JP5481905B2 - Fuel cell system and electric vehicle equipped with fuel cell system - Google Patents

Fuel cell system and electric vehicle equipped with fuel cell system Download PDF

Info

Publication number
JP5481905B2
JP5481905B2 JP2009084631A JP2009084631A JP5481905B2 JP 5481905 B2 JP5481905 B2 JP 5481905B2 JP 2009084631 A JP2009084631 A JP 2009084631A JP 2009084631 A JP2009084631 A JP 2009084631A JP 5481905 B2 JP5481905 B2 JP 5481905B2
Authority
JP
Japan
Prior art keywords
fuel cell
output power
voltage
command value
power
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Fee Related
Application number
JP2009084631A
Other languages
Japanese (ja)
Other versions
JP2010238494A (en
Inventor
道雄 吉田
敦志 今井
朋也 小川
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Motor Corp
Original Assignee
Toyota Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Priority to JP2009084631A priority Critical patent/JP5481905B2/en
Publication of JP2010238494A publication Critical patent/JP2010238494A/en
Application granted granted Critical
Publication of JP5481905B2 publication Critical patent/JP5481905B2/en
Expired - Fee Related legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/30—Hydrogen technology
    • Y02E60/50—Fuel cells
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Description

本発明は、燃料電池システムおよび燃料電池システムを搭載した電動車両の始動時の制御に関する。   The present invention relates to a fuel cell system and control at the start of an electric vehicle equipped with the fuel cell system.

燃料極に燃料ガスとしての水素を供給し、酸化剤極に酸化剤ガスとして空気を供給し、水素と空気中の酸素の電気化学反応によって発電すると共に酸化剤極に水を生成する燃料電池の実用化が検討されつつある。   A fuel cell that supplies hydrogen as a fuel gas to a fuel electrode, supplies air as an oxidant gas to an oxidant electrode, generates electricity by an electrochemical reaction between hydrogen and oxygen in the air, and generates water at the oxidant electrode. The practical application is being studied.

このような燃料電池においては、始動の際に燃料極に供給する水素の圧力と酸化剤極に供給する空気の圧力とがそれぞれ通常運転の際の各圧力と同程度の場合には、水素ガスと空気がそれぞれ燃料極と酸化剤極の中で偏在し、このガスの偏在によって発生する電気化学反応で電極が劣化してしまう場合があった。そこで、燃料電池の始動の際に燃料極に供給する水素の圧力と酸化剤極に供給する空気の圧力とを通常の各供給圧力よりも高くすることによって電極の劣化を防止する方法が提案されている（例えば、特許文献１参照）。   In such a fuel cell, when the pressure of hydrogen supplied to the fuel electrode at the start and the pressure of air supplied to the oxidizer electrode are approximately the same as the respective pressures during normal operation, hydrogen gas And air are unevenly distributed in the fuel electrode and the oxidant electrode, respectively, and the electrode may deteriorate due to an electrochemical reaction generated by the uneven distribution of gas. Therefore, a method for preventing electrode deterioration by increasing the pressure of hydrogen supplied to the fuel electrode and the pressure of air supplied to the oxidizer electrode when starting the fuel cell to be higher than the normal supply pressures has been proposed. (For example, refer to Patent Document 1).

しかし、燃料電池の始動の際に水素ガスと空気とを高圧で燃料電池に供給した場合、燃料電池の電圧の上昇速度が高くなって燃料電池の電圧が上限電圧をオーバーシュートしてしまうという問題があった。このため、特許文献１には、燃料電池の始動の際に通常発電の際の圧力よりも高い圧力で水素ガスと空気とを供給する場合、燃料電池の電圧が上限電圧よりも低い所定の電圧に達したら、燃料電池から出力を取り出して車両駆動用モータや抵抗器などに出力する方法が提案されている。   However, when hydrogen gas and air are supplied to the fuel cell at a high pressure when starting the fuel cell, the rate of increase in the voltage of the fuel cell increases and the voltage of the fuel cell overshoots the upper limit voltage. was there. For this reason, when supplying hydrogen gas and air at a pressure higher than the pressure at the time of normal power generation when starting the fuel cell, Patent Document 1 discloses a predetermined voltage in which the voltage of the fuel cell is lower than the upper limit voltage. When reaching the above, a method has been proposed in which the output is taken out from the fuel cell and output to a vehicle driving motor or a resistor.

特開２００７−２６８９１号公報JP 2007-26891 A

ところで、燃料電池が搭載された電動車両では、燃料電池の出力電力指令値は負荷からの要求電力と燃料電池の出力電流電圧特性とに基づいて計算される。しかし、燃料電池を始動する際、燃料電池の電圧が始動電圧から上昇している間は逆流防止ダイオードでブロックされるため燃料電池から電流は流れ出さない。このため、燃料電池の始動中は燃料電池の出力電流電圧特性が通常運転中と異なるので燃料電池の始動が完了するまでは出力電力指令値をゼロとする始動方法がある。しかし、この始動方法では、始動完了前に燃料電池から電力を出力させると通常運転に移行する際に燃料電池の実際の出力と出力電力指令値に差ができてしまい、通常運転への移行の際に出力電力指令値がハンチングを起こし、燃料電池システムをスムースに通常運転に移行することができない場合があった。   By the way, in an electric vehicle equipped with a fuel cell, the output power command value of the fuel cell is calculated based on the required power from the load and the output current voltage characteristic of the fuel cell. However, when starting the fuel cell, while the voltage of the fuel cell is rising from the starting voltage, current is not flown out from the fuel cell because it is blocked by the backflow prevention diode. For this reason, since the output current voltage characteristic of the fuel cell is different from that during normal operation during the start of the fuel cell, there is a start method in which the output power command value is zero until the start of the fuel cell is completed. However, in this starting method, if power is output from the fuel cell before the completion of starting, there is a difference between the actual output of the fuel cell and the output power command value when shifting to normal operation, and the transition to normal operation is not possible. In some cases, the output power command value causes hunting, and the fuel cell system cannot be smoothly shifted to normal operation.

そこで、始動の際に燃料電池の電圧を一旦、開回路電圧まで上昇させた後、始動完了後に燃料電池の制御電圧を下げて電力の取り出しをする方法がある。この方法は、燃料電池の通常運転への移行の際、燃料電池からの出力電力と出力電力指令値に差がなく出力指令値がハンチングすることはなくなるが、燃料電池の電圧を開回路電圧まで上昇させることから燃料電池の耐久性を損なう場合があるという問題があった。 Therefore, one of the voltage of the fuel cell during start-up Dan, after raising to the open circuit voltage, there is a method of removal of power by lowering the control voltage of the fuel cell after the completion of startup. In this method, when the fuel cell shifts to normal operation, there is no difference between the output power from the fuel cell and the output power command value, and the output command value does not hunt, but the fuel cell voltage is reduced to the open circuit voltage. This raises the problem that the durability of the fuel cell may be impaired.

そこで、本発明は、燃料電池の始動の際に耐久性を損なわずに燃料電池システムをスムースに始動させることを目的とする。   SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to smoothly start a fuel cell system without impairing durability when starting the fuel cell.

本発明の燃料電池システムは、燃料ガスと酸化剤ガスとの電気化学反応により発電する燃料電池と、燃料電池の出力電力を検出する電力検出手段と、充放電可能な二次電池と、
負荷からの要求電力に応じて燃料電池の出力電力指令値および二次電池の出力電力指令値を演算する制御部と、を備える燃料電池システムであって、制御部は、燃料電池の電圧を始動電圧から開回路電圧よりも低い通常運転時の電圧である運転電圧まで上昇させて燃料電池を始動し、この燃料電池の始動中は、負荷からの要求電力を燃料電池の出力電力と二次電池の出力電力とに分配する電力分配演算を行わずに負荷からの要求電力を二次電池の出力電力指令値とし、燃料電池が始動完了して通常運転に移行するときに前記電力分配演算を開始してそれ以後は燃料電池の出力電力指令値に応じた出力電力を燃料電池から負荷に供給するものであり、燃料電池の電圧が運転電圧に達した後、燃料電池が通常運転に移行する際に、電力検出手段によって検出した燃料電池の実出力電力によって燃料電池の出力電力指令値を初期化し、ここで、制御部は、燃料電池の始動開始から燃料電池が通常運転に移行するまでの間は、燃料電池に燃料ガスおよび酸化剤ガスが供給されて発電が行われることによって燃料電池の電圧が前記運転電圧に達した後に燃料電池から実際に出力される実出力電力を燃料電池の出力電力指令値に代入することにより通常運転移行時に燃料電池の出力電力指令値を前記実出力電力に一致させることを特徴とする。 The fuel cell system of the present invention includes a fuel cell that generates electricity by an electrochemical reaction between a fuel gas and an oxidant gas, a power detection means for detecting output power of the fuel cell, a chargeable / dischargeable secondary battery,
A fuel cell system comprising a control unit, a for calculating an output power command value of the output power command value and the secondary battery of fuel cells according to the required power from the load, the control unit, the voltage of the fuel cell The fuel cell is started by raising the starting voltage from the starting voltage to an operating voltage that is a voltage during normal operation lower than the open circuit voltage. During the starting of the fuel cell, the required power from the load and the output power of the fuel cell are The power requested by the load is used as the output power command value of the secondary battery without performing the power distribution calculation to distribute to the output power of the battery, and the power distribution calculation is performed when the fuel cell is started and shifts to normal operation. After that, the output power corresponding to the output power command value of the fuel cell is supplied from the fuel cell to the load . After the voltage of the fuel cell reaches the operating voltage, the fuel cell shifts to the normal operation. When the power detection means An output power command value of the fuel cell is initialized by the actual output power of the fuel cell detected I, wherein, the control unit during the beginning of startup of the fuel cell to the fuel cell shifts to a normal operation, the fuel cell The actual output power actually output from the fuel cell after the fuel cell voltage reaches the operating voltage by supplying the fuel gas and the oxidant gas to the fuel cell is substituted for the output power command value of the fuel cell. an output power command value of the fuel cell, characterized in that to match the actual output power during normal operation proceeds by.

本発明の電動車両は、上記の燃料電池システムを搭載したものである。   The electric vehicle of the present invention is equipped with the above fuel cell system.

本発明は、燃料電池の始動の際に耐久性を損なわずに燃料電池システムをスムースに始動させることができるという効果を奏する。   The present invention has an effect that the fuel cell system can be smoothly started without impairing durability when the fuel cell is started.

本発明の実施形態における燃料電池システムの系統図である。1 is a system diagram of a fuel cell system in an embodiment of the present invention. 従来技術による燃料電池システムの始動の際の電圧と出力電力の上昇を示すグラフである。6 is a graph showing an increase in voltage and output power when starting a fuel cell system according to the prior art. 本発明の実施形態における燃料電池システムの始動の際の電圧と出力電力の上昇を示すグラフである。It is a graph which shows the rise in the voltage at the time of starting of the fuel cell system in embodiment of this invention, and output electric power.

以下、本発明の好適な実施形態について図面を参照しながら説明する。図１に示すように、電動車両２００に搭載されている燃料電池システム１００は、充放電可能な二次電池１２と、二次電池１２の電圧を昇圧または降圧する昇降圧コンバータ１３と、昇降圧コンバータ１３の直流電力を交流電力に変換して走行用モータ１５に供給するインバータ１４と、燃料電池１１と、を備えている。   Preferred embodiments of the present invention will be described below with reference to the drawings. As shown in FIG. 1, a fuel cell system 100 mounted on an electric vehicle 200 includes a chargeable / dischargeable secondary battery 12, a step-up / down converter 13 that boosts or lowers the voltage of the secondary battery 12, and a step-up / step-down voltage. An inverter 14 that converts the DC power of the converter 13 into AC power and supplies it to the traveling motor 15, and the fuel cell 11 are provided.

二次電池１２は充放電可能なリチウムイオン電池などによって構成され、その電圧は走行用モータ１５の駆動電圧よりも低い電圧であるが、走行用モータの駆動電圧と同等あるいは高い電圧であってもよい。昇降圧コンバータ１３は、複数のスイッチング素子を備え、スイッチング素子のオンオフ動作によって二次電池１２から供給された一次側の電圧を走行用モータ駆動用の二次側の電圧に電圧変換するものであり、基準電路３２が二次電池１２のマイナス側電路３４とインバータ１４のマイナス側電路３９とに共通に接続され、１次側電路３１が二次電池１２のプラス側電路３３に接続され、二次側電路３５がインバータ１４のプラス側電路３８に接続された非絶縁型の双方向ＤＣ−ＤＣコンバータである。また、二次電池１２のプラス側電路３３とマイナス側電路３４には二次電池１２と負荷系統との接続を入り切りするシステムリレー２５が設けられている。   The secondary battery 12 is composed of a chargeable / dischargeable lithium ion battery or the like, and its voltage is lower than the driving voltage of the traveling motor 15, but even if it is equal to or higher than the driving voltage of the traveling motor 15. Good. The step-up / down converter 13 includes a plurality of switching elements, and converts the primary side voltage supplied from the secondary battery 12 into the secondary side voltage for driving the driving motor by the on / off operation of the switching elements. The reference electric circuit 32 is connected in common to the negative electric circuit 34 of the secondary battery 12 and the negative electric circuit 39 of the inverter 14, and the primary electric circuit 31 is connected to the positive electric circuit 33 of the secondary battery 12. The side electric circuit 35 is a non-insulated bidirectional DC-DC converter in which the side electric circuit 35 is connected to the plus side electric circuit 38 of the inverter 14. Further, a system relay 25 that turns on and off the connection between the secondary battery 12 and the load system is provided on the plus side electrical path 33 and the minus side electrical path 34 of the secondary battery 12.

燃料電池１１は、燃料ガスである水素ガスと酸化剤ガスである空気が供給され、水素ガスと空気中の酸素との電気化学反応により発電するもので、水素ガスは高圧の水素タンク１７から水素供給弁１８を介して燃料極（アノード）に供給され、空気は空気圧縮機１９によって酸化剤極（カソード）に供給される。燃料電池１１のプラス側電路３６は昇降圧コンバータ１３の二次側電路３５にＦＣリレー２４と逆流防止ダイオード２３を介して接続され、燃料電池１１のマイナス側電路３７はＦＣリレー２４を介して昇降圧コンバータ１３の基準電路３２に接続される。昇降圧コンバータ１３の二次側電路３５はインバータ１４のプラス側電路３８に接続され、昇降圧コンバータ１３の基準電路３２はインバータ１４のマイナス側電路３９に接続されているので、燃料電池１１のプラス側電路３６とマイナス側電路３７はそれぞれインバータ１４のプラス側電路３８とマイナス側電路３９にＦＣリレー２４を介して接続されている。ＦＣリレー２４は負荷系統と燃料電池１１との接続を入り切りするもので、ＦＣリレー２４が閉となると燃料電池１１は昇降圧コンバータ１３の二次側と接続され、燃料電池１１の発電電力は二次電池１２の一次側電力を電圧変換した二次側電力と共にインバータ１４に供給されて車輪６０を回転させる走行用モータ１５を駆動する。この際、燃料電池１１の電圧は昇降圧コンバータ１３の出力電圧、インバータ１４の入力電圧と同一電圧となる。また、空気圧縮機１９や冷却水ポンプ、水素ポンプなど燃料電池１１の補機１６の駆動電力は燃料電池１１または二次電池１２から供給される。   The fuel cell 11 is supplied with hydrogen gas as a fuel gas and air as an oxidant gas, and generates electricity by an electrochemical reaction between the hydrogen gas and oxygen in the air. The hydrogen gas is supplied from a high-pressure hydrogen tank 17 to hydrogen. The fuel is supplied to the fuel electrode (anode) via the supply valve 18, and the air is supplied to the oxidant electrode (cathode) by the air compressor 19. The plus side electric circuit 36 of the fuel cell 11 is connected to the secondary side electric circuit 35 of the buck-boost converter 13 via the FC relay 24 and the backflow prevention diode 23, and the minus side electric circuit 37 of the fuel cell 11 is raised and lowered via the FC relay 24. It is connected to the reference electric circuit 32 of the pressure converter 13. The secondary circuit 35 of the buck-boost converter 13 is connected to the plus circuit 38 of the inverter 14, and the reference circuit 32 of the buck-boost converter 13 is connected to the minus circuit 39 of the inverter 14. The side electrical path 36 and the minus side electrical path 37 are connected to the plus side electrical path 38 and the minus side electrical path 39 of the inverter 14 via the FC relay 24, respectively. The FC relay 24 connects and disconnects the load system and the fuel cell 11. When the FC relay 24 is closed, the fuel cell 11 is connected to the secondary side of the step-up / down converter 13, and the generated power of the fuel cell 11 is two. The secondary motor 12 is supplied to the inverter 14 together with the secondary power obtained by converting the primary power of the secondary battery 12 to drive the driving motor 15 that rotates the wheels 60. At this time, the voltage of the fuel cell 11 becomes the same voltage as the output voltage of the buck-boost converter 13 and the input voltage of the inverter 14. The driving power of the auxiliary device 16 of the fuel cell 11 such as an air compressor 19, a cooling water pump, or a hydrogen pump is supplied from the fuel cell 11 or the secondary battery 12.

二次電池１２のプラス側電路３３とマイナス側電路３４との間には一次側の電圧を平滑化する一次側コンデンサ２０が接続され、一次側コンデンサ２０には両端の電圧を検出する電圧センサ４１が設けられている。また、インバータ１４のプラス側電路３８とマイナス側電路３９との間には二次側の電圧を平滑にする二次側コンデンサ２１が設けられ、二次側コンデンサ２１にも両端の電圧を検出する電圧センサ４２が設けられている。一次側コンデンサ２０両端の電圧は昇降圧コンバータ１３の入力電圧である一次側電圧ＶLであり、二次側コンデンサ２１の両端の電圧は昇降圧コンバータ１３の出力電圧である二次側電圧ＶHである。また、燃料電池１１のプラス側電路３６とマイナス側電路３７との間には燃料電池１１の電圧を検出する電圧センサ４３が設けられ、燃料電池１１のプラス側電路３６には燃料電池１１からの出力電流を検出する電流センサ４４が設けられている。 A primary-side capacitor 20 that smoothes the primary-side voltage is connected between the positive-side electric circuit 33 and the negative-side electric circuit 34 of the secondary battery 12. The primary-side capacitor 20 detects a voltage at both ends. Is provided. Further, a secondary-side capacitor 21 that smoothes the secondary-side voltage is provided between the plus-side electric circuit 38 and the minus-side electric circuit 39 of the inverter 14. The secondary-side capacitor 21 also detects the voltage at both ends. A voltage sensor 42 is provided. The voltage across the primary side capacitor 20 is the primary side voltage V L which is the input voltage of the buck-boost converter 13, and the voltage across the secondary side capacitor 21 is the secondary side voltage V H which is the output voltage of the buck-boost converter 13. It is. In addition, a voltage sensor 43 that detects the voltage of the fuel cell 11 is provided between the plus-side circuit 36 and the minus-side circuit 37 of the fuel cell 11, and the plus-side circuit 36 of the fuel cell 11 is connected to the plus-side circuit 36 from the fuel cell 11. A current sensor 44 for detecting the output current is provided.

制御部５０は、内部に信号処理を行うＣＰＵとプログラムや制御データを格納する記憶部とを備えるコンピュータであり、燃料電池１１、空気圧縮機１９、水素供給弁１８、昇降圧コンバータ１３、インバータ１４、走行用モータ１５、補機１６、ＦＣリレー２４、システムリレー２５は制御部５０に接続され、制御部５０の指令によって動作するよう構成されている。また、二次電池１２と各電圧センサ４１〜４３、電流センサ４４はそれぞれ制御部５０に接続され、二次電池１２の状態と各電圧センサ４１〜４３、電流センサ４４の検出信号が制御部５０に入力されるよう構成されている。電動車両２００には燃料電池システム１００を始動停止させるスイッチであるイグニッションキー３０が設けられている。イグニッションキー３０は制御部５０に接続され、イグニッションキー３０のオンオフ信号が制御部５０に入力されるよう構成されている。   The control unit 50 is a computer that includes a CPU that performs signal processing inside and a storage unit that stores programs and control data. The fuel cell 11, the air compressor 19, the hydrogen supply valve 18, the step-up / down converter 13, and the inverter 14. The traveling motor 15, the auxiliary machine 16, the FC relay 24, and the system relay 25 are connected to the control unit 50 and are configured to operate according to commands from the control unit 50. Further, the secondary battery 12, the voltage sensors 41 to 43, and the current sensor 44 are connected to the control unit 50, and the state of the secondary battery 12 and the detection signals of the voltage sensors 41 to 43 and the current sensor 44 are controlled by the control unit 50. Is configured to be input. The electric vehicle 200 is provided with an ignition key 30 that is a switch for starting and stopping the fuel cell system 100. The ignition key 30 is connected to the control unit 50, and an on / off signal of the ignition key 30 is input to the control unit 50.

このように二種類の電源を備える燃料電池システム１００では、通常運転の際には走行用モータ１５の駆動に必要な電力を二次電池１２からの出力電力と燃料電池１１からの出力電力とに分配する分配演算に基づいて各電池１１，１２からの出力電力を制御している。電力分配演算は燃料電池の出力電流電圧特性と、二次電池の出力電流電圧特性とに基づいて計算される。しかし、燃料電池１１は、始動後、運転電圧まで電圧が上昇し燃料電池１１から電力が取り出せるようになるまで時間がかかるため、二次電池１２と燃料電池１１とを搭載した電動車両２００では、イグニッションキー３０をオンとして電動車両２００を始動した後、燃料電池１１から電力を取り出せるようになるまでの間は電力分配演算を行わずに燃料電池１１の出力電力指令値をゼロとして二次電池１２からの電力によって電動車両２００を駆動する。そして、燃料電池１１の始動が完了した際に電力分配演算を行う通常運転に移行する。   As described above, in the fuel cell system 100 including two types of power sources, the power required for driving the traveling motor 15 is converted into the output power from the secondary battery 12 and the output power from the fuel cell 11 during normal operation. The output power from each of the batteries 11 and 12 is controlled based on the distribution calculation to be distributed. The power distribution calculation is calculated based on the output current voltage characteristic of the fuel cell and the output current voltage characteristic of the secondary battery. However, since the fuel cell 11 takes time until the operating voltage rises and the electric power can be taken out from the fuel cell 11 after starting, in the electric vehicle 200 equipped with the secondary battery 12 and the fuel cell 11, After the electric vehicle 200 is started by turning on the ignition key 30 and before the electric power can be taken out from the fuel cell 11, the output power command value of the fuel cell 11 is set to zero without performing the power distribution calculation, and the secondary battery 12 The electric vehicle 200 is driven by the electric power from. Then, when the start of the fuel cell 11 is completed, the operation shifts to a normal operation in which power distribution calculation is performed.

本発明の実施形態の動作について説明する前に、図２を参照して従来技術による燃料電池システム１００の始動について説明する。従来技術の始動方法は、燃料電池１１の始動中は電力分配を行わずに燃料電池１１の出力電力指令値をゼロとして始動するものである。図２において線ａは昇降圧コンバータ１３の出力電圧である二次側電圧ＶHを示し、線ｂは燃料電池１１の電圧であるＦＣ電圧ＶFを示し、線ｃは燃料電池１１からの実際の出力電力を示し、点線ｄは燃料電池１１の出力電力指令値を示す。燃料電池１１は図２に示すように、電圧ゼロの状態から始動される。 Before describing the operation of the embodiment of the present invention, the start of the fuel cell system 100 according to the prior art will be described with reference to FIG. In the conventional starting method, the fuel cell 11 is started with the output power command value of the fuel cell 11 set to zero without performing power distribution during the starting of the fuel cell 11. Line a in FIG. 2 shows a secondary-side voltage V H is the output voltage of the buck-boost converter 13, a line b indicates the FC voltage V F is the voltage of the fuel cell 11, the line c from the actual fuel cell 11 The dotted line d indicates the output power command value of the fuel cell 11. As shown in FIG. 2, the fuel cell 11 is started from a voltage zero state.

図２に示す時間ｔ0に運転者がイグニッションキー３０をオンするとそのオン信号が制御部５０に入力され、制御部５０はシステムリレー２５を閉として二次電池１２を系統に接続する。二次電池１２が系統に接続されると二次電池１２から供給される電力によって一次側コンデンサ２０が充電される。一次側コンデンサ２０が充電されたら制御部５０は昇降圧コンバータ１３の昇圧動作を開始して二次側コンデンサ２１を充電し、電圧センサ４２によって検出される二次側電圧ＶHを上昇させていく。二次側電圧ＶHが開回路電圧ＯＣＶに達したら二次側コンデンサ２１の充電が完了し二次電池１２からの電力供給が可能となるので、制御部５０は図２に示す時間ｔ1に走行用モータ１５に電力を供給する準備が完了したことを示すＲｅａｄｙのランプを点灯させる。このＲｅａｄｙランプ点灯後、運転者がアクセルを踏み込むと、必要となる要求電力に応じて二次電池１２からの電力が走行用モータ１５に供給されて車輪６０が回転し、電動車両２００は走行を開始する。この時、二次電池１２から電力が走行用モータ１５に供給されても燃料電池１１はＦＣリレー２４が開状態となっているので系統から切り離されており、電力は燃料電池１１には流れこまない。また、制御部５０はイグニッションキー３０のオン信号が入力されると電圧センサ４３によって検出したＦＣ電圧ＶFと電流センサ４４によって検出したＦＣ電流ＡFとから燃料電池１１の出力電力の計算を開始する。この時、燃料電池１１はまだ始動していないので電力分配は行われず、燃料電池１１への出力電力指令値はゼロであり、燃料電池１１からの実際の出力もゼロである。 When the driver turns on the ignition key 30 at time t 0 shown in FIG. 2, the ON signal is input to the control unit 50, and the control unit 50 closes the system relay 25 to connect the secondary battery 12 to the system. When the secondary battery 12 is connected to the system, the primary side capacitor 20 is charged by the power supplied from the secondary battery 12. When the primary capacitor 20 is charged, the control unit 50 starts the boosting operation of the step-up / down converter 13 to charge the secondary capacitor 21 and increase the secondary voltage V H detected by the voltage sensor 42. . When the secondary side voltage V H reaches the open circuit voltage OCV, the charging of the secondary side capacitor 21 is completed, and the power supply from the secondary battery 12 becomes possible. Therefore, the control unit 50 at time t 1 shown in FIG. A Ready lamp indicating that preparation for supplying electric power to the traveling motor 15 is completed is turned on. When the driver depresses the accelerator after the Ready lamp is lit, the electric power from the secondary battery 12 is supplied to the traveling motor 15 according to the required required power, the wheels 60 rotate, and the electric vehicle 200 travels. Start. At this time, even if power is supplied from the secondary battery 12 to the traveling motor 15, the fuel cell 11 is disconnected from the system because the FC relay 24 is in an open state, and power flows into the fuel cell 11. Absent. Further, when the ON signal of the ignition key 30 is input, the control unit 50 starts calculating the output power of the fuel cell 11 from the FC voltage V F detected by the voltage sensor 43 and the FC current A F detected by the current sensor 44. To do. At this time, since the fuel cell 11 has not started yet, power distribution is not performed, the output power command value to the fuel cell 11 is zero, and the actual output from the fuel cell 11 is also zero.

制御部５０は、図２に示す時間ｔ1に水素系統を加圧する指令を出力する。この指令によって水素供給弁１８が開となり、水素タンク１７から燃料電池１１への水素の供給が開始される。水素が供給されると燃料電池１１の燃料極の圧力が上昇するが、まだ酸化剤極に空気が供給されていないので燃料電池１１の内部では電気化学反応が起きず、燃料電池１１は発電しないので、燃料電池１１のＦＣ電圧ＶFは始動電圧と同様のゼロとなっている。 The controller 50 outputs a command to pressurize the hydrogen system at time t 1 shown in FIG. By this command, the hydrogen supply valve 18 is opened, and supply of hydrogen from the hydrogen tank 17 to the fuel cell 11 is started. When hydrogen is supplied, the pressure of the fuel electrode of the fuel cell 11 increases. However, since air is not yet supplied to the oxidant electrode, no electrochemical reaction occurs in the fuel cell 11 and the fuel cell 11 does not generate power. since, FC voltage V F of the fuel cell 11 has a starting voltage and the same zero.

水素系統の加圧開始の後、ＦＣリレー２４を閉として燃料電池１１と昇降圧コンバータ１３、インバータ１４とを接続する。そして、制御部５０は、図２に示す時間ｔ2に二次側電圧ＶHをＯＣＶから運転電圧Ｖ0への低下を開始させると共に、空気圧縮機１９の始動指令を出力する。この指令によって空気圧縮機１９が始動し、燃料電池１１への空気の供給が開始される。運転電圧Ｖ0は、例えば、開回路電圧ＯＣＶの９０％程度の電圧である。 After starting the pressurization of the hydrogen system, the FC relay 24 is closed and the fuel cell 11, the step-up / down converter 13, and the inverter 14 are connected. Then, the control unit 50 starts the decrease of the secondary side voltage V H from the OCV to the operating voltage V 0 at time t 2 shown in FIG. 2 and outputs a start command for the air compressor 19. By this command, the air compressor 19 is started, and supply of air to the fuel cell 11 is started. The operating voltage V 0 is, for example, about 90% of the open circuit voltage OCV.

空気圧縮機１９が始動され、空気が燃料電池１１に供給され始めると燃料電池１１の内部で水素と空気中の酸素との電気化学反応が始まり、電圧センサ４３によって検出される燃料電池１１のＦＣ電圧ＶFは始動電圧のゼロから図２の線ｂに示すように単調に上昇していく。燃料電池１１のＦＣ電圧ＶFが上昇している間は、逆流防止ダイオード２３でブロックされているので燃料電池１１を系統に接続しても電流は流れ出さず、電流センサ４４によって検出されるＦＣ電流ＡFはゼロとなっており、制御部５０で計算される燃料電池１１から出力される電力もゼロとなっている。 When the air compressor 19 is started and air is supplied to the fuel cell 11, an electrochemical reaction between hydrogen and oxygen in the air starts inside the fuel cell 11, and the fuel cell 11 FC detected by the voltage sensor 43. The voltage V F increases monotonously from the starting voltage zero as shown by the line b in FIG. While the FC voltage V F of the fuel cell 11 is elevated, no electric current flow out to the fuel cell 11 because it is blocked by the blocking diode 23 is connected to the system, FC detected by the current sensor 44 The current A F is zero, and the power output from the fuel cell 11 calculated by the control unit 50 is also zero.

図２に示す時間ｔ3に二次側電圧ＶHは運転電圧Ｖ0まで低下し、その後運転電圧Ｖ0に保持される。そして、図２に示す時間ｔ4に燃料電池１１の電圧は運転電圧Ｖ0に達する。燃料電池のＦＣ電圧ＶFは運転電圧Ｖ0に達した後は二次側電圧ＶHと同一の電圧となるので運転電圧Ｖ0に保持され、燃料電池１１の出力電流電圧特性に従ってＦＣ電圧ＶFに応じたＦＣ電流ＡFが燃料電池１１から流出を始め、燃料電池１１からの実際の出力電力が上昇し始める。実際に燃料電池１１からの出力電力が上昇し始めても、まだ始動動作が完了していないので、制御部５０は燃料電池１１の電力分配計算を行わず、燃料電池１１への出力電力指令値もゼロのままとなっているが、実際には燃料電池１１からの出力電力はインバータ１４から走行用モータ１５に供給され、燃料電池１１からの出力電力分だけ二次電池１２からの出力電力が減少する。 Secondary voltage V H to the time t 3 when 2 is lowered to the operation voltage V 0, is held in the subsequent operation voltage V 0. The voltage of the fuel cell 11 reaches the operating voltage V 0 at time t 4 shown in FIG. After the fuel cell FC voltage VF reaches the operating voltage V 0 , it becomes the same voltage as the secondary side voltage V H , so it is held at the operating voltage V 0 and the FC voltage V F according to the output current voltage characteristics of the fuel cell 11. The FC current A F corresponding to F starts to flow out of the fuel cell 11, and the actual output power from the fuel cell 11 begins to rise. Even if the output power from the fuel cell 11 actually starts to rise, the starting operation is not yet completed, so the control unit 50 does not perform the power distribution calculation of the fuel cell 11, and the output power command value to the fuel cell 11 is also Although it remains zero, the output power from the fuel cell 11 is actually supplied from the inverter 14 to the traveling motor 15, and the output power from the secondary battery 12 decreases by the output power from the fuel cell 11. To do.

制御部５０は、燃料電池１１からの出力電力が上昇し始めてから所定の時間Δｔの間に燃料電池１１が正常に運転されているかどうか確認する。そして、所定の時間Δｔの間に燃料電池１１に異常がない場合には、図２に示す時間ｔ5に燃料電池１１の始動は完了したものとして通常運転に移行し、電力分配演算を開始する。 The control unit 50 checks whether or not the fuel cell 11 is operating normally during a predetermined time Δt after the output power from the fuel cell 11 starts to increase. If there is no abnormality in the fuel cell 11 during the predetermined time Δt, it is assumed that the start of the fuel cell 11 is completed at time t 5 shown in FIG. .

図２に示す時間ｔ5においては、実際には燃料電池１１から出力電力があるので、図２の点線ｄに示すように、制御部５０は燃料電池１１の出力電力指令値をゼロから実際の燃料電池１１からの出力電力に向って急速に立上げようとする。この急速な立ち上がりは制御系統の応答性を悪化させ、燃料電池１１の出力電力指令値がハンチングを起こしてしまう。時間ｔ5以降は燃料電池１１の出力電力は出力電力指令値となるように制御されることから、出力電力指令値がハンチングすると燃料電池１１からの実際の出力電力もハンチングしてしまう。また、燃料電池１１の出力電力指令値がハンチングすると燃料電池１１の電圧指令値もハンチングしてしまう。そして、燃料電池１１からの出力電力がハンチングすると電動車両２００の加速度などが運転者の意思によらずに変動するのでドライバビリティが低下してしまう。 At time t 5 shown in FIG. 2, since there is actually output power from the fuel cell 11, the control unit 50 changes the output power command value of the fuel cell 11 from zero to the actual power value as shown by the dotted line d in FIG. It tries to start up rapidly toward the output power from the fuel cell 11. This rapid rise deteriorates the response of the control system, and the output power command value of the fuel cell 11 causes hunting. Since the output power of the fuel cell 11 is controlled to become the output power command value after time t 5 , when the output power command value is hunted, the actual output power from the fuel cell 11 is also hunted. Further, when the output power command value of the fuel cell 11 is hunted, the voltage command value of the fuel cell 11 is also hunted. When the output power from the fuel cell 11 is hunted, the acceleration of the electric vehicle 200 changes without depending on the driver's intention, so that drivability is lowered.

次に、図３を参照しながら本実施形態の燃料電池システム１００の始動について説明する。本実施形態の燃料電池システムでは、制御部５０は、イグニッションキー３０をオンとして電動車両２００を始動した後、燃料電池１１から電力を取り出せるようになるまでの始動中は電力分配演算を行わないが燃料電池１１の出力電力指令値に燃料電池１１からの実際の出力電力を代入し、燃料電池１１の始動が完了した際に電力分配を開始して通常運転に移行するように始動する。図２において説明したのと同様の部分には同様の符号を付して説明は省略する。図３において線ａ´は昇降圧コンバータ１３の出力電圧である二次側電圧ＶHを示し、線ｂ´は燃料電池１１の電圧であるＦＣ電圧ＶFを示し、線ｃ´は燃料電池１１からの実際の出力電力を示し、点線ｄ´は燃料電池１１の出力電力指令値を示す。燃料電池１１は図３に示すように、電圧ゼロの状態から始動される。 Next, starting of the fuel cell system 100 of the present embodiment will be described with reference to FIG. In the fuel cell system of the present embodiment, the control unit 50 does not perform power distribution calculation during startup until the electric power can be taken out from the fuel cell 11 after starting the electric vehicle 200 with the ignition key 30 turned on. The actual output power from the fuel cell 11 is substituted for the output power command value of the fuel cell 11, and when the start of the fuel cell 11 is completed, the power distribution is started and the operation starts. Components similar to those described in FIG. 2 are denoted by the same reference numerals and description thereof is omitted. Line a'3 shows a secondary-side voltage V H is the output voltage of the buck-boost converter 13, a line b'represents the FC voltage V F is the voltage of the fuel cell 11, a line c'the fuel cell 11 The dotted line d ′ indicates the output power command value of the fuel cell 11. The fuel cell 11 is started from a zero voltage state as shown in FIG.

図３に示すように、時間ｔ0にイグニッションキー３０がオンとなったら、制御部５０は燃料電池システム１００を始動し、燃料電池１１の出力電力指令値に燃料電池１１からの実際の出力電力の代入を開始する。時間ｔ0では燃料電池１１のＦＣ電圧ＶＦ、ＦＣ電流ＡＦは共にゼロなので出力指令値にはゼロが代入される。制御部５０は一次側コンデンサ２０、二次側コンデンサ２１を充電し、時間ｔ1に二次側電圧ＶHが開回路電圧ＯＣＶに到達したら、水素供給弁１８を開として水素の供給を開始する。そして、制御部５０は時間ｔ2に空気圧縮機１９を始動して空気の供給を開始する。時間ｔ2から燃料電池１１のＦＣ電圧ＶFは単調に上昇し、時間ｔ4に運転電圧Ｖ0に達する。始動中、燃料電池１１への出力電力指令値は常に燃料電池１１の実際の出力電力に置き換えられているので、図３の一点鎖線ｄ´で示される出力指令値は、線ｃ´で示される燃料電池１１の実際の出力電力に沿って変化していく。 As shown in FIG. 3, when the ignition key 30 is turned on at time t 0 , the control unit 50 starts the fuel cell system 100, and the actual output power from the fuel cell 11 is set to the output power command value of the fuel cell 11. Start assigning. At time t 0 , the FC voltage VF and FC current AF of the fuel cell 11 are both zero, so zero is substituted for the output command value. The control unit 50 is a primary side capacitor 20 charges the secondary-side capacitor 21, the time t 1 to the secondary side voltage V H is when it reaches the open-circuit voltage OCV, starts the supply of hydrogen a hydrogen supply valve 18 is opened . Then, the control unit 50 to start the air compressor 19 to the time t 2 starts to supply air. The FC voltage V F of the fuel cell 11 increases monotonously from time t 2 and reaches the operating voltage V 0 at time t 4 . Since the output power command value to the fuel cell 11 is always replaced with the actual output power of the fuel cell 11 during startup, the output command value indicated by the one-dot chain line d ′ in FIG. 3 is indicated by the line c ′. It changes along with the actual output power of the fuel cell 11.

そして、時間ｔ5に燃料電池１１の始動が完了し、通常運転に移行し、制御部５０は、電力分配演算を開始する。この際、燃料電池１１の出力電力指令値は実際の出力電力と同一になっているので、通常運転に移行する際に燃料電池１１の実際の電圧と出力電力指令値との間にはほとんど差がない。このため、燃料電池１１の出力電力指令値がハンチングすることなくスムースに電力分配演算による通常運転に移行していくことができる。また、燃料電池１１の出力電力指令値がハンチングせずスムース通常運転に移行することができるので、燃料電池１１の実際の出力電力もスムースに通常運転に移行し、燃料電池１１の電圧指令値もスムースに通常運転に移行する。そして、燃料電池１１からの出力電力がスムースに通常運転に移行するので電動車両２００の加速度などが運転者の意思によらずに変動することが抑制され、ドライバビリティの低下を抑制することができる。また、本実施形態の燃料電池システム１００では、燃料電池１１のＦＣ電圧ＶFを開回路電圧ＯＣＶまで上昇させずに始動することができるので、燃料電池の始動の際に耐久性を損なわないように始動することができる。 Then, to complete the starting of the fuel cell 11 to the time t 5, the process proceeds to the normal operation, the control unit 50 starts power distribution calculation. At this time, since the output power command value of the fuel cell 11 is the same as the actual output power, there is almost no difference between the actual voltage of the fuel cell 11 and the output power command value when shifting to normal operation. There is no. For this reason, the output power command value of the fuel cell 11 can smoothly shift to the normal operation by the power distribution calculation without hunting. Further, since the output power command value of the fuel cell 11 can shift to the smooth normal operation without hunting, the actual output power of the fuel cell 11 also smoothly shifts to the normal operation, and the voltage command value of the fuel cell 11 also changes. Moves smoothly to normal operation. Since the output power from the fuel cell 11 smoothly shifts to normal operation, the acceleration of the electric vehicle 200 is suppressed from fluctuating regardless of the driver's intention, and a decrease in drivability can be suppressed. . Further, in the fuel cell system 100 of the present embodiment, since the FC voltage V F of the fuel cell 11 can be started without raising to the open circuit voltage OCV, so as not to impair the durability during startup of the fuel cell Can be started.

以上説明したように、本実施形態は、燃料電池の始動の際に耐久性を損なわずに燃料電池システムをスムースに始動させることができるという効果を奏する。   As described above, this embodiment has an effect that the fuel cell system can be smoothly started without impairing durability when the fuel cell is started.

以上説明した実施形態では、通常運転への移行の際に燃料電池１１の実際の出力電力と出力電力指令値との間に差が無いようにするため、始動中は常に燃料電池１１の出力電力指令値に燃料電池１１からの実際の出力電力を代入しておくこととして説明したが、通常運転への移行の際に燃料電池１１の実際の出力電力と出力電力指令値との間に差が無いようにすることができれば、燃料電池が通常運転に移行する際に燃料電池１１の実際の出力電力によって燃料電池１１の出力電力指令値を初期化すること、としてもよい。また、燃料電池１１の始動後、燃料電池１１からの実出力が上昇し始めた時から燃料電池１１の始動完了、通常運転移行までの間燃料電池１１の出力電力指令値に燃料電池１１からの実際の出力電力を代入しておくようにしてもよい。また、本実施形態では、燃料電池１１からの出力電力の検出は電圧センサ４３、電流センサ４４の測定値に基づいて計算するものとして説明したが、別途電力センサを設けて検出することとしてもよい。 In the embodiment described above, in order to prevent a difference between the actual output power of the fuel cell 11 and the output power command value at the time of transition to the normal operation, the output power of the fuel cell 11 is always kept during starting. Although it has been described that the actual output power from the fuel cell 11 is substituted for the command value, there is a difference between the actual output power of the fuel cell 11 and the output power command value when shifting to the normal operation. If it can be avoided, the output power command value of the fuel cell 11 may be initialized by the actual output power of the fuel cell 11 when the fuel cell shifts to normal operation. In addition, after the fuel cell 11 is started, the output power command value of the fuel cell 11 is set from the fuel cell 11 to the time when the actual output from the fuel cell 11 starts to rise until the completion of the start of the fuel cell 11 and the transition to normal operation. Actual output power may be substituted. In the present embodiment, the detection of the output power from the fuel cell 11 has been described as being calculated based on the measured values of the voltage sensor 43 and the current sensor 44, but may be detected by providing a separate power sensor. .

１１ 燃料電池、１２ 二次電池、１３ 昇降圧コンバータ、１４ インバータ、１５ 走行用モータ、１６ 補機、１７ 水素タンク、１８ 水素供給弁、１９ 空気圧縮機、２０ 一次側コンデンサ、２１ 二次側コンデンサ、２３ 逆流防止ダイオード、２４ ＦＣリレー、２５ システムリレー、３０ イグニッションキー、３１ 一次側電路、３２ 基準電路、３３，３６，３８ プラス側電路、３４，３７，３９ マイナス側電路、３５ 二次側電路、４１〜４３ 電圧センサ、４４ 電流センサ、５０ 制御部、６０ 車輪、１００ 燃料電池システム、２００ 電動車両。   DESCRIPTION OF SYMBOLS 11 Fuel cell, 12 Secondary battery, 13 Buck-boost converter, 14 Inverter, 15 Driving motor, 16 Auxiliary machine, 17 Hydrogen tank, 18 Hydrogen supply valve, 19 Air compressor, 20 Primary side capacitor, 21 Secondary side capacitor , 23 Backflow prevention diode, 24 FC relay, 25 System relay, 30 Ignition key, 31 Primary side circuit, 32 Reference circuit, 33, 36, 38 Plus side circuit, 34, 37, 39 Negative side circuit, 35 Secondary side circuit 41-43 Voltage sensor, 44 Current sensor, 50 control part, 60 wheels, 100 Fuel cell system, 200 Electric vehicle.

Claims (2)

燃料ガスと酸化剤ガスとの電気化学反応により発電する燃料電池と、
燃料電池の出力電力を検出する電力検出手段と、
充放電可能な二次電池と、
負荷からの要求電力に応じて燃料電池の出力電力指令値および二次電池の出力電力指令値を演算する制御部と、を備える燃料電池システムであって、
制御部は、
燃料電池の電圧を始動電圧から開回路電圧よりも低い通常運転時の電圧である運転電圧まで上昇させて燃料電池を始動し、この燃料電池の始動中は、負荷からの要求電力を燃料電池の出力電力と二次電池の出力電力とに分配する電力分配演算を行わずに負荷からの要求電力を二次電池の出力電力指令値とし、燃料電池が始動完了して通常運転に移行するときに前記電力分配演算を開始してそれ以後は燃料電池の出力電力指令値に応じた出力電力を燃料電池から負荷に供給するものであり、
燃料電池の電圧が運転電圧に達した後、燃料電池が通常運転に移行する際に、電力検出手段によって検出した燃料電池の実出力電力によって燃料電池の出力電力指令値を初期化し、ここで、制御部は、燃料電池の始動開始から燃料電池が通常運転に移行するまでの間は、燃料電池に燃料ガスおよび酸化剤ガスが供給されて発電が行われることによって燃料電池の電圧が前記運転電圧に達した後に燃料電池から実際に出力される実出力電力を燃料電池の出力電力指令値に代入することにより通常運転移行時に燃料電池の出力電力指令値を前記実出力電力に一致させること
を特徴とする燃料電池システム。 A fuel cell that generates electricity by an electrochemical reaction between a fuel gas and an oxidant gas;
Power detection means for detecting the output power of the fuel cell;
A rechargeable secondary battery;
A fuel cell system comprising: a control unit that calculates the output power command value of the fuel cell and the output power command value of the secondary battery according to the required power from the load,
The control unit
The voltage of the fuel cell is increased from the starting voltage to a lower operating voltage is normal voltage during operation than the open circuit voltage to start the fuel cell, during start-up of the fuel cell, the fuel cell required power from the load When the required power from the load is used as the output power command value of the secondary battery without performing the power distribution calculation that distributes the output power of the secondary battery and the output power of the secondary battery, and the fuel cell starts up and shifts to normal operation The power distribution calculation is started, and thereafter the output power corresponding to the output power command value of the fuel cell is supplied from the fuel cell to the load.
After the voltage of the fuel cell reaches the operating voltage, when the fuel cell shifts to normal operation, the output power command value of the fuel cell is initialized by the actual output power of the fuel cell detected by the power detection means, where During the period from the start of the fuel cell start until the fuel cell shifts to normal operation, the control unit supplies the fuel cell with the fuel gas and the oxidant gas to generate power, whereby the voltage of the fuel cell is changed to the operating voltage. to match during normal operation shifts the output power command value for the fuel cell to the actual output power by the actual output power actually output from the fuel cell is assigned to the output power command value of the fuel cell after reaching A fuel cell system. 請求項１に記載の燃料電池システムを搭載する電動車両。
An electric vehicle equipped with the fuel cell system according to claim 1.
JP2009084631A 2009-03-31 2009-03-31 Fuel cell system and electric vehicle equipped with fuel cell system Expired - Fee Related JP5481905B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2009084631A JP5481905B2 (en) 2009-03-31 2009-03-31 Fuel cell system and electric vehicle equipped with fuel cell system

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2009084631A JP5481905B2 (en) 2009-03-31 2009-03-31 Fuel cell system and electric vehicle equipped with fuel cell system

Publications (2)

Publication Number Publication Date
JP2010238494A JP2010238494A (en) 2010-10-21
JP5481905B2 true JP5481905B2 (en) 2014-04-23

Family

ID=43092654

Family Applications (1)

Application Number Title Priority Date Filing Date
JP2009084631A Expired - Fee Related JP5481905B2 (en) 2009-03-31 2009-03-31 Fuel cell system and electric vehicle equipped with fuel cell system

Country Status (1)

Country Link
JP (1) JP5481905B2 (en)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113074774B (en) * 2020-01-03 2023-04-25 广州汽车集团股份有限公司 Durability test method for fuel cell system of passenger car

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4123691B2 (en) * 2000-06-26 2008-07-23 トヨタ自動車株式会社 Mobile body having a hybrid drive source using a fuel cell
JP4666130B2 (en) * 2003-03-24 2011-04-06 日産自動車株式会社 Fuel cell system

Also Published As

Publication number Publication date
JP2010238494A (en) 2010-10-21

Similar Documents

Publication Publication Date Title
JP5434195B2 (en) Fuel cell system and vehicle equipped with the same
JP4893772B2 (en) Fuel cell system
JP5434197B2 (en) Fuel cell system and electric vehicle equipped with fuel cell system
JP5434196B2 (en) Fuel cell system and vehicle equipped with the same
US8859158B2 (en) System and method for controlling operation of fuel cell hybrid system by switching to battery power in response to idle stop condition
JP5353377B2 (en) Fuel cell system and electric vehicle equipped with fuel cell system
CN110997395B (en) Power supply system for vehicle
JP5233312B2 (en) Fuel cell system
CN111032417B (en) Power supply system and control method thereof
JP4516093B2 (en) Fuel cell system and starting method thereof
JP5299944B2 (en) Fuel cell power supply
JP5509655B2 (en) Fuel cell system and vehicle equipped with the same
JP2004253220A (en) Control device of fuel cell vehicle
US10770761B2 (en) Fuel cell control device, control method thereof, and fuel cell vehicle
JP2010238531A (en) Fuel battery system and electric vehicle with fuel battery system mounted
CN108987769B (en) Fuel cell system start-up using voltage profile control
JP5481905B2 (en) Fuel cell system and electric vehicle equipped with fuel cell system
JP6520745B2 (en) Fuel cell system
JP2010244980A (en) Fuel cell system and electric vehicle mounted with the same
JP2006156066A (en) Fuel cell system and its control method
JP2006331775A (en) Fuel cell system, its control method, and vehicle equipped therewith
JP2011019379A (en) Fuel cell system and vehicle equipped with the same
JP2009129679A (en) Fuel cell system

Legal Events

Date Code Title Description
A621 Written request for application examination

Free format text: JAPANESE INTERMEDIATE CODE: A621

Effective date: 20111018

A977 Report on retrieval

Free format text: JAPANESE INTERMEDIATE CODE: A971007

Effective date: 20130225

A131 Notification of reasons for refusal

Free format text: JAPANESE INTERMEDIATE CODE: A131

Effective date: 20130312

A521 Request for written amendment filed

Free format text: JAPANESE INTERMEDIATE CODE: A523

Effective date: 20130510

A131 Notification of reasons for refusal

Free format text: JAPANESE INTERMEDIATE CODE: A131

Effective date: 20130604

A521 Request for written amendment filed

Free format text: JAPANESE INTERMEDIATE CODE: A523

Effective date: 20130731

TRDD Decision of grant or rejection written
A01 Written decision to grant a patent or to grant a registration (utility model)

Free format text: JAPANESE INTERMEDIATE CODE: A01

Effective date: 20140121

A61 First payment of annual fees (during grant procedure)

Free format text: JAPANESE INTERMEDIATE CODE: A61

Effective date: 20140203

R151 Written notification of patent or utility model registration

Ref document number: 5481905

Country of ref document: JP

Free format text: JAPANESE INTERMEDIATE CODE: R151

LAPS Cancellation because of no payment of annual fees