JP6257242B2 - Power generation control device - Google Patents

Description

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

  The fuel cell includes, for example, a membrane / electrode assembly in which an anode (fuel electrode) and a cathode (oxygen electrode) are bonded together on both sides of a solid polymer membrane. When fuel such as hydrazine is supplied to the anode and air is supplied to the cathode, a power generation reaction occurs and an electromotive force is generated between the anode and the cathode.

  The power generation in this fuel cell is controlled based on the required power from the load that uses the power generated by the fuel cell. For example, when the fuel cell is mounted on a vehicle having a motor as a driving source for traveling, the required power corresponding to the output (load) of the motor is input from the vehicle side to the control device of the fuel cell. Then, the power generation amount corresponding to the required power is set by the control device, and the power generation in the fuel cell is controlled such that the power generation amount is output from the fuel cell.

Japanese Patent Laid-Open No. 2001-266917

  Fuel cell output responsiveness, that is, power generation output responsiveness to load fluctuations, is low, so when the load (required power) suddenly increases, such as when starting a vehicle, the fuel cell power generation output does not follow it, and power generation output is required. Lack of electricity. This shortage of power is supplied to the motor from a secondary battery mounted on the vehicle. Therefore, a large capacity is required for the secondary battery.

  The objective of this invention is providing the electric power generation control apparatus which can make small the delay of the electric power generation output of a fuel cell with respect to the load fluctuation at the time of the driving | running | working start of a vehicle.

  In order to achieve the above object, a power generation control device according to the present invention is a power generation control device applied to a vehicle equipped with a fuel cell so that the power generation amount of the fuel cell follows the required power from the vehicle. In response to the detection of the predetermined operation by the operation detection means, the normal power generation control means for controlling the power generation of the fuel cell, the operation detection means for detecting a predetermined operation performed prior to the start of traveling of the vehicle, And power generation control means for controlling the power generation of the fuel cell so that the power generation amount of the fuel cell follows the power generation amount obtained by adding a predetermined additional amount to the required power from the vehicle.

  According to this configuration, during normal times, the power generation of the fuel cell is controlled so that the power generation amount of the fuel cell follows the required power from the vehicle. When a predetermined operation is performed prior to the start of vehicle travel, the power generation of the fuel cell is controlled so that the power generation amount of the fuel cell follows the power generation amount obtained by adding a predetermined additional amount to the required power from the vehicle. Is done. As a result, before the vehicle starts to travel, the amount of power generated by the fuel cell increases from the normal time, and preparations are made for an increase in required power. Therefore, it is possible to reduce the delay in the power generation output of the fuel cell with respect to the increase in required power accompanying the start of vehicle travel (load fluctuation). As a result, the shortage of the power generation output of the fuel cell with respect to the required power is reduced, so the amount of power supplied from the secondary battery to the load to compensate for the shortage can be reduced, and the capacity of the secondary battery is reduced. be able to. By reducing the capacity of the secondary battery, the cost of the secondary battery can be reduced.

  The predetermined operation may be a shift change operation to a drive range when the vehicle is stopped. When this shift change operation is performed, the start of vehicle travel is predicted, so the amount of power generated by the fuel cell is increased, thereby reducing the delay in the power generation output of the fuel cell relative to the increase in required power accompanying the start of vehicle travel. can do.

  The predetermined operation may be a brake operation when the vehicle is stopped. When this braking operation is performed, it is predicted that a shift change operation will be performed after that, so that the power generation amount of the fuel cell is increased, so that the power generation output of the fuel cell with respect to the increase in required power accompanying the start of traveling of the vehicle Can be reduced.

  When a shift change operation is performed after the brake operation is performed while the vehicle is stopped, the power generation amount of the fuel cell may be further added. Thereby, the delay of the power generation output of the fuel cell with respect to the increase in required power accompanying the start of traveling of the vehicle can be further reduced.

  According to the present invention, it is possible to reduce the delay in the power generation output of the fuel cell with respect to the load fluctuation at the start of traveling of the vehicle. As a result, the shortage of the power generation output of the fuel cell with respect to the required power is reduced, and the amount of power supplied from the secondary battery to the load to compensate for the shortage can be reduced, so the capacity of the secondary battery is reduced. be able to. By reducing the capacity of the secondary battery, the cost of the secondary battery can be reduced.

1 is a configuration diagram of a fuel cell system to which a power generation control device according to an embodiment of the present invention is applied. It is a block diagram which shows the principal part of the electrical structure of a fuel cell system. It is a flowchart (the 1) which shows the flow of the process for controlling the electric power generation of a liquid fuel cell. It is a flowchart (the 2) which shows the flow of the process for controlling the electric power generation of a liquid fuel cell.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

  FIG. 1 is a configuration diagram of a fuel cell system to which a power generation control device according to an embodiment of the present invention is applied.

  The fuel cell system 1 is mounted on, for example, a vehicle (automobile) in which a motor is mounted as a travel drive source. The fuel cell system 1 includes a liquid fuel cell 2, a fuel circulation mechanism 3, and an air supply / exhaust mechanism 4.

  The liquid fuel cell 2 has a so-called cell stack in which a predetermined number (for example, 100 to 200) of cells are stacked in one direction. Each cell includes a membrane / electrode assembly (MEA), separators disposed on both sides of the membrane / electrode assembly, and a gas diffusion layer (between the membrane / electrode assembly and each separator ( GDL: Gas Diffusion Layer).

The membrane / electrode assembly is obtained by integrating an anode (fuel electrode) 12 and a cathode (oxygen electrode) 13 on both sides of a solid polymer membrane 11. The solid polymer film 11 has a property of transmitting anions (OH ⁻ ), for example.

  On both surfaces of the separator, for example, concave grooves (not shown) that are bent in a twisted manner are formed. The concave groove facing the anode 12 is formed as a fuel flow path. One end and the other end of the fuel flow path are connected to a fuel inlet 14 and a fuel outlet 15, respectively. A concave groove facing the cathode 13 of the membrane / electrode assembly is formed as an air flow path. One end and the other end of the air flow path are connected to an air inlet 16 and an air outlet 17, respectively.

  A boost converter 5 is connected to the output terminal (current collector plate) of the liquid fuel cell 2. Boost converter 5 boosts the output voltage of liquid fuel cell 2 to the charging voltage of drive battery (secondary battery) 6 mounted on the vehicle. A step-down converter 7 is connected to the step-up converter 5. Step-down converter 7 steps down the voltage output from step-up converter 5 or drive battery 6 to the charging voltage of auxiliary battery 8 mounted on the vehicle.

  The fuel circulation mechanism 3 includes a fuel supply tank 21, a circulation fuel tank 22, and a gas-liquid separator 23.

  The fuel supply tank 21 stores liquid fuel (for example, hydrazine at room temperature) that is not mixed with the electrolyte. One end of a fuel supply pipe 24 is connected to the fuel supply tank 21. The other end of the fuel supply pipe 24 is connected to the circulating fuel tank 22. A fuel supply pump 25 is interposed in the middle of the fuel supply pipe 24.

  In the circulating fuel tank 22, liquid fuel is stored in a state of being mixed with an electrolytic solution (for example, an aqueous potassium hydroxide solution). One end of a fuel supply pipe 26 is connected to the circulating fuel tank 22. The other end of the fuel supply pipe 26 is connected to the fuel inlet 14 of the liquid fuel cell 2. A fuel circulation pump 27 is interposed in the middle of the fuel supply pipe 26.

  Hereinafter, the liquid fuel in a state of being mixed with the electrolytic solution is referred to as “liquid fuel” unless otherwise specified.

  One end of a fuel discharge pipe 28 is connected to the fuel outlet 15 of the liquid fuel cell 2. The other end of the fuel discharge pipe 28 is connected to the gas-liquid separator 23.

  One end of a fuel return pipe 29 is connected to the bottom of the gas-liquid separator 23. The other end of the fuel return pipe 29 is connected to the circulating fuel tank 22. In addition, one end of a purge pipe 30 is connected to the upper part of the gas-liquid separator 23. A purge solenoid valve 31 is interposed in the middle of the purge pipe 30.

  The air supply / exhaust mechanism 4 includes an air compressor 41, a gas-liquid separator 42, and an exhaust gas treatment device 43.

  One end of an intake pipe 44 is connected to the suction port of the air compressor 41.

  One end of an air supply pipe 45 is connected to the discharge port of the air compressor 41. The other end of the air supply pipe 45 is connected to the air inlet 16 of the liquid fuel cell 2.

  One end of an air discharge pipe 46 is connected to the air outlet 17 of the liquid fuel cell 2. The other end of the air discharge pipe 46 is connected to the gas-liquid separator 42.

  One end of a reflux pipe 47 is connected to the bottom of the gas-liquid separator 42. The other end of the reflux pipe 47 is connected to the gas-liquid separator 23. A reflux electromagnetic valve 48 is interposed in the middle of the reflux pipe 47. One end of a purge pipe 49 is connected to the upper part of the gas-liquid separator 42. An air back pressure adjustment valve 50 is interposed in the middle of the purge pipe 49.

  For power generation by the liquid fuel cell 2, the fuel circulation pump 27 is driven. When the fuel circulation pump 27 is driven, the liquid fuel stored in the circulating fuel tank 22 is sucked into the fuel supply pipe 26. Then, the liquid fuel flows through the fuel supply pipe 26, and the liquid fuel is supplied from the fuel inlet 14 of the liquid fuel cell 2 to the fuel flow path of the liquid fuel cell 2.

  Further, the air compressor 41 is driven for power generation by the liquid fuel cell 2. When the air compressor 41 is driven, air (atmosphere) is taken into the intake pipe 44. The air taken into the intake pipe 44 is compressed by the air compressor 41 and sent out from the air compressor 41 to the air supply pipe 45. The air flowing through the air supply pipe 45 is supplied from the air inlet 16 of the liquid fuel cell 2 to the air flow path of the liquid fuel cell 2.

  When liquid fuel flows through the fuel flow path of the liquid fuel cell 2 and air flows through the air flow path, a power generation reaction (electrochemical reaction) occurs in the liquid fuel cell 2, and an electromotive force is generated by the electrochemical reaction. .

  At this time, gas (for example, nitrogen gas) generated by the power generation reaction is discharged from the fuel outlet 15 of the liquid fuel cell 2 to the fuel discharge pipe 28 together with the unreacted liquid fuel. The liquid fuel and gas discharged to the fuel discharge pipe 28 flow through the fuel discharge pipe 28 and flow into the gas-liquid separator 23. In the gas-liquid separator 23, the liquid fuel and gas flowing from the fuel discharge pipe 28 are separated.

  The degassed liquid fuel collects in the lower part (bottom part) of the gas-liquid separator 23 and returns from the gas-liquid separator 23 to the circulating fuel tank 22 through the fuel return pipe 29.

  Thus, the liquid fuel circulates in the fuel circulation path including the circulating fuel tank 22, the fuel supply pipe 26, the fuel flow path of the liquid fuel cell 2, the fuel discharge pipe 28, the gas-liquid separator 23, and the fuel return pipe 29.

  The gas separated from the liquid in the gas-liquid separator 23 flows out from the gas-liquid separator 23 to the purge pipe 30 and flows through the purge pipe 30 toward the exhaust gas treatment device 43. The gas flowing through the purge pipe 30 is released to the atmosphere via the exhaust gas treatment device 43. As the gas passes through the exhaust gas treatment device 43, harmful substances and the like are removed from the gas.

  The air flowing through the air flow path of the liquid fuel cell 2 is discharged from the air outlet 17 to the air discharge pipe 46.

  In the liquid fuel cell 2, so-called cross leak occurs in which water and liquid fuel move from the anode 12 of the membrane / electrode assembly through the solid polymer membrane 11 to the cathode 13. Therefore, the air that flows out to the air discharge pipe 46 includes the cross-leaked liquid fuel and water vapor.

  The gas flowing out to the air discharge pipe 46 flows through the air discharge pipe 46 and flows into the gas-liquid separator 42. In the gas-liquid separator 42, the gas flowing in from the air discharge pipe 46 and the liquid contained in the air are separated.

  The gas from which the liquid has been removed flows out from the gas-liquid separator 42 to the purge pipe 49 and flows through the purge pipe 49 toward the exhaust gas treatment device 43. And the gas which distribute | circulates the purge pipe | tube 49 is discharge | released to air | atmosphere via the exhaust gas processor 43. FIG. As the gas passes through the exhaust gas treatment device 43, harmful substances and the like are removed from the gas.

  On the other hand, the degassed liquid collects in the lower part (bottom part) in the gas-liquid separator 42. While the reflux solenoid valve 48 is closed, the liquid is stored in the lower part in the gas-liquid separator 42. The liquid stored in the gas-liquid separator 42 is refluxed from the gas-liquid separator 42 to the circulating fuel tank 22 by executing the reflux control. Specifically, in the recirculation control, the recirculation electromagnetic valve 48 is opened in a state where the opening degree of the air back pressure adjustment valve 50 is reduced and the pressure in the gas-liquid separator 42 is higher than usual. The liquid in the gas-liquid separator 42 is sent to the gas-liquid separator 23 through the reflux pipe 47 due to the pressure in the gas-liquid separator 42. The liquid that has flowed into the gas-liquid separator 23 gathers at the lower part (bottom) in the gas-liquid separator 23, flows through the fuel feedback pipe 29, and returns to the circulating fuel tank 22 from the fuel feedback pipe 29.

  When it becomes necessary to replenish the circulating fuel tank 22 with liquid fuel that is not mixed with the electrolyte while the fuel cell system 1 is in operation, the fuel supply pump 25 is driven. When the fuel supply pump 25 is driven, the liquid fuel not mixed with the electrolyte is supplied from the fuel supply tank 21 to the circulating fuel tank 22 through the fuel supply pipe 24.

  FIG. 2 is a block diagram showing the main part of the electrical configuration of the fuel cell system 1.

  The fuel cell system 1 includes an FC-ECU (electronic control unit) 61. The FC-ECU 61 is constituted by a microcomputer including a CPU 62 and a memory 63, for example.

  Various sensors provided in the fuel cell system 1 are connected to the FC-ECU 61, and detection signals of the various sensors are input. The various sensors include a current sensor 64 and a voltage sensor 65. The current sensor 64 detects the current value output from the liquid fuel cell 2. The voltage sensor 65 detects a stack voltage that is a voltage value output from the liquid fuel cell 2.

  Further, the FC-ECU 61 is connected to a vehicle ECU 71 mounted on the vehicle so as to be capable of bidirectional communication. Connected to the vehicle ECU 71 are an accelerator sensor 72 for detecting an accelerator operation amount (accelerator pedal operation amount), a brake sensor 73 for detecting a brake operation amount (brake pedal operation amount), a shift sensor 74 for detecting a shift position, and the like. The detection signals of the accelerator sensor 72, the brake sensor 73, and the shift sensor 74 are input. Based on the input detection signal, the vehicle ECU 71 sets a target torque to be output from the motor that is the driving source for the vehicle, and transmits the required power necessary for outputting the target torque to the FC-ECU 61. To do. Further, the vehicle ECU 71 transmits information such as the brake operation amount and the shift position to the FC-ECU 61.

  The FC-ECU 61 is based on the required power and information input from the vehicle ECU 71 and detection signals input from various sensors, and the boost converter 5, the step-down converter 7, the fuel supply pump 25, the fuel circulation pump 27, and the purge solenoid valve 31. The air compressor 41, the return solenoid valve 48, and the air back pressure adjustment valve 50 are controlled.

  FIG. 3A and FIG. 3B are flowcharts showing the flow of processing for controlling the power generation of the liquid fuel cell 2.

  While the ignition key switch of the vehicle is on, the FC-ECU 61 repeatedly executes processing for power generation control of the liquid fuel cell 2 at a constant control cycle.

  In this process, first, the FC-ECU 61 determines each capability of the fuel supply pump 25, the fuel circulation pump 27, and the air compressor 41 so that the power generation amount of the liquid fuel cell 2 follows the required power input from the vehicle ECU 71. The boost converter 5 is controlled after adjusting the respective opening degrees of the purge solenoid valve 31, the reflux solenoid valve 48, and the air back pressure regulating valve 50 (step S1: normal power generation control).

  Hereinafter, in order to adjust the power generation amount of the liquid fuel cell 2, the respective capacities of the fuel supply pump 25, the fuel circulation pump 27, and the air compressor 41, the purge solenoid valve 31, the reflux solenoid valve 48, and the air back pressure adjustment valve Controlling the boost converter 5 by adjusting each opening of 50 is referred to as “controlling the power generation of the liquid fuel cell 2”.

  Next, the FC-ECU 61 determines whether or not the vehicle is stopped (step S2). For example, the FC-ECU 61 may determine that the vehicle is stopped when the vehicle speed is 0, or that the vehicle is stopped when the shift position (shift range) is the P range. You may judge.

  In addition, although the case where the continuously variable transmission is mounted in the vehicle is taken as an example, not only the continuously variable transmission but also a stepped transmission may be mounted on the vehicle.

  When the vehicle is not stopped (NO in step S2), the process shown in FIGS. 3A and 3B is terminated, and the process is started again.

  If the vehicle is stopped (YES in step S2), the FC-ECU 61 determines whether or not the current shift position is in the drive range (D range, 2 range, L range or R range) (step S3). ).

  When the vehicle is stopped and the shift position is in the drive range (YES in step S3), it is predicted that the vehicle will start traveling. Therefore, the FC-ECU 61 determines that the power generation amount of the liquid fuel cell 2 is The power generation of the liquid fuel cell 2 is controlled so as to follow the power generation amount obtained by adding the predetermined additional amount A to the required power input from the vehicle ECU 71 (step S4).

  Thereafter, the FC-ECU 61 determines whether or not the vehicle brake is off (the brake operation amount is 0) (step S5).

  When the vehicle is stopped, the shift position is in the drive range, and the brake is off (YES in step S5), the accelerator pedal is immediately operated by the driver, and the vehicle starts to travel. Therefore, the FC-ECU 61 causes the liquid fuel cell 2 to follow the power generation amount obtained by adding the predetermined additional amount C to the required power input from the vehicle ECU 71. Is controlled (step S6). The additional amount C is larger than the additional amount A.

  When the brake is not off, that is, when the brake is on (NO in step S5), the power generation amount of the liquid fuel cell 2 is made to follow the power generation amount obtained by adding a predetermined additional amount A to the required power input from the vehicle ECU 71. Control continues (skip step S6).

  When the vehicle is stopped and the shift position is not in the drive range (NO in step S3), the FC-ECU 61 determines whether the brake is on (step S7).

  If the brake is not on, that is, if the brake is off (NO in step SS7), the processing shown in FIGS. 3A and 3B is terminated, and the processing is started again.

  If the vehicle is stopped, the shift position is not in the drive range, and the brake is on (YES in step S7), it is predicted that the vehicle will start running. The power generation of the liquid fuel cell 2 is controlled so that the power generation amount of the liquid fuel cell 2 follows the power generation amount obtained by adding the predetermined additional amount B to the required power input from the vehicle ECU 71 (step S8).

  Thereafter, the FC-ECU 61 determines whether or not the shift position has been shift-changed from a range other than the drive range to the drive range (step S9).

  When the shift position is shifted to the drive range after the brake is turned on (YES in step S9), it is predicted that the driver will immediately depress the accelerator pedal and start running the vehicle. The FC-ECU 61 controls the power generation of the liquid fuel cell 2 so that the power generation amount of the liquid fuel cell 2 follows the power generation amount obtained by adding a predetermined additional amount C to the required power input from the vehicle ECU 71 (step S6). ). The additional amount C is larger than the additional amount B.

  If the shift to the drive range has not been made (NO in step S9), control for causing the power generation amount of the liquid fuel cell 2 to follow the power generation amount obtained by adding a predetermined additional amount B to the required power input from the vehicle ECU 71 is performed. Continue (skip step S6).

Thereafter, as shown in FIG. 3B, the FC-ECU 61 determines the SOC (State of the drive battery 6).
It is determined whether or not (Of Charge) exceeds a predetermined threshold value 1 (step S10). While the ignition key switch of the vehicle is turned on, the FC-ECU 61 always refers to the detection signal of the current sensor 64 and repeats the SOC of the drive battery 6 based on the amount of current input to and output from the drive battery 6. Arithmetic. The threshold value 1 is set to a value close to the upper limit value (control upper limit value) of the SOC for which charging to the drive battery 6 is prohibited in terms of control, for example.

  When the SOC exceeds the threshold value 1 (YES in step S10), the FC-ECU 61 continues to determine whether the electric power that can be output from the drive battery 6 is equal to or higher than the electric power (known value) necessary for starting the vehicle. Is determined (step S11).

  If the electric power that can be output from the drive battery 6 is equal to or greater than the electric power required for starting the vehicle (YES in step S11), the FC-ECU 61 adds the additional power amount A, the additional power amount B, or the power generation amount of the liquid fuel cell 2. The increase of the additional amount C is canceled, and the power generation of the liquid fuel cell 2 is controlled so that the power generation amount of the liquid fuel cell 2 follows the required power input from the vehicle ECU 71 (step S12).

  On the other hand, if the electric power that can be output from drive battery 6 is less than the electric power required for starting the vehicle (NO in step S11), FC-ECU 61 sets the output voltage (regulated voltage) of step-down converter 7 to the maximum value. Then, the auxiliary battery 8 is charged with the electric power output from the liquid fuel cell 2 (step S13). Thereby, the increase in SOC of the drive battery 6 is suppressed.

  Thereafter, the FC-ECU 61 determines whether or not the SOC of the drive battery 6 exceeds a predetermined threshold value 2 or more (step S14). The threshold value 2 is larger than the threshold value 1.

  If the SOC of the drive battery 6 exceeds the threshold 2 (YES in step S14), the FC-ECU 61 increases the amount of air sent from the air compressor 41 so that the load on the air compressor 41 increases. Alternatively, or in addition thereto, the opening degree of the air back pressure regulating valve 50 is reduced.

  On the other hand, when the SOC of the drive battery 6 is equal to or less than the threshold value 2 (NO in step S14), step S15 is skipped and the load of the air compressor 41 is not increased.

  When the SOC of the drive battery 6 is equal to or less than the threshold value 1 (NO in step S10), steps S11 to S15 are skipped, and the power generation amount of the liquid fuel cell 2 is added to the required power input from the vehicle ECU 71. The power generation of the liquid fuel cell 2 is controlled so as to follow the power generation amount including the amount A, the additional amount B, or the additional amount C.

  Then, the FC-ECU 61 determines whether or not the vehicle has started (starts running) (step S16).

  If the vehicle remains stopped (NO in step S16), the process shown in FIGS. 3A and 3B is terminated, and the process is started again.

  When the vehicle is started (YES in step S16), the FC-ECU 61 cancels the additional amount A, the additional amount B, or the additional amount C of the power generation amount of the liquid fuel cell 2, and the air compressor 41 When the load is increased, the increase in the load is canceled and the power generation of the liquid fuel cell 2 is controlled so that the power generation amount of the liquid fuel cell 2 follows the required power input from the vehicle ECU 71. (Step S17). Thereafter, the processing shown in FIGS. 3A and 3B is terminated, and the processing is started again.

  As described above, during normal times, the power generation of the liquid fuel cell 2 is controlled so that the power generation amount of the liquid fuel cell 2 follows the required power from the vehicle. When a predetermined operation that is performed prior to the start of traveling of the vehicle is performed, the power generation amount of the liquid fuel cell 2 is set to a power generation amount obtained by adding a predetermined additional amount A, additional amount B, or additional amount C to the required power from the vehicle. Power generation of the liquid fuel cell 2 is controlled so as to follow. As a result, before the vehicle starts running, the amount of power generated by the liquid fuel cell 2 increases from the normal time, and preparations are made for an increase in required power. Therefore, it is possible to reduce the delay in the power generation output of the liquid fuel cell 2 with respect to the increase in required power accompanying the start of vehicle travel (load fluctuation). As a result, since the shortage of the power generation output of the liquid fuel cell 2 with respect to the required power is reduced, the amount of power supplied from the drive battery 6 to the load to compensate for the shortage can be reduced, and the capacity of the drive battery 6 can be reduced. Can be small. By reducing the capacity of the drive battery 6, the cost of the drive battery 6 can be reduced.

  The predetermined operation is, for example, a shift change operation to a drive range when the vehicle is stopped. When this shift change operation is performed, it is predicted that the vehicle will start running, so the power generation amount of the liquid fuel cell 2 is increased by the additional amount A. Thereby, the delay of the electric power generation output of the liquid fuel cell 2 with respect to the increase in the required power accompanying the start of traveling of the vehicle can be reduced.

  In addition, when the shift change operation is performed, when the brake is subsequently turned off (the brake operation is released), the vehicle immediately starts to travel, so the power generation amount of the liquid fuel cell 2 is the additional amount A. Is increased by a larger additional amount C. Thereby, the delay of the power generation output of the liquid fuel cell 2 with respect to the increase in required power accompanying the start of traveling of the vehicle can be further reduced.

  The predetermined operation is, for example, a brake operation (brake on) when the vehicle is stopped. When this brake operation is performed, it is predicted that a shift change operation will be performed thereafter, so that the power generation amount of the liquid fuel cell 2 is increased by the additional amount B. Thereby, the delay of the electric power generation output of the liquid fuel cell 2 with respect to the increase in the required power accompanying the start of traveling of the vehicle can be reduced.

  When the shift operation to the drive range is performed after the brake operation in the stopped state of the vehicle, the power generation amount of the liquid fuel cell 2 is added by the additional amount C larger than the additional amount B. Thereby, the delay of the power generation output of the liquid fuel cell 2 with respect to the increase in required power accompanying the start of traveling of the vehicle can be further reduced.

  As mentioned above, although one Embodiment of this invention was described, this invention can also be implemented with another form.

  For example, the fuel cell is not limited to the liquid fuel cell 2 that uses liquid fuel, but may be another type of fuel cell such as a hydrogen fuel cell.

  In addition, various design changes can be made to the above-described configuration within the scope of the matters described in the claims.

2 Liquid fuel cell 61 FC-ECU (normal power generation control means, operation detection means, preparation power generation control means)
71 Vehicle ECU (vehicle)

Claims (1)

A power generation control device applied to a vehicle equipped with a fuel cell,
Normal power generation control means for controlling the power generation of the fuel cell so that the power generation amount of the fuel cell follows the required power from the vehicle;
Operation detecting means for detecting a predetermined operation performed prior to the start of traveling of the vehicle;
In response to detection of the predetermined operation by the operation detecting means, the fuel cell power generation amount follows the power generation amount obtained by adding a predetermined additional amount to the required power from the vehicle. only it contains a ready power generation control means for controlling the power generation of the battery,
The predetermined operation includes a shift change operation to a drive range when the vehicle is stopped, and a brake operation when the vehicle is stopped.
The preparation power generation control means includes:
When the shift change operation is detected by the operation detection means, the additional amount is the first additional amount,
If the brake operation is detected without detecting the shift change operation by the operation detection means, the additional amount is set as a second additional amount,
If the shift operation is detected after the shift change operation is detected, or if the shift change operation is detected after the brake operation is detected, the additional amount is set to the first additional amount and A power generation control device having a third additional amount larger than the second additional amount .

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