JP4958847B2 - Fuel cell vehicle - Google Patents

Description

  The present invention relates to a fuel cell vehicle including a fuel cell that generates electric power from a supplied reaction gas, a power storage device, and a motor for traveling that is driven by electric power of the fuel cell and the power storage device. The present invention relates to a fuel cell vehicle to which power supply control is applied to an electric heater constituting an air conditioner (hereinafter referred to as an air conditioner).

  Generally, in a fuel cell vehicle, a motor as a travel drive source is driven by a hybrid power source of a fuel cell and a power storage device. The power storage device is used for assisting the electric power of the fuel cell at the time of starting or running. The power storage device also has a function of charging surplus power of the fuel cell and regenerative power of the motor.

  The fuel cell vehicle is also equipped with an air conditioner for making the vehicle interior comfortable. An air conditioner is a device that uses a refrigeration cycle. In an internal combustion engine vehicle, the compressor is operated by rotation of the main shaft of the engine, etc., compresses the refrigerant, and repeatedly circulates the refrigerant in the refrigeration cycle, thereby removing dehumidified cold air. It has gained.

  On the other hand, in the fuel cell vehicle, the motor for the air conditioner is driven via the inverter by the power of the fuel cell and / or the power of the power storage device, and the compressor of the refrigeration cycle is operated by the motor for the air conditioner. (Patent Document 1).

  As described above, in the technique according to Patent Document 1, since the air conditioner is driven at a relatively high voltage, energy efficiency is improved.

JP 2006-286320 A

  By the way, when heating the air conditioner, it is necessary to warm the cold air dehumidified by the refrigeration cycle with an electric heater.

  Although the electric heater also has a relatively high load, Patent Document 1 does not mention control of the electric heater by the fuel cell and / or the power storage device.

  The present invention has been made in consideration of such problems. In consideration of improving the heating performance of an air conditioner, the present invention relates to the supply of electric power to an electric heater, with improved energy efficiency, cost reduction, and vehicle running performance. It is an object of the present invention to provide a fuel cell vehicle capable of optimizing tradeoffs.

  A fuel cell vehicle according to the present invention is a fuel cell vehicle comprising a fuel cell that generates electric power using supplied reaction gas, a power storage device, and a motor for traveling that is driven by electric power of the fuel cell and the power storage device. The following features (1) to (7) are provided.

  (1) An electric heater for air conditioning to which power is supplied from the power storage device, and an integrated control unit that controls the power balance of the fuel cell, the power storage device, and the motor in an integrated manner, and the integrated control When the voltage required by the electric heater exceeds a voltage threshold, the power generation power of the fuel cell is increased to cause a charging current to flow through the power storage device, and the charging current and the internal resistance of the power storage device The voltage of the power storage device that rises according to the product of the power is set to a voltage that is equal to or higher than the voltage required by the electric heater.

  According to the invention having the feature (1), when the voltage required by the electric heater exceeds the voltage threshold, the generated power of the fuel cell is increased and a charging current is supplied to the power storage device, so that the charging is performed. By adopting a characteristic configuration in which the voltage of the power storage device, which rises according to the product of the current and the internal resistance of the power storage device, is higher than the voltage required by the electric heater, the capacity of the power storage device (The capacity is not increased unnecessarily), and it is not necessary to provide a converter for boosting the voltage of the power storage device to a voltage required by the electric heater, so that energy efficiency can be improved. In addition, the cost of the fuel cell vehicle can be reduced by not providing the converter.

  (2) In the invention having the above feature (1), the voltage threshold value is a current voltage (variation value) of the power storage device.

  According to the invention having this feature (2), since the charging current of the power storage device can be determined according to the current load of the power storage device, the voltage required by the electric heater with the minimum required charge amount The pressure can be reliably increased.

  (3) In the invention having the above feature (1), the voltage threshold is an open circuit voltage (fixed value) of the power storage device or a voltage obtained by subtracting a marginal voltage from the open circuit voltage (fixed value).

  According to the invention having the feature (3), the open-circuit voltage (fixed value) or the voltage obtained by subtracting the margin voltage from the open-circuit voltage (fixed value) is used as the voltage threshold value, so that the control is simplified. By setting the voltage obtained by subtracting the margin voltage from the open voltage, it is possible to supply electric power to the electric heater with a slight margin.

  (4) In the invention having any one of the above characteristics (1) to (3), when the vehicle speed of the fuel cell vehicle is lower than a vehicle speed threshold, an increase in the generated power of the fuel cell is limited. And

  According to the invention having this feature (4), when the vehicle speed is lower than the vehicle speed threshold, the increase in the generated power of the fuel cell is limited. The air pump for supplying air can be operated silently, and the comfort in the passenger compartment is improved.

  (5) In the invention having any one of the above characteristics (1) to (4), when the voltage required by the electric heater exceeds the voltage threshold, the fuel cell is operated even during idling. Features.

  According to the invention having the feature (5), for example, when the vehicle is stopped in a signal waiting state or the like, the power storage device is charged with the power of the fuel cell so that the idle stop is prohibited, and the electric heater is It is possible to improve the comfort in the passenger compartment by operating.

  (6) In the invention having the above feature (1) or (2), when the temperature of the fuel cell is lower than a temperature threshold, the voltage requirement of the electric heater is higher than the voltage threshold. However, it is characterized by not responding to the request.

  According to the invention having the feature (6), when the temperature of the fuel cell is lower than the temperature threshold, the request for the voltage required by the electric heater is higher than the voltage threshold. By not responding to the above, stable operation of the fuel cell can be prioritized.

  (7) In the invention having the feature (1) or (2), the motor power request is given priority over the voltage requirement of the electric heater.

  According to the invention having the feature (7), since the power demand of the motor is given priority over the power demand of the electric heater, it is possible to give priority to running.

  Since the charging current is allowed to flow from the fuel cell to the power storage device so that the voltage of the power storage device is higher than the heater required voltage of the electric heater of the air conditioner, the capacity of the power storage device is optimized (unnecessarily In addition, it is not necessary to provide a converter that boosts the voltage of the power storage device to a voltage required by the electric heater, so that the heating performance is improved and the energy efficiency of the entire fuel cell vehicle is improved. be able to. Moreover, since it is not necessary to provide a converter, the cost can be reduced.

  Hereinafter, an embodiment of a fuel cell vehicle according to the present invention will be described with reference to the drawings.

  A fuel cell vehicle 20 according to this embodiment shown in FIG. 1 basically includes a hybrid power supply system (hybrid DC power supply system) 10 including a fuel cell 22 and a power storage device 24 that is an energy storage. A motor current Im (electric power) from the hybrid DC power supply system 10 is composed of a traveling motor 26 (electric motor) as a load supplied through an inverter 34.

  A DC / DC converter device {VCU is connected between the primary power line 11 to which the power storage device 24 is connected and the secondary power line 12 to which the fuel cell 22 and the motor 26 (inverter 34) are connected. (Voltage Control Unit). } 23 is provided.

  The VCU 23 includes a DC / DC converter 36 and a converter control unit 54 that drives and controls the DC / DC converter 36. The DC / DC converter 36 operates in both the step-up and step-down directions to step down the secondary voltage V2 composed of the regenerative voltage of the generated voltage Vf or the voltage across the inverter 34 to the primary voltage V1, and the primary voltage that is the battery voltage Vb. V1 is boosted to the secondary voltage V2 which is the generated voltage Vfc.

  The rotation of the motor 26 that is rotationally driven by the hybrid DC power supply system 10 is transmitted to the wheel 16 through the speed reducer 13 and the shaft 14, and the fuel cell vehicle 20 is propelled by rotating the wheel 16.

  The fuel cell 22 has, for example, a stack structure in which cells formed by sandwiching a solid polymer electrolyte membrane between an anode electrode and a cathode electrode from both sides are stacked. A hydrogen tank 28 and an air compressor 30 are connected to the fuel cell 22 by piping.

  In the fuel cell 22, the generated current Ifc generated by the electrochemical reaction of hydrogen (fuel gas), which is a reaction gas, and air (oxidant gas) is supplied to the secondary side via a current sensor 32 that detects the generated current Ifc. Is supplied to the inverter 34 connected to the power line 12 and to the primary power line 11 through the DC / DC converter 36. The power generation voltage Vfc of the fuel cell 22 is detected by the voltage sensor 33.

  The inverter 34 performs DC / AC conversion and supplies the motor current Im to the motor 26, while the motor current Im after AC / DC conversion accompanying the regenerative operation is supplied from the power supply line 12 to the power supply line 11 side through the DC / DC converter 36. To supply.

  In this case, the secondary voltage V2 that is the regenerative voltage or the power generation voltage Vfc is converted to the primary voltage V1 by the DC / DC converter 36, and this primary voltage V1 is stored as the power storage device current (referred to as battery current) Ib. 24 is supplied to the refrigeration cycle 55 through an inverter 52 that constitutes an air conditioner (referred to as an air conditioner) 50 as an air conditioning current Ia, and is supplied to an electric heater 56 that constitutes the air conditioner 50. On the other hand, the heater current Ih is supplied. A heater voltage Vh equal to the battery voltage Vb is applied to the electric heater 56.

  The power storage device 24 connected to the power supply line 11 can use, for example, a lithium ion secondary battery or a capacitor. In this embodiment, a lithium ion secondary battery is used.

  The power storage device 24 outputs a battery current Ib for supplying the motor current Im to the inverter 34 through the DC / DC converter 36.

  The motor current Im supplied to the inverter 34 is a combined current of the current generated by converting the battery current Ib by the VCU 23 and the generated current If. In addition, the open circuit voltage {OCV (Open Circuit Voltage) of the electrical storage apparatus 24 is called. } Is, for example, about 280 [V], which is about 100 [V] lower than the power generation voltage Vfc of the fuel cell 22.

  Similarly to the fuel cell 22, the power storage device 24 supplies the air conditioning current Ia to the refrigeration cycle 55 through the inverter 52 that constitutes the air conditioner 50, and also supplies the heater current Ih to the electric heater 56 that constitutes the air conditioner 50.

  Here, the air conditioner 50 includes an inverter 52, a refrigeration cycle 55, an electric heater 56, an operation panel 59 for air conditioning, and an air conditioner control unit 58 for controlling them.

  The primary voltage V1 between the power supply lines 11 and the storage device voltage (battery voltage) Vb, which is the voltage between the terminals of the storage device 24, are equal to the heater voltage Vh applied to the electric heater 56. The battery voltage Vb, the primary voltage V1, and the heater voltage Vh are detected by the voltage sensor 37.

  As is well known, the refrigeration cycle 55 constituting the air conditioner 50 includes a motor (electric motor) driven through an inverter 52, a compressor that is rotated by the motor and compresses refrigerant to generate high-temperature and high-pressure gas, and high-temperature and high-pressure. A condenser using gas as a liquid refrigerant, an expansion valve using liquid refrigerant as a low-temperature and low-pressure mist medium, and evaporating and evaporating the mist refrigerant. It consists of an evaporator or the like that is sent to the compressor.

  The vehicle interior air 62 is converted into dehumidified / dry air 64 by an evaporator, and when the heating state is set by the air conditioner control unit 58, the dehumidified / dried air 64 is converted into hot air 66 through the electric heater 56 and is put into the vehicle interior. Blown out.

  The operation panel 59 is disposed on the instrument panel, and the operator can manually switch the temperature, cooling, heating, air volume, etc., and the automatic mode can also be selected and connected to the air conditioner control unit 58.

  The system including the fuel cell 22 is controlled by the FC control unit 70, the system including the inverter 34 and the motor 26 is controlled by the motor control unit 72, the DC / DC converter 36 is controlled by the converter control unit 54, and the air conditioner 50 is controlled by the air conditioner control unit 58. Basically controlled.

  The FC control unit 70, the motor control unit 72, the converter control unit 54, and the air conditioner control unit 58 are controlled by an integrated control unit 80 serving as a higher-level control unit with the power balance adjusted in an integrated manner.

  The integrated control unit 80, FC control unit 70, motor control unit 72, converter control unit 54, and air conditioner control unit 58 are CPU, ROM, RAM, timer, A / D converter, D / A converter, etc. Input / output interface and, if necessary, a DSP (Digital Signal Processor).

  The integrated control unit 80, the FC control unit 70, the motor control unit 72, and the converter control unit 54 are connected to each other through a communication line 82 such as a CAN (Controller Area Network) that is an in-vehicle LAN, and various switches that detect the vehicle state. In addition, the input / output information from the various sensors is shared, and the input / output information from the various switches and the various sensors is used as an input, and each CPU executes the program stored in each ROM to realize various functions.

  Here, as various switches and various sensors for detecting the vehicle state, a current sensor 32 for detecting the generated current Ifc, a voltage sensor 33 for detecting the generated voltage Vfc (equal to the secondary voltage V2), and the secondary current I2 are used. Current sensor 35 to detect, voltage sensor 37 to detect primary voltage V1 (equal to battery voltage Vb and heater voltage Vh), current sensor 31 to detect battery current Ib, vehicle speed sensor 84 to detect vehicle speed Vs, fuel cell 22, a temperature sensor 86 that detects the temperature Tfc of the fuel cell 22 (for example, the temperature of the hydrogen exhaust gas outlet of the fuel cell 22), an outside air temperature sensor 88 that detects the outside air temperature Ta, and the temperature of the power storage device 24 (referred to as battery temperature). In addition to the temperature sensor 90 for detecting Tb, an ignition switch (IGSW) (not shown) connected to the communication line 82, an access Sensor, a brake sensor, and the like.

  The integrated control unit 80 is determined based on inputs (load requests) from various switches and various sensors in addition to the state of the fuel cell 22, the state of the power storage device 24, the state of the motor 26, and the state of auxiliary equipment such as the air conditioner 50. From the total load request amount of the fuel cell vehicle 20, the fuel cell shared load amount (required output) that the fuel cell 22 should bear, the power storage device share load amount (required output) that the power storage device 24 should bear, and the regenerative power supply The distribution (sharing) of the regenerative power distribution load to be borne is determined while arbitrating, and a command is sent to the FC control unit 70, motor control unit 72, converter control unit 54, and air conditioner control unit 58.

  Next, the FC control unit 70 by the integrated control unit 80 for the voltage (heater required voltage) Vhr required by the electric heater 56 for air conditioning and heating in the fuel cell vehicle 20 configured and operated basically as described above. Control operations for the power storage device 24, the air conditioner control unit 58, and the like will be described with reference to the flowchart of FIG.

  In step S1, the integrated control unit 80 determines the heater required voltage Vhr (heater required voltage) as the heater voltage Vh for causing the electric heater 56 to generate heat in accordance with the operation of the operation panel 59 by the operator (such as the vehicle interior temperature setting operation). ) Is supplied from the air conditioner control unit 58 through the communication line 82.

  FIG. 3 is a flowchart until the heater required voltage Vhr is generated in the air conditioner control unit 58.

  The air conditioner control unit 58 detects the outside air temperature Ta from the outside air temperature sensor 88 in step S1a. In step S1b, the heating set temperature Ts set on the operation panel 59 is detected.

  FIG. 4 shows a search table 102 for the heater required power Pr. The required heater power Pr (Pr: P4, P3, P2, P1) of about several kW becomes higher as the set temperature Ts [° C] is higher and the outside air temperature Ta is lower (P4> P3> P2> P1). .

  When the set temperature Ts is detected (step S1b: YES), in step S1c, the heater required power Pr is determined with reference to the search table 102 for the heater required power Pr [kW] based on the set temperature Ts and the outside air temperature Ta.

  When the heater required power Pr is determined, in step S1d, the air conditioner control unit 58 determines the heater required voltage Vhr [V] for generating the required power Pr.

  As shown in the characteristic 104 of FIG. 5, the heater required voltage Vhr [V] is proportional to the heater required power Pr [kW].

  When determining the heater required voltage Vhr, the air conditioner control unit 58 transmits it to the integrated control unit 80 via the communication line 82 in step S1e.

  In this way, the heater required voltage Vhr (heater required voltage) for causing the electric heater 56 to generate heat in step S1 of FIG. 2 is supplied from the air conditioner control unit 58 (step S1: YES).

  Next, in step S2, the integrated control unit 80 detects the fuel cell temperature Tfc from the temperature sensor 86, and when the fuel cell temperature Tfc increases the generated current If, the threshold temperature Tfcth () at which the fuel cell 22 operates stably. For example, it is determined whether it exceeds about 50 [° C.]. For example, after starting the fuel cell 22 below freezing point, in order to ensure the stable mobility of the fuel cell 22, as long as the fuel cell temperature Tfc does not exceed the threshold temperature Tfcth, charging assistance from the fuel cell 22 to the power storage device 24 is performed. Do not do.

  When Vfc> Vfcth, in step S4, the integrated control unit 80 determines that the heater required voltage Vhr exceeds the open voltage OCV (Open Circuit Voltage) of the power storage device 24, for example, as the voltage threshold Vth (Vhr> Vth = OCV). ).

  As shown in the equivalent circuit of the power storage device 24 in FIG. 6, the power storage device 24 includes an open circuit voltage OCV of the ideal power storage device 24i when the battery current Ib is not flowing, for example, 280 [V] and an internal resistance Rb. The The internal resistance Rb has a characteristic that it increases as the battery temperature Tb decreases. Battery voltage Vb is Vb = OCV + Rb × Ib when power storage device 24 is charged with battery current Ib, and Vb = OCV−Rb × Ib when discharged with battery current Ib.

  FIG. 7 shows a characteristic 106 of the battery voltage Vb with respect to the battery current Ib at a certain battery temperature Tb.

In step S4, when it is determined that the heater required voltage Vhr is higher than the voltage threshold Vth, in this case, the open circuit voltage OCV, in step S5, the integrated control unit 80 refers to the characteristic 106 in FIG. A fuel cell current command Ifchcom related to the drive control of the heater 56 is determined (calculated). It can be seen that the fuel cell current command Ifccom can be obtained from the following equation with reference to FIG.
Ifchcom = Ib + Ih + Ia
= (Vhr-OCV) / Rb + Vhr / Rh + Ia
Ifchcom: Fuel cell current command Vhr: Air conditioner required voltage OCV: Battery open circuit voltage Rb: Battery internal resistance Rh: Resistance of electric heater 56 Ia: Current for driving refrigeration cycle 55

That is, in order to obtain the required heater voltage Vhr, the battery voltage Vb is set to a voltage equal to or higher than the required heater voltage Vhr expressed by the following equation.
Vb ≧ Ifccom × R + OCV = Vhr

Next, in step S6, the integrated control unit 80 generates a fuel cell power command (fuel cell command output for generating the heater required voltage Vhr, which is simply expressed by the following equation from the fuel cell current command Ifchcom and the heater required voltage Vhr. ) Determine (calculate) Pfchcom.
Pfchcom = Ifchcom × Vhr

  Next, in step S7, the integrated control unit 80 gives priority to the quietness of the passenger compartment below the vehicle speed threshold Vsth at the low vehicle speed Vs, and keeps the sound generated by the air compressor 30 and the like low and secures low-speed traveling. Therefore, as shown by the characteristic 108 in FIG. 9, below the vehicle speed threshold Vsth, for example, a speed of about 20 [km], the maximum value of the fuel cell output command (power command) Pfchcom for generating the heater required voltage Vhr is set to the fuel cell. It is limited to the power command maximum value (fuel cell output command maximum value) Pfchmax. Note that when the vehicle speed Vs is low, the value of the motor current Im also decreases.

  However, in order to secure the required heater voltage Vhr and enable heating even when the fuel cell vehicle 20 is stopped (Vs = 0), in step S8, the integrated control unit 80 performs idle stop (waiting for a signal, etc.). The suspension of the air compressor 30 during the temporary stop and the shutoff of the hydrogen supply from the hydrogen tank 28 by a fuel cutoff valve (not shown) are prohibited.

Next, in step S9, the integrated control unit 80 adds the fuel cell power command Pfchcom for the electric heater 56 taking into account the vehicle speed threshold Vsth to the fuel cell basic power command (fuel cell basic output command) Pfcbasecom for running by the motor 26. To determine (calculate) a fuel cell power command (fuel cell output command) Pfccom.
Pfccom = Pfcbasesec + Pfchcom

In practice, in step S9, Ifccom = Ifcbasecom + Ifchcom is determined (calculated) as the fuel cell current command.
Ifccom: Fuel cell current command Ifchcom: Fuel cell current command at heater required voltage Vhr Ifcbaseome: Fuel cell basic current command

  Referring to FIG. 1, if explained, Ifccom (generated current Ifc) = Ifcbasecom (motor current Im flowing into the motor 26) + Ifchcom (secondary flowing from the secondary side of the DC / DC converter 36 to the primary side) Understood as current I2).

  Next, in step S10, the integrated control unit 80 obtains a fuel cell voltage command Vfccom from the fuel cell current command Ifccom with reference to the output characteristic (Ifc / Vfc characteristic) 110 of the fuel cell 22 shown in FIG.

  Then, the obtained fuel cell voltage command Vfccom is transmitted to the converter control unit 54 through the communication line 82, and the fuel cell power command Pfccom (the fuel cell voltage command Vfccom and the fuel cell current command Ifccom) is transmitted through the communication line 82 to the FC control unit. 70.

  In step S11, converter control unit 54 performs DC / DC converter so that secondary voltage V2 becomes fuel cell voltage command Vfccom (resulting in fuel cell current Ifc of Ifc = Ifccom as shown in FIG. 10). 36 is feedback controlled. The FC control unit 70 adjusts the reaction gas amount of the fuel cell 22 so as to satisfy the fuel cell output command Pfccom.

  By controlling in this way, the electric power generated by the fuel cell 22 to obtain the heater required voltage Vhr can be output.

  If Steps S2, S3, and S4 are not established, the control that takes into account the heater required voltage Vhr is not performed, and the fuel cell output command Pfccom is set to the fuel cell basic output command Pfcbasecom in Step S12.

  Of course, when the steps S2, S3, and S4 are established in the processing cycle of the subsequent flowcharts, the above-described processing for ensuring the heater required voltage Vhr after the step S5 is performed.

  As described above, the fuel cell vehicle 20 according to the above-described embodiment is driven by the fuel cell 22 that generates power using the supplied reaction gas, the power storage device 24, and the power of the fuel cell 22 and the power storage device 24. A motor 26 for air conditioning, an electric heater 56 for air conditioning to which power is supplied from the power storage device 24, and an integrated control unit 80 that controls the power balance of the fuel cell 22, the power storage device 24, and the motor 26 in an integrated manner. The integrated control unit 80 increases the generated power of the fuel cell 22 when the voltage Vhr required by the electric heater 56 exceeds the voltage threshold Vth, which is the open circuit voltage OCV of the power storage device 24 in the above embodiment. The electric heater 56 requires the charging current Ib to flow through the power storage device 24 and the voltage Vb of the power storage device 24 rising according to the product of the charging current Ib and the internal resistance R of the power storage device 24. Since the characteristic configuration of the voltage Vhr or higher is adopted, the capacity of the power storage device 24 can be optimized (not increased unnecessarily) and the electric heater 56 needs the battery voltage Vb. It is not necessary to provide a converter that boosts the voltage Vhr, and energy efficiency can be improved. In addition, the cost can be reduced because the converter is unnecessary.

  The voltage threshold Vth may be set to a slightly lower voltage (fixed value) obtained by subtracting the margin voltage from the open-circuit voltage OCV in view of the margin, in addition to being set to the open-circuit voltage OCV of the power storage device 24. Vth may be the current battery voltage Vb (variation value) of the power storage device 24 being discharged. Control becomes simple by setting to a fixed value. When the current battery voltage Vb (variation value) is set, the charging current of the power storage device 24 can be determined according to the current load of the power storage device 24. The amount of charge can be raised to the required heater voltage Vhr required by the electric heater 56.

  Further, when the vehicle speed Vs is lower than the vehicle speed threshold Vsth, the increase in the generated power of the fuel cell 22 is restricted, so that compressed air is supplied to the fuel cell 22 (at the vehicle speed Vs lower than the vehicle speed threshold Vsth. The air compressor 30), which is an air pump, can be operated silently, and comfort in the passenger compartment is improved.

  When the heater required voltage Vhr required by the electric heater 56 exceeds the voltage threshold Vth, the fuel cell 22 is operated even during idling. That is, for example, when the fuel cell vehicle 20 is stopped due to a signal or the like, idle stop is prohibited, and the power storage device 24 is charged by the power of the fuel cell 22 and the electric heater 56 is operated. Comfort in the passenger compartment can be improved.

  However, when the temperature Tfc of the fuel cell 22 is lower than the temperature threshold value Tfcth, even if the required heater voltage Vhr required by the electric heater 56 exceeds the voltage threshold value Vth, the request is not met. By doing so, priority can be given to the stable operation of the fuel cell 22 at the time of starting in winter.

  Furthermore, it is possible to give priority to running by giving priority to the power requirement of the motor 26 over the requirement of the heater required voltage Vhr required by the electric heater 56.

  Note that the present invention is not limited to the above-described embodiment, and it is needless to say that various configurations can be adopted based on the contents described in this specification.

1 is a circuit diagram of a fuel cell vehicle according to an embodiment of the present invention. It is a flowchart explaining the control operation of the integrated control part with respect to the request | requirement of a heater required voltage. It is a flowchart explaining the process until a heater required voltage generation | occurrence | production in an air-conditioner control part. It is explanatory drawing which shows the search table for calculating | requiring heater required electric power from preset temperature and external temperature. It is explanatory drawing which shows the relationship between heater required electric power and heater required voltage Vhr. It is an equivalent circuit diagram of a power storage device. It is explanatory drawing which shows the characteristic of the battery voltage with respect to the battery current in a certain battery temperature. It is explanatory drawing for calculation of fuel cell current instruction | command. It is explanatory drawing which shows the fuel cell electric power command maximum value with respect to a vehicle speed. It is explanatory drawing of the output characteristic of a fuel cell.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 ... Hybrid DC power supply system 20 ... Fuel cell vehicle 22 ... Fuel cell 23 ... DC / DC converter apparatus (VCU)
24 ... Power storage device 26 ... Motor 50 ... Air conditioner 56 ... Electric heater 58 ... Obtaining and heating control unit

Claims (7)

In a fuel cell vehicle comprising a fuel cell that generates electric power using a supplied reactive gas, a power storage device, and a motor for traveling that is driven by the power of the fuel cell and the power storage device,
An electric heater for air conditioning to which power is supplied from the power storage device;
An integrated control unit that integrates and controls the power balance of the fuel cell, the power storage device, and the motor, and
The integrated control unit
If the voltage required by the electric heater exceeds a voltage threshold, increase the power generated by the fuel cell to flow a charging current to the power storage device,
A fuel cell vehicle characterized in that the voltage of the power storage device, which rises according to the product of the charging current and the internal resistance of the power storage device, is set to a voltage higher than the voltage required by the electric heater. The fuel cell vehicle according to claim 1, wherein
The fuel cell vehicle, wherein the voltage threshold is the current voltage of the power storage device. The fuel cell vehicle according to claim 1, wherein
The fuel cell vehicle, wherein the voltage threshold is an open voltage of the power storage device or a voltage obtained by subtracting a margin voltage from the open voltage. The fuel cell vehicle according to any one of claims 1 to 3,
If the vehicle speed of the fuel cell vehicle is below the vehicle speed threshold,
A fuel cell vehicle characterized by limiting an increase in power generated by the fuel cell. In the fuel cell vehicle according to any one of claims 1 to 4,
When the voltage required by the electric heater exceeds the voltage threshold, the fuel cell is operated even during idling. The fuel cell vehicle according to claim 1 or 2,
When the temperature of the fuel cell is below a temperature threshold,
A fuel cell vehicle characterized by not satisfying the demand even when the demand for the voltage required by the electric heater exceeds the voltage threshold. The fuel cell vehicle according to claim 1 or 2,
A fuel cell vehicle characterized in that the electric power requirement of the motor is given priority over the voltage requirement of the electric heater.

Images