JP6278000B2 - FUEL CELL SYSTEM, FUEL CELL VEHICLE, AND METHOD FOR CONTROLLING FUEL CELL SYSTEM - Google Patents

Description

  The present invention relates to a fuel cell system mounted on a vehicle, a fuel cell vehicle, and a control method thereof.

  Conventionally, in a fuel cell system mounted on a vehicle, the required power generation (command power) of the fuel cell is calculated in accordance with the accelerator depression amount, and the fuel cell is configured so that the generated power of the fuel cell matches the command power. One that controls the amount of oxygen and the amount of hydrogen supplied is known (Patent Document 1). This fuel cell system reduces the command power of the fuel cell when the power consumption of the motor decreases, such as during deceleration of the vehicle.

JP 2011-15580 A JP 2009-231223 A JP 2010-238528 A JP 2010-238530 A

  However, when the power consumption of the motor suddenly decreases due to a sudden decrease in the amount of accelerator depression, there is a time lag until the power generation power of the fuel cell decreases correspondingly, so the excess power generated during that time is There was a problem that the secondary battery was charged and overcharge occurred in the secondary battery.

The present invention has been made to solve the above-described problems, and can be realized as the following forms.
The first aspect of the present invention is:
A fuel cell system mounted on a vehicle,
A fuel cell that supplies power to a motor that drives the vehicle;
A secondary battery for supplying power to the motor;
An SOC detection unit for detecting a temperature and a storage amount of the secondary battery;
An accelerator position detector for detecting an accelerator depression amount of the vehicle;
A control unit for controlling the generated power of the fuel cell,
The controller is
Based on the accelerator depression amount and the storage amount of the secondary battery detected using the temperature of the secondary battery, a required generation power calculation unit that calculates the required generation power commanded to the fuel cell;
An upper limit required power calculation unit that calculates an upper limit required power that can be generated by the fuel cell, based on the accelerator depression amount, the temperature of the secondary battery, and the storage amount;
The upper limit required power includes an allowable charging power calculated based on a temperature and a storage amount of the secondary battery,
The controller is
It is determined whether or not a condition set in advance as a condition for rapidly reducing the power consumption of the motor is satisfied,
If it is determined that the condition is satisfied, the upper limit required power is calculated by setting the allowable charging power to zero,
When it is determined that the condition is not satisfied, the upper limit required power is calculated using the allowable charging power calculated based on the temperature and the charged amount of the secondary battery,
When the calculated power generation required power exceeds the calculated upper limit required power, the fuel cell is caused to execute power generation corresponding to the calculated upper limit required power.
It is a fuel cell system.
The second aspect of the present invention is:
A fuel cell system mounted on a vehicle,
A fuel cell that supplies power to a motor that drives the vehicle;
A secondary battery for supplying power to the motor;
An SOC detection unit for detecting a temperature and a storage amount of the secondary battery;
An accelerator position detector for detecting an accelerator depression amount of the vehicle;
A control unit that calculates the required power generation to be commanded to the fuel cell based on the accelerator depression amount and the storage amount of the secondary battery detected using the temperature of the secondary battery;
The power generation required power includes charging power calculated according to the temperature and the amount of electricity stored in the secondary battery,
The controller is
It is determined whether or not a condition set in advance as a condition for rapidly reducing the power consumption of the motor is satisfied,
When it is determined that the condition is satisfied, the power generation required power is calculated by setting the charging power calculated based on the temperature and the storage amount of the secondary battery to zero,
When it is determined that the condition is not satisfied, the power generation required power is calculated using the charging power calculated based on the temperature and the amount of power stored in the secondary battery.
It is a fuel cell system.
The third aspect of the present invention is:
A fuel cell system mounted on a vehicle,
A fuel cell that supplies power to a motor that drives the vehicle;
A secondary battery for supplying power to the motor;
An SOC detection unit for detecting a temperature and a storage amount of the secondary battery;
An accelerator position detector for detecting an accelerator depression amount of the vehicle;
A control unit for controlling the generated power of the fuel cell,
The controller is
Based on the accelerator depression amount and the storage amount of the secondary battery detected using the temperature of the secondary battery, a required generation power calculation unit that calculates the required generation power commanded to the fuel cell;
An upper limit required power calculation unit that calculates an upper limit required power that can be generated by the fuel cell, based on the accelerator depression amount, the temperature of the secondary battery, and the storage amount;
The upper limit required power includes an allowable charging power calculated based on a temperature and a storage amount of the secondary battery, and a correction coefficient,
The controller is
It is determined whether or not a condition set in advance as a condition for rapidly reducing the power consumption of the motor is satisfied,
When it is determined that the condition is satisfied, the upper limit required power is calculated by reducing the allowable charging power by reducing the correction coefficient than when the condition is not satisfied,
When it is determined that the condition is not satisfied, the upper limit required power is calculated by increasing the allowable charging power by increasing the correction coefficient than when the condition is satisfied,
When the calculated power generation required power exceeds the calculated upper limit required power, the fuel cell is caused to execute power generation corresponding to the calculated upper limit required power.
It is a fuel cell system.
The present invention can also be realized in the following forms.

  (1) According to one aspect of the present invention, a fuel cell system mounted on a vehicle is provided. The fuel cell system includes a fuel cell that supplies electric power to a motor that drives the vehicle, a secondary battery that supplies electric power to the motor, an SOC detection unit that detects a temperature and a storage amount of the secondary battery, An accelerator position detection unit that detects an accelerator depression amount of the vehicle; and a control unit that controls electric power generated by the fuel cell, wherein the control unit includes the accelerator depression amount, the temperature of the secondary battery, and power storage. The fuel cell based on the power generation required power calculation unit that calculates the power generation required power commanded to the fuel cell based on the amount, the accelerator depression amount, the temperature of the secondary battery, and the storage amount. An upper limit required power calculation unit that calculates an upper limit required power that can be generated, and the upper limit required power includes an allowable charging power calculated based on a temperature and a storage amount of the secondary battery. The control unit determines whether or not a condition set in advance as a condition for rapidly reducing the power consumption of the motor is satisfied, and determines that the condition is satisfied. When the upper limit required power is calculated and it is determined that the condition is not satisfied, the upper limit required power is calculated using the allowable charging power calculated based on the temperature and the charged amount of the secondary battery, and the calculated power generation When the required power exceeds the calculated upper limit required power, the fuel cell is configured to execute power generation corresponding to the calculated upper limit required power. According to this configuration, when the power consumption of the motor suddenly decreases, the allowable charging power of the secondary battery becomes zero and the upper limit required power (command power) of the fuel cell is reduced. Can be reduced. Thereby, the occurrence of overcharge of the secondary battery when the motor power consumption is suddenly reduced can be reduced.

  (2) In the fuel cell system according to the above aspect, the preset condition may be that a decrease rate of the accelerator depression amount is equal to or greater than a first threshold value. According to this configuration, it is possible to easily detect a state in which the motor power consumption is rapidly reduced.

  (3) In the fuel cell system of the above aspect, the preset condition is that the shift position of the vehicle is switched from drive to neutral, and the generated power of the fuel cell is equal to or greater than a second threshold value. It may be. According to this configuration, it is possible to easily detect a state in which the motor power consumption is rapidly reduced.

  (4) According to another aspect of the present invention, a fuel cell system mounted on a vehicle is provided. The fuel cell system includes a fuel cell that supplies electric power to a motor that drives the vehicle, a secondary battery that supplies electric power to the motor, an SOC detection unit that detects a temperature and a storage amount of the secondary battery, An accelerator position detection unit that detects an accelerator depression amount of the vehicle, and a control unit that calculates an electric power generation request commanded to the fuel cell based on the accelerator depression amount, a temperature and a storage amount of the secondary battery The power required for power generation includes charging power calculated according to the temperature and the amount of power stored in the secondary battery, and the control unit is configured to rapidly reduce the power consumption of the motor. It is determined whether or not a preset condition is satisfied, and if it is determined that the condition is satisfied, the charging power calculated based on the temperature and the storage amount of the secondary battery is set to zero before The power generation request power is calculated, and when it is determined that the condition is not satisfied, the power generation request power is calculated using the charging power calculated based on the temperature and the storage amount of the secondary battery. . According to this configuration, when the power consumption of the motor suddenly decreases, the charging power included in the power generation required power (command power) becomes zero and the power generation required power of the fuel cell decreases. Can be reduced. Thereby, the occurrence of overcharge of the secondary battery when the motor power consumption is suddenly reduced can be reduced.

  (5) According to another aspect of the present invention, a fuel cell system mounted on a vehicle is provided. The fuel cell system includes a fuel cell that supplies electric power to a motor that drives the vehicle, a secondary battery that supplies electric power to the motor, an SOC detection unit that detects a temperature and a storage amount of the secondary battery, An accelerator position detection unit that detects an accelerator depression amount of the vehicle; and a control unit that controls electric power generated by the fuel cell, wherein the control unit includes the accelerator depression amount, the temperature of the secondary battery, and power storage. The fuel cell based on the power generation required power calculation unit that calculates the power generation required power commanded to the fuel cell based on the amount, the accelerator depression amount, the temperature of the secondary battery, and the storage amount. An upper limit required power calculation unit that calculates an upper limit required power that can be generated, and the upper limit required power includes an allowable charging power calculated based on a temperature and a storage amount of the secondary battery, and a correction coefficient. The control unit determines whether or not a condition set in advance as a condition for rapidly reducing the power consumption of the motor is satisfied, and if the condition is determined to satisfy the condition, the condition is satisfied When the upper limit required power is calculated by reducing the allowable charging power by reducing the correction coefficient than when not satisfying the condition, the correction is performed more than when the condition is satisfied. The upper limit required power is calculated by increasing the allowable charging power by increasing a coefficient, and when the calculated power generation required power exceeds the calculated upper limit required power, the calculated upper limit for the fuel cell is calculated. The power generation corresponding to the required power is executed. According to this configuration, when the power consumption of the motor suddenly decreases, the allowable charging power of the secondary battery decreases and the upper limit required power (command power) decreases, so that the generated power of the fuel cell can be quickly reduced. it can. Thereby, the occurrence of overcharge of the secondary battery when the motor power consumption is suddenly reduced can be reduced.

  (6) In the fuel cell system according to the above aspect, the preset condition is that the braking force of the vehicle by a brake is larger than the driving force of the vehicle by the motor. It may be. According to this configuration, it is possible to easily detect a state in which the motor power consumption is rapidly reduced.

  (7) In the fuel cell system of the above aspect, when the control unit determines that the condition is satisfied, and the accelerator depression amount is equal to or less than a preset value, the accelerator depression amount is According to this configuration, the correction coefficient is made larger than when the value is larger than a preset value. According to this configuration, even when the accelerator depression amount is small, the potential of the fuel cell increases due to a decrease in the generated power of the fuel cell. This can be suppressed.

  The present invention can be realized in various modes. For example, a vehicle on which a fuel cell is mounted, a control method for a fuel cell system mounted on the vehicle, a control device that executes this control method, and this control The present invention can be realized in the form of a computer program for realizing the method, a recording medium on which the computer program is recorded, and the like.

It is the schematic of the fuel cell vehicle carrying the fuel cell system of 1st Embodiment. It is a figure for demonstrating the structure of a control apparatus. It is a flowchart for demonstrating correction coefficient setting control. It is explanatory drawing which showed the relationship between the correction coefficient (alpha), the temperature of a secondary battery, and the electrical storage amount. It is a timing chart which illustrated the state of the fuel cell vehicle of a 1st embodiment. 5 is a timing chart illustrating the state of the fuel cell vehicle of Comparative Example 1. 6 is a timing chart illustrating the state of a fuel cell vehicle of Comparative Example 2. It is a timing chart which illustrated the state of the fuel cell vehicle of a 2nd embodiment. It is the flowchart which illustrated the correction coefficient setting control of 3rd Embodiment. It is explanatory drawing which illustrated correction coefficient (alpha) of 3rd Embodiment. It is the timing chart which showed the state of the fuel cell vehicle of 3rd Embodiment. It is the flowchart which illustrated correction coefficient setting control of 4th Embodiment. It is the timing chart which showed the state of the fuel cell vehicle of 4th Embodiment. It is the flowchart which illustrated the correction coefficient setting control of 5th Embodiment.

A. First embodiment:
FIG. 1 is a schematic diagram showing the configuration of a fuel cell vehicle 10 equipped with the fuel cell system 100 of the first embodiment. The fuel cell vehicle 10 includes a fuel cell 110, an FC boost converter 120, a power control unit (PCU) 130, a traction motor 136, an air compressor (ACP) 138, a vehicle speed detection unit 139, and a secondary battery 140. , An SOC detection unit 142, an FC auxiliary device 150, a control device 180, an accelerator position detection unit 190, and a wheel WL. The fuel cell vehicle 10 travels by driving the traction motor 136 with electric power supplied from the fuel cell 110 and the secondary battery 140. The fuel cell system 100 includes, for example, functional units excluding the traction motor 136 and the wheels WL among the functional units of the fuel cell vehicle 10 described above.

  The fuel cell 110 is a polymer electrolyte fuel cell that generates power by receiving supply of hydrogen and oxygen as reaction gases. The fuel cell 110 is not limited to a polymer electrolyte fuel cell, and various other types of fuel cells can be employed. The fuel cell 110 is connected to the high-voltage DC wiring DCH via the FC boost converter 120, and is connected to the motor driver 132 and the ACP driver 137 included in the PCU 130 via the high-voltage DC wiring DCH. The FC boost converter 120 boosts the output voltage VFC of the fuel cell 110 to a high voltage VH that can be used by the motor driver 132 and the ACP driver 137.

The motor driver 132 is configured by a three-phase inverter circuit and is connected to the traction motor 136. The motor driver 132 converts the output power of the fuel cell 110 supplied via the FC boost converter 120 and the output power of the secondary battery 140 supplied via the DC / DC converter 134 into three-phase AC power. To the traction motor 136. The traction motor 136 is constituted by a synchronous motor including a three-phase coil, and drives the wheels WL via gears and the like. The traction motor 136 also functions as a generator that regenerates kinetic energy of the fuel cell vehicle 10 to generate regenerative power when the fuel cell vehicle 10 is braked. The vehicle speed detection unit 139 detects the vehicle speed S _VHCL [km / h] of the fuel cell vehicle 10 and transmits it to the control device 180.

  The DC / DC converter 134 adjusts the voltage level of the high-voltage DC wiring DCH in accordance with the drive signal from the control device 180, and switches the charging / discharging state of the secondary battery 140. When regenerative power is generated in the traction motor 136, the regenerative power is converted into direct current power by the motor driver 132 and charged to the secondary battery 140 via the DC / DC converter 134.

  The ACP driver 137 is constituted by a three-phase inverter circuit and is connected to the ACP 138. The ACP driver 137 converts the output power of the fuel cell 110 supplied via the FC boost converter 120 and the output power of the secondary battery 140 supplied via the DC / DC converter 134 into three-phase AC power. To ACP138. The ACP 138 is configured by a synchronous motor including a three-phase coil, drives the motor according to the supplied power, and supplies oxygen (air) used for power generation to the fuel cell 110.

  The secondary battery 140 is a power storage device that can store power energy and can be repeatedly charged and discharged, and can be composed of, for example, a lithium ion battery. The secondary battery 140 may be another type of battery such as a lead storage battery, a nickel cadmium battery, or a nickel metal hydride battery. The secondary battery 140 is connected to the DC / DC converter 134 included in the PCU 130 via the low-voltage DC wiring DCL, and further connected to the high-voltage DC wiring DCH via the DC / DC converter 134.

  The SOC detection unit 142 detects the amount of stored electricity (SOC) [%] of the secondary battery 140 and transmits it to the control device 180. In the present specification, the “power storage amount (SOC)” means the ratio of the remaining charge amount to the current charge capacity of the secondary battery 140. The SOC detection unit 142 detects the temperature Tba, the output voltage V, and the output current I of the secondary battery 140, and detects the storage amount (SOC) based on the detected values. Note that the SOC detection unit 142 of the present embodiment also transmits the temperature Tba of the secondary battery 140 to the control device 180.

The FC auxiliary machine 150 is connected to the low-voltage DC wiring DCL and is driven by electric power supplied from the fuel cell 110 or the secondary battery 140. The FC auxiliary machine 150 is an auxiliary machine for power generation of the fuel cell 110 such as a fuel pump that supplies a reaction gas to the fuel cell 110 and a refrigerant pump that supplies a refrigerant to the fuel cell 110. The accelerator position detection unit 190 detects the amount of accelerator depression (accelerator depression amount D _ACC ) [%] by the driver and transmits the detected amount to the control device 180.

The control device 180 is configured by a microcomputer including a central processing unit and a main storage device. When the control device 180 detects an operation such as an accelerator operation by the driver, the control device 180 controls the power generation of the fuel cell 110 and the charging / discharging of the secondary battery 140 according to the operation content. The control device 180 generates and transmits a drive signal corresponding to the accelerator depression amount D _ACC to the motor driver 132 and the DC / DC converter 134, respectively. The motor driver 132 adjusts the pulse width of the AC voltage in accordance with the drive signal of the control device 180 to cause the traction motor 136 to rotate according to the accelerator depression amount D _ACC . The control device 180 determines the ratio of the power borne by the secondary battery 140 (secondary battery assist rate) to the power required to rotate the traction motor 136 according to the accelerator depression amount D _ACC , the secondary battery assist rate, A secondary battery assist control map showing the relationship between the temperature of the battery 140 and the amount of stored electricity (SOC) is provided, and the secondary battery assist rate is determined using this map.

FIG. 2 is a diagram for explaining the configuration of the control device 180. The control device 180 includes four ECUs (Electronic Control Units): a PM-ECU 181, an FC-ECU 182, an FDC-ECU 183, and an MG-ECU 184. The PM-ECU 181 obtains the accelerator depression amount D _ACC of the fuel cell vehicle 10 and sends various requests and commands necessary for driving the traction motor 136 at a rotational speed corresponding to the accelerator depression amount D _ACC to other ECUs. To issue. When the FC-ECU 182 controls the fuel cell 110 and the FC auxiliary machine 150 and receives a request signal SREQ, which will be described later, from the PM-ECU 181, the FC-ECU 182 sends a response signal SRES corresponding to the power generation capability and characteristics of the fuel cell 110 to the PM-ECU 181. Issue. When the FDC-ECU 183 controls the FC boost converter 120 and receives a power command PCOM described later from the PM-ECU 181, the FDC-ECU 183 supplies power corresponding to the power command PCOM from the fuel cell 110 to the traction motor 136 and the ACP 138. The MG-ECU 184 controls the motor driver 132, the ACP driver 137, and the DC / DC converter 134. When receiving a torque command TCOM (to be described later) from the PM-ECU 181, the MG-ECU 184 sends a torque corresponding to the torque command TCOM to the traction motor 136 and Generated by ACP138. An example of specific operations of the four ECUs will be described below.

The PM-ECU 181 receives the accelerator depression amount D _ACC detected by the accelerator position detector 190 when the accelerator pedal is depressed by the driver. When the PM-ECU 181 receives the accelerator depression amount D _ACC , the PM-ECU 181 calculates an accelerator required torque T _ACC [N · m], which is a necessary torque amount of the traction motor 136 according to the accelerator depression amount D _ACC . The accelerator required torque T _ACC can be calculated from, for example, an arithmetic expression indicating the relationship between D _ACC and T _ACC . PM-ECU 181 also calculates drivability request torque T _MOD [N · m] from accelerator request torque T _ACC . The required drive torque T _MOD is a rate process (tanning process) for the change amount ΔT _ACC when the change amount ΔT _ACC [N · m / s] of the accelerator request torque T _ACC is equal to or greater than a threshold value (rate limiter) ΔTth1. And the change amount ΔT _ACC is calculated to decrease. When the acceleration / deceleration of the fuel cell vehicle 10 is controlled in correspondence with the accelerator required torque T _ACC , the acceleration / deceleration becomes steep and the comfort decreases, so the drivability required torque T _MOD is set. PM-ECU 181 issues to MG-ECU 184 a torque command TCOM including the calculated drivability request torque T _MOD . When MG-ECU 184 receives torque command TCOM including drivability request torque T _MOD , MG-ECU 184 controls traction motor 136 so that output torque according to drivability request torque T _MOD is generated. The torque actually generated in the traction motor 136 is also referred to as an execution torque _TACT . The power consumed by the traction motor 136 due to the generation of the execution torque is also referred to as T / M power consumption P _CONS .

PM-ECU 181 calculates vehicle required power P _VHCL [W] from calculated driveability required torque T _MOD . The vehicle required power P _VHCL is power required to _bring the fuel cell vehicle 10 into an operating state corresponding to the drive required torque T _MOD , and is the power generation required power (command power P _COM ) of the fuel cell 110. The vehicle required power P _VLCL is calculated from the following equation (1).
P _VLCL = max {P _{T / M} + P _AUX + P _chg , P _OC } (1)
Here, P _{T / M} is the required drive power [W] of the traction motor 136, P _AUX is the required drive power [W] of the FC auxiliary machine 150 and ACP 138, and P _chg is the secondary battery 140. It is electric power [W] charged in. P _OC is electric power [W] necessary for setting a high potential avoidance voltage during intermittent operation or the like. P _{T / M} can be calculated from, for example, motor characteristics indicating the relationship between the rotational speed and required torque of the traction motor 136 and _{PT / M.} P _AUX can be calculated based on, for example, the actual measured values of power consumption of the current FC auxiliary machine 150 and ACP 138. Note that P _AUX may be calculated from the motor characteristics indicating the relationship between the motor speed, the required torque, and the power consumption, with the power consumption of the FC auxiliary machine 150 as a constant. P _chg can be calculated from, for example, a map showing the relationship between the target SOC (for example, 60%) of the secondary battery 140, the current SOC, and P _chg . The _POC can be calculated from the power-current characteristic (PI characteristic) and current-voltage characteristic (IV characteristic) of the fuel cell 110. Note that P _OC may be a fixed value. This “vehicle required power P _VHCL ” corresponds to “power generation required power of fuel cell” in the claims. “P _chg ” corresponds to “charging power” in the claims.

The PM-ECU 181 also calculates the upper limit required power P _MAX [W] of the fuel cell 110 from the calculated required drive torque T _MOD and the state of the secondary battery 140. The upper limit required power P _MAX is the power generation required power of the fuel cell 110, that is, the upper limit value (guard value) of the vehicle required power P _VHCL . The upper limit required power P _MAX is calculated from the following equation (2).
P _MAX = P _{T / M} + P _AUX + α · P _Win (2)
Here, P _Win is the upper limit [W] of the charging power set according to the temperature of the secondary battery 140 and the charged amount. α is a correction coefficient. P _Win can be calculated from the SOC charge / discharge characteristics and temperature charge / discharge characteristics of the secondary battery 140. SOC and charge and discharge characteristics, the amount of charge in the secondary battery 140 and (SOC), and the allowable output upper limit value _{W out} of the input (charge) power _{P in} the permissible input limit value _{W in} and output (discharge) electric power _{P out,} Is a map associated with. Temperature and charge and discharge characteristics is a map and the temperature Tba of the secondary battery 140, the allowable output upper limit value W _out of the allowable input limit value W _in and output power of the input power, is associated. PM-ECU181 includes the allowable input limit value _{W in} the charged amount obtained from the SOC detection unit 142 and (SOC) is determined from SOC charge-discharge characteristics, determined from the temperature Tba and temperature discharge characteristics obtained from the SOC detection unit 142 the allowable input limit value _{W in} is, the smaller it is possible to employ as _{P Win.} The correction coefficient α is calculated by correction coefficient setting control described later. Thereafter, the product of the alpha and _{P Win} the (α _{· P Win)} also referred to as "allowable charging power" of the secondary battery 140. The “PM-ECU 181” of the present embodiment corresponds to the “required power generation calculation unit” and the “upper limit required power calculation unit” in the claims.

The PM-ECU 181 compares the calculated vehicle required power P _VHCL (command power P _COM ) and the upper limit required power P _MAX, and determines whether the vehicle required power P _VHCL exceeds the upper limit required power P _MAX . Determine. When the vehicle request power _{P VHCL} does not exceed the upper limit required power _{P MAX} is, PM-ECU181 issues a request signal SREQ including the calculated vehicle request power _{P VHCL} the FC-ECU182. On the other hand, when vehicle request power _{P VHCL} exceeds the upper limit required power _{P MAX} sets the value of the upper limit required power _{P MAX} as the vehicle demand power _{P VHCL.} Thereafter, a request signal SREQ including the vehicle required power P _HVCL whose value is P _MAX is issued to the FC-ECU 182.

When the FC-ECU 182 receives the request signal SREQ including the vehicle required power P _VLCL , the FC-ECU 182 determines whether or not the vehicle required power P _VLCL exceeds the allowable power P _ALW [W] of the fuel cell 110. The allowable power P _ALW is an upper limit value of power that can be generated by the current fuel cell 110 and can be calculated from various parameters indicating the current state of the fuel cell 110. The parameters indicating the current state of the fuel cell 110 include, for example, the temperature of the fuel cell 110, the amount of outside air taken in by the ACP 138, the remaining amount of hydrogen in the hydrogen tank that stores the hydrogen supplied to the fuel cell 110, and the fuel cell. 110 anode pressure, cathode pressure, etc. are included. The FC-ECU 182 can calculate the allowable power P _ALW from a map showing the correspondence between these parameters and the allowable power P _ALW . FC-ECU182, unless vehicle request power _{P VHCL} does not exceed the allowable power _{P ALW,} current value I corresponding to the vehicle request power _{P VHCL} [A] and the answer signal SRES including a voltage value V [V] PM- Issued to the ECU 181. The current value I and the voltage value V corresponding to the vehicle required power P _VLCL can be calculated from the PI characteristics and the IV characteristics of the fuel cell 110. FC-ECU 182 issues an answer signal SRES including current value I and voltage value V corresponding to allowable power P _ALW to PM-ECU 181 if vehicle required power P _VHCL exceeds allowable power P _ALW .

When the PM-ECU 181 receives the answer signal SRES including the current value I and the voltage value V corresponding to the vehicle required power P _VHCL or the allowable power P _ALW , the PM-ECU 181 uses the received current value I and voltage value V as the power command PCOM as the FDC- Issued to the ECU 183. The power command PCOM may include an upper limit required power P _{MAX in} addition to the current value I and the voltage value V corresponding to the vehicle required power P _VHCL or the allowable power P _ALW . That is, the upper limit guard may be implemented for the power command PCOM. When the FDC-ECU 183 receives the power command PCOM, the FDC-ECU 183 controls the FC boost converter 120 so that the fuel cell 110 outputs a current value I and a voltage value V corresponding to the power command PCOM. Power the fuel cell 110 is actually output is also referred to as FC generated power _{P FC.} When the upper limit required power P _MAX is included in the power command PCOM, the FDC-ECU 183 appropriately corrects the current value I and the voltage value V so that the current value I and the voltage value V are equal to or lower than the upper limit required power P _MAX. The FC boost converter 120 may be controlled so that the fuel cell 110 outputs the corrected current value I and voltage value V.

On the other hand, PM-ECU 181 calculates ACP drive request power P _RQ [W] from accelerator request torque T _ACC . The ACP drive request power P _RQ is power required to set the ACP 138 to a drive state corresponding to the accelerator request torque T _ACC , and can be calculated from, for example, an arithmetic expression indicating the relationship between T _ACC and P _RQ. . PM-ECU181 issues a request signal SREQ including the calculated ACP required driving power _{P RQ} in FC-ECU182.

FC-ECU182 receives the request signal SREQ including ACP required driving power _{P RQ,} the rotational speed of ACP138 corresponding to ACP required driving power _{P RQ} (required rotational _speed) is calculated R RQ [rpm]. The required rotational speed _RRQ can be calculated by the following method, for example. First, the value of the ACP required driving power _{P RQ,} P-I characteristics of the fuel cell 110 from the I-V characteristic, and calculates the current value I of the fuel cell 110 to generate the ACP required driving power _{P RQ.} Then, the amount of oxygen for generating the ACP drive required power _PRQ is calculated from the amount of charge corresponding to the calculated current value I and the electrochemical reaction equation at the time of power generation. Then, the calculated amount of oxygen, and, from the component ratio of the air, to calculate the amount of air for generating the ACP required driving power P _RQ, calculates the required rotation speed R _RQ of ACP138 from the calculated air amount. FC-ECU182 issues a reply signal SRES containing the required rotational speed _{R RQ} calculated for PM-ECU181.

PM-ECU181 receives the reply signal SRES containing the required rotational speed _{R RQ,} calculates the ACP required torque _T ACP [N · m] from the required rotation speed _{R RQ.} PM-ECU181 issues a torque command TCOM including the calculated ACP requested torque _{T ACP} on MG-ECU184. When MG-ECU 184 receives torque command TCOM including ACP required torque T _ACP , MG-ECU 184 controls ACP 138 so that an output torque corresponding to ACP required torque T _ACP is generated.

As described above, the PM-ECU 181 of the present embodiment calculates the vehicle required power P _VHCL (command power P _COM ) from the drive request torque T _MOD and calculates the ACP drive request power P _RQ from the accelerator request torque T _ACC . It is configured as follows. With this configuration, when the calculated vehicle required power P _VHCL , that is, when the power generation required power of the fuel cell 110 rapidly decreases, the decrease rate of the ACP drive required power P _{RQ is set to} the decrease rate of the power generation required power (vehicle required power P _VHCL ) Can be faster. As a result, it is possible to suppress the occurrence of dry-up of the fuel cell 110 when the vehicle required power _PVHCL is suddenly reduced and the deterioration of fuel consumption due to surplus power generation. Specifically, the response of the ACP ₁₃₈ is slow due to inertia, and when the vehicle required power P _HVCL is suddenly reduced, oxygen is supplied to the fuel cell 110 until the ACP 138 stops even if the ACP drive required power P _RQ becomes zero. The This extra oxygen supply causes dry-up of the fuel cell 110 and surplus power generation. On the other hand, the decreasing speed of the ACP required driving power _{P RQ,} by faster than the rate of decrease in vehicle request power _{P VHCL,} the amount of oxygen ACP138 is supplied delayed relative ACP required driving power _{P RQ} is, at that time It is configured to approach the amount of air necessary for the vehicle required power P _VCL . Thereby, the supply of unnecessary oxygen after the vehicle required power P _HVCL becomes zero can be suppressed, and the dry-up and surplus power generation of the fuel cell 110 can be suppressed.

Further, the PM-ECU 181 of the present embodiment is configured to regulate the upper limit of the vehicle required power P _VHCL (command power P _COM ) by the upper limit required power P _MAX . With this configuration, when the allowable input limit value W _in is reduced by the temperature and the amount of charge in the secondary battery 140 (SOC) can reduce the required vehicle power P _VHCL accordingly. This makes it possible to FC generated power P _FC is to reduce the occurrence of overcharge in the secondary cell 140 is suppressed. Specifically, when the upper limit required power P _MAX and the vehicle required power P _HVCL are compared, the upper limit required power P _MAX is obtained by replacing the charging power P _chg to the secondary battery 140 with the allowable charging power α · P _Win. It becomes the composition. Allowable charge power alpha _{· P Win} are the product of the correction coefficient and the allowable input limit value W _in accordance with the temperature and the amount of charge in the secondary battery 140 (SOC), if the allowable input limit value W _in is decreasing The allowable charging power α · P _Win also decreases. Thus, for example, the amount of charge in the secondary battery 140 and when (SOC) is high, such as when the temperature of the secondary battery 140 is high, if the allowable input limit value _{W in} is decreasing, the upper limit required power _{P MAX Therefore} , the vehicle required power P _VLCL can be reduced. The PM-ECU 181 of the present embodiment calculates the correction coefficient α included in the upper limit required power P _MAX by the following control (correction coefficient setting control).

FIG. 3 is a flowchart for explaining the correction coefficient setting control. The PM-ECU 181 first determines whether or not the T / M power consumption P _CONS, which is the power consumed by the traction motor 136, is rapidly reduced (step S110). The determination as to whether or not the T / M power consumption P _CONS rapidly decreases is made based on whether or not a condition set in advance as a condition for the T / M power consumption P _CONS to rapidly decrease is satisfied. Here, as a condition set in advance, a decrease rate of the accelerator depression amount D _ACC , that is, a decrease width per unit time | ΔD _ACC | (0> ΔD _ACC [% / s]) is equal to or greater than a threshold ΔDth (| ΔD _ACC | ≧ ΔDth), or within a preset time after | ΔD _ACC | ≧ ΔDth. In the present embodiment, since the T / M power consumption P _CONS continues to rapidly decrease within a predetermined time even after the accelerator is completely turned off, “| ΔD _ACC | ≧ ΔDth” within a preset time "Is also included in the" condition that the T / M power consumption P _CONS decreases rapidly ". As this “preliminarily set condition”, it is possible to set an arbitrary condition in which the T / M power consumption P _CONS is considered to decrease rapidly. For example, as this condition, it may be set that the decrease width | ΔT _MOD | per unit time of the required driving torque T _MOD is equal to or greater than the threshold value ΔTth1. Or, decrease width per unit time of the accelerator demanded torque _{T ACC} | _{ΔT ACC} | that is the threshold value ΔTth2 or more, or, | is within ≧ Δ T th 2 with a preset time after becoming | delta T _ACC May be set. The “threshold value ΔDth” in the present embodiment corresponds to the “first threshold value” in the claims.

When the decrease amount | ΔD _ACC | per unit time of the accelerator depression amount D _ACC is smaller than the threshold value ΔDth (| ΔD _ACC | <ΔDth) or the T / M power consumption P _CONS does not rapidly decrease (step S110: No). The PM-ECU 181 calculates the correction coefficient α based on the temperature Tba of the secondary battery 140 and the charged amount (SOC). Further, the PM-ECU ₁₈₁ calculates the upper limit required power P _MAX and the vehicle required power P _VLCL (step S120).

FIG. 4 is an explanatory diagram illustrating the relationship between the correction coefficient α, the temperature Tba of the secondary battery 140, and the amount of stored electricity (SOC). FIG. 4 shows the relationship between the storage amount (SOC) and the correction coefficient α for each temperature (for example, T ₁ , T ₂ , T ₃ ) [° C.] of the secondary battery 140. The map in FIG. 4 can be calculated from the SOC charge / discharge characteristics and temperature charge / discharge characteristics of the secondary battery 140. Returning to FIG. 3, the PM-ECU 181 calculates the correction coefficient α using the map of FIG. 4, and then calculates the upper limit required power P _MAX from the calculated correction coefficient α and the above-described equation (2). Further, the PM-ECU 181 calculates the vehicle required power P _VHCL (command power P _COM ) from the above-described equation (1).

On the other hand, when the T / M power consumption P _CONS decreases rapidly, such as when the decrease amount | ΔD _ACC | per unit time of the accelerator depression amount D _ACC is greater than or equal to the threshold ΔDth (| ΔD _ACC | ≧ ΔDth) (step S110: Yes) ), The PM-ECU 181 sets the correction coefficient α to zero. Then, the upper limit required power P _MAX is calculated from the equation (2) with the correction coefficient α set to zero. Further, the PM-ECU 181 calculates the vehicle required power P _VHCL (command power P _COM ) from the equation (1) (step S130).

After calculating the upper limit required power P _MAX and the vehicle required power P _VLCL , the PM-ECU 181 determines whether or not the vehicle required power P _VHCL exceeds the upper limit required power P _MAX (step S140). When the vehicle request power _{P VHCL} does not exceed the upper limit required power _{P MAX} is, PM-ECU181 issues a request signal SREQ including the calculated vehicle request power _{P VHCL} the FC-ECU182 (step S160). At this time, a power command PCOM including the upper limit required power P _MAX and the vehicle required power P _VHCl may be issued to the FDC-ECU 183.

On the other hand, when the vehicle required power P _VLCL exceeds the upper limit required power P _MAX , the PM-ECU 181 sets the value of the upper limit required power P _MAX as the vehicle required power P _VCL (step S150). At this time, the value of the upper limit required power P _MAX may be set in the power command PCOM. Thereafter, a request signal SREQ including a vehicle required power P _HVCL with a value of P _MAX is issued to the FC-ECU 182 (step S160). Further, at this time, a power command PCOM including a vehicle required power P _VHCl with a value of P _MAX may be issued to the FDC-ECU 183.

FIG. 5 is a timing chart illustrating the state of the fuel cell vehicle 10 of the present embodiment. In FIG. 5, the accelerator depression amount D _ACC , the accelerator required torque T _ACC , the drivability required torque T _MOD , the execution torque T _ACT , the correction coefficient α, the upper limit required power P _MAX, and the vehicle required power P _VHCL ( command power and _{P COM),} and the FC generated power _{P FC,} the time-series change of the ACP required driving power _{P RQ} is illustrated. FIG. 5 illustrates a part of the vehicle required power P _VLCL when the upper limit required power P _MAX does not exist. Here, it is assumed that the driver starts turning off the accelerator at time T1, and the accelerator is completely turned off at time T2. Further, the decrease range | ΔD _ACC | of the accelerator depression amount D _ACC is equal to or greater than the threshold value ΔDth (| ΔD _ACC | ≧ ΔDth) in the period T1 to T2, and after the period ΔΔD _ACC | ≧ ΔDth ( A description will be given assuming that the time is within a preset time).

The accelerator required torque T _ACC corresponds to the accelerator depression amount D _ACC, and therefore starts to decrease from time T1 and becomes zero at time T2. Drivability required torque _{T MOD} is to be rate processing with respect to the accelerator demanded torque _{T ACC,} slowly decreases than the accelerator demanded torque _{T ACC.} Since the execution torque T _ACT corresponds to the required driving torque T _MOD , similarly, the execution torque T _ACT gradually decreases over the period T1 to T4. The correction coefficient α becomes zero over the period T1 to T4. This is because the period T1 to T4 corresponds to a period in which the T / M power consumption P _CONS rapidly decreases.

The value of the upper limit required power P _MAX greatly decreases at time T1. This is because the correction coefficient α becomes zero at time T1, and α · P _Win included in the upper limit required power P _MAX becomes zero. The value of the upper limit required power P _MAX decreases during the period T1 to T3. This is because P _{T / M} + P _AUX included in the upper limit required power P _MAX decreases due to the decrease in the required drive torque T _MOD . Further, the upper limit required power P _MAX becomes the Win protection set power P _PRO whose value is the lower limit value (guard value) at the time point T3. The Win protection set power P _PRO is a value of power that should be supplied to the secondary battery 140 in order to protect the secondary battery 140 and is set in advance. The upper limit required power P _MAX greatly increases at time T4. This is because the correction coefficient α is not zero at time T4, and α · P _Win included in the upper limit required power P _MAX is not zero.

The vehicle required power P _VHCL (command power P _COM ) corresponds to the drivability required torque T _MOD , while the upper limit required power P _MAX becomes an upper limit value (guard value). Here, the value of vehicle required power P _VLCL greatly decreases at time T1. This is because the upper limit required power P _MAX suddenly decreases at time T1. The vehicle required power P _VHCL is suppressed by the upper limit required power P _MAX during the period T1 to T4. FC generated power _{P FC,} in order to correspond to the vehicle request power _{P VHCL,} when vehicle request power _{P VHCL} is suppressed by the upper limit required power _{P MAX} is also suppressed. ACP required driving power _{P RQ,} in order to correspond to the accelerator demanded torque _{T ACC,} decreases toward T1~T2 period.

FIG. 6 is a timing chart illustrating the state of the fuel cell vehicle of Comparative Example 1. 6 shows, the accelerator depression amount _{D ACC,} and FC generated power _{P FC,} the T / M power _{P CONS,} input (charge) and the power _{P in} of the secondary battery 140, an allowable input limit value _{W in} Time series changes are illustrated. The fuel cell vehicle of Comparative Example 1 is the same as the fuel cell vehicle 10 of the present embodiment except that the upper limit required power P _MAX is not calculated. In this case, if the T / M power consumption P _CONS decreases due to accelerator OFF or the like, the P _{T / M} + P _AUX included in the vehicle required power P _VLCL decreases, and the FC generated power P _FC decreases accordingly. However, when the T / M power consumption P _CONS suddenly decreases, there is a time lag before the FC generated power P _FC corresponds to the sudden decrease in the T / M power consumption P _CONS , so excess power generated during that time The portion is charged in the secondary battery, and overcharge may occur in the secondary battery. The input supplied to the secondary battery 140 (charging) electric power _{P in} is sometimes exceeds the allowable input limit _{W in.} On the other hand, according to the present embodiment, when the T / M power consumption P _CONS decreases rapidly, P _{T / M} + P _AUX included in the vehicle required power P _VLCL decreases and the allowable charging power α · P _Win is to become zero, it is possible to quickly reduce the FC generated power P _FC. Thereby, generation | occurrence | production of excess electric power is suppressed and the overcharge of the secondary battery 140 can be suppressed. Further, it is possible to suppress the charging power P _in supplied to the secondary battery 140 exceeds the allowable input limit W _in.

FIG. 7 is a timing chart illustrating the state of the fuel cell vehicle of Comparative Example 2. FIG. 7 exemplifies time-series changes in the storage amount (SOC) of the secondary battery, the FC generated power P _FC , the vehicle required power P _VLCL , the power generation voltage of the fuel cell, and the power consumption of the FC _catcher. ing. The fuel cell vehicle of Comparative Example 2 is the fuel cell vehicle of the present embodiment except that the upper limit required power P _MAX is not calculated and the vehicle required power P _VLCL is calculated from P _{T / M} + P _AUX + P _chg. 10 is the same. When the vehicle required power P _VLCL is calculated from P _{T / M} + P _AUX + P _chg , the generated power for generating the high potential avoidance voltage may be larger than the vehicle required power P _VHCL during intermittent operation. In this case, the FC generated power P _FC is larger than the vehicle required power P _VLCL . When the FC generated power P _FC becomes larger than the vehicle required power P _HVCL, an excess amount of the generated power is charged in the secondary battery, and overcharge may occur in the secondary battery. On the other hand, the vehicle required power P _VHCl of this embodiment is configured to be the larger of P _{T / M} + P _AUX + P _chg and P _OC . Thus, the occurrence of a state in which the FC generated power _{P FC} is greater than the required vehicle power _{P VHCL} can be suppressed.

Moreover, in the comparative example 2, when the required power of the FC catcher is set as a constant, the actual consumption of the FC catcher may be smaller than the required power. In this case, the surplus of the generated power is The secondary battery is charged, and overcharge may occur in the secondary battery. On the other hand, according to the present embodiment, even if the required power of the FC catcher is set as a constant, the allowable charge power α · P _Win included in the upper limit required power P _MAX is equal to the charged amount (SOC) of the secondary battery. to reduce in accordance with the increase, occurrence of overcharge in the secondary battery is FC generated power P _FC is suppressed is suppressed.

According to the fuel cell vehicle 10 of the present embodiment described above, when the T / M power consumption P _CONS decreases rapidly, the allowable charging power α · P _{Win of the} secondary battery 140 becomes zero and the upper limit required power P _MAX order but reduced, it is possible to quickly reduce the FC generated power P _FC. This can reduce the occurrence of overcharge of the secondary battery 140 when the T / M power consumption P _CONS is suddenly reduced. The upper limit required power _{P MAX} of the present embodiment, include the allowable charge power alpha _{· P Win} is the product of the correction coefficient and the allowable input limit value _{W in} accordance with the temperature and the amount of charge in the secondary battery 140 (SOC) Yes. Therefore, if the allowable input limit value W _in is reduced by the temperature and the amount of charge in the secondary battery 140 (SOC) can reduce the required vehicle power P _VHCL accordingly. This makes it possible to FC generated power P _FC is to reduce the occurrence of overcharge in the secondary cell 140 is suppressed.

B. Second embodiment:
FIG. 8 is a timing chart illustrating the state of the fuel cell vehicle 10A of the second embodiment. 8 includes a shift position of the fuel cell vehicle 10 A, and the correction coefficient alpha, and the upper limit required power _{P MAX,} and vehicle request power _{P VHCL,} and FC generated power _{P FC,} when the ACP required driving power _{P RQ} A series change is illustrated. The fuel cell vehicle 10A of the second embodiment is the same as the fuel cell vehicle 10 of the first embodiment except that the content of the “preset conditions” in step S110 of the correction coefficient setting control (FIG. 3) is different. is there. In the fuel cell vehicle 10A of the second embodiment, the “predetermined condition” is that the shift position is switched from D (drive) to N (neutral), and the FC generated power P _FC is the Win protection set power P. It is set to be greater than or _{equal to PRO} or within a preset time after entering these states. As in the first embodiment, the Win protection set power P _PRO is a value of power that should be supplied to the secondary battery 140 in order to protect the secondary battery 140. The “Win protection set power P _PRO ” in the present embodiment corresponds to the “second threshold” in the claims.

If the shift position of the fuel cell vehicle 10 A is switched from the D (drive) to N (neutral), T / M power _{P CONS} rapidly decreases. Even in this case, the allowable charging power α · P _{Win of the} secondary battery 140 becomes zero and the upper limit required power P _MAX decreases, so that the FC generated power P _FC can be quickly reduced. This can reduce the occurrence of overcharge of the secondary battery 140 when the T / M power consumption P _CONS is suddenly reduced.

C. Third embodiment:
FIG. 9 is a flowchart for explaining correction coefficient setting control according to the third embodiment. The correction coefficient setting control of the third embodiment is different from the correction coefficient setting control (FIG. 3) of the first embodiment in steps S110, S115, S125, and S135, and the others (steps S120, S140, S150, S160) is the same. In step S110 of the third embodiment, as a “predetermined condition”, the braking force Fb of the fuel cell vehicle 10B by the brake is greater than the driving force Fd of the tire of the fuel cell vehicle 10B by the traction motor 136 ( Fb> Fd) is set. The braking force Fb of the fuel cell vehicle 10B can be calculated from the brake depression amount (brake depression amount D _BR ) [%] by the driver. Brake depression amount D _BR, for example, a fuel cell vehicle 10B can be detected by providing a braking position detection unit. The brake position detection unit may transmit the detected brake depression amount _DBR to the control device 180. The driving force Fd of the fuel cell vehicle 10B can be calculated from, for example, the accelerator depression amount D _ACC and the rotational speed of the traction motor 136. The case where the braking force Fb is greater than the driving force Fd (Fb> Fd) can occur, for example, when the driver steps on the brake during acceleration of the fuel cell vehicle 10B. In this case, in the fuel cell vehicle 10 B , the number of revolutions of the traction motor 136 rapidly decreases during the power generation of the fuel cell 110, and the power consumption (T / M power consumption P _CONS ) of the traction motor 136 decreases rapidly.

When determining that the braking force Fb is greater than the driving force Fd (Fb> Fd), the PM-ECU 181 turns on the lock prediction flag (step S125). On the other hand, if it is determined that the braking force Fb is equal to or less than the driving force Fd (Fb ≦ Fd), the lock prediction flag is turned OFF (step S115). The lock prediction flag indicates whether or not there is a possibility that motor lock may occur in the traction motor 136. When the braking force Fb becomes larger than the driving force Fd, it is considered that the motor lock is likely to occur in the traction motor 136, so this flag is set. In step S135, the PM-ECU 181 calculates the correction coefficient α based on the lock prediction flag, the temperature Tba of the secondary battery 140, and the charged amount (SOC). Further, the PM-ECU ₁₈₁ calculates the upper limit required power P _MAX and the vehicle required power P _VLCL .

FIG. 10 is an explanatory diagram illustrating the relationship between the correction coefficient α, the temperature Tba of the secondary battery 140, and the amount of stored electricity (SOC) in the third embodiment. FIG. 10 shows the relationship between the storage amount (SOC) for each temperature (eg, T ₁ , T ₂ , T ₃ ) [° C.] of the secondary battery 140 and the correction coefficient α, The case of OFF is shown respectively. As shown in FIG. 10, when the temperature and the amount of stored power of the secondary battery 140 are the same, the correction coefficient α when the lock prediction flag is ON is smaller than that when it is OFF. Is set to That is, when the lock prediction flag is ON, the correction coefficient α is configured to decrease relatively. Note that the value of the correction coefficient α when the lock prediction flag is OFF is preferably the same as that in FIG. 4 of the first embodiment.

FIG. 11 is a timing chart illustrating the state of the fuel cell vehicle 10B of the third embodiment. In FIG. 11, the driving force Fd, the braking force Fb, the lock prediction flag, the correction coefficient α, the upper limit required power P _MAX , the vehicle required power P _VHCL, and the FC generated power P _FC of the fuel cell vehicle 10B A time-series change with the ACP drive required power _PRQ is illustrated. Here, it is assumed that the driver releases the accelerator and starts to depress the brake at time T1, the braking force Fb becomes larger than the driving force Fd at time T2, and the vehicle stops at time T3. At time T2, the lock prediction flag is turned ON, the correction coefficient α is decreased, and the upper limit required power P _MAX is decreased. This is because the upper limit required power P _MAX includes α · P _Win (see the above formula (2)). Thereby, before the motor lock actually occurs, the FC generated power P _FC can be started to be reduced, and the overcharge of the secondary battery 140 can be suppressed.

Also with the fuel cell vehicle 10B of the present embodiment described above, when the T / M power consumption P _CONS decreases rapidly, the upper limit required power P _MAX decreases, so that the FC generated power P _FC can be quickly reduced. . This can reduce the occurrence of overcharge of the secondary battery 140 when the T / M power consumption P _CONS is suddenly reduced. Conventionally, when the brake is depressed during acceleration of the fuel cell vehicle, the number of rotations of the traction motor 136 is rapidly reduced, and the secondary battery 140 may be overcharged by surplus power generated. This is because when the T / M power consumption P _CONS is suddenly decreased, the decrease in the vehicle required power P _VHCL (command power P _COM ) is delayed due to a communication delay or the like. According to this embodiment, when the braking force Fb is greater than the driving force Fd, than the braking force Fb is less than the driving force Fd, in order to reduce the maximum required power P _MAX, FC generated power P _FC Can be quickly reduced. This can reduce the occurrence of overcharge of the secondary battery 140 when the T / M power consumption P _CONS is suddenly reduced.

D. Fourth embodiment:
FIG. 12 is a flowchart for explaining correction coefficient setting control according to the fourth embodiment. The correction coefficient setting control of the fourth embodiment is different from the correction coefficient setting control (FIG. 9) of the third embodiment in that step S127 is added. In step S127, PM-ECU 181 determines whether or not accelerator depression amount D _ACC is greater than threshold value Th _ACC . Here, 10 [%] is set as the threshold Th _ACC . The threshold value Th _ACC may be a numerical value other than 10 [%]. When the accelerator depression amount D _ACC is equal to or less than the threshold value Th _ACC (step S127: No), the correction coefficient α is set to the value when the lock prediction flag is OFF (FIG. 10) regardless of whether the lock prediction flag is ON. That is, when the accelerator depression amount D _ACC is equal to or smaller than the threshold Th _ACC , the correction coefficient α is not decreased based on the lock prediction. When the accelerator depression amount D _ACC is equal to or less than the value Th _ACC , the upper limit required power P _MAX may be smaller than the generated power for generating the high potential avoidance voltage. Therefore, in this case, even if the lock prediction flag is ON, the high potential avoidance voltage can be generated by not reducing the correction coefficient α. As another example, when the accelerator depression amount D _ACC is equal to or smaller than the threshold Th _ACC , the value of the correction coefficient α in FIG. 10 is smaller than the value when the lock prediction flag is OFF, and the lock prediction flag is ON. You may make it a value larger than time. In this case, the occurrence of overcharge of the secondary battery 140 can be suppressed while avoiding a high potential.

FIG. 13 is a timing chart illustrating the state of the fuel cell vehicle 10C of the fourth embodiment. FIG. 13 illustrates time-series changes in the accelerator depression amount D _ACC , the driving force Fd, the braking force Fb, the lock prediction flag, the correction coefficient α, and the upper limit required power P _MAX . Here, it is assumed that the accelerator depression amount D _ACC is smaller than the threshold Th _ACC , the driver loosens the accelerator and starts to depress the brake at time T1, and the braking force Fb becomes larger than the driving force Fd at time T2. explain. At time T2, the lock prediction flag is turned on, but the correction coefficient α does not decrease. Therefore, the value of the upper limit required power P _MAX does not decrease. Thus, it is possible to suppress the upper limit required power P _MAX is smaller than the generated electric power for generating the high-potential avoidance voltage.

E. Fifth embodiment:
FIG. 14 is a flowchart for explaining correction coefficient setting control according to the fifth embodiment. The correction coefficient setting control of the fifth embodiment is different from the correction coefficient setting control (FIG. 12) of the fourth embodiment in that the position of step S127 is on the upstream side of step S125. In the case of this configuration, even when the “predetermined condition” is satisfied (step S110: Yes), when the accelerator depression amount D _ACC is equal to or smaller than the threshold Th _ACC (step S127: No), the lock prediction flag is set. Does not turn on. Even in this case, when the accelerator depression amount D _ACC is equal to or smaller than the threshold value Th _ACC , the correction coefficient α does not decrease, so that a high potential avoidance voltage can be generated.

F. Variations:
The present invention is not limited to the above-described type state, that without departing from the spirit and scope may be reduced to practice in various embodiments, it is also possible for example, the following modifications.

F-1. Modification 1:
In the present embodiment, ACP required driving power _{P RQ} was that the power necessary for the driving state corresponding to ACP138 the accelerator demanded torque _{T ACC.} However, ACP to the required driving power _{P RQ,} may include power other than the driving power of ACP138 a driving power of the valve.

F-2. Modification 2:
In the present embodiment, the PM-ECU 181 compares the vehicle required power P _VHCL (command power P _COM ) with the upper limit required power P _MAX and determines whether or not the vehicle required power P _VHCL exceeds the upper limit required power P _MAX. Judgment was made. However, the PM-ECU 181 issues the power command PCOM as a power command PCOM to the FDC-ECU 183 without comparing the vehicle required power P _VMCL and the upper limit required power P _MAX, and the FDC-ECU 183 issues the vehicle required power P _VHCL and the upper limit request power. The power P _MAX may be compared. Further, each of the PM-ECU 181 and the FDC-ECU 183 may compare the vehicle required power P _VCL and the upper limit required power P _MAX .

F-3. Modification 3:
In the correction coefficient setting control (FIG. 3) of the first embodiment and the second embodiment, if it is determined in step S110 that the “preset condition” is satisfied, the correction coefficient α is set to zero (step S130). However, when the “predetermined condition” is satisfied, the correction coefficient α is not set to zero, but when the “predetermined condition” is not satisfied as in the third embodiment. Also, the value of α may be reduced. Even in this case, the upper limit required power P _MAX can be reduced when the “predetermined condition” is satisfied, so that the occurrence of overcharge of the secondary battery 140 can be reduced. On the other hand, in the third embodiment, the correction coefficient α may be set to zero when it is determined that “a preset condition” is satisfied.

F-4. Modification 4:
In the correction coefficient setting control (FIG. 12) of the fourth embodiment, when the accelerator depression amount D _ACC is equal to or smaller than the threshold Th _ACC (step S127: No), it is assumed that the correction coefficient α is not decreased based on the lock prediction. did. However, even when the accelerator depression amount D _ACC is equal to or smaller than the threshold Th _ACC , the correction coefficient α may be decreased based on the lock prediction. The correction coefficient α at this time is preferably larger than the correction coefficient α when the accelerator depression amount D _ACC is larger than the threshold Th _ACC (“when the lock prediction flag is ON” in FIG. 10). Thereby, generation | occurrence | production of the overcharge of the secondary battery 140 can be suppressed, performing high potential avoidance.

F-5. Modification 5:
In one embodiment of the present invention, the control device 180 determines whether or not a condition set in advance as a condition for the T / M power consumption P _CONS to rapidly decrease is satisfied, and determines that the condition is satisfied In addition, the charging power P _chg calculated based on the temperature of the secondary battery 140 and the amount of stored electricity is set to zero, the vehicle required power P _VLCL is calculated from P _{T / M} + P _AUX + P _chg , and the condition is not satisfied When the determination is made, the vehicle required power P _VHCL may be calculated from P _{T / M} + P _AUX + P _chg using the charging power P _chg calculated based on the temperature of the secondary battery 140 and the charged amount. Even if this is done, when the T / M power consumption P _CONS decreases rapidly, the charging power P _chg included in the vehicle required power P _VHCL becomes zero and the vehicle required power P _VHCL decreases. Generation of overcharge can be suppressed.

DESCRIPTION OF SYMBOLS 10 ... Fuel cell vehicle 100 ... Fuel cell system 110 ... Fuel cell 120 ... FC boost converter 130 ... Power control unit 132 ... Motor driver 136 ... Traction motor 138 ... Air compressor 139 ... Vehicle speed detection part 140 ... Secondary battery 142 ... SOC detection Part 150 ... FC auxiliary machine 180 ... Control device 190 ... Accelerator position detection part WL ... Wheel

Claims (11)

A fuel cell system mounted on a vehicle,
A fuel cell that supplies power to a motor that drives the vehicle;
A secondary battery for supplying power to the motor;
An SOC detection unit for detecting a temperature and a storage amount of the secondary battery;
An accelerator position detector for detecting an accelerator depression amount of the vehicle;
A control unit for controlling the generated power of the fuel cell,
The controller is
Based on the accelerator depression amount and the storage amount of the secondary battery detected using the temperature of the secondary battery, a required generation power calculation unit that calculates the required generation power commanded to the fuel cell;
An upper limit required power calculation unit that calculates an upper limit required power that can be generated by the fuel cell, based on the accelerator depression amount, the temperature of the secondary battery, and the storage amount;
The upper limit required power includes an allowable charging power calculated based on a temperature and a storage amount of the secondary battery,
The controller is
It is determined whether or not a condition set in advance as a condition for rapidly reducing the power consumption of the motor is satisfied,
If it is determined that the condition is satisfied, the upper limit required power is calculated by setting the allowable charging power to zero,
When it is determined that the condition is not satisfied, the upper limit required power is calculated using the allowable charging power calculated based on the temperature and the amount of power stored in the secondary battery,
When the calculated power generation required power exceeds the calculated upper limit required power, the fuel cell is caused to execute power generation corresponding to the calculated upper limit required power.
Fuel cell system. The fuel cell system according to claim 1,
The fuel cell system in which the preset condition is that a decrease rate of the accelerator depression amount is equal to or greater than a first threshold value. The fuel cell system according to claim 1,
The preset condition is a fuel cell system in which the shift position of the vehicle is switched from drive to neutral, and the generated power of the fuel cell is equal to or greater than a second threshold value. A fuel cell system mounted on a vehicle,
A fuel cell that supplies power to a motor that drives the vehicle;
A secondary battery for supplying power to the motor;
An SOC detection unit for detecting a temperature and a storage amount of the secondary battery;
An accelerator position detector for detecting an accelerator depression amount of the vehicle;
A control unit that calculates the required power generation to be commanded to the fuel cell based on the accelerator depression amount and the storage amount of the secondary battery detected using the temperature of the secondary battery ;
The power generation required power includes charging power calculated according to the temperature and the amount of electricity stored in the secondary battery,
The controller is
It is determined whether or not a condition set in advance as a condition for rapidly reducing the power consumption of the motor is satisfied,
When it is determined that the condition is satisfied, the power generation required power is calculated by setting the charging power calculated based on the temperature and the storage amount of the secondary battery to zero,
When it is determined that the condition is not satisfied, the power generation required power is calculated using the charging power calculated based on the temperature and the amount of power stored in the secondary battery.
Fuel cell system. The fuel cell system according to claim 4, wherein
The fuel cell system in which the preset condition is that a decrease rate of the accelerator depression amount is equal to or greater than a first threshold value. The fuel cell system according to claim 4, wherein
The preset condition is a fuel cell system in which the shift position of the vehicle is switched from drive to neutral, and the generated power of the fuel cell is equal to or greater than a second threshold value. A vehicle,
A fuel cell system according to any one of claims 1 to 6,
And a motor that drives the vehicle with electric power supplied from the fuel cell system. A control method for a fuel cell system mounted on a vehicle,
The fuel cell system includes a fuel cell that supplies electric power to a motor that drives the vehicle, and a secondary battery that supplies electric power to the motor,
The control method is:
An accelerator depression amount of the vehicle, by detecting the temperature of the secondary battery, and the accelerator depression amount, based on the storage amount of the secondary battery detected by using the temperature of the secondary battery, Calculate power generation required power commanded to the fuel cell,
Based on the accelerator depression amount and the temperature and storage amount of the secondary battery, an upper limit required power that can be generated by the fuel cell is calculated, and the upper limit required power includes the temperature and storage amount of the secondary battery. The allowable charging power calculated based on
It is determined whether or not a condition set in advance as a condition for rapidly reducing the power consumption of the motor is satisfied,
If it is determined that the condition is satisfied, the upper limit required power is calculated by setting the allowable charging power to zero,
When it is determined that the condition is not satisfied, the upper limit required power is calculated using the allowable charging power calculated based on the temperature and the charged amount of the secondary battery,
A control method of causing the fuel cell to perform power generation corresponding to the calculated upper limit required power when the calculated required power generation exceeds the calculated upper limit required power. A fuel cell system mounted on a vehicle,
A fuel cell that supplies power to a motor that drives the vehicle;
A secondary battery for supplying power to the motor;
An SOC detection unit for detecting a temperature and a storage amount of the secondary battery;
An accelerator position detector for detecting an accelerator depression amount of the vehicle;
A control unit for controlling the generated power of the fuel cell,
The controller is
Based on the accelerator depression amount and the storage amount of the secondary battery detected using the temperature of the secondary battery, a required generation power calculation unit that calculates the required generation power commanded to the fuel cell;
An upper limit required power calculation unit that calculates an upper limit required power that can be generated by the fuel cell, based on the accelerator depression amount, the temperature of the secondary battery, and the storage amount;
The upper limit required power includes an allowable charging power calculated based on a temperature and a storage amount of the secondary battery, and a correction coefficient,
The controller is
It is determined whether or not a condition set in advance as a condition for rapidly reducing the power consumption of the motor is satisfied,
When it is determined that the condition is satisfied, the upper limit required power is calculated by reducing the allowable charging power by reducing the correction coefficient than when the condition is not satisfied,
When it is determined that the condition is not satisfied, the upper limit required power is calculated by increasing the allowable charging power by increasing the correction coefficient than when the condition is satisfied,
When the calculated power generation required power exceeds the calculated upper limit required power, the fuel cell is caused to execute power generation corresponding to the calculated upper limit required power.
Fuel cell system. The fuel cell system according to claim 9, wherein
The preset condition is that the braking force of the vehicle by a brake is larger than the driving force of the vehicle by the motor. The fuel cell system according to claim 10, wherein
When the control unit determines that the condition is satisfied and the accelerator depression amount is equal to or smaller than a preset value, the accelerator depression amount is larger than the preset value. A fuel cell system in which the correction coefficient is increased.

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