JP5504034B2 - Cooling control method - Google Patents

Cooling control method Download PDF

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JP5504034B2
JP5504034B2 JP2010079211A JP2010079211A JP5504034B2 JP 5504034 B2 JP5504034 B2 JP 5504034B2 JP 2010079211 A JP2010079211 A JP 2010079211A JP 2010079211 A JP2010079211 A JP 2010079211A JP 5504034 B2 JP5504034 B2 JP 5504034B2
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cooling
temperature
fuel cell
step
travel route
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JP2011211868A (en
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千大 和氣
純平 小河
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本田技研工業株式会社
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    • YGENERAL 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
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02EREDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/50Fuel cells
    • Y02E60/52Fuel cells characterised by type or design
    • Y02E60/521Proton Exchange Membrane Fuel Cells [PEMFC]

Description

  The present invention relates to a power supply device that uses generated power, such as a fuel cell, and a cooling control method for a drive device that is driven by power from the power supply device.

  2. Description of the Related Art Conventionally, a fuel cell vehicle that drives a motor for driving a vehicle by a fuel cell system that uses both a fuel cell and a high-voltage battery as a power supply device is known. A fuel cell generates heat as power is generated, and deterioration proceeds if this heat is left unattended. Therefore, in order to cool the fuel cell to a predetermined allowable temperature or less, cooling water is circulated by a cooling pump, and the heat amount of the fuel cell is released to the atmosphere side by a heat exchanger (radiator) through this cooling water. Yes.

Here, for example, when traveling on an uphill road, if the load on the fuel cell increases, the amount of heat generated by the fuel cell may exceed the cooling performance, and the output of the fuel cell must be limited.
For this reason, information related to the travel conditions of the travel path on which the vehicle will travel is acquired from the navigation system, and the power generation amount of the fuel cell is corrected based on the acquired information so that the temperature of the cooling water does not exceed the allowable upper limit temperature. A technique for setting a target SOC value of a battery according to a difference between the corrected power generation amount of the fuel cell and the predicted power generation amount to obtain a predicted output is disclosed (for example, Patent Documents). 1).

  According to this, even when traveling on an uphill road, necessary and sufficient power can be stored in the battery in advance, so that the driving performance required by the driver can be achieved without limiting the output of the fuel cell. Can be maintained.

JP 2007-53051 A

  However, in the above-described conventional technology, since the cooling water temperature and the power generation amount are predicted based on the guidance route information, it is not possible to take into account the difference in driving situation caused by the vehicle that is difficult to obtain by only the information from the navigation system. For this reason, there is a problem that unnecessary control may be performed or necessary control may not be performed.

  Therefore, the present invention has been made in view of the above-described circumstances, and provides a cooling control method capable of performing appropriate control more reliably.

In order to solve the above problem, the invention described in claim 1 is a power supply device (for example, the fuel cell 13 in the first embodiment) provided in the electric vehicle (for example, the fuel cell vehicle 1 in the first embodiment). And a section on the travel route at the time of storing the travel route by the travel route storage step, and a point on the travel route. A power supply device temperature storage step of measuring the power supply device temperature in any one of the above, storing the measured temperature, and storing the travel route and the power supply device temperature, and then storing the section on the travel route, And a temperature margin based on the difference between the allowable upper limit temperature of the power supply device and the stored power supply device temperature (for example, the first The temperature margin calculation step (for example, step S31 in the first embodiment) for calculating the temperature margin A1) in the embodiment and the temperature margin calculated in the temperature margin calculation step are threshold values (for example, the first embodiment). In the case of the predetermined value B1) or less in the form, a cooling promotion step of promoting cooling of the power supply device before the electric vehicle arrives at any one of the predicted section and point on the travel route ( For example, step S51) in the first embodiment , and a step of continuing cooling of the power supply device when the electric vehicle reaches any one of a section and a spot on the travel route. And

  By adopting such a method, the cooling control of the fuel cell can be performed based on the power supply device temperature in any one of the section on the travel route where the electric vehicle actually traveled and the point. For this reason, it is possible to cool the fuel cell only when necessary in consideration of the difference in the driving situation of the vehicle. In addition, since necessary cooling is performed in advance, the possibility that the output of the fuel cell is limited can be reduced.

  Invention of Claim 2 is the cooling control method of Claim 1, Comprising: When the temperature margin calculated by the said temperature margin calculation process calculates the outside temperature at the time of calculating previously, and this time And a temperature margin correcting step for correcting based on the outside air temperature.

  By adopting such a method, the temperature margin can be corrected based on the current outside air temperature.

  Invention of Claim 3 is the cooling control method of Claim 1 or Claim 2, Comprising: After promoting cooling beforehand by the said cooling promotion process, the area on the said driving | running route memorize | stored, and When traveling at any one of the points, if the previously stored power supply temperature is lower than the currently stored power supply temperature, the stored value is updated to the current power supply temperature An update process (for example, step S14 in the first embodiment) is included.

  Here, in the case where the temperature of the previous power supply device is exceeded even though the cooling has been promoted in advance, the use of the previously stored power supply device temperature may deteriorate the accuracy of the cooling control. It is believed that there is. For this reason, it is possible to improve the accuracy of the cooling control by updating the stored value in the stored value update process.

According to a fourth aspect of the present invention, an electric vehicle includes at least one power supply device (for example, the fuel cell 13 in the second embodiment) and a drive device (for example, the drive system 50 in the second embodiment). A cooling control method for cooling at least one of the device and the drive device, the travel route storing step for storing the travel route of the electric vehicle, and at the time of storing the travel route by the travel route storing step, A target output storing step of storing a target output value of at least one of the power supply device and the driving device in any one of a section and a spot on the travel route; and a travel output of the travel route by the travel route storage step At the time of storage, at least one of the power supply device and the drive device in any one of a section and a spot on the travel route When it is predicted that the vehicle will travel in one of the measured output storage step for storing the actual measured output value, the section on the stored travel route, and the point after storing the travel route and output, An output margin calculation step (for example, step S310 in the second embodiment) for calculating an output margin (for example, output margin A2 in the second embodiment) based on the stored target output value and the actually measured output value. ) And the output margin calculated in the output margin calculation step is equal to or less than a threshold value (for example, the predetermined value B2 in the second embodiment), A cooling promotion step for promoting cooling of at least one of the power supply device and the drive device before the electric vehicle arrives at any one (for example, in the second embodiment) Takes a step S51), the traveling path on the section, and when the electric vehicle to either point is reached, the power supply device, and a step of continuing at least one of the cooling of the drive unit It is characterized by becoming.

  By adopting such a method, the cooling control of the fuel cell is controlled based on at least one of the power supply device and the drive device at any one of the section on the travel route where the electric vehicle actually traveled and the point. It can be carried out. For this reason, it is possible to cool the fuel cell only when necessary in consideration of the difference in the driving situation of the vehicle. In addition, since necessary cooling is performed in advance, the possibility that the output of the fuel cell is limited can be reduced.

  The invention described in claim 5 is the cooling control method according to claim 4, wherein the output margin calculated by the output margin calculation step is calculated based on the outside temperature when calculated previously and the current calculation. And an output margin correction step of correcting based on the outside air temperature.

  By adopting such a method, the output margin can be corrected based on the current outside air temperature, so that it is possible to calculate the output margin more accurately.

  Invention of Claim 6 is the cooling control method of Claim 4 or Claim 5, Comprising: After promoting cooling beforehand by the said cooling promotion process, the area on the said driving | running route memorize | stored, and When traveling at any one of the points, if the previously stored output margin is lower than the currently stored output margin, the stored value is updated to the current output margin An update process (for example, step S150 in the second embodiment) is included.

  By adopting such a method, when the previous output margin is exceeded despite the advance of cooling, it is possible to use the previously stored output margin value for cooling control. Since it can be predicted that the accuracy may be deteriorated, the accuracy of the cooling control can be improved by updating the stored value by the stored value update process.

  Invention of Claim 7 is the cooling control method in any one of Claims 1-6, Comprising: The said threshold value is for every predetermined area on the said driving | running route, or a predetermined | prescribed point (for example, It is set for each of the points P1, P2, P3) in the first embodiment.

  By adopting such a method, it is possible to minimize the amount of data to be stored and to simplify the control.

  The invention described in claim 8 is the cooling control method according to any one of claims 1 to 7, wherein the power supply device includes a fuel cell (for example, the fuel cell 13 in the first embodiment). The electric vehicle is a fuel cell vehicle (for example, the fuel cell vehicle 1 in the first embodiment).

  By adopting such a method, in the fuel cell vehicle, the output of the fuel cell stack may exceed the allowable upper limit value, which may limit the output. Can be prevented.

  According to the first aspect of the present invention, the cooling control of the fuel cell can be performed based on the temperature of the power supply device in any one of the section on the travel route where the electric vehicle actually traveled and the point. For this reason, it is possible to cool the fuel cell only when necessary in consideration of the difference in the driving situation of the vehicle. In addition, since necessary cooling is performed in advance, the possibility that the output of the fuel cell is limited can be reduced. Therefore, it is possible to reliably maintain the driving performance required by the driver by reliably performing appropriate control.

  According to the second aspect of the present invention, since the temperature margin can be corrected based on the current outside air temperature, it is possible to calculate the temperature margin more accurately.

  According to the third aspect of the present invention, if the previous power supply temperature is exceeded even though the cooling is promoted in advance, it is possible to use the previously stored power supply temperature value. Since it is considered that there is a possibility of deteriorating the accuracy of the control, it is possible to improve the accuracy of the cooling control by updating the stored value by the stored value update process.

  According to the fourth aspect of the present invention, the cooling of the fuel cell is performed based on at least one of the power supply device and the drive device at any one of the section on the travel route where the electric vehicle actually traveled and the point. Control can be performed. For this reason, it is possible to cool the fuel cell only when necessary in consideration of the difference in the driving situation of the vehicle. In addition, since necessary cooling is performed in advance, the possibility that the output of the fuel cell is limited can be reduced. Therefore, it is possible to reliably maintain the driving performance required by the driver by reliably performing appropriate control.

  According to the invention described in claim 5, since the output margin can be corrected based on the current outside air temperature, it is possible to calculate the output margin more accurately.

  According to the sixth aspect of the present invention, when the previous output margin is exceeded despite the advance of cooling, it is possible to use the previously stored output margin value. Since it can be expected that the accuracy of the control may be deteriorated, the accuracy of the cooling control can be increased by updating the stored value by the stored value update process.

  According to the seventh aspect of the invention, the amount of data to be stored can be suppressed to the minimum necessary, and the control can be simplified.

  According to the invention described in claim 8, in the fuel cell vehicle, the output limit may be applied when the temperature of the fuel cell stack exceeds the allowable upper limit value. It can be prevented in advance.

1 is a block diagram of a fuel cell system mounted on a fuel cell vehicle according to a first embodiment of the present invention. It is a flowchart which shows the flow of the cooling control method of the whole controller in 1st embodiment of this invention. It is explanatory drawing which shows the flow of the cooling control method in 1st embodiment of this invention, Comprising: (a)-(c) shows the state which the fuel cell vehicle is drive | working the road. It is a flowchart which shows the flow of a process in the driving | running history memory | storage part in 1st embodiment of this invention. It is a flowchart which shows the flow of a process in the margin judgment part in 1st embodiment of this invention. It is a flowchart which shows the flow of a process in the cooling promotion control part in 1st embodiment of this invention. It is a graph which shows the change of the cooling increase control by the output of the fuel cell in 1st embodiment of this invention, the stack temperature of a fuel cell, the cooling water pump for FC, and the radiator for FC. It is a block diagram of the fuel cell system mounted in the fuel cell vehicle in 2nd embodiment of this invention. It is a flowchart which shows the flow of a process in the driving | running history memory | storage part in 2nd embodiment of this invention. It is a flowchart which shows the flow of a process in the margin judgment part in 2nd embodiment of this invention. It is a graph which shows the change of the output margin in 2nd embodiment of this invention. It is a graph which shows the output change of the fuel cell at the time of normal operation in 2nd embodiment of this invention, a drive system, and a high voltage battery. It is a graph which shows the output change of a fuel cell, a drive system, and a high voltage battery when the output restrictions in 2nd embodiment of this invention apply.

(First embodiment)
(Fuel cell vehicle)
Next, a first embodiment of the present invention will be described with reference to FIGS.
FIG. 1 is a block diagram of a fuel cell system 2 mounted on a fuel cell vehicle 1.
As shown in the figure, the fuel cell system 2 includes a drive system 50 serving as a power source and a power supply system 60 serving as a power source for the drive system 3.

The drive system 50 includes a drive motor 4, a PDU (power drive train unit) 5 that controls the drive of the drive motor 4, and a VCU (voltage control unit) that adjusts the power supplied from the fuel cell system 2 to the drive motor 4. 6, a drive motor 4, and a drive system cooling system 7 for cooling the PDU 5.
The drive motor 4 is connected to the wheels of the fuel cell vehicle 1 through a gear (not shown). As the drive motor 4 rotates, the fuel cell vehicle 1 travels.

  The drive system cooling system 7 includes a DT cooling water circulation path 8, a DT cooling water pump 9 that cools the drive motor 4 and the PDU 5 by circulating cooling water through the DT cooling water circulation path 8, and a DT cooling. A DT radiator 10 that is provided in the middle of the water circulation path 8 and cools the cooling water by heat exchange with the outside air, a DT radiator fan 11 that blows the DT radiator 10, and a PDU outlet temperature of the cooling water. The temperature sensor 12 for DT which detects the temperature of the drive system 50 by detecting is provided.

(Fuel cell system)
The power supply system 60 includes a fuel cell 13, a fuel cell cooling system 14 for cooling the fuel cell 13, and a high voltage battery 15 connected to the fuel cell 13 via the VCU 6.
The fuel cell 13 has, for example, a stack structure in which tens to hundreds of cells are stacked. Each cell is configured by sandwiching a membrane electrode structure (MEA) between a pair of separators. The membrane electrode structure is composed of two electrodes, an anode electrode (anode) and a cathode electrode (cathode), and a solid polymer electrolyte membrane sandwiched between these electrodes. Usually, both electrodes are formed of a catalyst layer that performs an oxidation / reduction reaction in contact with the solid polymer electrolyte membrane and a gas diffusion layer in contact with the catalyst layer.

  When such a fuel cell 13 is supplied with hydrogen gas on the anode electrode (anode) side and supplied with oxygen-containing air on the cathode electrode (cathode) side, power is generated by these electrochemical reactions. Between each separator of the fuel cell 13, an FC coolant circulation path 16 through which the coolant of the fuel cell cooling system 14 flows is formed, so that the fuel cell 13 that has generated heat by an electrochemical reaction is cooled. It has become.

  The fuel cell cooling system 14 is provided in the middle of the FC cooling water circulation path 16, the FC cooling water pump 17 that circulates the cooling water in the FC cooling water circulation path 16, and the FC cooling water circulation path 16. The FC radiator 18 that cools the cooling water by heat exchange between them, the FC radiator fan 19 that blows the FC radiator 18, and the fuel cell outlet temperature of the cooling water are detected to detect the stack of the fuel cells 13. The temperature sensor 21 for FC which detects temperature is provided.

  The electric power generated by the fuel cell 13 configured as described above is supplied to the drive motor 4 via the VCU 6 and the PDU 5 and is also supplied to the high voltage battery 15 via the VCU 6. The power supply system 60 is provided with a control unit (not shown), and the power of the fuel cell 13 is supplied to the drive motor 4 or the high voltage battery 15 by the control unit.

The high voltage battery 15 stores the electric power generated by the fuel cell 13 when the voltage of the high voltage battery 15 is lower than the output voltage of the fuel cell 13. On the other hand, power is supplied to the drive motor 4 as necessary to assist the drive motor 4 in driving. The high-voltage battery 15 is configured by, for example, a secondary battery such as a lithium ion battery, a capacitor, or the like.
The high-voltage battery 15 is provided with a battery fan 22 that cools the high-voltage battery 15 by blowing air and a battery temperature sensor 23 that detects the temperature of the high-voltage battery 15.

Here, a controller 30 is connected to the drive system cooling system 7, the fuel cell cooling system 14, and the battery fan 22, and the cooling capacity can be controlled by the controller 30. .
More specifically, the controller 30 includes the VCU 6, the DT cooling water pump 9 of the drive system cooling system 7, the DT radiator fan 11, the FC cooling water pump 17 of the fuel cell cooling system 14, and the FC radiator fan. 19 and the FC temperature sensor 21.

  The controller 30 is connected to an outside air temperature sensor 24 for detecting the outside air temperature and a GPS device 25 for detecting the traveling position of the fuel cell vehicle 1. Furthermore, the controller 30 includes a travel history storage unit 31, a margin determination unit 32, and a cooling promotion control unit 33.

  The travel history storage unit 31 stores the travel position of the fuel cell vehicle 1 obtained by the GPS device 25 based on a GPS signal received from a GPS satellite or the like, and the temperature of the drive system 50 at the stored travel position, This is for storing the stack temperature of the fuel cell 13, the temperature of the high-voltage battery 15, the outside air temperature, and the like.

  The margin determination unit 32 includes the difference between the temperature of the drive system 50 stored in the travel history storage unit 31 and the allowable temperature upper limit value of the drive system 50, the stack temperature of the fuel cell 13, and the stack of the fuel cell 13. Whether or not there is a margin in the operating status of the drive system 50 and the power supply system 60 based on the difference between the temperature allowable upper limit value and the difference between the temperature of the high voltage battery 15 and the temperature allowable upper limit value of the high voltage battery 15. It is for judging.

  Based on the determination result of the margin determination unit 32, the cooling promotion control unit 33 performs the DT cooling water pump 9, the DT radiator fan 11, the FC cooling water pump 17, the FC radiator fan 19, and the battery fan 22. Is output to promote the cooling of the drive system 50, the fuel cell 13, and the high-voltage battery 15 as necessary.

(Fuel cell cooling control method)
More specifically, the cooling control method will be described with reference to FIGS.
Here, the cooling control method for the drive system 50, the fuel cell 13, and the high voltage battery 15 is processed based on the temperature of the drive system 50, processed based on the stack temperature of the fuel cell 13, or the high voltage battery 15. The basic control method is all the same. For this reason, in the following description, the cooling control method of the fuel cell 13 will be mainly described, and a case where the drive system 50 and the high-voltage battery 15 are cooled as necessary will be described.

FIG. 2 is a flowchart showing the flow of the cooling control method for the entire controller 30, and FIG. 3 is an explanatory diagram showing the flow of the cooling control method. FIGS. The state where it is driving is shown.
As shown in FIGS. 1 and 2, first, when the ignition switch of the fuel cell vehicle 1 is turned on, the controller 30 is activated and cooling control of the fuel cell 13 is started. When the fuel cell vehicle 1 starts traveling on the road R, processing in the traveling history storage unit 31 is started (step S10).
As shown in FIG. 2 and FIG. 3A, when the processing in the travel history storage unit 31 is completed, the travel positions of the fuel cell vehicle 1 obtained by the GPS device 25 are points P1, P2, where the travel position has traveled before. It is determined whether or not P3 is approaching (step S20).

  Here, as a method of determining whether or not the vehicle has approached the points P1, P2, and P3 that have traveled before, an arbitrary range centered on the current position of the fuel cell vehicle 1 is set as the margin determination range H1. When the points P1, P2, and P3 that have traveled before enter the margin determination range H1, the current position of the fuel cell vehicle 1 is approaching the points P1, P2, and P3 that have traveled before. Judge.

  The margin determination range H1 is determined based on the current traveling speed of the fuel cell vehicle 1. That is, a range in which the fuel cell 13 can be cooled in advance before reaching the point where the fuel cell vehicle 1 has traveled before (for example, the points P1, P2, P3 in FIG. 3A). The margin determination range H1 is determined. Thereby, for example, the radius X of the margin determination range H1 when the fuel cell vehicle 1 is traveling on a general road is shorter than when the fuel cell vehicle 1 is traveling on a highway.

As shown in FIGS. 2 and 3B, the determination in step S20 is “Yes”, that is, a point that has traveled before in the margin determination range H1 (for example, point P1 in FIG. 3B). Is present, the process in the margin determination unit 32 is started (step S30).
Then, it is determined whether or not the fuel cell 13 needs to be cooled in advance (step S40).
If the determination in step S40 is “Yes”, that is, if it is necessary to cool the fuel cell 13 in advance, processing in the cooling promotion control unit 33 is started (step S50). Then, the pre-cooling of the fuel cell 13 is completed before passing the point P1 where the vehicle has traveled before (see FIG. 3C).

Subsequently, after the processing in step S50 is completed, it is determined whether or not the ignition switch is off (step S60).
If the determination in step S60 is “No”, that is, if the ignition switch is not turned off, the process returns to step S10 again, and the processing in the travel history storage unit 31 is started.

On the other hand, if the determination in step S20 is “No”, that is, if the travel position of the fuel cell vehicle 1 has not approached the points P1, P2, P3 that have traveled before, the process proceeds to step S60, and the ignition switch is turned off. Judgment is made.
Further, if the determination in step S40 is “No”, that is, if it is not necessary to cool the fuel cell 13 in advance, the process proceeds to step S60 to determine whether or not the ignition switch is off.

  If the determination in step S60 is “Yes”, that is, if the ignition switch is OFF, all data of the history of driving so far is stored (step S70). Then, the controller 30 stops and the cooling control of the fuel cell 13 ends.

  Here, all of the travel history storage work in step S70 is stored in a ROM (Read Only Memory) (not shown) provided in the controller 30. On the other hand, all of the travel history storage work stored in the travel history storage unit 31 is stored in a RAM (Random Access Memory) (not shown). That is, when the ignition switch is turned on again, the travel history storage unit 31 calls the data stored from the ROM and starts processing.

(Running history storage unit)
Next, processing in the travel history storage unit 31 will be described with reference to FIG.
FIG. 4 is a flowchart showing the flow of processing in the travel history storage unit 31.
As shown in the figure, the travel history storage unit 31 first stores the travel position of the fuel cell vehicle 1 obtained by the GPS device 25 as position data, and also stacks the fuel cells 13 at the stored travel position. The temperature is stored as stack temperature data (running route storage step, power supply device temperature storage step).
These position data and stack temperature data are associated with each other and stored as stored values.

  Then, when the vehicle travels again at a previously traveled point, the stack temperature data is called up with reference to the position data when the same point was traveled before, and the stack temperature data of the fuel cell 13 detected this time and the stack temperature data detected this time And compare. Thereafter, it is determined whether the called stack temperature data is lower than the stack temperature of the fuel cell 13 detected this time (step S11).

If the determination in step S11 is “No”, that is, if the called stack temperature data is equal to or higher than the stack temperature of the fuel cell 13 detected this time, the stored value is not updated (step S12), and in the travel history storage unit 31. The process ends.
On the other hand, if the determination in step S11 is “Yes”, that is, if the called temperature data is lower than the stack temperature of the fuel cell 13 detected this time, the position data is stored (step S13) and the stack temperature data is updated. (Step S14, stored value update process). Then, the process in the travel history storage unit 31 is completed, and the process proceeds to step S20 (see FIG. 2).

Here, in step S14, in addition to updating the stack temperature data, the outside air temperature detected by the outside air temperature sensor 24 at the timing of updating the stack temperature data, and the date and season information are stored.
In step S14, by storing the date and season information, it is possible to determine whether or not to update the stack temperature data in consideration of such information. That is, since the average outside air temperature varies depending on the season and time zone, for example, the maximum temperature of the stack temperature data at each point can be stored for each season.

In such a case, in step S11, the stack temperature data corresponding to the season may be called, and it may be determined whether or not the called stack temperature data is lower than the stack temperature of the fuel cell 13 detected this time.
In step S14, if the stack temperature data is not updated for a predetermined period, for example, for three months, it is determined that the reliability of the previously updated stack temperature data is low, and the stack is forcibly stacked after the predetermined period has elapsed. The temperature data may be updated.

(Margin determination part)
Next, the processing in the margin determination unit 32 will be described based on FIG.
FIG. 5 is a flowchart showing the flow of processing in the margin determination unit 32.
As shown in the figure, in the margin determination unit 32, first, the stack temperature data previously stored from the stack temperature allowable upper limit value, that is, the stack temperature data that is the storage value updated by the travel history storage unit 31 is stored. Is subtracted to calculate the temperature margin A1 (step S31, temperature margin calculation step).

Here, the stack temperature allowable upper limit is set to a temperature at which deterioration of the fuel cell 13 can be suppressed. However, the present invention is not limited to this, and for example, the stack temperature allowable upper limit value may be set as a target upper limit value obtained by multiplying the temperature at which deterioration of the fuel cell 13 can be suppressed by a safety factor.
Further, the temperature margin A1 may be corrected based on the date and season information stored in the travel history storage unit 31 and the outside air temperature (temperature margin correction step). For example, if the current outside air temperature is higher than the previously stored outside air temperature, the value of the temperature margin A1 is corrected to be small.

Subsequently, the temperature margin A1 is compared with the predetermined value B1, and it is determined whether or not the temperature margin A1 is equal to or less than the predetermined value B1 (step S32).
Here, the predetermined value B1 is a value that serves as an index for determining whether the calculated temperature margin A1 needs to cool the fuel cell 13 in advance. That is, for example, at the point P1 in FIG. 3, if the value of the temperature margin A1 when passing through the point P1 previously is equal to or less than the predetermined value B1, the stack temperature is a value that approximates the stack temperature allowable upper limit value. It will be. For this reason, it is possible to prevent the output of the fuel cell 13 from being restricted by cooling the fuel cell 13 in advance.

For this reason, the value of the predetermined value B <b> 1 is a value set according to the specifications (specifications) of the fuel cell 13.
In addition, the value of the predetermined value B1 is set in advance for each point stored in the travel history storage unit 31. For example, map information or the like is stored in the controller 30 in advance, and the increase rate of the stack temperature increases at a point where the load is high, such as an uphill road, so the predetermined value B1 is set to be large accordingly.

If the determination in step S32 is “Yes”, that is, if the temperature margin A1 is equal to or less than the predetermined value B1, it is determined that the fuel cell 13 needs to be cooled in advance (step S33). And the process in the margin judgment part 32 is completed, and it progresses to step S40 (refer FIG. 2).
On the other hand, if the determination in step S32 is “No”, that is, if the temperature margin A1 is greater than the predetermined value B1, it is determined that it is not necessary to cool the fuel cell 13 in advance (step S34). And the process in the margin judgment part 32 is completed, and it progresses to step S40 (refer FIG. 2).

(Cooling promotion control unit)
Next, processing in the cooling promotion control unit 33 will be described based on FIG.
FIG. 6 is a flowchart showing the flow of processing in the cooling promotion control unit 33.
As shown in the figure, in the cooling promotion control unit 33, when the margin determination unit 32 determines that the fuel cell 13 needs to be cooled in advance, the FC cooling water pump 17 and the FC radiator fan An increase signal is output to 19.

  The FC cooling water pump 17 increases the flow rate of the cooling water based on the increase signal from the cooling promotion control unit 33. Further, the FC radiator fan 19 increases the air volume based on the increase signal of the cooling promotion control unit 33 (step S51, cooling promotion process). Thereby, cooling of the fuel cell 13 is promoted in advance. And the process in the cooling promotion control part 33 is completed, and it progresses to step S60 (refer FIG. 2).

Under such a cooling control method for the fuel cell 13, the stack temperature of the fuel cell 13 suddenly increased due to high-load operation or the like when the fuel cell vehicle 1 has traveled before and when traveling previously. When approaching a point, that is, when a point that has been operated at a high load before (for example, point P1 in FIG. 3A) enters the margin determination range H1 (see FIG. 3) while the fuel cell vehicle 1 is traveling, The fuel cell 13 is pre-cooled (see FIG. 3B).
For this reason, when traveling at that point, the stack temperature of the fuel cell 13 is prevented from rising so as to exceed the allowable upper limit value, and the output restriction on the fuel cell 13 can be prevented (see FIG. 3C). ).

More specific description will be given based on FIG.
In FIG. 7, the vertical axis represents the output of the fuel cell 13, the stack temperature of the fuel cell 13, the cooling increase control by the FC cooling water pump 17 and the FC radiator 18, and the horizontal axis represents the travel distance of the fuel cell vehicle 1. 7 is a graph showing changes in the cooling increase control by the output of the fuel cell 13, the stack temperature of the fuel cell 13, the FC cooling water pump 17, and the FC radiator 18. In FIG. 7, changes in the output of the fuel cell 13 and the stack temperature of the fuel cell 13 when the cooling control of the first embodiment is performed are indicated by broken lines, and the output of the conventional fuel cell 13 and the fuel cell are shown. The change in the stack temperature of 13 is shown by a solid line.

As shown in the figure, conventionally, the stack temperature of the fuel cell 13 suddenly rises as it approaches the high-load operation point, and the output of the fuel cell 13 is limited so that the stack temperature does not exceed the allowable upper limit (FIG. 7). In K1 part and K2 part).
On the other hand, when performing the cooling control of the first embodiment, when approaching the high load operation point, the cooling of the fuel cell 13 is promoted, and the stack temperature of the fuel cell 13 is sufficiently lowered before approaching the high load operation point. . For this reason, even when the stack temperature of the fuel cell 13 suddenly increases in the vicinity of the high load operation point, this temperature does not exceed the allowable upper limit value. For this reason, the fuel cell 13 is not limited in output, and a desired output can be exhibited.

As described above, the processing for performing the pre-cooling of the drive system 50 and the processing for performing the pre-cooling of the high-voltage battery 15 are the same as the processing for performing the pre-cooling of the fuel cell 13 and the basic control. The method was described as being the same.
Here, the difference between the process when the fuel cell 13 is pre-cooled, the process when the drive system 50 is pre-cooled, and the process when the high-voltage battery 15 is pre-cooled will be described.

First, in step S11 in the process in the travel history storage unit 31 shown in FIG. 4, when the cooling control of the fuel cell 13 is performed, the stack temperature detected this time is higher than the stack temperature stored before the fuel cell 13. In contrast to determining whether or not the temperature is low, when cooling control of the drive system 50 is performed, whether or not the temperature of the drive system 50 detected this time is lower than the temperature of the drive system 50 stored previously. Make a decision.
On the other hand, when the cooling control of the high voltage battery 15 is performed, it is determined whether or not the temperature of the high voltage battery 15 detected this time is lower than the previously stored temperature of the high voltage battery 15.

Subsequently, in step S31 in the processing of the margin determination unit 32 shown in FIG. 5, when the cooling control of the fuel cell 13 is performed, the storage value is updated by the travel history storage unit 31 from the stack temperature allowable upper limit value. In contrast to calculating the temperature margin A1 by subtracting the stack temperature data, when the cooling control of the drive system 50 is performed, the allowable temperature limit of the drive system 50, that is, the allowable upper limit at which the PDU 5 or the like does not deteriorate due to heat. The temperature data of the drive system 50, which is the stored value updated by the travel history storage unit 31, is subtracted from the temperature to calculate the temperature margin A1.
On the other hand, when the cooling control of the high voltage battery 15 is performed, the temperature allowable upper limit value of the high voltage battery 15, that is, the stored value updated by the travel history storage unit 31 from the allowable upper limit temperature at which the high voltage battery 15 does not deteriorate due to heat. The temperature data A1 is calculated by subtracting the temperature data of a certain high voltage battery 15.

Subsequently, in step S51 in the process of the cooling promotion control unit 33 shown in FIG. 6, when the cooling control of the fuel cell 13 is performed, the flow rate of the cooling water is increased by the FC cooling water pump 17 and the FC radiator fan. When the air volume is increased by 19 and the cooling control of the drive system 50 is performed, the flow rate of the cooling water is increased by the DT cooling water pump 9 and the air volume is increased by the DT radiator fan 11.
On the other hand, when the cooling control of the high voltage battery 15 is performed, the air volume is increased by the battery fan 22.

(effect)
Therefore, according to the first embodiment described above, the cooling control of the fuel cell 13 can be performed based on the stack temperature of the fuel cell 13 at a point on the travel route on which the fuel cell vehicle 1 actually traveled. For this reason, the fuel cell 13 can be cooled only when necessary in consideration of the difference in the driving situation of the fuel cell vehicle 1. Further, since necessary cooling is performed in advance, the possibility that the output of the fuel cell 13 is limited can be reduced. Therefore, it is possible to reliably maintain the driving performance required by the driver by performing appropriate control.

  In addition, in the processing in the travel history storage unit 31 shown in FIG. 4, it is possible to improve the accuracy of the cooling control by providing a stored value update process (step S14) for updating the stack temperature data. That is, when the temperature of the stack of the fuel cell 13 is exceeded in spite of promoting the cooling of the fuel cell 13 in advance, the previously stored value of the stack temperature of the fuel cell 13 may be used. It is thought that the accuracy of cooling control may be deteriorated. For this reason, it is possible to improve the accuracy of the cooling control by updating the stored value in the stored value update process.

Further, in step S31 in the process of the margin determination unit 32 shown in FIG. 5, the temperature margin A1 is corrected based on the current outside air temperature, so that the temperature margin A1 can be calculated with higher accuracy. .
Since the value of the predetermined value B1 is set in advance for each point stored in the travel history storage unit 31, it is not necessary to set the predetermined value B1 more than necessary, and data in the margin determination unit 32 The amount can be minimized. For this reason, it becomes possible to simplify control. In addition, for example, map information or the like is stored in advance in the controller 30, and the stack temperature rise rate is high at a point where the load is high, such as an uphill road. Therefore, the predetermined value B1 should be set to be large accordingly. Thus, the accuracy of the determination result in the margin determination unit 32 can be increased.

  In the first embodiment described above, the controller 30 is connected to the drive system cooling system 7, the fuel cell cooling system 14, and the battery fan 22, and the cooling capacity can be controlled by the controller 30. The case where it has become possible was explained. However, the present invention is not limited to this, and it is sufficient that the controller 30 is connected to at least the fuel cell cooling system 14 so that at least the cooling control of the fuel cell 13 can be performed by the controller 30.

(Second embodiment)
Next, a second embodiment of the present invention will be described based on FIGS. 8 to 13 with reference to FIGS. In addition, the same code | symbol is attached | subjected and demonstrated to the same aspect as 1st embodiment.
FIG. 8 is a block diagram of the fuel cell system 200 mounted on the fuel cell vehicle 1.
In the second embodiment, the fuel cell system 200 includes a drive system 50 serving as a power source and a power supply system 60 serving as a power source for the drive system 3. The drive system 50 includes the drive motor 4, A PDU 5 for controlling the drive of the drive motor 4; a VCU 6 for adjusting the power supplied from the fuel cell system 2 to the drive motor 4; and a drive system cooling system 7 for cooling the drive motor 4 and the PDU 5. The power supply system 60 includes a fuel cell 13, a fuel cell cooling system 14 for cooling the fuel cell 13, and a high-voltage battery 15 connected to the fuel cell 13 via the VCU 6. A controller 300 is connected to the drive system cooling system 7, the fuel cell cooling system 14, and the battery fan 22. The basic structure of such that it become possible to control each of the cooling capacity by the controller 300 are the same as in the first embodiment described above.

Here, the difference between the second embodiment and the first embodiment is that the drive system 50 is based on the temperature of the drive system 50, the stack temperature of the fuel cell 13, and the temperature of the high-voltage battery 15 in the first embodiment. In the second embodiment, the cooling control of the fuel cell 13 and the high-voltage battery 15 is performed. On the other hand, based on the output of the driving system 50, the output of the fuel cell 13, and the output of the high-voltage battery 15, the driving system 50, The cooling control of the fuel cell 13 and the high voltage battery 15 is performed.
That is, the controller 300 is configured to be able to detect the output of the drive system 50, the output of the fuel cell 13, and the output of the high voltage battery 15. The controller 300 includes a travel history storage unit 310, a margin determination unit 320, and a cooling promotion control unit 33.

  The travel history storage unit 310 stores the travel position of the fuel cell vehicle 1 obtained by the GPS device 25 based on the GPS signal received from a GPS satellite or the like, and outputs the drive system 50 at the stored travel position. This is for storing the output of the fuel cell 13, the output of the high voltage battery 15, the outside air temperature and the like.

  The margin determination unit 320 includes the difference between the output of the drive system 50 stored in the travel history storage unit 310 and the target output of the drive system 50 at that point, the output of the fuel cell 13, and the fuel cell at that point. 13 is based on the difference between the target output of 13 and the difference between the output of the high-voltage battery 15 and the target output of the high-voltage battery 15 at that point. It is for judging.

Under such a configuration, the flow of the cooling control method for the entire controller 300 is the same as that in the first embodiment as shown in FIG. 2, but the processing in the travel history storage unit 310 and the margin determination are performed. The processing in the unit 320 is different from that in the first embodiment.
As in the first embodiment described above, the cooling control method for the drive system 50, the fuel cell 13, and the high-voltage battery 15 is processed based on the output of the drive system 50, or is processed based on the output of the fuel cell 13. Or the processing is based on the output of the high-voltage battery 15, and the basic control method is the same. For this reason, in the following description, the cooling control method of the fuel cell 13 will be mainly described, and the drive system 50 and the high-voltage battery 15 will be described as necessary.

(Running history storage unit)
First, the processing in the travel history storage unit 310 will be described with reference to FIG.
FIG. 9 is a flowchart showing the flow of processing in the travel history storage unit 310.
As shown in the figure, the travel history storage unit 310 stores the travel position of the fuel cell vehicle 1 obtained by the GPS device 25 as position data, and also outputs the target output of the fuel cell 13 at the stored travel position. Store as target output data (travel route storage step, target output storage step). These position data and target output data are stored as a stored value in association with each other.

The target output is determined based on, for example, the accelerator opening degree by the driver's operation. That is, for example, when the required output torque to the fuel cell vehicle 1 is large, the accelerator opening becomes large, so that the target output becomes large.
Further, the target output data is stored, and at the same time, the actual output of the fuel cell 13 is stored as measured output data (measured output storage step). The position data and the actually measured output data are also associated with each other and stored as stored values.

  Subsequently, when the vehicle travels again at a previously traveled point, the target output data is called with reference to the position data obtained when the same point was traveled before, and the called target output data and the target of the fuel cell 13 detected this time are called. Compare the output data. Thereafter, it is determined whether the called target output data is lower than the target output data of the fuel cell 13 detected this time (step S110).

If the determination in step S110 is “No”, that is, if the called target output data is equal to or more than the target output data of the fuel cell 13 detected this time, the stored value is not updated (step S120), and the travel history storage unit 31 is updated. The process in is finished.
On the other hand, if the determination in step S110 is “Yes”, that is, if the called target output data is lower than the target output data of the fuel cell 13 detected this time, the actually measured output data is called, and the called actual output data and this time detected The measured output data of the fuel cell 13 is compared. Then, it is determined whether the called actual output data is lower than the actual output data of the fuel cell 13 detected this time (step S130).

If the determination in step S130 is "No", that is, the called actual output data is equal to or greater than the actual output data of the fuel cell 13 detected this time, the stored value is not updated (step S120), and the travel history storage unit 31 is updated. The process in is finished.
On the other hand, if the determination in step S130 is “Yes”, that is, if the called actual output data is lower than the actual output data of the fuel cell 13 detected this time, the position data is stored (step S140), the target output data, And the actual measurement output data is updated (step S150, stored value update process). By updating the target output data and the actually measured output data, an output margin A2 described later is updated. Then, the process in the travel history storage unit 31 is completed, and the process proceeds to step S20 (see FIG. 2).

  In step S150, in addition to updating the target output data and the measured output data, the outside temperature detected by the outside temperature sensor 24 at the timing of updating the target output data and the measured output data, and the date and season information. Is stored, and the target output data and the measured output data of each point are stored based on the outside air temperature and the season information, as in the first embodiment described above.

(Margin determination part)
Next, the processing in the margin determination unit 320 will be described with reference to FIGS.
FIG. 10 is a flowchart showing the flow of processing in the margin determination unit 320.
As shown in the figure, the margin determination unit 320 first calculates the output margin A2 by subtracting the target output data from the actually measured output data stored in the travel history storage unit 310 (step S310, output margin). Calculation step).
As in the first embodiment described above, the output margin A2 may be corrected based on the date and season information stored in the travel history storage unit 310 and the outside air temperature (output margin correction). Process).

Subsequently, the output margin A2 is compared with the predetermined value B2, and it is determined whether or not the output margin A2 is equal to or less than the predetermined value B2 (step S320).
Here, the predetermined value B2 is a value that serves as an index for determining whether or not the value of the output margin A2 needs to cool the fuel cell 13 in advance.

This will be described in more detail with reference to FIGS.
FIG. 11 is a graph showing the change in the output margin A2 when the vertical axis is the output margin A2 and the horizontal axis is the value obtained by subtracting the target output data from the measured output data, and FIG. 12 is the fuel during normal operation. FIG. 13 is a graph showing changes in the outputs of the fuel cell 13, the drive system 50, and the high-voltage battery 15 when output restriction is applied.

As shown in FIGS. 11 to 13, the smaller the actually measured output data is relative to the target output data, the less output is available.
That is, during normal operation, the measured output J1 (see the solid line in FIG. 12) satisfies the target output M1 (see the dotted line in FIG. 12). Further, the upper limit outputs U1, U1 ′ (see broken lines in FIG. 12) of the fuel cell 13, the drive system 50, and the high voltage battery 15 do not fall below the target outputs M1, M1 ′.

On the other hand, when the output restriction is applied, the upper limit outputs U2, U2 ′ (see the broken lines in FIG. 13) of the fuel cell 13, the drive system 50, and the high voltage battery 15 are lower than the target outputs M2, M2 ′ (see the dotted lines in FIG. 13). As a result, the measured outputs J2 and J2 ′ (see the solid line in FIG. 13) become smaller than the target outputs M2 and M2 ′ (see the dotted line in FIG. 13).
Here, when the output margin A2 is lower than the predetermined value B2, it is determined that the actually measured output data is small due to the increase in the stack temperature of the fuel cell 13.

For this reason, the value of the predetermined value B2 is a value set according to the specifications of the fuel cell 13.
In addition, the value of the predetermined value B2 is set in advance for each point stored in the travel history storage unit 310. For example, map information or the like is stored in the controller 300 in advance, and the stack temperature rises at a high load traveling point such as an uphill road, so the predetermined value B2 is set larger accordingly.

If the determination in step S320 is “Yes”, that is, if the output margin A2 is equal to or less than the predetermined value B2, it is determined that the fuel cell 13 needs to be cooled in advance (step S330). And the process in the margin determination part 320 is completed, and it progresses to step S40 (refer FIG. 2).
On the other hand, if the determination in step S320 is “No”, that is, if the output margin A2 is greater than the predetermined value B2, it is determined that it is not necessary to cool the fuel cell 13 in advance (step S340). And the process in the margin determination part 320 is completed, and it progresses to step S40 (refer FIG. 2).

  Thereafter, the cooling promotion control unit 33 promotes pre-cooling of the fuel cell 13 (step S50 in FIG. 2, cooling promotion step). Then, when the ignition switch is turned off (step S60 in FIG. 2), all data of the travel history so far is stored (step S70 in FIG. 2), and the controller 300 is stopped to control the cooling of the fuel cell 13. Ends.

  Therefore, according to the second embodiment described above, in addition to the same effects as those of the first embodiment described above, the target output for the fuel cell 13 at a point on the travel route on which the fuel cell vehicle 1 actually traveled, and the actual output Based on the output of the fuel cell 13 (actually measured output), the cooling control of the fuel cell 13 can be performed.

The present invention is not limited to the above-described embodiment, and includes various modifications made to the above-described embodiment without departing from the spirit of the present invention.
For example, in the first embodiment described above, the travel position of the fuel cell vehicle 1 obtained by the GPS device 25 is stored as position data, and each temperature data at the stored travel position is stored. In the embodiment, the case where each output data is stored has been described.
However, the present invention is not limited to this, and each temperature data or each output data is stored for each predetermined travel section, and when approaching the predetermined travel section, it is determined whether or not to pre-cool each part. Good.

In the second embodiment described above, based on the output of the drive system 50, the output of the fuel cell 13, and the output of the high voltage battery 15, the cooling control of the drive system 50, the fuel cell 13, and the high voltage battery 15 is controlled by the controller. The case of performing by 300 has been described.
However, the present invention is not limited to this, and it is sufficient that at least one of the drive system 50 and the fuel cell 13 is cooled by the controller 300.
Further, in the above-described embodiment, the cooling control method for cooling the fuel cell systems 2 and 200 mounted on the fuel cell vehicle 1 has been described. However, the present invention is not limited to this, and the above-described embodiment can be applied to a drive system or a high voltage battery for a hybrid vehicle or an electric vehicle.

DESCRIPTION OF SYMBOLS 1 ... Fuel cell vehicle 2,200 ... Fuel cell system 4 ... Drive motor 5 ... PDU 7 ... Drive system cooling system 9 ... DT cooling water pump 11 ... DT radiator fan 12 ... DT temperature sensor 13 ... Fuel cell 14 ... Fuel cell cooling system 15 ... High pressure battery 17 ... FC cooling water pump 19 ... FC radiator fan 21 ... FC temperature sensor 22 ... Battery fan 24 ... Outside air temperature sensor 25 ... GPS device 30, 300 ... Controller 31, 310 ... Travel history storage unit 32, 320 ... margin determination unit 33 ... cooling promotion control unit 50 ... drive system 60 ... power supply system A1 ... temperature margin A2 ... output margin, B1, B2 ... predetermined value P1, P2, P3 ... point S14, S150 ... stored value update step S31 ... temperature margin calculation step S51 ... cooling Proceeds step S310 ... output margin calculation step

Claims (8)

  1. A cooling control method for cooling a power supply device provided in an electric vehicle,
    A travel route storing step for storing a travel route of the electric vehicle;
    A power supply device temperature storage step of measuring a power supply device temperature in any one of a section and a spot on the travel route at the time of storing the travel route by the travel route storage step; and storing the measured temperature;
    After storing the travel route and the power supply device temperature, when it is predicted to travel either the stored section on the travel route or the point, the allowable upper limit temperature of the power supply device, A temperature margin calculating step for calculating a temperature margin based on a difference from the stored power supply temperature; and
    When the temperature margin calculated by the temperature margin calculation step is less than or equal to a threshold value, the power supply device before the electric vehicle arrives at any one of the predicted section and point on the travel route A cooling promotion process for promoting the cooling of
    A step of continuing cooling of the power supply device when the electric vehicle reaches any one of a section and a spot on the travel route;
    A cooling control method comprising:
  2. The cooling control method according to claim 1,
    Cooling characterized by including a temperature margin correction step for correcting the temperature margin calculated by the temperature margin calculation step based on the outside air temperature calculated previously and the outside air temperature calculated this time. Control method.
  3. The cooling control method according to claim 1 or 2, wherein
    After promoting cooling in advance by the cooling promotion step, when traveling either one of the stored section on the travel route and the point,
    Cooling characterized by including a stored value update step of updating the stored value to the current power supply temperature when the previously stored power supply temperature is lower than the current stored power supply temperature. Control method.
  4. An electric vehicle is provided with at least one power supply device and a drive device, and a cooling control method for cooling at least one of these power supply device and drive device,
    A travel route storing step for storing a travel route of the electric vehicle;
    Target output storage for storing a target output value of at least one of the power supply device and the driving device at any one of a section and a spot on the travel route when the travel route is stored by the travel route storing step Process,
    An actual measurement output memory that stores an actual measurement output value of at least one of the power supply device and the driving device in any one of the section and the spot on the travel route when the travel route is stored in the travel route storing step. Process,
    When it is predicted that the vehicle travels in any one of the section and point on the stored travel route after the travel route and output are stored, the stored target output value and the actually measured output value are An output margin calculation step for calculating an output margin based on
    If the output margin calculated by the output margin calculation step is less than or equal to a threshold, before the electric vehicle arrives at any one of the predicted section and point on the travel route, A cooling promoting step for promoting cooling of at least one of the power supply device and the driving device;
    A step of continuing cooling of at least one of the power supply device and the drive device when the electric vehicle reaches any one of a section and a point on the travel route;
    A cooling control method comprising:
  5. The cooling control method according to claim 4,
    Cooling characterized by including an output margin correction step for correcting the output margin calculated by the output margin calculation step based on the outside air temperature calculated previously and the outside air temperature calculated this time. Control method.
  6. The cooling control method according to claim 4 or 5, wherein
    After promoting cooling in advance by the cooling promotion step, when traveling either one of the stored section on the travel route and the point,
    Cooling characterized by including a stored value update step of updating the stored value to the current output margin when the previously stored output margin is lower than the currently stored output margin Control method.
  7. A cooling control method according to any one of claims 1 to 6,
    The cooling control method, wherein the threshold value is set for each predetermined section or for each predetermined point on the travel route.
  8. A cooling control method according to any one of claims 1 to 7,
    The power supply device includes a fuel cell,
    The cooling control method according to claim 1, wherein the electric vehicle is a fuel cell vehicle.
JP2010079211A 2010-03-30 2010-03-30 Cooling control method Active JP5504034B2 (en)

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