JP4139191B2 - Fuel cell stack control device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a control device for a fuel cell stack in which a plurality of cells are stacked, and more particularly, to a control device for a fuel cell stack configured to limit a generated current output from the fuel cell stack.
[0002]
[Prior art]
For example, in a polymer electrolyte fuel cell, an electrolyte membrane (electrolyte) / electrode structure in which an anode electrode and a cathode electrode are arranged on both sides of an electrolyte membrane made of a polymer ion exchange membrane (cation exchange membrane) is separated by a separator. It is comprised by pinching and hold | maintaining. This type of fuel cell is normally used as a fuel cell stack by laminating a predetermined number of cells comprising an electrolyte membrane / electrode structure and a separator.
[0003]
In the fuel cell stack, a fuel gas supplied to the anode electrode, for example, a hydrogen-containing gas, is hydrogen-ionized on the electrode catalyst and moves to the cathode electrode side through an appropriately humidified electrolyte membrane. The electrons generated in the meantime are taken out to an external circuit and used as direct current electric energy. Since the cathode electrode is supplied with an oxidant gas, for example, an oxygen-containing gas such as air, the hydrogen ions, the electrons and oxygen react with each other to produce water.
[0004]
In the fuel cell stack described above, a fuel gas channel (reactive gas channel) for flowing a fuel gas facing the anode electrode and a oxidant gas for flowing the oxidant gas facing the cathode electrode are provided in the separator surface. An oxidizing gas channel (reactive gas channel) is provided. Further, between the separators, a cooling medium flow path for flowing a cooling medium as necessary is provided along the surface of the separator to form a fuel cell device.
[0005]
In such a fuel cell device, a compressor that supplies compressed and heated air to the cathode electrode, and the pressure of the compressed and heated air as a signal pressure, fuel gas hydrogen at a flow rate corresponding to the signal pressure is applied to the anode electrode. A pressure control valve to be supplied, and the fuel gas pressure on the anode side is set to a predetermined pressure with respect to the air pressure on the cathode electrode side to ensure power generation efficiency, and the flow rate of air and fuel gas is controlled as desired. It is set so that the generated current can be obtained.
[0006]
That is, in the fuel cell device having such a configuration, the amount of fuel gas supplied to the anode electrode is changed in accordance with the change in load, and at the same time, the amount of air supplied to the cathode electrode also controls the rotation speed of the compressor. To change.
[0007]
By the way, when the fuel cell device is used at high altitudes, if the rotation speed of the compressor is controlled in the same way as when used at high altitudes, the density of air is lower than the level at high altitudes. It has been pointed out that the stability and power generation efficiency of the fuel cell device are reduced, such as a situation where the amount of supplied oxygen is insufficient and the amount of unreacted hydrogen increases, resulting in a shortage of power generation current. Reference 1).
[0008]
In order to solve this problem, the technique according to Patent Document 1 measures the atmospheric pressure (Pa [kPa]) and the temperature of the atmosphere, that is, the air temperature (Ta [K]), and sets Ns to 1 atm (101.325 [ kPa]), 0 [° C.] (273.15 [K]), the actual compressor speed N is obtained by the following equation (1).
N = Ns × (101.325 / Pa) × (Ta ÷ 273.15) (1)
[0009]
Then, by operating the compressor at this rotational speed N, the rotational speed of the compressor is proportionally increased when the atmospheric pressure Pa decreases or when the temperature Ta increases.
[0010]
[Patent Document 1]
JP 2000-48838 A (paragraphs [0009], [0023], FIG. 2)
[0011]
[Problems to be solved by the invention]
However, in the technique according to Patent Document 1, when the atmospheric pressure Pa decreases or the temperature Ta increases, there is a situation in which the compressor rotational speed N obtained by the above equation (1) exceeds the allowable rotational speed. appear. For this reason, there is a possibility that the temperature of the air whose temperature is increased by compression on the outlet side of the compressor may exceed the outlet side allowable temperature.
[0012]
As described above, when the rotation speed N of the compressor exceeds the allowable rotation speed, or when the temperature of the compressed heated air at the outlet side of the compressor exceeds the allowable temperature at the outlet side, the fuel cell device itself fails. The potential is great.
[0013]
FIG. 8 shows the atmospheric pressure Pa [kPa] and the temperature Ta [° C.] created by the inventor of this application under the condition that the outlet pressure Pc of the compressor is a constant value (in other words, the generated current is a constant value). And the outlet side temperature Tc [° C.] of the compressor. It is understood that the outlet side temperature Tc increases as the atmospheric pressure Pa decreases and the temperature Ta increases. That is, when the outlet side pressure Pc is a constant value, the outlet side temperature Tc of the compressor exceeds the outlet side allowable temperature Tcmax in the region where the atmospheric pressure Pa is low and the temperature Ta is high.
[0014]
The present invention has been made in view of such problems, and provides a control device for a fuel cell stack that can stably operate the fuel cell device regardless of changes in atmospheric pressure and temperature. The purpose is to do.
[0015]
Further, according to the present invention, the rotational speed of the compressor constituting the fuel cell device is made equal to or lower than the allowable rotational speed regardless of the change in atmospheric pressure and the temperature, and the outlet side temperature of the compressor is made lower than the allowable temperature on the outlet side. An object of the present invention is to provide a control device for a fuel cell stack that makes it possible.
[0016]
[Means for Solving the Problems]
In this section, for ease of understanding, reference numerals in the attached drawings are used for explanation. Therefore, the contents described in this section should not be construed as being limited to those having the reference numerals.
[0017]
  In the fuel cell stack control device according to the present invention, the fuel gas is supplied to the anode electrode and the cathode electrodeTaken from the atmosphereThe control device (20) of the fuel cell stack (12) to which air is supplied has the following characteristics.
[0018]
(1) a compressor (24) for supplying air taken from the atmosphere to the cathode electrode, a pressure sensor (44) for detecting the pressure of the atmosphere, and a temperature sensor (46) for detecting the temperature of the atmosphere; Power generation for controlling the generated current (I) supplied from the fuel cell stack to the load (16) according to the atmospheric pressure (Pa) detected by the pressure sensor and the temperature (Ta) detected by the temperature sensor. And a current controller (22, 30).
[0019]
According to the present invention, the generated current (I) taken out from the fuel cell stack and supplied to the load is determined by the generated current controller according to the atmospheric pressure detected by the pressure sensor and the temperature detected by the temperature sensor. Since the control is performed, the fuel cell device can be stably operated even when the atmospheric pressure and the temperature change.
[0021]
In particular, the fuel cell device can be stably operated even in a low atmospheric pressure / high temperature environment.
[0022]
  (2) In the feature (1), when the generated current controller calculates a target generated current value (It) of the generated current supplied from the fuel cell stack to the load, the target generated current value The maximum generated current value (Itmax) is limited according to the atmospheric pressure detected by the pressure sensor and the air temperature detected by the temperature sensor.
  (3) In the above feature (1) or feature (2), the cathode further includes a compressor (24) for supplying the air taken in from the atmosphere, and the generated current controller is the fuel cell. By controlling the rotation speed of the compressor based on the generated current supplied from the stack to the load, it is possible to control the rotation speed of the compressor below an allowable rotation speed regardless of changes in atmospheric pressure and temperature. And the outlet side temperature of the compressor can be controlled to be equal to or lower than the outlet side allowable temperature.
  (4) Above features (1)Any of (3)In the case where the load includes the motor for vehicle propulsion (16), the vehicle (10) on which the fuel cell stack (12) and the control device (20) are mounted is, for example, a high altitude with a low atmospheric pressure or Even in an environment where the air temperature is high, it is possible to ensure a certain running performance when the outlet side temperature of the compressor is equal to or lower than the allowable temperature.
[0023]
DETAILED DESCRIPTION OF THE INVENTION
Embodiments of the present invention will be described below with reference to the drawings.
[0024]
FIG. 1 shows a configuration of a fuel cell vehicle 10 to which an embodiment of the present invention is applied.
[0025]
This fuel cell vehicle 10 is basically supplied with electric power via a hybrid power source device including a fuel cell stack 12 and a capacitor 14 as a power storage device, and a current supplier 22 from these power source devices. And a traveling motor 16 for vehicle propulsion.
[0026]
When the fuel cell vehicle 10 is accelerated and travels at a constant speed, the propulsive force of the travel motor 16 is transmitted to the drive wheels W via the transmission T / M. When the fuel cell vehicle 10 decelerates, when the driving force is transmitted from the driving wheel W to the traveling motor 16, the traveling motor 16 functions as a generator, and the electric energy is passed through the current supplier 22 on the capacitor 14 side. It is regenerated.
[0027]
The fuel cell vehicle 10 is also equipped with a fuel cell stack control device 20 that doubles as a control device for the fuel cell stack 12 and a control device for the fuel cell vehicle 10.
[0028]
Here, the fuel cell stack control device 20 controls the compressor 24, the circulation pump 26, the hydrogen tank 28, and the whole in addition to the fuel cell stack 12, the capacitor 14, the current supplier 22, and the traveling motor 16. The unit 30 is provided.
[0029]
The fuel cell stack 12 is configured, for example, by stacking cells formed by sandwiching a solid polymer electrolyte membrane between an anode electrode and a cathode electrode from both sides.
[0030]
The anode electrode of the fuel cell stack 12 is provided with a fuel gas supply port 32 and a discharge port 34, and the cathode electrode is provided with an air supply port 36 and a discharge port 38.
[0031]
The fuel gas supply port 32 communicates with the hydrogen tank 28 via a fuel supply control valve 40 that is a pressure control valve, and also returns to the discharge side of the circulation pump 26 that returns the hydrogen discharged from the discharge port 34 to the supply port 32. Communicate.
[0032]
Here, the valve opening control port of the fuel supply control valve 40 communicates with a passage between the compressor 24 and the air supply port 36. That is, the fuel supply control valve 40 controls the valve opening degree by using the supply pressure of the air supply port 36, in other words, the outlet side pressure of the compressor 24 as the signal pressure.
[0033]
A discharge port 34 for hydrogen, water, and the like communicates with the inflow side of the circulation pump 26 and also communicates with the exhaust system via a discharge valve (hydrogen purge valve) 39.
[0034]
On the other hand, the air and water discharge port 38 communicates with the atmosphere (outside air) via the exhaust pressure control valve 41.
[0035]
The air supply port 36 described above communicates with the atmosphere (outside air) via a cooler and a compressor 24 (not shown). Between the compressor 24 and the outside air inlet 42, a pressure sensor 44 for detecting atmospheric pressure (atmospheric pressure) Pa and a temperature sensor 46 for detecting atmospheric temperature (air temperature) Ta are arranged. These pressure sensors The atmospheric pressure Pa and the temperature Ta detected by the temperature sensor 46 and the temperature sensor 46 are taken into the control unit 30.
[0036]
The control unit 30 that also functions as a generated current controller includes a CPU (Central Processing Unit) 60, a memory 62 such as a ROM (Read Only Memory) / RAM (Random Access Memory), and a counter / timer (timer) that is a counting / timer. 64, and a control board on which an interface (I / F) 66 such as an A / D converter, a D / A converter, and a driver is mounted.
[0037]
The control unit 30 (the CPU 60) receives various inputs (the position of the transmission T / M, the accelerator opening Ac from the accelerator opening sensor 50, the atmospheric pressure Pa from the pressure sensor 44, the temperature Ta from the temperature sensor 46, and current supply. The rotation speed of the compressor 24 and the exhaust pressure control are executed by executing a program stored in the memory 62 in response to a detection input of a current sensor or the like that detects the generated current I arranged in the compressor 22. The entire fuel cell vehicle 10 is controlled in an integrated manner, such as the opening of the valve 41, the number of rotations of the circulation pump 26, and the control of the current supplier 22 accompanying the control of the generated current I.
[0038]
For example, when the fuel cell vehicle 10 is traveling, the control unit 30 supplies hydrogen and air (oxygen-containing gas) as reaction gases to the fuel cell stack 12 based on the accelerator opening Ac from the accelerator opening sensor 50. Then, the current (generated current) I generated by the electrochemical reaction in the fuel cell stack 12 is converted into an alternating current by the current supplier 22 and supplied to the traveling motor 16.
[0039]
The fuel cell vehicle 10 including the fuel cell stack control device 20 according to this embodiment is basically configured and operates as described above. Next, the generated current I taken out from the fuel cell stack 12 is The control operation will be described.
[0040]
In the following description, for the sake of easy understanding, first, (i) a control operation without limitation on the generated current I, which is a premise of the present invention, will be schematically described, and then (ii) according to the present invention. A control operation that limits the generated current I will be described in detail.
[0041]
FIG. 2 is a flowchart of a control operation (i) without limitation on the generated current I. In step S1, first, in response to the operation of the accelerator pedal by the operator of the fuel cell vehicle 10, the accelerator opening degree Ac is received from the accelerator opening degree sensor 50 connected to the accelerator pedal.
[0042]
Next, in step S2, a target generated current value Ita of the generated current I to be extracted from the fuel cell stack 12 is calculated based on the acquired accelerator opening degree Ac.
[0043]
FIG. 3 shows a correspondence relationship between the accelerator opening degree Ac and the target generated current value Ita. From this correspondence, the target generated current value Ita corresponding to the accelerator opening degree Ac is calculated.
[0044]
Next, in step S3, the generated current I is controlled to become the target generated current value Ita according to the target generated current value Ita.
[0045]
The above explanation is based on the assumption that (i) the generated current I which is the premise of the present invention is not limited, in other words, the calculated target generated current value Ita becomes the generated current I that can be taken out from the fuel cell stack 12 as it is. This is a schematic explanation of the control operation in this case, and (ii) a control operation with a limit on the generated current I according to the present invention will be described in detail.
[0046]
FIG. 4 is a control flowchart in which (ii) the generation current I limiting process is applied.
[0047]
First, in step S11, in response to the operation of the accelerator pedal by the operator of the fuel cell vehicle 10, the accelerator opening Ac from the accelerator opening sensor 50 connected to the accelerator pedal is taken in.
[0048]
Next, in step S12, a temporary target generated current value Icm of the generated current I to be extracted from the fuel cell stack 12 is calculated based on the acquired accelerator opening degree Ac. Normally, the temporary target generated current value Icm is stored in advance in the memory 62 as an increase function f (x) of the accelerator opening degree Ac (a function in which the value of the function f (x) increases as x increases), and the variable x By substituting the accelerator opening Ac for, the temporary target generated current value Icm is uniquely determined as Icm = f (Ac). Note that the map can be changed to refer to the map instead of the increase function f (x).
[0049]
In this embodiment, for the sake of easy understanding, the temporary target generated current value Icm is represented by a linear function of the accelerator opening degree Ac as shown by a dotted straight line in FIG. This temporary target generated current value Icm corresponds to the target generated current value Ita described with reference to FIG.
[0050]
Next, in step S13, the atmospheric pressure Pa, which is the pressure of the outside air supplied from the outside air inlet 42 to the compressor 24, and the temperature of the outside air, that is, the temperature Ta, are detected by the pressure sensor 44 and the temperature sensor 46, respectively.
[0051]
Next, in step S14, the maximum generated current value Imax corresponding to the detected atmospheric pressure Pa and temperature Ta is calculated. The maximum generated current value Imax is a predetermined value that continuously operates within a range in which the fuel cell stack control device 20 does not fail. This maximum generated current value Imax is designed to limit the maximum rotational speed of the compressor 24 so that the output side temperature (outlet side temperature) of the compressor 24 does not exceed the allowable temperature.
[0052]
In this case, from the outlet side allowable temperature Tcmax of the compressor 24, the detected air temperature Ta, the detected atmospheric pressure Pa, and the predetermined coefficient K, the outlet side pressure Pcout of the compressor 24 is expressed by the following equation (2).
Pcout ≦ {(Tcmax−Ta) / K} × Pa (2)
By limiting the maximum generated current value Imax so as to satisfy the above, the rotation speed of the compressor 24 is limited to the allowable rotation speed or less, and the outlet side temperature of the compressor 24 is limited to the allowable temperature Tcmax or less. The above equation (2) can be transformed into the following equation (3).
Tcmax ≧ (Pcout / Pa) × K + Ta (3)
[0053]
Further, considering that the outlet side pressure Pcout of the compressor 24, in other words, the pressure on the cathode electrode side of the fuel cell stack 12 is proportional to the generated current I as a result, α is a constant and Pcout = α × I Since it can be expressed, the above equation (3) can be transformed into the following equation (4).
Tcmax ≧ (α · I / Pa) × K + Ta (4)
[0054]
According to the equation (4), in order not to exceed the outlet-side allowable temperature Tcmax of the compressor 24, the generated current I is decreased when the atmospheric pressure Pa decreases under a constant temperature Ta. It can be seen that the generated current I needs to be reduced even when the temperature Ta rises under a condition where the atmospheric pressure Pa is constant.
[0055]
Although it is conceivable to directly detect the outlet side pressure and outlet side temperature of the compressor 24 to control the maximum generated current value Imax, the outlet side pressure or outlet side temperature of the compressor 24 changes with time (time differentiation of pressure). This is not adopted in this embodiment because the control becomes complicated because the change in the value and the change in the time differential value of the temperature are large. Of course, it is also possible to adopt.
[0056]
In this embodiment, in order to control the replacement of the outlet side pressure of the compressor 24, a map (look-up table) 80 of the atmospheric pressure Pa and the maximum generated current value Imax, which represents the temperature Ta as a parameter, shown in FIG. Created and prepared.
[0057]
In step S13, when the atmospheric pressure Pa and the temperature Ta are detected by the pressure sensor 44 and the temperature sensor 46, respectively, in step S14, the maximum power generation is performed from the atmospheric pressure Pa and the temperature Ta measured in step S13 with reference to this map 80. The current value Imax is calculated. Then, by limiting the generated current I within the maximum generated current value Imax, the rotation speed of the compressor 24 is limited to an allowable rotation speed or less. In other words, the outlet side pressure of the compressor 24 is limited to the value indicated by the right side of the equation (2) or less, and the outlet side temperature of the compressor 24 is limited to the allowable temperature Tcmax or less indicated by the equation (3). The map 80 shown in FIG. 5 is created in advance through experiments or the like according to the characteristics of the fuel cell stack 12 and stored in the memory 62. In this map 80, the temperature Ta is used by interpolation.
[0058]
The maximum generated current value Imax can be stored in the memory 62 as a polynomial function g (x, y) (x and y are atmospheric pressure Pa and temperature Ta), not limited to the map 80 ( Imax = g (x, y)).
[0059]
Next, in step S15, the temporary target generated current value Icm calculated in step S12 is compared with the maximum generated current value Imax calculated in step S14, and the calculated temporary target generated current value Icm is equal to or less than the maximum generated current value Imax. Determine if it exists.
[0060]
When the calculated temporary target generated current value Icm is less than or equal to the maximum generated current value Imax, the generated current I has a margin, and therefore, in step S16, the target generated current value It is set to the temporary target generated current value Icm ( It ← Icm).
[0061]
On the other hand, when the calculated temporary target generated current value Icm is equal to or greater than the maximum generated current value Imax, the target generated current value is determined in step S17 in order to set the outlet side temperature of the compressor 24 to the allowable temperature Tcmax or less. It is set (limited) to the maximum generated current value Imax (It ← Imax).
[0062]
That is, as shown in FIG. 6, the temporary target power generation current value Icm calculated for the accelerator opening degree Ac corresponds to the maximum power generation current value Imax calculated from the map 80 according to the atmospheric pressure Pa and the temperature Ta. When there is a margin, the temporary target generated current value Icm is set as the target generated current value It as it is. On the other hand, when the temporary target generated current value Icm exceeds the maximum generated current value Imax, the target generated current value It (maximum value) is controlled to be limited to the maximum generated current value Imax.
[0063]
Next, in step S18, the opening degree of the exhaust pressure control valve 41 and the rotation speed of the compressor 24 are set to predetermined values according to the determined target generated current value It, and the current supplier 22 from the fuel cell stack 12 is set. The generated current I supplied to is controlled to the target generated current value It.
[0064]
More specifically, the control unit 30 calculates the flow rate and pressure of the reaction gas (hydrogen and air) corresponding to the target generated current value It, and simultaneously controls the rotational speed of the compressor 24 to a predetermined rotational speed according to the calculated flow rate. The valve opening degree of the exhaust pressure control valve 41 is controlled according to the calculated pressure. At this time, the valve opening degree of the fuel supply control valve 40 is controlled according to the outlet side pressure of the compressor 24. In this way, hydrogen and air, which are reaction gases, are supplied to the supply ports 32 and 36, respectively. An electrochemical reaction corresponding to the amount of hydrogen and air occurs in the fuel cell stack 12, and a predetermined generated current I is taken out.
[0065]
Then, the valve opening degree of the exhaust pressure control valve 41, the rotational speed of the compressor 24, and the rotational speed of the circulation pump 26 are feedback-controlled so that the generated current I becomes the target generated current value Ita.
[0066]
In this way, by supplying the traveling current 16 with the generated current I controlled to the target generated current value It, the fuel cell vehicle 10 has a large response according to the accelerator opening Ac from the accelerator opening sensor 50. Predetermined traveling in consideration of the atmospheric pressure Pa and the temperature Ta can be performed.
[0067]
As described above, according to the above-described embodiment, the generated current I taken from the fuel cell stack 12 and supplied to the traveling motor 16 that is a load is used as the air supplied to the cathode electrode of the fuel cell stack 12. Since the control unit 30 controls the atmospheric pressure Pa and the air temperature Ta, the outlet side temperature of the compressor 24 can be limited to the allowable temperature Tcmax or less. Even if the atmospheric pressure Pa and the air temperature Ta change, the fuel can be reduced. Stable power generation of the battery stack 12 can be realized.
[0068]
That is, as a result, the characteristic of the solid line shown in FIG. 8 is controlled as shown by the characteristic of the broken line shown in FIG. 7 in this embodiment, and in the region where the temperature Ta is high, the compressor 24 If the atmospheric pressure Pa becomes lower than a predetermined pressure under the condition that the outlet side pressure Pc is a constant value (in other words, the generated current I is a constant value), the outlet side temperature Tc of the compressor 24 is limited to the outlet side allowable temperature Tcmax. The
[0069]
Further, in the fuel cell vehicle 10 according to this embodiment, the outlet side temperature of the compressor 24 is limited to the allowable temperature Tcmax or less, particularly in the highland where the atmospheric pressure Pa is low and the air density is low, or in an environment where the temperature Ta is high. As described above, since the power generation current I (target power generation current It) is limited, stable power generation of the fuel cell stack 12 can be realized even in such high altitude and high temperature environments, and a certain traveling performance is ensured. can do.
[0070]
Further, in the above-described embodiment, the control unit 30 functioning as the generated current controller has the allowable temperature on the outlet side of the compressor as Tcmax, the detected atmospheric temperature as Ta, the detected atmospheric pressure as Pa, and the coefficient as K. When the outlet side pressure of the compressor is Pcout, the outlet side pressure Pcout is expressed by the above equation (2).
Pcout ≦ Pa × {(Tcmax−Ta) / K} (2)
Since the generated current I is limited so as to satisfy the above, the rotational speed of the compressor 24 is controlled to be equal to or lower than the allowable rotational speed, and the outlet side temperature of the compressor 24 is controlled to be equal to or lower than the allowable outlet side temperature Tcmax. In the above equation (2), for example, if it is considered that the term {(Tcmax−Ta) / K} relating to temperature which is a multiplier on the right side does not change, it is necessary to limit the outlet side pressure Pcout as the atmospheric pressure Pa decreases. From this, it is understood that it is necessary to reduce the rotation speed of the compressor 24. On the other hand, if the atmospheric pressure Pa, which is a multiplicand on the right side, is constant, the outlet side pressure Pcout is limited as the temperature Ta increases. Since it is necessary, it turns out that it is necessary to reduce the rotation speed of the compressor 24 similarly.
[0071]
The present invention is not limited to the above-described embodiment. For example, the load to which the generated current I is supplied includes, in addition to the traveling motor 16, an auxiliary device such as a capacitor 14 or a vehicle air conditioner not shown. Of course, various configurations can be adopted based on the description in this specification.
[0072]
【The invention's effect】
As described above, according to the present invention, the generated current is limited by the generated current controller based on the atmospheric pressure and the temperature of the air supplied from the atmosphere to the cathode electrode of the fuel cell stack via the compressor. Therefore, for example, stable power generation can be performed even under a low pressure condition in a high altitude region or under a high temperature environment (high temperature condition).
[0073]
Further, since the rotation speed of the compressor that supplies air to the fuel cell stack is limited to the allowable rotation speed or less based on the atmospheric pressure and the air temperature, the outlet side temperature of the compressor that is supplied with the compressed warm-up air is reduced. The outlet side allowable temperature can be controlled below.
[Brief description of the drawings]
FIG. 1 is a block diagram showing a configuration of a fuel cell vehicle to which an embodiment of the present invention is applied.
FIG. 2 is a flow chart of generated current control with respect to accelerator opening in a state where there is no current limitation.
FIG. 3 is an explanatory diagram of a target generated current value with respect to an accelerator opening degree in a state where there is no current limitation.
FIG. 4 is a flowchart of generated current control in consideration of atmospheric pressure and temperature.
FIG. 5 is an explanatory diagram showing a map of atmospheric pressure, temperature, and maximum generated current value.
FIG. 6 is an explanatory diagram of a target generated current value with respect to the accelerator opening when there is a current limit.
FIG. 7 is an explanatory diagram of the control of the outlet side temperature when there is a current limit.
FIG. 8 is an explanatory diagram of the control of the outlet side temperature when there is no current limitation.
[Explanation of symbols]
10 ... Fuel cell vehicle 12 ... Fuel cell stack
14 ... Capacitor 16 ... Motor for running
20 ... Fuel cell stack control device 22 ... Current supply
24 ... Compressor 26 ... Circulating pump
28 ... Hydrogen tank 30 ... Control part (Generation current controller)
32 ... Fuel gas supply port 34 ... Fuel gas discharge port
36 ... Air supply port 38 ... Air discharge port
39 ... Drain valve (hydrogen purge valve) 40 ... Fuel supply control valve
41 ... Exhaust pressure control valve 42 ... Outside air intake
44 ... Pressure sensor 46 ... Temperature sensor
50 ... Accelerator opening sensor 60 ... CPU
62 ... Memory

Claims (4)

In a fuel cell stack control device in which fuel gas is supplied to the anode electrode and air taken in from the atmosphere is supplied to the cathode electrode ,
A pressure sensor for detecting the pressure of the previous Symbol atmosphere,
A temperature sensor for detecting the temperature of the atmosphere;
A fuel generation current controller configured to control a power generation current supplied from the fuel cell stack to a load according to an atmospheric pressure detected by the pressure sensor and an air temperature detected by the temperature sensor. Battery stack control device. The fuel cell stack control device according to claim 1, wherein
The generated current controller is
When the target generated current value of the generated current supplied from the fuel cell stack to the load is calculated, the maximum generated current value of the target generated current value is detected by the atmospheric pressure detected by the pressure sensor and the temperature sensor. Limit according to the temperature
A control apparatus for a fuel cell stack. In the control apparatus of the fuel cell stack according to claim 1 or 2,
Furthermore, the cathode electrode is provided with a compressor for supplying the air taken from the atmosphere,
The generated current controller is
Based on the generated current supplied from the fuel cell stack to the load, the rotational speed of the compressor is controlled.
A control apparatus for a fuel cell stack. In the control apparatus of the fuel cell stack of any one of Claims 1-3,
The fuel cell stack control device, wherein the load includes a vehicle propulsion motor.

Images