JP2022160714A - Fuel cell vehicle and fuel cell system - Google Patents

Abstract

To suppress an electric storage device provided in the rear stage of a fuel cell from being in an overdischarged state in a fuel cell vehicle and a fuel cell system.SOLUTION: A fuel cell vehicle Ve includes a fuel cell FC, a load Lo, a power storage device B connected between the fuel cell FC and the load Lo, and a travel control unit 3 that controls the travel of the fuel cell vehicle Ve, and the travel control unit 3 increases the generated power of the fuel cell FC from the current generated power when it is determined that the fuel cell vehicle Ve is running uphill on the basis of the required electric power Pr required from the fuel cell vehicle Ve to the power storage device B, the speed V of the fuel cell vehicle Ve, the accelerator opening O of the fuel cell vehicle Ve, and the acceleration A of the fuel cell vehicle Ve.SELECTED DRAWING: Figure 1

Description

The present invention relates to power generation control of a fuel cell.

A fuel cell vehicle is equipped with a power storage device between a fuel cell and a load, and when the current flowing from the fuel cell to the load continues for a predetermined period of time or more and exceeds a predetermined current, the power generated by the fuel cell is converted to the current power generated. There are things that increase more. As a related technology, there is Patent Document 1.

However, in the above-described fuel cell vehicle, there is a possibility that the power storage device will be in an overdischarged state during the period from when the current flowing from the fuel cell to the load reaches a predetermined current or more until this state continues for a predetermined time.

Japanese Patent No. 6765936

An object according to one aspect of the present invention is to prevent a power storage device provided downstream of a fuel cell from entering an over-discharged state in a fuel cell vehicle and a fuel cell system.

A fuel cell vehicle, which is one embodiment of the present invention, includes a fuel cell, a load, a power storage device connected between the fuel cell and the load, and a travel control unit for controlling travel of the fuel cell vehicle. and

The travel control unit is configured to operate based on the electric power requested from the fuel cell vehicle to the power storage device, the speed of the fuel cell vehicle, the accelerator opening degree of the fuel cell vehicle, and the acceleration of the fuel cell vehicle. , when it is determined that the fuel cell vehicle is running on an uphill, the power generated by the fuel cell is increased from the current power generated.

As a result, it is not necessary to wait for the state in which the current flowing from the fuel cell to the load to be equal to or greater than the predetermined current continues for a predetermined period of time. It can be increased sharply, and the power storage device can be prevented from being overdischarged.

In addition, when the requested electric power is equal to or higher than a predetermined electric power, the speed is equal to or lower than a predetermined speed, and the accelerator opening is equal to or higher than a predetermined accelerator opening, Further, when the acceleration is less than or equal to the predetermined acceleration, the counter value is incremented, and when the requested power is less than the predetermined power, or the speed is greater than the predetermined speed, or the accelerator opening degree is the predetermined If the accelerator opening is smaller than the acceleration or if the acceleration is greater than the predetermined acceleration, the counter value is decremented, and if the counter value exceeds a threshold value, it is determined that the fuel cell vehicle is traveling uphill. It may be configured as

As a result, it is possible to suppress frequent determination that the fuel cell vehicle is traveling uphill due to fluctuations in the required electric power, speed, accelerator opening, or acceleration. It is possible to suppress the influence on the running of the fuel cell vehicle by frequently determining that the vehicle is running uphill, and to prevent the driver from feeling uncomfortable with the running of the fuel cell vehicle. can.

Further, the travel control unit may be configured to determine that the fuel cell vehicle is not traveling uphill when the counter value becomes zero or less.

As a result, it is possible to prevent frequent determinations that the fuel cell vehicle is not traveling uphill due to fluctuations in the required electric power, speed, accelerator opening, or acceleration. By frequently determining that the fuel cell vehicle is not traveling uphill, it is possible to suppress the influence on the traveling of the fuel cell vehicle, and it is possible to prevent the driver from feeling uncomfortable with the traveling of the fuel cell vehicle. can.

Further, when the travel control unit determines that the fuel cell vehicle is not traveling on an uphill, the power generation of the fuel cell according to the charge amount of the power storage device from zero to the maximum generated power. The electric power may be varied, and when it is determined that the fuel cell vehicle is traveling uphill, the electric power generated by the fuel cell may be increased to the maximum electric power generated.
Thereby, the power generation control of the fuel cell can be optimized.

Further, the travel control unit may be configured to gradually increase the generated power of the fuel cell to the maximum generated power when determining that the fuel cell vehicle is traveling uphill.

As a result, it is possible to suppress a sharp increase in the electric power applied from the fuel cell to the auxiliary device.

A fuel cell system according to one aspect of the present invention is a fuel cell system mounted on a fuel cell vehicle, and is connected between a fuel cell, the fuel cell, and a load mounted on the fuel cell vehicle. and a controller for controlling power generation of the fuel cell.

The control unit, based on the electric power requested from the fuel cell vehicle to the power storage device, the speed of the fuel cell vehicle, the accelerator opening degree of the fuel cell vehicle, and the acceleration of the fuel cell vehicle, When it is determined that the fuel cell vehicle is traveling uphill, the power generated by the fuel cell is increased from the current power generated.

As a result, it is not necessary to wait for the state in which the current flowing from the fuel cell to the load to be equal to or greater than the predetermined current continues for a predetermined period of time. It can be increased sharply, and the power storage device can be prevented from being overdischarged.

Advantageous Effects of Invention According to the present invention, in a fuel cell vehicle and a fuel cell system, it is possible to prevent the power storage device provided downstream of the fuel cell from entering an over-discharged state.

It is a figure showing an example of a fuel cell vehicle of an embodiment. FIG. 4 is a diagram for explaining power generation control of a fuel cell; 4 is a flow chart showing an example of the operation of a travel control unit; 4 is a flow chart showing an example of the operation of a control unit;

Embodiments will be described in detail below with reference to the drawings.
FIG. 1 is a diagram showing an example of a fuel cell vehicle according to an embodiment.
A fuel cell vehicle Ve shown in FIG. 1 is a vehicle such as an industrial vehicle such as a forklift or an automobile, and includes a load Lo, a fuel cell system 1 , an accelerator opening detector 2 , and a travel controller 3 .

The load Lo is an inverter, electrical equipment, or the like for driving motors such as a driving motor and a cargo handling motor, and is driven by electric power supplied from the fuel cell system 1 . Also, the load Lo supplies the fuel cell system 1 with regenerated electric power generated by a motor or the like.

The fuel cell system 1 includes a fuel cell FC, a hydrogen tank HT, an injector INJ, an air compressor ACP, a DCDC converter CNV, a power storage device B, a storage unit 4, and a control unit 5. Note that the fuel cell system 1 is not limited to the configuration shown in FIG.

A fuel cell FC is a fuel cell stack composed of a plurality of fuel cells connected in series with each other. Electricity is generated by an electrochemical reaction.

The hydrogen tank HT is a fuel gas storage container. The fuel gas stored in the hydrogen tank HT is supplied to the fuel cell FC through the injector INJ.

The injector INJ adjusts the flow rate of fuel gas supplied to the fuel cell FC.

The air compressor ACP compresses the oxidant gas and supplies it to the fuel cell FC.

The DCDC converter CNV is provided after the fuel cell FC and supplies the power storage device B with electric power output from the fuel cell FC. It is assumed that power storage device B is supplied with power remaining after power consumption by auxiliary devices such as air compressor ACP among the power output from DCDC converter CNV.

The power storage device B is provided between the DCDC converter CNV and the load Lo, and supplies power to the load Lo and accessories such as the air compressor ACP. Note that the power storage device B may be configured by a capacitor such as a lithium ion capacitor. In general, a capacitor has a relatively small capacity among secondary batteries and has excellent charging/discharging characteristics. Therefore, by configuring the power storage device B with a capacitor, the charging/discharging characteristics of the fuel cell system 1 can be relatively improved. be able to.

The storage unit 4 is composed of memories such as RAM (Random Access Memory) and ROM (Read Only Memory), and stores a predetermined required power, a predetermined speed, a predetermined accelerator opening, a predetermined acceleration, and the like, which will be described later.

The control unit 5 is configured by a microcomputer or the like.

Further, during normal power generation control, the control unit 5 controls the operations of the injector INJ, the air compressor ACP, etc. so that the power generated by the fuel cell FC becomes the target power generation Pt.

Further, the control unit 3 changes the target power generation Pt according to the amount of charge in the power storage device B during normal power generation control. Note that the amount of charge is the charging rate [%] of power storage device B (ratio of remaining capacity to full charge capacity), or the open circuit voltage [V] of power storage device B when no current is flowing through power storage device B. and

Further, the control unit 5 may be configured to change the target power generation Pt in a stepwise manner according to the amount of charge in the power storage device B. FIG.

Here, FIG. 2 is a diagram for explaining power generation control of the fuel cell FC. It should be noted that the first charge amount<second charge amount<third charge amount<fourth charge amount<fifth charge amount<sixth charge amount<seventh charge amount. In addition, it is assumed that first generated power<second generated power<third generated power<maximum generated power. Further, the difference between the first generated power and the second generated power, the difference between the second generated power and the third generated power, and the difference between the third generated power and the maximum generated power may be constant values or arbitrary values. It's okay.

When the amount of charge in power storage device B becomes smaller than the sixth amount of charge, control unit 5 changes the target generated power Pt from zero to the first generated power. Further, when the amount of charge in power storage device B becomes smaller than the fourth amount of charge, control unit 5 changes the target generated power Pt from the first generated power to the second generated power. Further, when the amount of charge in power storage device B becomes smaller than the second amount of charge, control unit 3 changes the target generated power Pt from the second generated power to the third generated power. Further, when the amount of charge in power storage device B becomes smaller than the first amount of charge, control unit 5 changes the target generated power Pt from the third generated power to the maximum generated power. When the amount of charge in power storage device B becomes greater than the third amount of charge, control unit 5 changes the target generated power Pt from the maximum generated power or the third generated power to the second generated power. Further, when the amount of charge in power storage device B becomes greater than the fifth amount of charge, control unit 5 changes the target generated power Pt from the second generated power to the first generated power. Further, when the amount of charge in power storage device B becomes greater than the seventh amount of charge, control unit 5 changes the target generated power Pt from the first generated power to zero.

Further, the accelerator opening detection unit 2 shown in FIG. The degree O is sent to the travel control unit 3 .

The traveling control unit 3 is configured by a microcomputer or the like, and controls the traveling and cargo handling of the fuel cell vehicle Ve by controlling the operation of the load Lo.

Further, the traveling control unit 3 obtains a required electric power Pr (an electric power required to drive the load Lo) to be requested from the power storage device B. FIG. For example, the traveling control unit 3 calculates the multiplied value of the output voltage of the power storage device B and the current flowing from the power storage device B to the load Lo, or the power consumption of the load Lo expected from the operation control of the load Lo, as the required power Pr and

The travel control unit 3 also obtains the velocity V [m/s] and the acceleration A [m/s2] of the fuel cell vehicle Ve. For example, the travel control unit 3 sets the speed V to the calculation result of (rotational speed of the travel motor [rpm]×tire outer diameter [m]×pi)/(gear ratio×reduction ratio). Further, the traveling control unit 3 sets the acceleration A as the amount of change in the velocity V per second. Alternatively, the travel control unit 3 may be configured to obtain the acceleration A based on the output value of an acceleration sensor (not shown) mounted on the fuel cell vehicle Ve or a torque sensor connected to a travel motor.

Further, the traveling control unit 3 determines that the fuel cell vehicle Ve is traveling uphill (the fuel cell vehicle Ve is traveling uphill) based on the required electric power Pr, the speed V, the accelerator opening O, and the acceleration A. up a slope).

In general, there is a tendency that the greater the gradient [%] of an uphill, the greater the electric power consumed by the drive motor. In particular, when the fuel cell vehicle Ve is an industrial vehicle, the weight of the fuel cell vehicle Ve becomes relatively large, so the power consumed by the driving motor tends to increase as the gradient of the uphill slope increases. Further, the speed of the fuel cell vehicle Ve tends to decrease as the slope of the uphill increases. In addition, when the fuel cell vehicle Ve is traveling uphill, the speed of the fuel cell vehicle Ve is lower than when traveling on a flat road, so the driver tries to maintain the same speed as that of the flat road. Because of this psychology, the amount of operation of the accelerator pedal tends to be relatively large. Further, when the fuel cell vehicle Ve is running uphill, the speed of the fuel cell vehicle Ve tends to be constant, so the acceleration of the fuel cell vehicle Ve tends to be relatively small. That is, when the fuel cell vehicle Ve is traveling uphill, the required electric power Pr and the accelerator opening O become relatively large, and the speed V and the acceleration A become relatively small.

Therefore, in the travel control unit 3 of the embodiment, the required electric power Pr is equal to or greater than a predetermined required electric power, the speed V is equal to or less than a predetermined speed, the accelerator opening O is equal to or greater than a predetermined accelerator opening, and If the acceleration A is less than or equal to the predetermined acceleration, it is determined that the fuel cell vehicle Ve is traveling uphill. Further, the traveling control unit 3 is controlled when the required electric power Pr is smaller than a predetermined required electric power, or when the speed V is larger than a predetermined speed, or when the accelerator opening degree O is smaller than a predetermined accelerator opening degree, or the acceleration A is If the acceleration is greater than the predetermined acceleration, it is determined that the fuel cell vehicle Ve is not traveling uphill. The predetermined accelerator opening is not limited to 100% (the accelerator opening is fully open), and is obtained by experimentally and empirically obtaining the opening that is estimated to be opened when the driver runs uphill. set.

Further, when the traveling control unit 3 determines that the fuel cell vehicle Ve is traveling uphill, it notifies the control unit 5 of the fuel cell system 1 of this fact by means of an uphill flag, and changes the power generated by the fuel cell FC to the current level. generated power.

FIG. 3 is a flow chart showing an example of the operation of the traveling control unit 3 during the uphill flag switching process. Note that the uphill flag switching process shown in FIG. 3 is repeatedly executed at predetermined timings or at predetermined intervals.

First, the traveling control unit 3 determines that the required electric power Pr is equal to or higher than a predetermined electric power requirement, the speed V is equal to or lower than a predetermined speed, the accelerator opening O is equal to or higher than a predetermined accelerator opening, and the acceleration A is If the acceleration is equal to or less than the predetermined acceleration (step S11: Yes), the counter value of the counter is incremented (step S12).

Next, when the counter value is equal to or greater than the threshold value (step S13: Yes), the travel control unit 3 sets the counter value to the same value as the threshold value, turns on the climbing flag (step S14), and ends the climbing flag switching process. . Note that the travel control unit 3 may determine that the fuel cell vehicle Ve is traveling uphill when the uphill flag is turned on. As a result, it is possible to prevent frequent determination that the fuel cell vehicle Ve is traveling uphill due to fluctuations in the required electric power Pr, the speed V, the accelerator opening O, or the acceleration A. Since it is frequently determined that the fuel cell vehicle Ve is running uphill, the influence on the running of the fuel cell vehicle Ve can be suppressed, and the driver feels uncomfortable with the running of the fuel cell vehicle Ve. can be inhibited from remembering

On the other hand, the travel control unit 3 determines that the required electric power Pr is smaller than the predetermined required electric power, the speed V is larger than the predetermined speed, the accelerator opening O is smaller than the predetermined accelerator opening, or the acceleration A is If the acceleration is greater than the predetermined acceleration (step S11: No), the counter value of the counter is decremented (step S15).

Next, when the counter value is equal to or less than zero (step S16: Yes), the travel control unit 3 sets the counter value to zero and turns off the uphill flag (step S17), and ends the uphill flag switching process. Note that the travel control unit 3 may determine that the fuel cell vehicle Ve is not traveling uphill when the uphill flag is turned off. As a result, it is possible to prevent frequent determination that the fuel cell vehicle Ve is not traveling uphill due to fluctuations in the required electric power Pr, the speed V, the accelerator opening O, or the acceleration A. Since it is frequently determined that the fuel cell vehicle Ve is not traveling uphill, the influence on the running of the fuel cell vehicle Ve can be suppressed, and the driver feels uncomfortable with the running of the fuel cell vehicle Ve. can be inhibited from remembering

If the counter value is smaller than the threshold value (step S13: No) or if the counter value is greater than zero (step S16: No), the traveling control unit 3 ends the uphill flag switching process.

FIG. 4 is a flow chart showing an example of the operation of the control section 5. As shown in FIG.

First, when the climbing flag is off (step S21: No), the control unit 5 performs normal power generation control (step S22). For example, as normal power generation control, the control unit 5 switches the target power generation step by step according to the amount of charge in the power storage device B, as shown in FIG. 2 .

On the other hand, when the climbing flag is ON (step S21: Yes), the control unit 5 sets the target generated power to the maximum generated power (step S23). The control unit 5 may be configured to gradually increase the generated power of the fuel cell FC to the maximum generated power when increasing the generated power of the fuel cell FC to the maximum generated power. Specifically, when the target generated power Pt is increased from the current generated power, an upper limit value may be set for the amount of change in the generated power. As a result, it is possible to suppress a sharp increase in the electric power applied from the fuel cell FC to the auxiliary equipment.

Next, if the climbing flag continues to be on (step S24: Yes) but the amount of charge in the power storage device B is smaller than the upper limit charging amount (step S25: No), or the climbing flag is switched from the ON state to the OFF state (step S24: No), but if the charge amount of the power storage device B is smaller than the lower limit charge amount (step S26: No), the target generated power is continued and set to the maximum generated power. (Step S23). For example, when the upper limit charging amount is the seventh charging amount shown in FIG. 2 and the lower limit charging amount is the third charging amount shown in FIG. S24: Yes), if the charge amount of power storage device B is smaller than the seventh charge amount (step S25: No), or if the climbing flag has switched from the on state to the off state (step S24: No), power storage device B is smaller than the third charge amount (step S26: No), the target generated power is continued and set to the maximum generated power (step S23). As a result, even in a situation where the fuel cell vehicle Ve continues to run uphill and the power storage device B is likely to be in an over-discharge state, the power storage device B is maintained while the fuel cell vehicle Ve runs uphill. Since the power storage device B can continue to be charged until the charge amount of the device B reaches the upper limit charge amount, it is possible to prevent the power storage device B from entering an over-discharged state.

In addition, when the climbing flag is continuously on (step S24: Yes) and the charge amount of the power storage device B becomes equal to or greater than the upper limit charge amount (step S25: Yes), the control unit 5 sets the target generated power to It is set to zero to stop the power generation of the fuel cell FC (step S27).

On the other hand, after the climbing flag is switched from the ON state to the OFF state (step S24: No), when the charge amount of the power storage device B becomes equal to or higher than the lower limit charge amount (step S26: Yes), the control unit 5 sets the target generated power to The medium power generation is set (step S28), and then the control shifts to normal power generation control (step S22). For example, when the middle generated power is the second generated power shown in FIG. When the charge amount is exceeded (step S26: Yes), the target generated power is set to the second generated power (step S28), and then the normal power generation control is performed (step S22). As a result, after the fuel cell vehicle Ve travels uphill, the target power generation is set to medium power generation in a state where the fuel cell vehicle Ve travels on a flat road. It is possible to facilitate transition from control to normal power generation control.

As described above, when the travel control unit 3 of the embodiment determines that the fuel cell vehicle Ve is traveling uphill using the required electric power Pr, the speed V, the accelerator opening O, and the acceleration A, the fuel cell This is a configuration for increasing the generated power of the FC from the current generated power. As a result, it is not necessary to wait for the state in which the current flowing from the fuel cell system 1 to the load Lo becomes equal to or greater than the predetermined current to continue for a predetermined period of time. The remaining capacity of B can be increased sharply, and power storage device B can be prevented from being overdischarged.

Further, the travel control unit 3 of the embodiment uses four parameters, ie, the required electric power Pr, the speed V, the accelerator opening degree O, and the acceleration A, to determine whether or not the fuel cell vehicle Ve is traveling uphill. It is a configuration that By using at least three of the four parameters of the required electric power Pr, the speed V, the accelerator opening O, and the acceleration A, it is determined whether or not the fuel cell vehicle Ve is running uphill. Compared to the case, the accuracy of determining whether the fuel cell vehicle Ve is traveling uphill can be improved. In addition, since the four parameters of required electric power Pr, speed V, accelerator opening O, and acceleration A can be detected by existing sensors, etc., there is no need to newly provide a gradient detection sensor, and fuel cell vehicle Ve It is possible to suppress the increase in the manufacturing cost of.

Further, the running control unit 3 of the embodiment is configured to increase the power generated by the fuel cell FC from the current power generated when it is determined that the fuel cell vehicle Ve is running on an uphill. As a result, the voltage of the power storage device B can be kept relatively high while the fuel cell vehicle Ve is running uphill or after the fuel cell vehicle Ve has run uphill. The current flowing through the auxiliary machine can be made relatively small, and the loss of power storage device B can be reduced.

Further, when the travel control unit 3 of the embodiment determines that the fuel cell vehicle Ve is not traveling on an uphill, fuel is supplied according to the charge amount of the power storage device B between zero and the maximum generated power. A power generation control system that changes the power generated by the battery FC, and a power generation control that prioritizes increasing the power generated by the fuel cell FC to the maximum power generated when it is determined that the fuel cell vehicle Ve is traveling uphill. It is a configuration having two power generation control systems. Thus, the case of having two power generation control systems is compared to the case of having only one power generation control system (for example, a power generation control system that changes the power generated by the fuel cell FC according to the amount of charge in the power storage device B). Therefore, the power generation control of the fuel cell FC can be optimized.

The present invention is not limited to the above embodiments, and various improvements and modifications are possible without departing from the gist of the present invention.

<Modification>
In the above embodiment, the travel control unit 3 determines whether the fuel cell vehicle Ve is traveling uphill. may be configured to be performed by the control unit 5 . In this configuration, the control unit 5 receives the requested power Pr, the speed V, the accelerator opening O, and the acceleration A periodically transmitted from the traveling control unit 3, and receives the received requested power Pr, speed V, accelerator opening O, and acceleration A are used to determine whether the fuel cell vehicle Ve is traveling uphill.

Even with this configuration, it is not necessary to wait for the state in which the current flowing from the fuel cell system 1 to the load Lo becomes equal to or greater than the predetermined current to continue for a predetermined time. Even if there is, the remaining capacity of the power storage device B can be rapidly increased, and the overdischarge state of the power storage device B can be suppressed.

1 Fuel cell system 2 Accelerator opening detection unit 3 Driving control unit 4 Storage unit 5 Control unit Ve Fuel cell vehicle Lo Load FC Fuel cell HT Hydrogen tank INJ Injector ACP Air compressor CNV DCDC converter B Power storage device

Claims (6)

a fuel cell;
a load;
a power storage device connected between the fuel cell and the load;
a travel control unit that controls travel of the fuel cell vehicle;
with
The travel control unit is configured to operate based on the electric power requested from the fuel cell vehicle to the power storage device, the speed of the fuel cell vehicle, the accelerator opening degree of the fuel cell vehicle, and the acceleration of the fuel cell vehicle. and, if it is determined that the fuel cell vehicle is running on an uphill, the fuel cell vehicle increases the power generated by the fuel cell from the current power generated. The fuel cell vehicle according to claim 1,
The travel control unit is
When the requested power is equal to or higher than a predetermined electric power, When the speed is equal to or lower than a predetermined speed, When the accelerator opening is equal to or higher than a predetermined accelerator opening, and When the acceleration is equal to or lower than a predetermined acceleration , then increment the counter value and
When the requested power is smaller than the predetermined power, or when the speed is greater than the predetermined speed, or when the accelerator opening is smaller than the predetermined accelerator opening, or when the acceleration is greater than the predetermined acceleration , decrements the counter value, and
A fuel cell vehicle, characterized in that it is determined that the fuel cell vehicle is running uphill when the counter value reaches or exceeds a threshold value. The fuel cell vehicle according to claim 2,
The fuel cell vehicle, wherein the travel control unit determines that the fuel cell vehicle is not traveling uphill when the counter value becomes zero or less. The fuel cell vehicle according to any one of claims 1 to 3,
The travel control unit is
if it is determined that the fuel cell vehicle is not traveling uphill, varying the generated power of the fuel cell according to the charge amount of the power storage device between zero and the maximum generated power,
A fuel cell vehicle, characterized in that, when it is determined that the fuel cell vehicle is running on an uphill, the power generated by the fuel cell is increased to the maximum power generation. The fuel cell vehicle according to claim 4,
A fuel cell vehicle, wherein when the travel control unit determines that the fuel cell vehicle is traveling uphill, it gradually increases the power generated by the fuel cell to the maximum power generation. A fuel cell system mounted on a fuel cell vehicle,
a fuel cell;
a power storage device connected between the fuel cell and a load mounted on the fuel cell vehicle;
a control unit that controls power generation of the fuel cell;
with
The control unit, based on the electric power requested from the fuel cell vehicle to the power storage device, the speed of the fuel cell vehicle, the accelerator opening degree of the fuel cell vehicle, and the acceleration of the fuel cell vehicle, A fuel cell system, characterized in that, when it is determined that the fuel cell vehicle is running uphill, the power generated by the fuel cell is increased from the current power generated.

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