge rate detection part), 9, 19 Current sensor (current measurement part), 20 Motor (vehicle load), 100, 200 Fuel Battery system.

Claims (4)

酸素と燃料ガスとを反応させて発電を行い、車両負荷に電力を供給する燃料電池スタックと、
前記燃料電池スタックからの電力を蓄電するとともに、前記車両負荷に電力を供給する蓄電装置と、
前記蓄電装置の充電率を検出する充電率検出部と、
前記燃料電池スタック又は前記蓄電装置の少なくともいずれか一方から前記車両負荷に供給される電力の電流値を測定する電流測定部と、
前記充電率及び前記電流値に基づいて前記燃料電池スタックの出力状態を制御する制御装置とを備え、
前記制御装置は、前記充電率が所定の閾値を下回った場合、又は、前記電流値が所定時間以上継続して所定の高出力移行基準値以上となった場合は、前記燃料電池スタックを高出力状態とする燃料電池システム。 A fuel cell stack that reacts oxygen and fuel gas to generate electricity and supplies power to the vehicle load;
A power storage device that stores power from the fuel cell stack and supplies power to the vehicle load;
A charge rate detector for detecting a charge rate of the power storage device;
A current measuring unit for measuring a current value of electric power supplied to the vehicle load from at least one of the fuel cell stack and the power storage device;
A control device for controlling the output state of the fuel cell stack based on the charging rate and the current value;
When the charging rate falls below a predetermined threshold, or when the current value continues for a predetermined time or more and exceeds a predetermined high output transition reference value, the control device outputs the fuel cell stack to a high output Fuel cell system to be in a state. 前記電流測定部は、前記蓄電装置から前記車両負荷に供給される電力の前記電流値を測定する請求項１に記載の燃料電池システム。   The fuel cell system according to claim 1, wherein the current measuring unit measures the current value of electric power supplied from the power storage device to the vehicle load. 前記制御装置は、前記蓄電装置の前記充電率に応じて前記燃料電池スタックの前記出力状態を、前記高出力状態を含む少なくとも３つの出力段階のいずれかに移行させる請求項１又は２に記載の燃料電池システム。   3. The control device according to claim 1, wherein the control device shifts the output state of the fuel cell stack to one of at least three output stages including the high output state according to the charging rate of the power storage device. Fuel cell system. 前記蓄電装置の前記充電率が高くなるのに伴い、前記高出力移行基準値は高くなる請求項１〜３のいずれか一項に記載の燃料電池システム。   The fuel cell system according to any one of claims 1 to 3, wherein the high output transition reference value increases as the charging rate of the power storage device increases.
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