KR20230027921A - Apparatus and method for controlling fuel cell - Google Patents

Abstract

A device for controlling a fuel cell according to an embodiment of the present invention can include: an air supplier for supplying air to a fuel cell stack; an air shutoff valve that performs an opening/closing operation to allow or block a flow of air supplied from the air supplier to the fuel cell stack; and a control unit that control the air supplier to operate in a reverse direction for a predetermined time after controlling the air shutoff valve to be in an open state before starting a vehicle.

Description

Fuel cell control device and method {APPARATUS AND METHOD FOR CONTROLLING FUEL CELL}

The present invention relates to a fuel cell control device and method.

A fuel cell vehicle (eg, a hydrogen fuel cell vehicle) generates its own electricity through a chemical reaction between fuel (hydrogen) and air (oxygen) and drives by driving a motor.

In general, a fuel cell vehicle includes a fuel cell stack that generates electricity through an oxidation-reduction reaction between hydrogen and oxygen, a fuel supply device that supplies fuel (hydrogen) to the fuel cell stack, and electricity to the fuel cell stack. An air supply device that supplies air (oxygen), an oxidizing agent required for chemical reactions, and a heat management system that removes heat generated from the fuel cell stack and electrical components of the vehicle to the outside of the system and controls the temperature of the fuel cell stack and electrical components ( Thermal Management System (TMS), etc.

Discharge water (condensate) and exhaust gas (eg, unreacted hydrogen) generated during operation of the fuel cell stack may be exhausted to the outside through an exhaust pipe.

Recently, various attempts have been made to apply the fuel cell system not only to passenger cars (or commercial vehicles) but also to construction machines (eg, excavators, forklifts, etc.).

In addition, as a configuration of the air supply device, the air supply device ACP is a pump that supplies air to the fuel cell stack. The air supply pumps with a BLDC (Brushless Direct Current Motor) 3-phase motor using high voltage, and can be controlled up to 100,000 rpm through a BPCU (Blower Pump Control Unit). The air introduced into the air supplier is compressed through rotation and delivered to the humidifier (AHF), which can be compressed up to 2 bar.

On the other hand, as a configuration of the air supply device, the air cut-off valve (ACV) supplies the air supplied from the humidifier to the fuel cell stack, and plays a role in discharging the air used in the fuel cell stack to the humidifier When the vehicle starts (IGN Off), the air is blocked to prevent air from entering the fuel cell stack.

When the vehicle starts (IGN Off), the air shutoff valve is closed, and residual air may exist between the air electrode of the fuel cell stack and the air shutoff valve. At this time, residual hydrogen may also exist in the hydrogen electrode, and even if the vehicle is started, a chemical reaction may continue to occur in the fuel cell stack due to the residual hydrogen and residual air.

One object of the present invention is to provide a fuel cell control device and method that allows residual air from a fuel cell stack to be discharged to the outside by first opening an air shutoff valve before starting a vehicle and rotating an air supplier in a reverse direction. .

The technical problems of the present invention are not limited to the technical problems mentioned above, and other technical problems not mentioned will be clearly understood by those skilled in the art from the description below.

An apparatus for controlling a fuel cell according to an embodiment of the present invention includes an air supply unit for supplying air to a fuel cell stack, and an air blocker for performing an opening/closing operation to allow or block the flow of air supplied from the air supply unit to the fuel cell stack. A controller may be included to control the air supply unit to operate in a reverse direction for a predetermined time after controlling the air shutoff valve to be open before starting the valve and vehicle.

In one embodiment, the controller may block the inflow of hydrogen into the fuel cell stack when the air supplier is driven in a reverse direction.

In an embodiment, the control unit may control the air supply unit to be closed after the air supply unit is operated in a reverse direction for a predetermined period of time, and control the air supply unit to be stopped.

In one embodiment, the control unit may open the air shut-off valve at a predetermined angle and drive the air supplier at a predetermined RPM when starting the vehicle.

A fuel cell control method according to another embodiment of the present invention includes the steps of controlling an air shut-off valve that performs an opening and closing operation to allow air supplied from an air supplier to flow to a fuel cell stack or to be blocked so that it remains open for a predetermined time. and controlling the air supplier to operate in a reverse direction when the air shutoff valve is in an open state.

In an embodiment, the controlling to drive the air supplier in a reverse direction when the air shutoff valve is in an open state may include blocking an inflow of hydrogen into the fuel cell stack.

In one embodiment, the step of controlling the air supply unit to be driven in a reverse direction when the air shutoff valve is in an open state includes controlling the air supply unit to be closed after the air supply unit is operated in a reverse direction for a predetermined time; The operation of the air supplier may include controlling to be stopped.

In one embodiment, the controlling to drive the air supplier in a reverse direction when the air shutoff valve is in an open state comprises opening the air shutoff valve at a predetermined angle when starting the vehicle, and operating the air supplier at a predetermined RPM. It may include the step of driving to.

This technology first opens the air shutoff valve before starting the vehicle and rotates the air supply in the reverse direction so that the remaining air in the fuel cell stack can be discharged to the outside, thereby cleaning the state of the fuel cell stack before starting the vehicle. A stable output can occur.

In addition to this, various effects identified directly or indirectly through this document may be provided.

1 is a diagram showing a fuel cell control device according to an embodiment of the present invention;
2 and 3 are diagrams for explaining ACP startup control according to an embodiment of the present invention,
4 is a flowchart illustrating ACP startup control according to an embodiment of the present invention.

Hereinafter, various embodiments of the present invention will be described with reference to the accompanying drawings. However, it should be understood that this is not intended to limit the present invention to the specific embodiments, and includes various modifications, equivalents, and/or alternatives of the embodiments of the present invention.

Various embodiments of this document and terms used therein are not intended to limit the technical features described in this document to specific embodiments, and should be understood to include various modifications, equivalents, or substitutes of the embodiments.

In connection with the description of the drawings, like reference numbers may be used for like or related elements. The singular form of a noun corresponding to an item may include one item or a plurality of items, unless the relevant context clearly dictates otherwise.

In this document, "A or B", "at least one of A and B", "at least one of A or B", "A, B or C", "at least one of A, B and C", and "A Each of the phrases such as "at least one of , B, or C" may include any one of the items listed together in that phrase, or all possible combinations thereof.

Terms such as "first", "second", or "first" or "secondary" may simply be used to distinguish a given component from other corresponding components, and may be used to refer to a given component in another aspect (eg, importance or order) is not limited. A (e.g., first) component is said to be "coupled" or "connected" to another (e.g., second) component, with or without the terms "functionally" or "communicatively." When mentioned, it means that the certain component may be connected to the other component directly (eg by wire), wirelessly, or through a third component.

1 is a diagram showing a fuel cell control device according to an embodiment of the present invention, and FIGS. 2 and 3 are diagrams for explaining ACP start control according to an embodiment of the present invention.

1 and 2, the fuel cell control device according to an embodiment of the present invention includes a hydrogen supply unit H2, a hydrogen shutoff valve 110, a hydrogen supply valve 120, an ejector 130, and a fuel cell stack. (140), hydrogen purge valve (150), water trap (160), condensate valve (170), BPCU (180), air supplier (190), humidifier (200), air cut-off valve (ACV) ) 210 and the control unit 220.

The hydrogen supply unit H2 supplies hydrogen as fuel to the fuel cell stack 140 and may include a hydrogen tank (not shown) and a regulator (not shown) in which hydrogen is stored, and a hydrogen supply system extending from the hydrogen tank. Hydrogen may flow to the fuel cell stack 140 along the piping.

The hydrogen tank can store high-pressure hydrogen gas of about 700 bar inside the container.

The regulator can reduce the high-pressure hydrogen stored in the hydrogen tank to about 17 bar, and supply the reduced-pressure hydrogen to the rear end of the regulator.

A hydrogen shutoff valve 110 and a hydrogen supply valve 120 may be provided at a rear end of the regulator along the pipe of the hydrogen supply system.

The hydrogen shutoff valve 110 may be a normally-closed (NC) type valve. The hydrogen shutoff valve 110 may be a valve for blocking hydrogen that may be discharged from the hydrogen tank in an emergency.

The hydrogen supply valve 120 may adjust the pressure of hydrogen supplied to the fuel cell stack 140 . The hydrogen supply valve 120 may be configured as a solenoid type valve that can be driven by an electromagnet. The hydrogen supply valve 120 may be connected to the fuel cell stack 140 by a pipe formed at a rear end.

The ejector 130 may supply low-pressure hydrogen supplied through the hydrogen supply unit H2 to the fuel cell stack 140 .

The ejector 130 may mix high-temperature and high-humidity hydrogen discharged from the hydrogen electrode of the fuel cell stack 140 and dry hydrogen supplied from the hydrogen supply unit H2 and supply the mixture to the hydrogen electrode of the fuel cell stack 140 .

The fuel cell stack 140 is capable of generating electricity by using a chemical reaction between hydrogen and oxygen, and includes a Membrane Electrode Assembly (MEA) to which a catalyst electrode layer in which an electrochemical reaction occurs on both sides of an electrolyte membrane is attached, and a membrane It may be composed of an anode stacked on one surface of the electrode assembly and supplied with hydrogen as a fuel, and a cathode stacked on the other surface of the membrane electrode assembly and supplied with oxygen as an oxidizing agent.

The condensed water generated by the electrochemical reaction in the fuel cell stack 140 is generated inside the fuel cell stack 140 and must be smoothly discharged to the outside of the fuel cell stack 140 .

When the condensate is not well discharged from the inside of the fuel cell stack 140, that is, when it is in a flooding state, the supply of hydrogen, which is the fuel, is hindered, and the power generation performance of the fuel cell stack 140 is deteriorated. In serious cases, the fuel cell Damage to the stack 140 may occur.

In order to discharge the condensed water from the hydrogen electrode, the flow rate of the fluid (mixed gas containing moisture) inside the fuel cell stack 140 must be increased by increasing the flow rate of hydrogen inside the fuel cell stack 140 .

At this time, the most used is periodic hydrogen purging. That is, when moisture in the fuel cell stack 140 is to be removed, the hydrogen flow rate in the fuel cell stack 140 can be temporarily increased by purging through the condensate valve 170 .

Gas containing hydrogen discharged from the hydrogen electrode may be recycled back to the hydrogen electrode through the ejector 130, and the rest may be discharged to the outside through the water trap 160 and the condensate valve 170.

The hydrogen purge valve 150 may release hydrogen unnecessary for reaction in the fuel cell stack 140 into the atmosphere.

The water trap 160 may store condensed water.

The condensate valve 170 is a valve for discharging the condensed water stored in the water trap 160 to the outside. The condensate valve 170 may be configured as a solenoid-type valve that can be driven by an electromagnet.

The BPCU 180 may receive DC power from a high voltage battery (240V BAT) and convert it into AC power. The BPCU 180 charges the DC power output from the high voltage battery in a high voltage capacitor (not shown) and transfers it to the air supply motor 191 of the air supply unit 190 to control the driving of the air supply motor 191. there is.

For reference, the current of the high voltage battery may be controlled by a negative (-) high voltage main relay, a high voltage pre-charge relay, and a positive (+) high voltage main relay.

The negative (-) high voltage main relay is installed on the (-) power line connecting the high voltage battery and the BPCU (180), and the positive (+) high voltage main relay is (+) connecting the high voltage battery and the BPCU (180). It is installed in the power line, and the high voltage precharge relay can be installed in parallel with the positive (+) high voltage main relay.

In order to charge the high voltage capacitor with the current of the high voltage battery, when the negative (-) high voltage main relay is shorted and the high voltage precharge relay is shorted, an inrush current is generated and a certain voltage is applied to the high voltage capacitor, so charges are gathered and energy is generated. can be charged. Next, when the high voltage pre-charge relay is opened after shorting the positive (+) high voltage main relay, the high voltage capacitor can be charged.

When the voltage of the high voltage capacitor reaches a predetermined set voltage or higher, it may be determined that charging is completed. For example, when the voltage of the high voltage capacitor is 80% or more of the high voltage battery voltage, it may be determined that charging is completed.

The air supplier 190 generates compressed air by rotating and driving the air supply motor 191, which is a brushless direct current motor (BLDC) three-phase motor using high voltage, and can be controlled up to 100,000 RPM through the BPCU 180 do. Compressed air generated by the air supplier 190 may be supplied to the humidifier 200 .

The humidifier 200 may be provided between an air supply line connected to the air electrode of the fuel cell stack 140 and an air discharge line to humidify air supplied to the air electrode along the air supply line.

The humidifier 200 exchanges moisture between air introduced in a dry state through the air supplier 190 and flowing along the air supply line and air discharged from the air electrode in a wet state and flowing along the air discharge line, so that the air supply line can humidify the air flowing through it.

The air shutoff valve 210 may perform an opening or closing operation to allow or block the flow of air supplied from the humidifier 200 to the fuel cell stack 140 .

When the air shutoff valve 210 is in an open state during vehicle startup (IGN ON), the air supplied from the humidifier 200 is supplied to the air electrode of the fuel cell stack 140 or the air used in the fuel cell stack 140 Can be discharged to the humidifier (200).

The air shutoff valve 210 is in a closed state when the vehicle is started (IGN Off) and blocks the flow of air, thereby preventing air from being supplied to the fuel cell stack 140 . The operating range of the air shutoff valve 210 from the closed state to the open state may be 0 degrees to 90 degrees, and the driving control may be received through the ACV driving unit 215.

The control unit 220 may include a fuel control unit (FCU) and may process signals transmitted between components of the fuel cell control device. The control unit 220 is electrically connected to the hydrogen shutoff valve 110, the hydrogen supply valve 120, the hydrogen purge valve 150, the condensate valve 170, etc., and controls the opening or closing of each valve by a signal or communication. can

The controller 220 may be connected to the fuel cell stack 140 to receive state information of the fuel cell stack 140 such as voltage, current, and temperature of the fuel cell stack 140 .

The control unit 220 may control the BPCU 180 to charge the high voltage capacitor with a voltage or control the high voltage capacitor to discharge the charged voltage.

The control unit 220 may generate a speed control command for the air supply motor 191 and provide it to the BPCU 180 .

The BPCU 180 may adjust the flow rate of air generated in the air supplier 190 with a speed control command for the air supply motor 191 generated by the control unit 220 . Accordingly, the air supply unit 190 may supply the humidifier 200 with a controlled amount of air based on the control of the BPCU 180 . When the air supply motor 191 operates at RPM based on the speed control command for the air supply motor 191 generated by the control unit 220, the BPCU 180 may feed back operating state information to the control unit 220. there is.

The control unit 220 may control the opening or closing of the air shutoff valve 210 by controlling the ACV driving unit 215 . When the air shutoff valve 210 is opened, the control unit 220 drives the air supply motor 191 in a reverse direction to discharge residual air that may exist inside the fuel cell stack 140 to the outside.

Referring to FIG. 3 , the controller 220 transmits a driving command of the air shutoff valve 210 to the ACV driver 215 in order to discharge residual air that may exist inside the fuel cell stack 140 to the outside. It is possible to control the air shutoff valve 210 to open at a predetermined angle for a predetermined time in a closed state. At this time, the control unit 220 may transmit a reverse driving command of the air supplier 190 to the BPCU 180 to control the air supplier 190 to reverse rotate at a predetermined RPM for a predetermined time.

The control unit 220 may drive the air supplier 190 with power from a high voltage battery, and may drive the air shut-off valve 210 with power from a separate low voltage battery (not shown).

When the air shutoff valve 210 is opened and the air supplier 190 rotates in the reverse direction at a predetermined RPM, negative pressure is generated in the fuel cell stack 140 and may remain in the air electrode of the fuel cell stack 140. Air can be vented to the outside.

At this time, the control unit 220 controls the hydrogen shutoff valve 110 to be closed when the air shutoff valve 210 is open and the air supply 190 is about to rotate in the reverse direction at a predetermined RPM, thereby stacking the fuel cell stack. In 140, it is possible to control hydrogen not to be supplied. Whether or not hydrogen is supplied to the fuel cell stack 140 can be confirmed through the hydrogen pressure sensor 155 .

In addition, the controller 220 may check whether the air supply unit 190 rotates in the reverse direction at a predetermined RPM through the air flow sensor 195 .

For example, the control unit 220 may transmit a command to open and close the air shutoff valve 210 at 45 degrees for a predetermined time to the ACV driving unit 215 before starting the vehicle (t1), and the BPCU 180 A command to rotate the furnace air supplier 190 in the reverse direction at -1000 RPM for a predetermined time may be transmitted.

Subsequently, the ACV driving unit 215 controls the air shutoff valve 210 so that the air shutoff valve 210 is opened at 45 degrees, and the BPCU 180 controls the air shutoff valve 210 when the air shutoff valve 210 is opened at 45 degrees. By controlling the air supplier 190, the air supplier 190 may be controlled to rotate in the reverse direction at -1000 RPM.

Subsequently, after a predetermined time (t2), the ACV driving unit 215 controls the air shutoff valve 210 to be closed at 0 degrees, and the BPCU 180 controls the air supply unit 190 to stop driving there is.

When the air shutoff valve 210 is opened at 45 degrees and closed at 0 degrees again, the ACV driver 215 may feed back state information to the controller 220 (t3).

The control unit 220 compares the state information of the air shutoff valve 210 fed back from the ACV driver 215, and if the driving command and the feedback information of the air shutoff valve 210 transmitted to the ACV driver 215 are the same, the air It can be determined that the shut-off valve 210 operates normally. Meanwhile, if the driving command of the air shutoff valve 210 transmitted to the ACV driver 215 and the feedback information are different, it may be determined that the air shutoff valve 210 is out of order.

That is, a command to open and close the air shutoff valve 210 at 45 degrees was transmitted to the ACV drive unit 215, and the state information of the air shutoff valve 210 fed back from the ACV drive unit 215 was opened at 45 degrees and then again. If the information is in the closed state of 0 degrees, it can be determined that the air shutoff valve 210 is normally operated. However, if the state information of the air shutoff valve 210 fed back from the ACV drive unit 215 is not information that opens at 45 degrees and then closes at 0 degrees again, it can be determined that the air shutoff valve 210 is out of order.

When the air supplier 190 rotates in the reverse direction at -1000 RPM for a predetermined time, the BPCU 180 may feed back state information about this to the control unit 220 (t3).

The control unit 220 compares the reverse rotation information of the air supplier 190 fed back from the BPCU 180, and if the reverse rotation command and the feedback information of the air supplier 190 transmitted to the BPCU 180 are the same, air It can be determined that the supply 190 is operating normally. Meanwhile, if the reverse rotation command of the air supplier 190 transmitted to the BPCU 180 and the feedback information are different, it may be determined that the air supplier 190 is out of order.

That is, a command for causing the air supplier 190 to rotate in the reverse direction at -1000 RPM for a predetermined time was transmitted to the BPCU 180, and the information fed back from the BPCU 180 indicates that the air supplier 190 rotates in the reverse direction at -1000 RPM If it is one piece of information, it can be determined that the air supplier 190 is normally operating. However, if the information fed back from the BPCU 180 is not -1000 RPM backward rotation information, it may be determined that the air supplier 190 is out of order.

The controller 220 checks the sensing information of the air flow sensor 195 and determines that the air supplier 190 is normally operating when the sensing value of the air flow sensor 195 is a negative value. Meanwhile, if the sensing value of the air flow sensor 195 is not a negative value, it may be determined that the air supplier 190 is out of order.

When the control unit 220 determines that the air shutoff valve 210 and the air supplier 190 are normal through the feedback information, the control unit 220 controls the air shutoff valve 210 to be open at a predetermined angle, and controls the air supply unit 190 to be open. The air supply motor 191 may be operated to rotate in the forward direction at a predetermined RPM (t4).

For example, if the control unit 220 determines that the air shutoff valve 210 and the air supply unit 190 are normal through the feedback information, the control unit 220 issues a 45 degree open state command of the air shutoff valve 210 to the ACV drive unit 215. It can be controlled so that the air shutoff valve 210 is opened at an angle of 45 degrees.

Next, the control unit 220 transmits a forward driving command of the air supplier 190 to the BPCU 180 to control the air supplier 190 to rotate forward at 1000 RPM, passing through the air shutoff valve 210 to the fuel cell Air may be controlled to be constantly supplied to the stack 140 .

By doing this, when the vehicle is turned off and then started again after a while, the air that may remain in the fuel cell stack 140 is removed to make it clean. errors can be prevented.

In addition, the controller 230 may control at least one other component (eg, a hardware or software component) of the fuel cell control device and may perform various data processing or calculations.

According to an embodiment, as at least part of data processing or operation, the controller 230 stores commands or data received from other components (eg, sensors) in volatile memory, and processes the commands or data stored in the volatile memory. And the resulting data can be stored in non-volatile memory.

According to an embodiment, the control unit 230 may include a main processor (eg, a central processing unit or an application processor) or a secondary processor (eg, a graphic processing unit, an image signal processor, a sensor hub processor, or a communication processor) that may operate independently or together with the main processor. processor). For example, when the controller 230 includes a main processor and an auxiliary processor, the auxiliary processor may use less power than the main processor or may be set to be specialized for a designated function. A secondary processor may be implemented separately from, or as part of, the main processor.

Although not shown in the drawings, according to embodiments, the fuel cell control device may further include a storage unit.

The storage unit may store a command for controlling the fuel cell control device, a control command code, control data, or user data. For example, the storage unit may include at least one of an application program, an operating system (OS), middleware, or a device driver.

The storage unit may include one or more of volatile memory and non-volatile memory.

Volatile memory includes dynamic random access memory (DRAM), static RAM (SRAM), synchronous DRAM (SDRAM), phase-change RAM (PRAM), magnetic RAM (MRAM), resistive RAM (RRAM), and ferroelectric RAM (FeRAM). can include

The nonvolatile memory may include read only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), flash memory, and the like.

The storage unit may further include a nonvolatile medium such as a hard disk drive (HDD), a solid state disk (SSD), an embedded multimedia card (eMMC), and a universal flash storage (UFS). there is.

Hereinafter, a fuel cell control method according to another embodiment of the present invention will be described in detail with reference to FIG. 4 .

4 is a flowchart illustrating ACP startup control according to an embodiment of the present invention.

Hereinafter, it is assumed that the fuel cell control device of FIG. 1 performs the process of FIG. 4 .

First, the controller 220 transmits a driving command for the air shutoff valve 210 to the ACV driver 215 in order to discharge residual air that may exist inside the fuel cell stack 140 to the outside (S110), The air shutoff valve 210 may be controlled to open at a predetermined angle for a predetermined time in a closed state (S120).

For example, the control unit 220 may transmit a command to open and close the air shut-off valve 210 at 45 degrees for a predetermined time to the ACV driving unit 215 before starting the vehicle, and the ACV driving unit 215 may send an air The air shutoff valve 210 may be controlled to open at 45 degrees by controlling the shutoff valve 210 (S130).

Subsequently, when the air shutoff valve 210 is opened at 45 degrees and then closed at 0 degrees, the ACV driving unit 215 may feed back state information to the control unit 220 (S140).

The control unit 220 compares the state information of the air shutoff valve 210 fed back from the ACV driver 215, and if the driving command and the feedback information of the air shutoff valve 210 transmitted to the ACV driver 215 are the same, the air It can be determined that the shut-off valve 210 operates normally. Meanwhile, if the driving command of the air shutoff valve 210 transmitted to the ACV driver 215 and the feedback information are different, it may be determined that the air shutoff valve 210 is out of order (S190).

When the air shutoff valve 210 is opened, the control unit 220 controls the hydrogen shutoff valve 110 to be closed so that hydrogen is not supplied to the fuel cell stack 140 (S150). .

The controller 220 transmits a reverse driving command of the air supply unit 190 to the BPCU 180 when the air shutoff valve 210 is in an open state, and the BPCU 180 moves the air shutoff valve 210 to 45 degrees. When in the open state, the air supplier 190 may be controlled to rotate in the reverse direction at -1000 RPM (S160).

When the air supplier 190 rotates in the reverse direction at -1000 RPM for a predetermined time, the BPCU 180 may feed back state information about this to the control unit 220 (S170).

When the air supplier 190 rotates in the reverse direction at -1000 RPM, the control unit 220 may check whether or not it rotates in the reverse direction through the air flow sensor 195 (S180).

The controller 220 checks the sensing information of the air flow sensor 195 and determines that the air supplier 190 is normally operating when the sensing value of the air flow sensor 195 is a negative value. Meanwhile, if the sensing value of the air flow sensor 195 is not a negative value, it may be determined that the air supplier 190 is out of order (S190).

Subsequently, after a predetermined time, the ACV driving unit 215 controls the air shutoff valve 210 to be closed at 0 degrees, and the BPCU 180 controls the air supply unit 190 to stop driving (S200) .

When the control unit 220 determines that the air shutoff valve 210 and the air supply unit 190 are normal through the feedback information, the control unit 220 controls the air shutoff valve 210 to be open at an angle of 45 degrees, and the air supply unit 190 The air supply motor 191 of may be operated to rotate in the forward direction at 1000 RPM (S210).

By doing this, when the vehicle is turned off and then started again after a while, the air that may remain in the fuel cell stack 140 is removed to make it clean. Errors can be prevented (S220).

Various embodiments of the present document may be implemented as software (eg, a program) including one or more instructions stored in a storage medium (eg, internal memory or external memory) readable by a machine. For example, the device may call at least one command among one or more commands stored from a storage medium and execute it. This enables the device to be operated to perform at least one function according to the at least one command invoked. The one or more instructions may include code generated by a compiler or code executable by an interpreter.

The device-readable storage medium may be provided in the form of a non-transitory storage medium. Here, 'non-temporary' only means that the storage medium is a tangible device and does not contain a signal (e.g. electromagnetic wave), and this term refers to the case where data is stored semi-permanently in the storage medium. It does not discriminate when it is temporarily stored.

According to one embodiment, the method according to various embodiments disclosed in this document may be included and provided in a computer program product. Computer program products may be traded between sellers and buyers as commodities. A computer program product is distributed in the form of a machine-readable storage medium (e.g. compact disc read only memory (CD-ROM)), or distributed via an application store or directly between two user devices, online (e.g. : can be downloaded or uploaded). In the case of online distribution, at least part of the computer program product may be temporarily stored or temporarily created in a storage medium readable by a device such as a manufacturer's server, an application store server, or a relay server's memory.

According to various embodiments, each component (eg, module or program) of the components described above may include a single object or a plurality of objects, and some of the multiple objects may be separately disposed in other components. .

According to various embodiments, one or more components or operations among the aforementioned components may be omitted, or one or more other components or operations may be added.

Alternatively or additionally, a plurality of components (eg modules or programs) may be integrated into a single component. In this case, the integrated component may perform one or more functions of each of the plurality of components identically or similarly to those performed by a corresponding component of the plurality of components prior to the integration. .

According to various embodiments, operations performed by modules, programs, or other components are executed sequentially, in parallel, iteratively, or heuristically, or one or more of the operations are executed in a different order, omitted, or , or one or more other operations may be added.

As described above, according to the present invention, the air cut-off valve is first opened before starting the vehicle, and the air supply unit is rotated in the reverse direction so that the remaining air in the fuel cell stack can be discharged to the outside, thereby enabling the fuel cell before starting the vehicle. A stable output can occur by clearing the state of the stack.

The above description is merely an example of the technical idea of the present invention, and various modifications and variations can be made to those skilled in the art without departing from the essential characteristics of the present invention.

Therefore, the embodiments disclosed in the present invention are not intended to limit the technical idea of the present invention, but to explain, and the scope of the technical idea of the present invention is not limited by these embodiments. The protection scope of the present invention should be construed according to the claims below, and all technical ideas within the equivalent range should be construed as being included in the scope of the present invention.

Claims (8)

an air supplier supplying air to the fuel cell stack;
an air shut-off valve that opens and closes to allow or block the flow of air supplied from the air supplier to the fuel cell stack; and
The control unit controls the air supply unit to operate in the reverse direction for a predetermined time after controlling the air shut-off valve to be in an open state before starting the vehicle.
A fuel cell control device comprising a. The method of claim 1,
The control unit,
The fuel cell control device, characterized in that to block the inflow of hydrogen into the fuel cell stack when the air supplier is driven in the reverse direction. The method of claim 1,
The control unit,
The fuel cell control device characterized in that after the air supply unit is operated in a reverse direction for a predetermined period of time, the air shut-off valve is controlled to be closed and the operation of the air supply unit is stopped. The method of claim 3,
The control unit,
The fuel cell control device characterized in that when starting the vehicle, the air shutoff valve is opened at a predetermined angle and the air supplier is driven at a predetermined RPM. controlling an air shutoff valve that performs an opening/closing operation to allow or block air supplied from an air supplier to the fuel cell stack to be in an open state for a predetermined time; and
controlling the air supplier to operate in a reverse direction when the air shutoff valve is in an open state;
A fuel cell control method comprising a. The method of claim 5,
The step of controlling the air supplier to drive the air supply in the reverse direction when the air shutoff valve is in an open state,
The fuel cell control method comprising the step of blocking the inflow of hydrogen into the fuel cell stack. The method of claim 5,
The step of controlling the air supplier to drive the air supply in the reverse direction when the air shutoff valve is in an open state,
The fuel cell control method comprising: controlling the air supply unit to be closed after the air supply unit is operated in a reverse direction for a predetermined period of time; and controlling operation of the air supply unit to be stopped. The method of claim 7,
The step of controlling the air supplier to drive the air supply in the reverse direction when the air shutoff valve is in an open state,
A fuel cell control method comprising the steps of opening the air shutoff valve at a predetermined angle and driving the air supplier at a predetermined RPM when starting the vehicle.

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