JP2019053836A - Fuel cell system - Google Patents

Abstract

To decrease the uncomfortable feeling of the degree of NV of an auxiliary device about a deceleration feeling according to the decrease in velocity while ensuring the deceleration feeling by making the auxiliary device consume a regenerative electric power during deceleration of a vehicle.SOLUTION: In a fuel cell system installed in a vehicle, a control part performs regenerative braking by controlling a regenerative torque to be required for a driving motor to generate a regenerative electric power during deceleration of the vehicle. In regenerative braking, the control part performs the steps of: (a) driving an air compressor with a quantity of driving the air compressor according to the regenerative torque, thereby having the air compressor consume a regenerative electric power generated according to the regenerative torque; and (b) decreasing the quantity of driving the air compressor and in parallel, increasing a quantity of driving a heater to drive the air compressor and heater, thereby making the air compressor and heater consume a regenerative electric power generated according to the regenerative torque after the step (a).SELECTED DRAWING: Figure 2

Description

  The present invention relates to a fuel cell system.

  In the fuel cell system mounted on a moving body such as a fuel cell vehicle of Patent Document 1, the regeneration of the drive motor is performed by driving an air compressor for supplying air to the fuel cell for a predetermined period during regenerative braking of the drive motor. Electric power is consumed by an air compressor to secure braking force by the drive motor, and realize a driver's feeling of deceleration. In addition, by driving the air compressor for a predetermined period, drying of the fuel cell by air supplied to the fuel cell is suppressed.

JP 2007-123169 A

  In the above prior art, when the driving of the air compressor is stopped when a predetermined period has elapsed, the regenerative braking force suddenly decreases and the deceleration changes, so drivability may decrease. On the other hand, if the output of the air compressor is decreased in synchronization with the decrease in the regenerative braking force (regenerative braking torque), it is possible to secure a feeling of deceleration at a deceleration accompanying the decrease in the regenerative braking force. In general, the driver expects that the noise and vibration (NV) of the vehicle will decrease as the deceleration decreases as the regenerative braking force decreases. However, the driver may feel a sense of incongruity because the noise and vibration (NV) of the air compressor is large with respect to the decrease in the deceleration. For this reason, if the NV expected by the driver does not match the actual NV, the operability (drivability) felt by the driver may be reduced.

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

(1) According to one aspect of the present invention, a fuel cell system mounted on a vehicle is provided. The fuel cell system includes: a fuel cell and a secondary battery as power sources for a drive motor that generates power for the vehicle; an air compressor for supplying air as an oxidizing gas to the fuel cell; A heater for generating generated heat; and a control unit that performs regenerative braking by generating regenerative power by controlling regenerative torque required for the drive motor when the vehicle is decelerated. In the case where the control unit performs the regenerative braking when the vehicle is decelerated; (a) the air compressor is driven according to the regenerative torque by driving the air compressor with a drive amount of the air compressor according to the regenerative torque; Regenerative power is consumed by the air compressor; (b) after the processing of (a), the driving amount of the heater is increased while the driving amount of the air compressor is decreased, and the air compressor and the heater are driven. Thus, the regenerative power generated according to the regenerative torque is consumed by the air compressor and the heater.
According to the fuel cell system of this embodiment, while reducing the driving amount of the air compressor, the driving amount of the heater is increased and the regenerative power generated according to the regenerative torque is consumed, so that the change in the regenerative braking force is suppressed. Can do. Further, since the driving amount of the heater having a small NV is increased while reducing the driving amount of the air compressor having a large NV as compared with the heater, the regenerative electric power generated according to the regenerative torque is consumed while reducing the NV by the air compressor. be able to. As a result, the driver feels that the NV of the air compressor is large with respect to the feeling of deceleration according to the deceleration while securing the driver's feeling of deceleration according to the deceleration due to the regenerative braking force according to the regenerative torque. It is possible to suppress a decrease in operability (drivability) felt by the user.

  The present invention can be realized in various forms. For example, in addition to a fuel cell system mounted on a vehicle, for example, a fuel cell system mounted on a moving body or the like, and a fuel cell system are mounted. The present invention can also be applied to various forms such as a moving body such as a vehicle. It can also be realized in the form of a control method of the fuel cell system. Further, the present invention is not limited to the above-described embodiment, and can be realized in various forms within the scope not departing from the gist of the present invention.

1 is a block diagram illustrating a schematic configuration of a fuel cell system according to an embodiment of the present invention. It is a time chart for demonstrating the operation | movement of regenerative braking.

A. Embodiment:
FIG. 1 is a block diagram showing a schematic configuration of a fuel cell system 10 according to an embodiment of the present invention. The fuel cell system 10 is mounted on a vehicle (hereinafter also referred to as a “fuel cell vehicle”) as a system that generates electric power for operating a drive motor (TM) 220 that generates power.

  The fuel cell system 10 includes a fuel cell (FC) 100, a fuel cell converter 110, a secondary battery (BT) 120, a secondary battery converter 130, an auxiliary device 140, a motor inverter 150, an air The compressor inverter 160, the PM control unit 170, the FC control unit 180, the FDC control unit 190, and the MG control unit 200 are provided. The fuel cell system 10 includes a reaction gas supply mechanism 102 and an air compressor (ACP) 104 that is a part of the reaction gas supply mechanism 102. In addition, the fuel cell system 10 includes a BT sensor 125 for detecting the operating state of the secondary battery 120. Although not shown, the fuel cell system 10 includes the temperature of the fuel tank and the fuel cell, the flow rate and pressure of the reaction gas (hydrogen, air), the temperature, the temperature of the refrigerant, the flow rate of the refrigerant, the operating states of various valves, Various sensors (not shown) for detecting the operating state of the air compressor and the hydrogen pump and the like, a cell monitor (not shown) for detecting the cell voltage of the fuel cell, and the like are provided. Information detected by these various sensors is used in the control units 170, 180, 190, and 200.

  The fuel cell 100 is a unit that generates electric power through an electrochemical reaction between hydrogen and oxygen, which are reaction gases, and functions as a power source for the drive motor 220 output from the fuel cell system 10. Although various types of fuel cells 100 can be applied, in this embodiment, a solid polymer type is used. The fuel cell 100 is electrically connected to the fuel cell converter 110 via the FC output wiring FCL.

  The reaction gas supply mechanism 102 includes a fuel gas supply unit for supplying hydrogen, which is a fuel gas (also referred to as “anode gas”), to the anode of the fuel cell 100, and an oxidizing gas (also referred to as “cathode gas”) as the cathode. An oxidizing gas supply unit for supplying air containing oxygen to the fuel cell 100 and a refrigerant supply unit for supplying a cooling medium (for example, cooling water) to the refrigerant flow path of the fuel cell 100 are provided. The illustration and description of each supply unit are omitted. The air compressor 104 is a part of the oxidizing gas supply unit and supplies air to the cathode of the fuel cell 100.

  The fuel cell converter 110 is a step-up converter device, and performs a step-up operation for stepping up the output voltage of the fuel cell 100 to a target voltage. The fuel cell converter 110 is electrically connected in parallel to the motor inverter 150 and the air compressor inverter 160 via the high-voltage DC wiring HCL.

  The secondary battery 120 functions as a power source of the drive motor 220 together with the fuel cell 100. In the present embodiment, the secondary battery 120 is configured by a lithium ion battery. In other embodiments, the secondary battery 120 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 120 is electrically connected to the secondary battery converter 130 via the BT DC wiring BCL.

  The secondary battery converter 130 is electrically connected in parallel with the fuel cell converter 110, the motor inverter 150, and the air compressor inverter 160 via the high-voltage DC wiring HCL. Secondary battery converter 130 adjusts the voltage in high-voltage DC wiring HCL, which is the input voltage of inverter 150 for motor and inverter 160 for air compressor, and controls charging / discharging of secondary battery 120.

  When the output power from the fuel cell converter 110 is insufficient with respect to the target output power, the secondary battery converter 130 discharges the secondary battery 120 to convert the output power of the secondary battery 120. Output to the high voltage DC wiring HCL side. The electric power output from the secondary battery converter 130 to the high-voltage DC wiring HCL is supplied to the drive motor 220 and the air compressor 104 via the motor inverter 150 and the air compressor inverter 160. On the other hand, when the secondary battery converter 130 charges the secondary battery 120 with regenerative power generated in the drive motor 220 or the output power of the fuel cell 100, the secondary battery converter 130 converts these powers to the BT DC wiring BCL side. Output. Thereby, the secondary battery converter 130 can charge the secondary battery 120 with the power output to the BT DC wiring BCL and supply it to the auxiliary device 140.

  The auxiliary machine 140 includes an auxiliary machine used for operating the fuel cell 100, a heater 145 that is an auxiliary machine used for air conditioning, and the like. An auxiliary machine used for the operation of the fuel cell 100 is an auxiliary machine constituting a part of the reaction gas supply mechanism 102. For example, a hydrogen circulation pump for circulating hydrogen as an anode gas in the fuel cell 100, A refrigerant pump of a cooling device for cooling the fuel cell 100 is included. As the heater 145, for example, a water heater that generates hot water used for outputting warm air is used. The auxiliary machine 140 is electrically connected to the BT DC wiring BCL, and operates by consuming electric power supplied from the secondary battery 120 or the secondary battery converter 130 to the BT DC wiring BCL.

  The motor inverter 150 converts the electric power supplied from the fuel cell 100 and the secondary battery 120 via the high-voltage DC wiring HCL into a three-phase AC power, and supplies it to the drive motor 220. Further, the motor inverter 150 converts the regenerative power generated in the drive motor 220 into DC power and outputs it to the high-voltage DC wiring HCL. The air compressor inverter 160 also converts the electric power supplied from the fuel cell 100 and the secondary battery 120 via the high-voltage DC wiring HCL into a three-phase AC power and supplies it to the air compressor 104.

  The drive motor 220 is a power generation device that is driven by power supplied from the fuel cell 100 and the secondary battery 120. In addition, when the accelerator 210 receives a deceleration instruction, the drive motor 220 decreases the output (torque) until it shifts to the regenerative operation. The drive motor 220 shifts from the power running operation to the regenerative operation when the output (torque) becomes equal to or less than the set value.

  The PM controller 170 controls the operation of various control units such as the FC control unit 180, the FDC control unit 190, and the MG control unit 200 in order to control the operation of each unit of the fuel cell system 10. It is a control unit.

  The PM controller 170 controls the motor torque to the drive motor (TM) 220 according to the accelerator opening received by the accelerator 210, the operation mode received by the shift device 230, and the state of the secondary battery detected by the BT sensor 125. The required value, the FC output request value to the fuel cell (FC) 100, and the BT output request value to the secondary battery (BT) 120 are determined. Then, the PM control unit 170 controls the air compressor 104 by the reaction gas supply mechanism 102 and the air compressor inverter 160 by controlling the FC control unit 180 and the MG control unit 200 based on the FC output request value, The power generation of the fuel cell 100 is controlled. Further, the PM control unit 170 controls the fuel cell converter 110 by controlling the FDC control unit 190 based on the FC output request value. Further, the PM control unit 170 controls the MG control unit 200 based on the motor torque request value, thereby controlling the motor inverter 150 to control the power running operation and the regenerative operation of the drive motor 220. In addition, the PM control unit 170 controls the secondary battery converter 130 by controlling the MG control unit 200 based on the BT output request value to perform the charging operation and discharging operation (output operation) of the secondary battery 120. Control.

  The PM control unit 170, and the FC control unit 180, the FDC control unit 190, and the MG control unit 200 that are comprehensively controlled by the PM control unit 170 are a memory, such as a CPU, a ROM, and a RAM (not shown), and an interface, respectively. And so on. Each control unit operates as a function control unit that executes each function described above by executing software stored in the memory. The secondary battery converter 130, the motor inverter 150, and the air compressor inverter 160 are controlled by the MG control unit 200, but may be controlled by independent control units. . In addition, the control units 180, 190, and 200 may be included in the PM control unit 170.

  Here, in the fuel cell system 10 described above, the regenerative braking operation using the regeneration of the drive motor 220 is controlled by the PM control unit 170 when the vehicle is decelerated, as described below.

  FIG. 2 is a time chart for explaining the operation of regenerative braking controlled by the PM control unit 170. Although illustration is omitted, when there is no restriction on charging of the secondary battery 120, the regenerative power generated by the regenerative braking operation of the drive motor 220 is normally charged to the secondary battery 120. Electric power and power consumption of the auxiliary machine 140 are used. Hereinafter, the time when the regenerative operation is performed when there is no restriction on the charging of the secondary battery 120 is also referred to as “normal regenerative operation”.

  The time chart of FIG. 2 shows that when the driver operates the accelerator 210, the accelerator opening (FIG. 2 (a)) decreases between time t0 and time t1 and becomes zero at time t1. An example is shown in which the deceleration mode (FIG. 2B) is turned on at time t <b> 2 by the person operating the shift device 230. Moreover, as shown in FIG. 2E, the state where the charging power of the secondary battery 120 is chargeable power Pcl is shown as an example.

  Here, the deceleration mode is turned on when the driver shifts the position of the shift device 230 (FIG. 1) from the D position (drive range) to the B position (brake range), for example, and a braking request is generated. It is a mode to do. The deceleration mode is a mode in which the driver feels a deceleration feeling due to a braking force such as an engine brake in an automobile using an internal combustion engine as a power source.

  As shown in FIG. 2C, the motor torque required for the drive motor 220 (hereinafter also referred to as “motor torque request”) according to the change in the accelerator opening (FIG. 2A) is: A transition is made from power running torque (hereinafter also referred to as “power running torque request”) to regenerative torque (hereinafter also referred to as “regenerative torque request”). Then, the drive motor 220 generates motor torque according to the motor torque request. In FIG. 2C, the motor torque request, which is a power running torque request, monotonously decreases from time t0, shifts to the regenerative torque request before time t1, and the deceleration mode (FIG. 2B) is turned on at time t2. In this state, the regenerative torque request value Tb0 is constant. This regenerative torque request value Tb0 is used to supply electric power to the auxiliary device 140 and to reduce the amount of power supplied to the auxiliary equipment 140 when the accelerator is turned off during traveling or when the vehicle is decelerated, such as when the brake is operated. It is set so that the secondary battery 120 can be charged. In this example, the regenerative torque request value Tb0 (hereinafter also referred to as “normal regenerative torque value Tb0”) is such that the charging power to the secondary battery 120 out of the battery power in FIG. It is set to a value corresponding to a low charging power such that there is no value.

  The regenerative torque request in the deceleration mode is set to a regenerative torque request value Tb2 that is larger than the normal regenerative torque value Tb0. Hereinafter, the regenerative torque request value Tb2 is also referred to as “deceleration mode regenerative torque value Tb2”. However, the regenerative torque request set in the transition period from time t2 to time t4 is temporarily larger than the deceleration mode regenerative torque value Tb2, as described below. Specifically, during the period from time t2 to time t3, the regenerative torque request becomes a value Tb1 (hereinafter, also referred to as “increase regenerative torque value Tb1”) greater than the deceleration mode regenerative torque value Tb2 at time t3. Furthermore, the value is a monotonically increasing value from the normal regenerative torque value Tb0 to the increased regenerative torque value Tb1. In the period from time t3 to time t4, the regenerative torque request is a value that decreases monotonically from the increased regenerative torque value Tb1 to the regenerative torque request value Tb2 so that the deceleration mode regenerative torque value Tb2 is reached at time t4. . Note that the monotonic increase and monotonic decrease are normally set to increase and decrease linearly. However, it is not limited to this, You may set so that it may increase and decrease in the shape of a curve.

  The deceleration of the vehicle is proportional to the magnitude of the regenerative torque request. Temporarily increasing the regenerative torque request increases the deceleration of the vehicle by increasing the regenerative braking force by the drive motor 220. Correspond. When the vehicle decelerates after time t0, the vehicle deceleration changes in proportion to the motor torque request (regenerative torque request) shown in FIG. 2C, and the vehicle speed changes as shown in FIG. Slow down. In the period from time t2 to time t4, the regenerative torque request increases so as to become larger than the normal regenerative torque value Tb0 before time t2 and the regenerative torque request value Tb2 after time t4, so the deceleration temporarily increases. .

  The regenerative power generated in response to the regenerative torque request after time t2 is the power for driving the air compressor (ACP) 104 and the auxiliary machine 140 (FIG. 1) ([ACP + auxiliary machine] power of FIG. 2 (f)). Used. However, in this example, for the sake of easy explanation, the power for the auxiliary machines other than the heater (HT) 145 related to the present invention is ignored among the auxiliary machines 140, and the power of [ACP + auxiliary machine] is In the following description, it is assumed that the power is [ACP + HT]. That is, FIG. 2G shows the power for the air compressor (ACP) 104, that is, the power consumed by the air compressor 104 (ACP power). FIG. 2H shows the electric power (HT power) consumed by the heater (HT) 145.

  In the period from time t2 to time t3, the [ACP + HT] power (FIG. 2 (f)) is monotonically increased from the value Pah0 to the value Pah1 in response to the monotonic increase of the regenerative torque request (FIG. 2 (c)). The regenerative power corresponding to the regenerative torque request is consumed by the air compressor 104 and the heater 145. However, much of the increase in [ACP + HT] power in the period from time t2 to time t3 is due to the increase in ACP power (FIG. 2 (g)) from value Pa0 to value Pa1. In this example, the HT power (FIG. 2 (h)) is increased from the value Ph0 to the value Ph1 (<< Pa1).

During the period from time t3 to time t4, the [ACP + HT] power (FIG. 2 (f)) is monotonously decreased in accordance with the monotonic decrease of the regenerative torque request (FIG. 2 (c)), thereby satisfying the regenerative torque request. Regenerative power is consumed by the air compressor 104 and the heater 145. However, during the period from time t3 to time t4, the ACP power (FIG. 2 (g)) is set to monotonically decrease from the value Pa1 to the value Pa11, and the value for the HT power (FIG. 2 (h)). It is set to monotonically increase from Ph1 to the value Ph11. That is, the ACP power and the HT power are set so that the decrease amount Δ11 (= Pa1−Pa11) of the ACP power is larger than the increase amount Δ21 (Ph11−Ph1) of the HT power.
Is set.

  In the period after time t4, the regenerative torque request (FIG. 2 (c)) is set to a constant deceleration mode regenerative torque value Tb2, and accordingly, the [ACP + HT] power (FIG. 2 (f)) is also set. The constant value Pah2 is set, and regenerative power corresponding to the deceleration mode regenerative torque value Tb2 is consumed by the air compressor 104 and the heater 145. However, in the period from time t4 to time t5, as in the period from time t3 to time t4, the ACP power (FIG. 2 (g)) is set to monotonically decrease from the value Pa11 to the value Pa2, and the HT power (FIG. 2 (h)) is set to monotonically increase from the value Ph11 to the value Ph2. In addition, the ACP power and the HT power are equal to the decrease amount Δ12 (= Pa11−Pa2) of the ACP power and the increase amount Δ22 (= Ph2 to Ph11) of the HT power, and the [ACP + HT] power is constant at the value Pah2 at time t4. It is set to become.

  As described above, in the present embodiment, when the vehicle is decelerated, the regenerative power generated by the regenerative torque required for the drive motor 220 is replaced with the charging of the secondary battery 120, and the air compressor and the heater It is consumed by increasing the driving amount. For example, when the regenerative power is the charging power for the secondary battery 120 (during normal regenerative operation), the charging power may exceed the chargeable power Pcl as shown by the broken line in FIG. High nature. On the other hand, in this embodiment, instead of charging the secondary battery 120, the regenerative power is consumed by the air compressor and the heater so that the charging power to the secondary battery 120 exceeds the chargeable power Pcl. It is possible to control so as not to cause a situation.

  Further, in the present embodiment, when the deceleration mode is turned on, the regenerative torque request (FIG. 2 (c)) in the deceleration mode is reduced to the original deceleration during the transition period (time t2 to time t4 in FIG. 2). It is temporarily increased with respect to the mode regenerative torque value Tb2. The increased regenerative torque is obtained by increasing the ACP power (FIG. 2 (g)) for driving the air compressor 104 and the HT power (FIG. 2 (h)) for driving the heater 145 in accordance with the increase in regenerative torque demand. Regenerative power corresponding to demand is consumed. As a result, when the deceleration mode is turned ON, the regenerative braking force can be temporarily increased during the transition period, and the regenerative braking operation can be performed with a larger regenerative braking force. Can be given to the driver. Then, after the transition period has elapsed (after time t4), the regenerative electric power corresponding to the original deceleration mode regenerative torque value Tb2 in the decelerating mode is consumed by the air compressor 104 and the heater 145, thereby decelerating mode regenerative torque value Tb2. The regenerative braking operation can be performed with the regenerative braking force corresponding to the above, and a feeling of deceleration corresponding to this can be given to the driver.

  In the transition period (time t2 to time t4), the ACP power (FIG. 2 (g)) for driving the air compressor 104 is changed in accordance with the change of the regenerative torque request (FIG. 2 (c)). Specifically, from time t2 to time t3, the ACP power is increased and changed from value Pa0 to value Pa1 in accordance with the increase change from the value Tb0 to the value Tb1 of the regeneration required torque, and at time t3 to time t4, the regeneration is performed. The ACP power is decreased and changed from the value Pa1 to Pa11 in accordance with the decrease change of the required torque value Tb1 to the value Tb2. That is, when the regenerative request torque is increased to increase the feeling of deceleration, the drive amount of the air compressor 104 is increased, and when the regenerative request torque is decreased, the drive amount of the air compressor 104 is decreased. Thereby, when increasing the feeling of deceleration, the NV (noise / vibration) of the air compressor 104 is increased, and when decreasing the feeling of deceleration, the NV of the air compressor 104 is decreased. While the drive amount of the air compressor 104 is decreased, the HT power of the heater 145 (FIG. 2 (h)) is increased and the drive amount of the heater 145 is increased. Unlike driving, NV is basically not generated by driving. Therefore, in the transition period of the deceleration mode, it is possible to prevent the driver from feeling uncomfortable due to the feeling that the NV of the air compressor is large with respect to the feeling of deceleration according to the deceleration. It is possible to suppress a decrease in performance (drivability).

  Further, after the transition period has elapsed (after time t4), the regenerative braking operation is continued with the regenerative braking force of the deceleration mode regenerative torque value Tb2 (FIG. 2C), and the driver feels a sense of deceleration corresponding thereto. Can do. At this time, from time t4 to time t5, the ACP power (FIG. 2 (g)) of the air compressor 104 is continuously changed from the value Pa11 to the value Pa2 so as to compensate for the ACP power reduction change. Further, the HT power of the heater 145 (FIG. 2 (h)) is increased from the value Ph11 to the value Ph2. Thus, the NV (noise / vibration) of the air compressor 104 is controlled to be further reduced as the vehicle decelerates. Therefore, after the transition period of the deceleration mode, it is possible to suppress the driver from feeling uncomfortable because the NV of the air compressor is large with respect to the feeling of deceleration according to the deceleration. It can suppress that operativity (drivability) falls.

B. Other embodiments:
(1) In the above-described embodiment, the PM controller 170 controls the HT power of the heater 145 (FIG. 2 (g)) in addition to the ACP power of the air compressor 104 (FIG. 2 (g)) at time t2 to time t3 of the deceleration mode transition period. 2 (h)) is increased, but the HT power may not be increased.

(2) In the above embodiment, the HT power of the heater 145 is increased in accordance with the decrease in the ACP power of the air compressor 104. However, the present invention is not limited to this. Of the auxiliary machines provided in the fuel cell system 10, if no NV is generated even if the drive amount is changed, or if the generated NV is small and does not cause a problem, it is used instead of the heater 145 or together with the heater 145. Is possible.

(3) In the above embodiment, the PM control unit 170 continuously decreases the ACP power of the air compressor 104 from the transition period from time t4 to time t5 after the transition period of the deceleration mode has elapsed, and increases the HT power of the heater 145. In the example shown in FIG. 2 (g), FIG. 2 (h), the ACP power and HT power may be constant in the deceleration mode after time t4.

(4) In the above embodiment, the case of a braking request that occurs when the deceleration mode is turned on has been described as an example. However, the present invention is not limited to this, and the braking operation is performed by regenerative braking at various braking requests. Applicable to the case.

(5) In the above embodiment, the fuel cell system mounted on the vehicle has been described as an example. However, the present invention is not limited to this, and ships, airplanes, and the like that use electric power as a power source of a power generation device (drive motor). The present invention can also be applied to fuel cell systems mounted on various mobile bodies.

  The present invention is not limited to the above-described embodiments, examples, and modifications, and can be realized with various configurations without departing from the spirit thereof. For example, the technical features in the embodiments, examples, and modifications corresponding to the technical features in each embodiment described in the summary section of the invention are to solve some or all of the above-described problems, or In order to achieve part or all of the above-described 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.

10 ... Fuel cell system 100 ... Fuel cell (FC)
102 ... Reaction gas supply mechanism 104 ... Air compressor (ACP)
110 ... Converter for fuel cell 120 ... Secondary battery (BT)
125 ... BT sensor 130 ... Secondary battery converter 140 ... Auxiliary machine 145 ... Heater 150 ... Motor inverter 160 ... Air compressor inverter 170 ... PM control unit 180 ... FC control unit 190 ... FDC control unit 200 ... MG control unit 210 ... Accelerator 220 ... Drive motor (TM)
230 ... Shift device FCL ... FC output wiring BCL ... BT DC wiring HCL ... High voltage DC wiring

Claims (1)

A fuel cell system mounted on a vehicle,
A fuel cell and a secondary battery as a power source of a drive motor for generating power of the vehicle;
An air compressor for supplying air as an oxidizing gas to the fuel cell;
A heater for generating heat used in the vehicle;
A control unit for performing regenerative braking by controlling regenerative torque required for the drive motor and generating regenerative electric power when the vehicle is decelerated;
With
In the case where the regenerative braking is performed when the vehicle is decelerated, the control unit,
(A) driving the air compressor with a driving amount of the air compressor according to the regenerative torque, thereby causing the air compressor to consume the regenerative power generated according to the regenerative torque;
(B) After the process of (a), the drive amount of the air compressor is increased while the drive amount of the heater is increased and the air compressor and the heater are driven to generate according to the regenerative torque. A fuel cell system in which the regenerative power is consumed by the air compressor and the heater.

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