WO2002015316A1 - Dispositif de pile a combustible et procede de commande de ce dispositif - Google Patents

Dispositif de pile a combustible et procede de commande de ce dispositif Download PDF

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Publication number
WO2002015316A1
WO2002015316A1 PCT/JP2001/006837 JP0106837W WO0215316A1 WO 2002015316 A1 WO2002015316 A1 WO 2002015316A1 JP 0106837 W JP0106837 W JP 0106837W WO 0215316 A1 WO0215316 A1 WO 0215316A1
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WO
WIPO (PCT)
Prior art keywords
fuel cell
current
power storage
storage means
battery
Prior art date
Application number
PCT/JP2001/006837
Other languages
English (en)
Japanese (ja)
Inventor
Kenji Kato
Original Assignee
Kabushiki Kaisha Equos Research
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Kabushiki Kaisha Equos Research filed Critical Kabushiki Kaisha Equos Research
Priority to JP2002520343A priority Critical patent/JPWO2002015316A1/ja
Publication of WO2002015316A1 publication Critical patent/WO2002015316A1/fr

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Classifications

    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04298—Processes for controlling fuel cells or fuel cell systems
    • H01M8/04694—Processes for controlling fuel cells or fuel cell systems characterised by variables to be controlled
    • H01M8/04858—Electric variables
    • H01M8/04895—Current
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/40—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for controlling a combination of batteries and fuel cells
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M16/00—Structural combinations of different types of electrochemical generators
    • H01M16/003—Structural combinations of different types of electrochemical generators of fuel cells with other electrochemical devices, e.g. capacitors, electrolysers
    • H01M16/006—Structural combinations of different types of electrochemical generators of fuel cells with other electrochemical devices, e.g. capacitors, electrolysers of fuel cells with rechargeable batteries
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04298—Processes for controlling fuel cells or fuel cell systems
    • H01M8/04694—Processes for controlling fuel cells or fuel cell systems characterised by variables to be controlled
    • H01M8/04858—Electric variables
    • H01M8/04895—Current
    • H01M8/0491—Current of fuel cell stacks
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04298—Processes for controlling fuel cells or fuel cell systems
    • H01M8/04694—Processes for controlling fuel cells or fuel cell systems characterised by variables to be controlled
    • H01M8/04858—Electric variables
    • H01M8/04895—Current
    • H01M8/04917—Current of auxiliary devices, e.g. batteries, capacitors
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/34—Parallel operation in networks using both storage and other dc sources, e.g. providing buffering
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/44—Methods for charging or discharging
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/30—Hydrogen technology
    • Y02E60/50—Fuel cells
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Definitions

  • the present invention relates to a fuel cell device and a control method of the fuel cell device.
  • the present invention relates to a fuel cell device and a control method for a fuel cell device. According to the present invention, it is possible to appropriately control the distribution state of the current flowing through the fuel cell and the battery and appropriately charge the battery without increasing the capacity of the battery. Can be maintained in a predetermined state. Background art
  • a fuel cell has been proposed as a power source for an electric motor of an electric vehicle.
  • the fuel cell by combining the fuel cell and the battery (secondary battery), the regenerative electric power of the electric motor is recirculated to the battery.
  • FIG. 2 is a diagram showing a conventional fuel cell device.
  • the fuel cell device includes a fuel cell 101, a notable battery 102, and an inverter 103.
  • a desired voltage is obtained by stacking single-cell fuel cells.
  • the knowledge 102 is a secondary battery.
  • the inverter (I ⁇ V) 103 converts a DC current from the fuel cell 101 or the battery 102 into an AC current, and generates an AC motor (not shown) that generates a driving force for rotating wheels of the vehicle.
  • the driver to supply. Note that this dryno is appropriately selected according to the type of the electric motor.
  • the fuel cell 101 and the battery 102 are connected in parallel to supply current to the inverter 103.
  • the inverter 10 is driven from the battery 102. 3 is automatically supplied with current.
  • the regenerative current is supplied to the battery 102, and the battery 102 is charged. Is done. Further, even when the regenerative current is not supplied, when the terminal voltage of the battery 102 decreases due to discharge or the like, the battery is charged from the fuel cell 101.
  • FIG. 3 shows the current-voltage of the fuel cell.
  • the horizontal axis represents current
  • the vertical axis represents voltage or power.
  • the fuel cell and the battery it is desirable to output only from the fuel cell when the fuel cell has room for output, and to output from the battery when the fuel cell does not have room for output.
  • the current force s ' should be originally supplied from the battery 102 to the inverter 103. There is no.
  • the battery 102 starts outputting from a low current region.
  • the battery is large, heavy, and expensive. Yes, if the capacity of the battery 102 is increased, the volume and weight of the vehicle rain will increase, and the cost will also increase.
  • each of the fuel cell 101 and the battery 102 is set so that the voltage difference between the two becomes small, when the battery 102 is discharged and the terminal voltage decreases, Even so, the current from the fuel cell 101 does not easily flow to the battery 102, and it takes time to charge the battery 102. Conversely, if the voltage difference is set to be large, a large current flows from the fuel cell 101 to the battery 102, so that the battery 102 is overcharged, which is not desirable.
  • the output distribution of the fuel cell 101 and the battery 102 is maintained in a predetermined state, and the curves 107 and 108 are maintained.
  • the fuel cell 101 and the battery 102 as shown in It is difficult to exhibit the original current-voltage characteristics or power characteristics. Therefore, even when the current from the fuel cell 101 alone does not satisfy the required current, such as during high-load operation on a slope or the like, current is supplied from the battery 102 to the inverter 103. Even if the running of the vehicle is restricted without being controlled, or if the remaining capacity of the battery 102 decreases, the current power s is not supplied from the fuel cell 101.
  • the present invention solves the above-mentioned problems of the conventional fuel cell device, and a fuel cell device and a fuel cell device capable of optimizing the distribution of input / output current between a fuel cell and a battery connected in parallel.
  • the purpose of the present invention is to provide a control method. Disclosure of the invention
  • the load and the fuel cell are directly connected, and a power storage circuit including a power storage unit is connected in parallel with the fuel cell.
  • a power storage circuit including a power storage unit is connected in parallel with the fuel cell.
  • the voltage value of the power storage means is lower than the voltage value of the fuel cell.
  • Still another fuel cell device includes a fuel cell, a load connected to an output terminal of the fuel cell, and a power storage circuit connected to the load in parallel with the fuel cell.
  • the power storage means circuit includes a power storage means, a booster circuit that boosts an output voltage of the power storage means and supplies a current to the load, and supplies a current output from the fuel cell to the power storage means.
  • a fuel cell connected to a load; a power storage circuit connected in parallel to the fuel cell and the load;
  • the power storage means circuits are connected in series to each other for charging.
  • the boosting circuit and the charging circuit are selectively operated according to the detected traveling state of the vehicle.
  • the load is a drive control device for a drive motor that drives a vehicle.
  • the boosting circuit and the charging circuit are controlled such that the SOC of the power storage means falls within a predetermined reference value range.
  • the reference value of the SOC of the power storage means predicts the generation of a regenerative current according to the running state of the vehicle, and the regenerative current is stored in the power storage means. It is set so that it can be charged.
  • the power storage means is a circuit including a secondary battery and a capacitor.
  • the power storage means is a capacitor.
  • the power storage means is a secondary battery.
  • the fuel cell includes a fuel cell having a rain terminal connected to a load, and a power storage means circuit including a booster circuit, a charging circuit, and power storage means and connected in parallel to the fuel cell. And a current supplied to the load from the power storage means and a current supplied from the power storage means to the load.
  • the traveling state of the vehicle rain is determined based on the latest past vehicle speed, accelerator opening, and the like.
  • the traveling state is determined based on information from a vehicle position detecting device.
  • the reference value of SOC is set in such a manner that generation of a regenerative current is predicted in accordance with the running state, and the regenerative current can be charged to the power storage means.
  • the method further comprises:
  • the power storage unit is a capacitor.
  • the power storage unit is a secondary battery.
  • FIG. 1 is a conceptual diagram of a fuel cell device according to an embodiment of the present invention.
  • FIG. 2 is a diagram showing a conventional fuel cell device.
  • FIG. 3 is a diagram showing characteristics of a fuel cell and a battery in a conventional fuel cell circuit.
  • FIG. 4 is a diagram showing characteristics of the fuel cell and the battery according to the embodiment of the present invention.
  • FIG. 5 is a diagram showing an example of the relationship between the operation of the fuel cell circuit 10 and the traveling mode in the embodiment of the present invention.
  • FIG. 6 is a diagram showing a basic concept of a control method of a fuel cell circuit in the embodiment of the present invention.
  • FIG. 7 is a diagram showing the value of S 0 C of the battery in various traveling modes according to the embodiment of the present invention.
  • FIG. 8 is a diagram showing output ranges of the fuel cell and the battery in various driving modes according to the embodiment of the present invention.
  • FIG. 9 is a flowchart showing a control operation of the fuel cell circuit according to the embodiment of the present invention.
  • FIG. 10 is a first flowchart illustrating the operation of the process outside the S0C reference range according to the embodiment of the present invention.
  • FIG. 11 is a second flowchart showing the operation of the process outside the SOC reference range in the embodiment of the present invention.
  • FIG. 12 is a third flowchart illustrating the operation of the SOC outside the reference range process according to the embodiment of the present invention.
  • FIG. 1 is a conceptual diagram of an electric vehicle drive device using a fuel cell device according to an embodiment of the present invention.
  • this fuel cell device includes a fuel cell 11, the fuel cell 11, a battery 12, an inverter device 13, a motor 14, a charging circuit 15, and a booster circuit 16. including.
  • the charging circuit 15 and the boosting circuit 16 control electric power input to and output from the power storage means 12, and the charging circuit 15 and the boosting circuit 16 constitute the power storage means circuit including the power storage means 12. .
  • This storage means circuit is connected in parallel with the fuel cell 11 to the inverter device 13 as a load.
  • the power storage means 12 is connected to the inverter device 13 in series with the charging circuit 15 and connected in parallel with the boosting circuit 16.
  • the fuel cell 11 is a polymer electrolyte fuel cell (PEMFC).
  • PEMFC polymer electrolyte fuel cell
  • AFC alkaline aqueous solution type
  • PAFC phosphoric acid type
  • MCFC molten carbonate type
  • SOFC solid oxide type
  • DMFC direct type methanol
  • the battery 12 may be any storage means, and for example, a secondary battery / a large-capacity capacitor can be used.
  • the secondary battery include a lead storage battery, a nickel cadmium battery, a nickel hydride battery, a lithium ion battery, a sodium sulfur battery, and the like, as well as a lithium ion battery, a sodium sulfur battery, and the like.
  • a capacitor such as an electric double-layer capacitor
  • the function of accumulating and discharging energy electrically such as a flywheel, a superconducting coil, or a pressure accumulator, is used as a power storage means. Any form that has Is also good. Further, any of these may be used alone, or a plurality of them may be used in combination.
  • the inverter device 13 converts a DC current from the fuel cell 11 or the battery 12 into an AC current, and supplies the AC current to a drive motor 14 that rotates wheels of the vehicle.
  • the motor 14 also functions as a generator, and generates a so-called regenerative current during the deceleration operation of the vehicle.
  • the regenerative current is generated, the regenerative current is supplied to the battery 12 to charge the battery 12 as described later.
  • the charging circuit 15 is a circuit for charging the fuel cell 11 or the battery with the regenerative current.
  • the transistor 15a and the diode 15b are connected in anti-parallel.
  • the booster circuit 16 boosts the voltage of the battery, and includes a transistor 16a and a diode 16b connected in anti-parallel.
  • Battery 12 is connected between charging circuit 15 and booster circuit 16 via reactor 17.
  • the transistor 16a When the transistor 16a is turned on, the DC current output from the battery 12 flows into the reactor 17 to store energy, and when the transistor 16a is turned off, the DC current is stored in the reactor 17
  • the voltage corresponding to the energy is added to the output voltage of the battery 12.
  • the output voltage boosted by the booster circuit 16 is adjusted to a level slightly higher than the output voltage of the fuel cell 11, and the output terminal of the fuel cell 11 has a coil 1 for measuring the output current.
  • 8 is mounted as a current sensor, and a diode 19 is interposed so that regenerative power from the battery 12 and the motor 14 does not flow.
  • this fuel cell device includes a control device 20, and includes arithmetic means such as a CPU, storage means such as a semiconductor memory, an input / output interface, and the like. While measuring, the operation of the charging circuit 15 and the discharging control circuit 16 is controlled. Further, the control device 20 communicates with other sensors in the vehicle and other control devices such as a vehicle electronic control unit 21, a fuel cell electronic control unit 22, and an ignition control device 24 described later. It is connected so as to be able to control the operation of the fuel cell circuit 10 in cooperation with other sensors and other control devices.
  • the control device 20 may exist independently, for example, may exist as a part of another control device such as the vehicle electronic control unit 21.
  • the control device 20 includes an input / output interface with two current sensors 18, two input / output interfaces for voltage measurement, an input / output interface for the charging circuit 15, Input / output interface for circuit 16, input / output interface for car rain electronic control unit 21, input / output interface for fuel cell electronic control unit 22, and input / output for ignition control device 24 It has an interface. Further, the control device 20 also includes a power supply interface connected to a power supply battery 23 as a power supply.
  • the vehicle electronic control unit 21 is provided with arithmetic means such as a CPU, storage means such as a semiconductor memory, an input / output interface, and the like, and detects a vehicle speed, a temperature, an accelerator opening, and the like to transmit a transmission and a brake. It controls the overall operation of the vehicle including the equipment.
  • the opening degree of the accelerator is detected by the degree of depression of an accelerator pedal (throttle pedal).
  • the accelerator pedal is rotated instead of the accelerator pedal. If an accelerator controller such as an accelerator grip, joystick, bar handle, rotary dial, etc. is used, it is detected based on the degree of movement of the accelerator controller.
  • the fuel cell electronic control unit 22 includes arithmetic means such as a CPU, storage means such as a semiconductor memory, an input / output interface, and the like, and controls the flow rate of hydrogen, oxygen, air, etc. supplied to the fuel cell 11.
  • the operation of the fuel cell 11 is controlled by detecting the temperature, the output voltage, and the like ( and the power supply battery 23 supplies a DC current of 12 [V] to the control device 20.
  • the power supply battery 23 may supply a direct current as a power supply to auxiliary equipment such as a vehicle radio and a power window.
  • the ignition control device 24 is a device for activating the fuel cell circuit. When the driver of the vehicle turns on the switch, the signal is transmitted to the control device 20 and other devices.
  • FIG. 4 is a diagram showing characteristics of the fuel cell and the battery according to the embodiment of the present invention.
  • current I is plotted on the horizontal axis
  • voltage V and power kW are plotted on the vertical axis.
  • reference numeral 41 denotes a curve showing the voltage-current characteristic of the fuel cell 11 (FIG. 1)
  • a curve 41 showing the voltage-current characteristic of the fuel cell 11 is a curve of a normal PEM fuel cell.
  • the voltage decreases as the current increases as the voltage decreases.
  • the slope is gentle up to the current value A, the slope becomes steep with the point B corresponding to the current value A as an inflection point.
  • the power characteristic of the fuel cell 11 corresponding to this is shown by a curve 45.
  • the fuel cell 11 is a power supply having an output impedance of almost zero.
  • the curve 43 showing the voltage-current characteristic of the battery 12 is a straight line with the voltage decreasing as the current increases as a whole, as in the case of a normal battery. Does not change at all. Moreover, the inclination angle is substantially equal to the inclination angle of the curve 41 up to the current value A. '
  • the current to be supplied to the motor 14 via the inverter 13 that is, in the range of the required current value up to the current value A
  • the current is supplied only from the fuel cell 11 and the required current value is It can be seen that in the range above the vicinity of the value A, in addition to the current from the fuel cell 11, the current may be supplied from the battery 12.
  • the open terminal voltage of the battery 12 is approximately equal to the terminal voltage of the fuel cell 11 at the point B on the curve 41 corresponding to the current value A. In the range up to the vicinity of the current value A, no current is supplied from the battery 12.
  • the power to be supplied to the motor 14 via the inverter 13 that is, if the required power is C, it corresponds to a point D on the curve 44 showing the power characteristics.
  • the point on the curve 42 indicating the voltage-current characteristic corresponding to the point D is E, and the corresponding current value is F. Therefore, in this case, it can be seen that the fuel cell 11 should supply the current of the current value A, and the knotter 12 should supply the current of the current value (FA).
  • the characteristics of the fuel cell 11 and the battery 12 as shown in FIG. 4 are stored in advance in the storage means of the control device 20.
  • the required power to be supplied to the motor 14 is calculated by the calculating means based on signals such as the vehicle speed and the accelerator opening transmitted from the electronic control unit 21 for the vehicle, and corresponds to the required power.
  • the value of the required current is found based on the characteristics of the fuel cell 11 and the battery 12 as shown in FIG.
  • the driving mode of the vehicle is determined, the generation of the regenerative current is predicted based on the driving mode, and the fuel cell 11 is charged so that the battery 12 can be charged with the regenerative current. And control the output current from battery 1 2 force? Also at this time, the output current is controlled based on the characteristics of the fuel cell 11 and the battery 12 as shown in FIG.
  • the required current value is equal to or less than the current value A in FIG. 4, and when supplying current only from the fuel cell 11, the transistors 15 a in the charging circuit 15 and the booster circuit 16 are used. Turn off the 16a ;! In this case, the fuel cell 11 is always supplied with sufficient fuel hydrogen and oxidant oxygen or air.
  • a current of a value corresponding to the required current value is automatically supplied. Therefore, it is not necessary to control the output current of the fuel cell 11 according to the change in the value of the required current.
  • the value of the current supplied from the fuel cell 11 is measured by the current sensor 18, and whether or not the current value is equal to or less than the current value A is constantly detected by the control device 20. Also, the voltage is constantly detected by the control device 20.
  • the current value of the required current or the value of the current measured by the current sensor 18 is equal to or greater than the current value A, for example, when the current value F in FIG. If the transistor 16a in 16 is kept off, the current value from the notebook 12 does not increase so much as described above.
  • control device 20 sets the transistor 16 a in the booster circuit 16 to a predetermined cycle (for example, 20
  • a current that is a voltage value corresponding to the point E and is a current value (FA) is supplied from the battery 12 to the motor 14 via the inverter 1.3.
  • the value of the current supplied from the battery 12 is measured by the current sensor 18 and checked by the control device 20.
  • the motor 14 functions as a generator to generate an AC regenerative current. Subsequently, the AC regenerative current is converted by the inverter 13 into a DC regenerative current. Converted to current. At this time, the control device 20 turns on the transistor 15a in the charging circuit 15 by a switching signal. Therefore, the DC regenerative current is supplied to the battery 12 through the transistor 15a, so that the battery 12 is charged.
  • the value of the regenerative current is measured by the current sensor 18 and is constantly checked by the controller 20. Also, the voltage is constantly checked by the control device 20. When the S ⁇ C force of the notch 12 has risen sufficiently, the transistor 15a is turned off. When the value of the regenerative current is excessive, the transistor 15a is turned on / off by a switching signal having a predetermined period, and the value of the current flowing through the transistor 15a is controlled.
  • the battery 12 is not charged when its SOC is sufficiently high and does not supply a large current to the battery 12, so that the battery 12 is destroyed by being overcharged. None.
  • the control device 20 turns on the transistor 15a in the charging circuit 15 by a switching signal, so that a DC regenerative current is supplied to the knowledge 12 through the transistor 15a. Therefore, the battery 12 is charged.
  • the value of the current from the fuel cell 11 and the value of the current supplied to the battery 12 are measured by the current sensor 18 and constantly checked by the control device 20. Is always checked by the controller 20.
  • the transistor 15a is turned off when the value of the supplied current s is large, and when the value of the current supplied to the battery 12 is excessive, the transistor 15a is turned off. It is turned on / off by a switching signal of a predetermined cycle, and controls the value of the current flowing through the transistor 15a.
  • the battery 12 does not charge when the S ⁇ C is sufficiently high or does not supply a large current to the battery 12, the battery 12 is destroyed by being overcharged. There is no end. Also, there is no possibility that an excessive load is applied to the fuel cell 11 or the required current cannot be handled.
  • FIG. 5 is a diagram showing an example of the relationship between the operation of the fuel cell circuit 10 and the traveling mode in the embodiment of the present invention.
  • the horizontal axis shows the vehicle rain load and the vertical axis shows the output.
  • reference numeral 51 denotes a straight line indicating the relationship between the vehicle load and the output of the fuel cell 11 (FIG. 1) and the battery 12 in the case where the vehicle load is in the positive range, that is, the magnitude of the required current.
  • Reference numeral 2 denotes a straight line that indicates the relationship between the load of the vehicle rain and the output of the motor 14, that is, the magnitude of the regenerative current when the vehicle load is in the negative range.
  • the load on the vehicle is lowest when the vehicle is in the low-load driving mode in which the vehicle travels in an urban area, etc., and the high-speed cruising driving on a highway, the high-load driving on an uphill, etc. It goes up in the order of the maximum load operation when traveling uphill. Then, the value of the required current increases in proportion to the vehicle load.
  • the vehicle load is reduced because the vehicle is decelerating in rainy weather. It becomes negative, and the value of the regenerative current is proportional to the absolute value of the vehicle load. Then, in a region 53 where the load of vehicle rain is negative, the control device 20 turns on the transistor 15a in the charging circuit 15 by a switching signal, so that the regeneration current is reduced by the transistor 15a. And supplied to the battery 12. The force s connection - the battery 1 2 is charged.
  • a current having a value corresponding to the required current is automatically supplied from the fuel cell 11. It is supplied to the motor 14 through 3.
  • the control device 20 turns on the transistor 15a in the charging circuit 15 for an appropriate period of time. Current is supplied from battery 11 to charge battery 12.
  • the SOC of the battery 12 is high and there is no room for receiving the regenerative current, it is desirable to discharge the battery 12 a little to create a room for receiving the regenerative current.
  • the control device 20 turns on / off the transistor 16 a in the booster circuit 16 by a switching signal of a predetermined cycle, and supplies the current from the package 12 to the motor 14 via the inverter 13. I do.
  • the current to be supplied from the fuel cell 11 can be reduced, so that the load on the fuel cell 11 is reduced and the fuel consumption can be suppressed. It is desirable that the SOC of the battery 12 is about 80%.
  • region 55 indicates the range of the output from the current from the fuel cell 11
  • region 56 indicates the range of the output from the current from the battery 12.
  • FIG. 6 is a diagram showing a basic concept of a control method of a fuel cell circuit in the embodiment of the present invention
  • FIG. 7 is a diagram showing values of S ⁇ C of the battery in various running modes in the embodiment of the present invention.
  • FIG. 8 is a diagram showing an output range of the fuel cell and the battery in various driving modes according to the embodiment of the present invention.
  • FIG. 9 is a flowchart showing a control operation of the fuel cell circuit according to the embodiment of the present invention.
  • 10 is a first flowchart showing the operation of the process outside the SOC reference range according to the embodiment of the present invention
  • FIG. 11 is a second flowchart showing the operation of the process outside the SOC reference range according to the embodiment of the present invention.
  • the fuel cell circuit 10 (FIG. 1) is controlled so that the regenerative current can be used as much as possible without wasting.
  • the regenerative current is the energy that is generated by making the motor 14 function as a brake when the vehicle needs to be braked, such as when traveling downhill, etc.
  • the regenerative current is not generated constantly, so in order to use the regenerative current, it is necessary to charge the battery 12 first. There is. Therefore, when the SOC of the battery 12 is high, it is necessary to leave room for charging the battery by lowering the S ⁇ C by a certain amount.
  • the area where the vehicle load exceeds the boundary J the area where the vehicle load exceeds the boundary J
  • step 6 When the vehicle travels in step 6, it is necessary to output current from the battery 12 . If the SOC is set too low, it will not be possible to cope with continuous high-load operation and maximum-load operation. .
  • FIG. 6 shows a table for determining the running mode of the vehicle according to which area has been operated in a predetermined time (5 to 20 minutes).
  • Reference numeral 65 denotes a curve indicating the relationship between the output of the motor 14 and the speed of the vehicle when the vehicle runs at a constant speed on a flat road with a gradient of 0 degrees, that is, when the vehicle runs at a constant speed.
  • the vehicle speed in the area 61 is low and the output of the motor 14 is higher than the constant speed driving, it can be said that the driving mode in which the start and stop of the city or the street is repeated, that is, the city area mode. Since braking is often performed in a decelerating mode and regenerative current is expected to occur frequently, the current is mainly supplied from the battery 12 and the SOC of the battery 12 is relatively low, for example, 60 [ %] So that the battery 12 can be charged when a regenerative current is generated.
  • the driving mode cruises a suburb or an expressway, that is, the high speed mode. I Therefore, it is predicted that there is little decelerating operation to apply braking to the vehicle, and regenerative current is not generated much.
  • the SOC of the battery 12 is kept high, for example, about 75% so that the current can always be supplied from the battery 12 when necessary.
  • the running mode is a downhill on a mountain road, that is, a downhill mode.
  • the S_ ⁇ _C battery 1 2 low, for example, to 5 0% degree
  • the area 64 is a driving mode in which the output of the motor 14 is high even in the area where the vehicle speed is low. Therefore, a regenerative current is generated from time to time on a downward slope, but it is predicted that the current from the fuel cell 11 alone cannot satisfy the required current. C is maintained relatively high, for example, at about 70% so that the battery 12 can also supply current.
  • a reference value of SOC of battery 12 is set according to the determined traveling mode. Then, the operation of the fuel cell circuit 10 is controlled so that the measured value of SOC of the battery 12 falls within the range of the reference value.
  • the control device 20 determines the vehicle speed in the past 5 to 20 minutes, the accelerator opening ⁇ (proportional to the torque to be generated by the motor 14), the current value supplied from the fuel cell 11 and the battery 12, Based on the change duration of the numerical value such as S0C of the battery 12, it is determined whether the running mode of the vehicle up to the present time is the high-speed mode, the mountain road mode, the mountain road mode, or the city area mode. judge. Then, the operation of the fuel cell circuit 10 is controlled by predicting that the determined driving mode is continued for 5 to 20 minutes from the present time.
  • the time for determining the traveling mode can be set as appropriate.
  • the time may be about 1 to 5 minutes in the past or about 20 to 40 minutes in the past.
  • the time during which the determined driving mode is predicted to be continued can also be set as appropriate, and may be, for example, 1 to 5 minutes after the present time, or 20 to 40 minutes after the present time.
  • the numerical value is directly measured by the control device 20 or measured by another control device such as the vehicle electronic control unit 21.
  • the navigation device can determine the current traveling mode of the vehicle. May determine whether the current traveling mode of the vehicle is the high-speed mode, the mountain road mode, the mountain road mode, or the city area mode based on information from the navigation device.
  • control device 20 sets a reference value of the SOC of the battery 12 in accordance with the determined running mode of the vehicle.
  • a range of ⁇ 10 [%] around 75 [%], that is, 65 to 85 [%] is set as a reference value of SOC.
  • the mode is the mountain road mode
  • 60 to 80 [%] is set.
  • the mode is the mountain road mode
  • 40 to 60 [%] for example, 40 to 60 [%].
  • 50 to 70 [%] are respectively set as SOC reference values.
  • the battery 12 needs to be charged.
  • the value of the charging current is set.
  • the current value from the fuel cell 11 and the current value of the charging current supplied to the battery 12 are measured by the current sensor 18 and constantly detected by the control device 20.
  • the voltage is also constantly detected by the control device 20. Then, when the SOC of the battery 12 rises to the range of the reference value, when the value of the current supplied from the fuel cell 11 becomes the maximum supply current value, and when the inverter 13 When the value of the required current supplied to the motor 14 via the transistor 15 is large, the transistor 15a is turned off. Further, when the value of the current supplied to the battery 12 is excessive, the transistor 15a is turned on / off by a switching signal of a predetermined cycle, and the value of the current flowing through the transistor 15a is controlled. On the other hand, since the fuel cell 11 is not controlled at all, the fuel cell 11 supplies a current obtained by adding the charging current and the required current.
  • the transistor 15a in the charging circuit 15 is turned off in the tf state. Since the fuel cell 11 is not controlled at all, a current equal to the required current is supplied from the fuel cell 11 to the motor 14 via the inverter 13.
  • the charging of the battery 12 is stopped, and the current is supplied from the battery 12 to the motor 14 as well.
  • the transistor 15a in the charging circuit 15 is turned off, and the transistor 16a in the boosting circuit 16 is turned on / off by a switching signal of a predetermined cycle, thereby boosting the output voltage of the notch 12. .
  • the current value from the fuel cell 11 and the current value supplied from the battery 12 are measured by the current sensor 18 and are constantly checked by the control device 20. Also, the voltage is constantly checked by the control device 20. Then, the on / off ratio (duty ratio) of the transistors 1 and 6 a in the booster circuit 16 is controlled to control the value of the current output from the notifier 12.
  • the fuel cell 11 is not controlled at all, but no current is output from the fuel cell 11 because the boosted output voltage of the battery 12 is higher than the open terminal voltage of the fuel cell 11.
  • the current value supplied from the battery 12 is set. Then, current is supplied from the fuel cell 11 and the battery 12 to the motor 14. In this case, the transistor 15a in the charging circuit 15 is turned off, and the transistor 16a in the booster circuit 16 is turned on / off by a switching signal of a predetermined cycle, thereby boosting the output voltage of the nottery 12. I do.
  • the current value from the fuel cell 11 and the value of the current supplied from the battery 12 are measured by the current sensor 18 and constantly detected by the control device 20. Also, the voltage is always detected by the control device 20. Then, the on / off ratio of the transistor 16 a in the booster circuit 16 is controlled to control the value of the current output from the battery 12.
  • the reference value of the SOC of the battery 12 is set according to the determined driving mode, and the measured value of the SOC of the battery 12 is within the range of the reference value.
  • the operation of the fuel cell circuit 10 is controlled so as to fall within the range. Therefore, there is adequate room for charging the regenerative current in the battery 12, so that the regenerative current, which is a secondary energy, can be used as much as possible without wasting it.
  • the fuel of the fuel cell 11 can be saved.
  • the weight and size of the vehicle accommodating the battery 12 can be reduced, and the cost can be reduced.
  • an appropriate current is supplied from the fuel cell 11 without special control. Therefore, even if the required current exceeds the maximum supply current value of the fuel cell 11, Since the shortage of current is supplied from the knots 12, there is no hindrance to the running of the vehicle.
  • the distribution of the current output from the fuel cell 11 and the battery 12 can be appropriately controlled, so that the vehicle There is no hindrance to running, and the battery 12 does not rise.
  • Step S 1 Detect the vehicle speed.
  • Step S2 Memorize the change in vehicle speed.
  • Step S3 Detect the torque to be generated by the motor 14.
  • Step S 4 The value of the current supplied from the battery 12 is detected.
  • step S5 the SOC of the notch 12 is calculated.
  • Step S 6 Detect the value of the current supplied from the fuel cell 11.
  • Step S7 Determine the traveling mode of the vehicle.
  • Step S8 Set the SOC reference value of the battery 12 according to the running mode of the vehicle.
  • Step S 9 It is determined whether or not the detected S 0 C of the battery 12 is within the range of the reference value. If it is within the range, the process proceeds to step S11. If it is not within the range, the process proceeds to step S10.
  • Step S10 Perform processing outside the SOC standard range.
  • Step S11 1 The accelerator opening e is detected.
  • Step S12 The outputs of the fuel cell 11 and the battery 12 are controlled according to FIGS. 8 (a) to 8 (d).
  • step S10 a flowchart of a subroutine of the process outside the SOC reference range in step S10 will be described.
  • Step S10-1 Determine whether or not the detected SOC of the battery 12 is equal to or lower than the lower limit of the range of the reference value. In the following cases, the process proceeds to step S10-2. Otherwise, the process proceeds to step S10-7 if the value exceeds the upper limit of the reference value range.
  • Step S10—2 Set the current value of the charging current.
  • Step S10_3 It is determined whether or not the sum of the charging current and the required current is less than the maximum supply current value of the fuel cell 11. If less than, go to step S10-4. If not, go to step S10_19.
  • Step S 10 — 4 A part of the current supplied from the fuel cell 11 is used for charging the battery 12.
  • Step S10-5 Turn on the transistor 15a of the charging circuit 15.
  • Step S10-6 The fuel cell 11 is not controlled at all, supplies a current that is the sum of the charging current and the required current, and ends the process.
  • Step S 10 Determines whether the required current is less than the maximum supply current value of battery 12. If less than, go to step S 10-8. If not less, go to step S 10-11.
  • Step S 10 8 Supply current from battery 12 and do not supply current from fuel cell 11.
  • Step S10-9 The transistor 16a of the booster circuit 16 is turned on / off by a switching signal of a predetermined cycle, and the output voltage of the note 12 is boosted.
  • Step S10 10
  • the fuel cell 11 is not controlled at all and the process ends without supplying current.
  • Step S 10 Set the current value of the current supplied from the 11 1 12.
  • Step S 10 In addition to the current from the knowledge 12, the current from the fuel cell 11 is also supplied to the motor 14.
  • Step S10 Calculate the current value of the current supplied to the motor 14 by the 13-12.
  • Step S10-14 The transistor 16a of the booster circuit 16 is turned on / off by a switching signal having a predetermined cycle, and the output voltage of the notch 12 is boosted.
  • Step S 1 0—1 5 Fuel cell 1 1 is not controlled at all.
  • the current of the value obtained by subtracting the current from 2 is supplied, and the process ends.
  • Step S 10 — 16 It is determined whether the required current is less than the maximum supply current value of the fuel cell 11. If less than, go to step S 10 — 17; if not, go to step S 10
  • Step SI 0 17 Stop charging battery 1 2.
  • Step S10 18 Turn off the transistor 15a of the charging circuit 15.
  • Step S 10-19 The fuel cell 11 is not controlled at all, supplies the required current, and ends the processing.
  • Step S 10 — 21 In addition to the current from the fuel cell 11, the current from the battery 12 is also supplied to the motor 14.
  • Step S 10-22 The current value supplied from the battery 12 to the motor 14 is calculated.
  • Step S10—23 The transistor 16a of the booster circuit 16 is turned on / off by a switching signal of a predetermined cycle, and the output voltage of the notebook 12 is boosted.
  • Step S10—24 The fuel cell 11 is not controlled at all, supplies the required current, and ends the processing.
  • the present invention is not limited to the above-described embodiment, but can be variously modified based on the gist of the present invention, and they are not excluded from the scope of the present invention.
  • the load and the fuel cell are directly connected, and the power storage unit circuit including the power storage unit is connected in parallel with the fuel cell.
  • a fuel cell in another fuel cell device, includes a fuel cell, a load connected to an output terminal of the fuel cell, and a power storage means circuit connected to the load in parallel with the fuel cell.
  • the power storage means circuit includes a power storage means, a booster circuit that boosts an output voltage of the power storage means and supplies a current to the load, and supplies a current output from the fuel cell to the power storage means.
  • the SOC of the power storage means can be appropriately controlled with a simple circuit configuration, so that the regenerative current can be used as much as possible without waste, and fuel cell fuel can be saved. be able to. Moreover, there is no need to increase the capacity of the storage means more than necessary. Also, a current corresponding to the required current is appropriately supplied from the fuel cell and the storage means. Furthermore, since the power storage means is appropriately charged by the regenerative current or the like, the power storage means does not rise.
  • the storage means circuit includes: a charging switching element and a boosting switching element connected in series with each other; Power storage means connected in parallel via a vector, and running state detecting means for detecting a running state of the vehicle, wherein the booster circuit and the booster circuit are provided in accordance with the running state of the vehicle detected by the detecting means. And selectively operating the charging circuit.
  • the SOC of the power storage means can be appropriately controlled with a simple circuit configuration, so that the regenerative current can be used as much as possible without waste, and fuel cell fuel can be saved. be able to.
  • the output voltage of the power storage means can be appropriately increased, a current corresponding to the required current is appropriately supplied from the power storage means.
  • the power storage means is appropriately charged by the regenerative current or the like, the power storage means does not go up.
  • the load is a drive control device for a drive module that drives a vehicle.
  • the current corresponding to the required current is appropriately supplied from the fuel cell and the power storage means, even though the circuit configuration is simple, so that the running of the vehicle is not hindered.
  • the boosting circuit and the charging circuit are further controlled such that the SOC of the power storage means falls within a range of a predetermined reference value.
  • the distribution of the current output from the fuel cell and the power storage means can be appropriately controlled, so that there is no hindrance to the running of the vehicle and the power storage means does not rise.
  • the reference value of the SOC of the power storage means predicts the generation of a regenerative current in accordance with the running state of the vehicle, so that the regenerative current can be charged to the power storage means. Is set.
  • the S 0 C of the power storage means can be more appropriately controlled according to the traveling mode of the vehicle, so that the regenerative current can be used as much as possible without any waste, and the fuel cell fuel Can be saved.
  • the power storage means is a circuit including a secondary battery and a capacitor.
  • the power storage means is a capacitor.
  • the current required by the load can be output quickly. Further, the weight and occupied volume of the power storage means can be reduced.
  • the power storage means is a secondary battery.
  • the power storage capacity of the power storage means can be easily enhanced.
  • a fuel cell having both terminals connected to a load, a booster circuit, a charging circuit, and power storage means, and a power storage means connected in parallel to the fuel cell And a current supplied to the load from the power storage means and a current supplied from the power storage means to the load.
  • the traveling state of the vehicle is further determined based on the latest vehicle speed, the accelerator opening S, and the like.
  • the present driving mode is determined based on the latest past driving mode.
  • the traveling state is determined based on information from the vehicle rain position detecting device.
  • a reference value of S 0 C of the power storage means is set according to the determined traveling state, and S 0 C of the power storage means is set to the reference value.
  • a current charged to the power storage means and a current supplied from the power storage means to the load are controlled so as to fall within a value range.
  • the SOC of the power storage means can be appropriately controlled, so that the regenerative current can be used as much as possible without wasting it, and fuel for the fuel cell can be saved. Moreover, since it is not necessary to increase the capacity of the power storage means more than necessary, it is possible to reduce the weight and size of the vehicle rain accommodating the power storage means and to reduce the cost.
  • the reference value of S ⁇ c of the power storage means predicts the generation of a regenerative current in accordance with the traveling state, and the regenerative current is stored in the power storage means. It is set so that it can be charged.
  • the SOC of the power storage means can be more appropriately controlled according to the traveling mode of the vehicle, so that the regenerative current can be used as much as possible without any waste, and the fuel cell fuel can be further improved. Can be saved.
  • the power storage means is a circuit including a secondary battery and a capacitor.
  • the secondary battery and the capacitor are appropriately controlled. And the deterioration of the capacitor can be prevented, and the current required by the load can be output promptly and appropriately.
  • the power storage unit is a capacitor.
  • the current required by the load can be output quickly. Further, the weight and occupied volume of the power storage means can be reduced.
  • the method further comprises:
  • the power storage capacity of the power storage means can be easily enhanced.
  • the battery can be appropriately charged without increasing the capacity of the battery, and the output distribution of the fuel cell and the battery can be maintained in a predetermined state.

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  • Engineering & Computer Science (AREA)
  • Sustainable Energy (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Chemical & Material Sciences (AREA)
  • Electrochemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Manufacturing & Machinery (AREA)
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  • Fuel Cell (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

Les conditions de répartition des courants activant une pile à combustible et une batterie sont correctement contrôlées, et la batterie peut être rechargée de manière appropriée sans nécessité d'augmenter sa capacité. En outre, il est possible de maintenir la répartition de puissance entre la pile à combustible et la batterie dans des conditions spécifiées. Le procédé selon l'invention permet de contrôler un circuit de charge et un circuit de recharge rapide d'un circuit hybride, comportant une pile à combustible (11) reliée à une charge au niveau de ses bornes opposées et une batterie équipée de ce circuit et connectée en parallèle à la pile à combustible (11) via le circuit de recharge.
PCT/JP2001/006837 2000-08-14 2001-08-09 Dispositif de pile a combustible et procede de commande de ce dispositif WO2002015316A1 (fr)

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JP2002063923A (ja) * 2000-08-14 2002-02-28 Equos Research Co Ltd 燃料電池回路
JP2006147306A (ja) * 2004-11-18 2006-06-08 Sumitomo Electric Ind Ltd レドックスフロー電池システムの運転方法
JP2008538650A (ja) * 2005-04-22 2008-10-30 ジーエム・グローバル・テクノロジー・オペレーションズ・インコーポレーテッド マッチドバッテリの燃料電池へのｄｃ／ｄｃコンバータ無しの連結構成
WO2009057616A1 (fr) * 2007-11-02 2009-05-07 Toyota Jidosha Kabushiki Kaisha Système de pile à combustible
WO2009066586A1 (fr) 2007-11-21 2009-05-28 Toyota Jidosha Kabushiki Kaisha Système de pile à combustible

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2002063923A (ja) * 2000-08-14 2002-02-28 Equos Research Co Ltd 燃料電池回路
JP2006147306A (ja) * 2004-11-18 2006-06-08 Sumitomo Electric Ind Ltd レドックスフロー電池システムの運転方法
JP2008538650A (ja) * 2005-04-22 2008-10-30 ジーエム・グローバル・テクノロジー・オペレーションズ・インコーポレーテッド マッチドバッテリの燃料電池へのｄｃ／ｄｃコンバータ無しの連結構成
US8373381B2 (en) 2005-04-22 2013-02-12 GM Global Technology Operations LLC DC/DC-less coupling of matched batteries to fuel cells
WO2009057616A1 (fr) * 2007-11-02 2009-05-07 Toyota Jidosha Kabushiki Kaisha Système de pile à combustible
DE112008002923T5 (de) 2007-11-02 2010-09-09 Toyota Jidosha Kabushiki Kaisha, Toyota-shi Brennstoffzellen-System
US8445153B2 (en) 2007-11-02 2013-05-21 Toyota Jidosha Kabushiki Kaisha Fuel cell high-potential prevention control system
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WO2009066586A1 (fr) 2007-11-21 2009-05-28 Toyota Jidosha Kabushiki Kaisha Système de pile à combustible
US8722265B2 (en) 2007-11-21 2014-05-13 Toyota Jidosha Kabushiki Kaisha Fuel cell system

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