WO2012063300A1 - Dispositif de contrôle de sortie de pile à combustible - Google Patents

Dispositif de contrôle de sortie de pile à combustible Download PDF

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Publication number
WO2012063300A1
WO2012063300A1 PCT/JP2010/069819 JP2010069819W WO2012063300A1 WO 2012063300 A1 WO2012063300 A1 WO 2012063300A1 JP 2010069819 W JP2010069819 W JP 2010069819W WO 2012063300 A1 WO2012063300 A1 WO 2012063300A1
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Prior art keywords
fuel cell
power
voltage
output
value
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PCT/JP2010/069819
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English (en)
Japanese (ja)
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智彦 金子
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トヨタ自動車株式会社
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Priority to PCT/JP2010/069819 priority Critical patent/WO2012063300A1/fr
Publication of WO2012063300A1 publication Critical patent/WO2012063300A1/fr

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    • 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
    • H01M8/04313—Processes for controlling fuel cells or fuel cell systems characterised by the detection or assessment of variables; characterised by the detection or assessment of failure or abnormal function
    • H01M8/04537—Electric variables
    • H01M8/04604—Power, energy, capacity or load
    • H01M8/04619—Power, energy, capacity or load of fuel cell stacks
    • 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • 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
    • 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
    • H01M8/04313—Processes for controlling fuel cells or fuel cell systems characterised by the detection or assessment of variables; characterised by the detection or assessment of failure or abnormal function
    • H01M8/04537—Electric variables
    • H01M8/04544—Voltage
    • H01M8/04559—Voltage 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
    • H01M8/04865—Voltage
    • H01M8/0488—Voltage 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
    • H01M8/04925—Power, energy, capacity or load
    • H01M8/0494—Power, energy, capacity or load 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
    • H01M8/10—Fuel cells with solid electrolytes
    • H01M8/1016—Fuel cells with solid electrolytes characterised by the electrolyte material
    • H01M8/1018—Polymeric electrolyte materials
    • 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
    • H02J3/00—Circuit arrangements for ac mains or ac distribution networks
    • H02J3/38—Arrangements for parallely feeding a single network by two or more generators, converters or transformers
    • H02J3/381—Dispersed generators
    • 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
    • H02J2300/00—Systems for supplying or distributing electric power characterised by decentralized, dispersed, or local generation
    • H02J2300/30—The power source being a fuel cell
    • 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
    • H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
    • H02J2310/40—The network being an on-board power network, i.e. within a vehicle
    • 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
    • H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
    • H02J2310/40—The network being an on-board power network, i.e. within a vehicle
    • H02J2310/48—The network being an on-board power network, i.e. within a vehicle for electric vehicles [EV] or hybrid vehicles [HEV]
    • 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
    • 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
    • Y02T10/64—Electric machine technologies in electromobility
    • 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
    • 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
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to an output control device for a fuel cell.
  • a technique disclosed in Japanese Patent No. 4163222 is known.
  • the current of the fuel cell is controlled by a boost converter disposed at the subsequent stage of the fuel cell.
  • Patent Document 1 In the case of rapid warm-up required at the time of starting the fuel cell when, for example, the outside air temperature drops below the freezing point, it is necessary to directly control the output voltage of the fuel cell to control the target voltage. Although it is desirable for shortening, the control method of Patent Document 1 cannot directly control the output voltage of the fuel cell, and a voltage-current conversion map showing the relationship between the output voltage and the output current of the fuel cell. Is required. In addition, since the relationship between the voltage and the current changes every moment depending on the operating state of the fuel cell, it is difficult to accurately and quickly respond to the demand for rapid warm-up.
  • the output power of the fuel cell cannot be directly controlled.
  • the output power of the fuel cell cannot be quickly increased to the target power value. .
  • the amount of power supplied from the secondary power supply (the amount taken out) may be excessive and exceed the allowable power of the secondary power supply.
  • the present invention has been made to solve the above-described problems caused by the prior art, and an object of the present invention is to make it possible to realize output control of a fuel cell that is highly responsive to various power generation requirements.
  • the present invention provides a power control apparatus for controlling the output power of a fuel cell so that the output power of the fuel cell becomes a target power during normal operation of the fuel cell or a request for rapid power generation.
  • a configuration is adopted in which voltage control for controlling the output voltage of the fuel cell to be a target voltage when the fuel cell is required to be quickly warmed up can be switched.
  • the rapid warm-up is an operation that is performed, for example, when the temperature of the power generation part is rapidly raised when the outside air temperature decreases to improve the startability.
  • this is an operation in which power generation is intentionally performed with less reactive gas supplied to the fuel cell compared to normal (steady) power generation, and power loss is large compared to normal power generation. It is realized by squeezing rather than.
  • the fuel cell is operated with the air stoichiometric ratio set to a predetermined value or higher so that high power generation efficiency can be obtained while suppressing power loss.
  • a rapid power generation request for example, when the required power generation amount exceeds a predetermined threshold set in advance, such as when sudden acceleration is requested when the vehicle is mounted, or when the required power generation amount exceeds the output power of the fuel cell.
  • a duty calculation unit that calculates a duty command value to be given to a boost converter that boosts the output voltage of the fuel cell and outputs the boosted voltage to the load side, and is calculated using the output power and the target power of the fuel cell.
  • any one of the first duty command value and the second duty command value calculated using the output voltage and the target voltage of the fuel cell may be provided to the boost converter.
  • the duty calculation unit is configured to calculate the first duty command value using an output power change amount and a target power change amount obtained based on an output power and a target power of the fuel cell, respectively. May be.
  • the duty calculation unit is configured to calculate the second duty command value using an output voltage change amount and a target voltage change amount respectively obtained based on an output voltage and a target voltage of the fuel cell. May be.
  • the first duty command value is selected during the normal operation or when the rapid power generation is requested, and the second duty command value is selected when the rapid warm-up is requested.
  • You may be comprised so that a control switching part may be provided.
  • the boost converter may be configured to include a booster circuit having a plurality of phases and a correction logic for equalizing a reactor current flowing through the booster circuit in each phase.
  • the correction logic corrects the duty command value according to a first calculation unit that calculates an average value of the reactor current flowing through each phase and a difference between the reactor current flowing through each phase and the average value. And a second calculation unit that calculates a value.
  • FIG. 1 is a configuration diagram schematically showing one embodiment of an output control device for a fuel cell according to the present invention.
  • FIG. It is a block diagram which shows 1st Embodiment of the duty calculating part of FIG.
  • FIG. 2 is a block diagram illustrating an embodiment of a first boost converter of FIG. 1.
  • FIG. 4 is a block diagram illustrating one embodiment of the correction logic of FIG. It is a block diagram which shows the 1st modification of the duty calculating part of FIG. It is a block diagram which shows the 2nd modification of the Duty calculating part of FIG. It is a block diagram which shows the 3rd modification of the duty calculating part of FIG. It is a block diagram which shows 2nd Embodiment of the duty calculating part of FIG.
  • the fuel cell system 1 includes a fuel cell 2 that generates electric power by an electrochemical reaction between an oxidizing gas, which is a reaction gas, and the fuel gas.
  • the power generation state of the fuel cell 2 is controlled by a control unit 11. Controlled by.
  • the fuel cell 2 is, for example, a polymer electrolyte fuel cell, and has a stack structure in which a large number of single cells are stacked.
  • the single cell has an air electrode on one surface of an electrolyte composed of an ion exchange membrane, a fuel electrode on the other surface, and a structure having a pair of separators so as to sandwich the air electrode and the fuel electrode from both sides. It has become.
  • the fuel cell 2 is provided with a voltage sensor Sv for detecting the output terminal voltage and a current sensor Si for detecting the output current.
  • a first boost converter 5 is connected to the fuel cell 2.
  • the first boost converter 5 is a DC voltage converter, and has a function of adjusting the DC voltage input from the fuel cell 2 and outputting it to the inverter 4 side.
  • a drive motor 6 is connected to the first boost converter 5 via an inverter 4, and a battery 9 as a secondary battery and various auxiliary machines 10 are connected via a second boost converter 8. Has been.
  • the second boost converter 8 is a DC voltage converter, and adjusts the DC voltage input from the battery 9 and outputs it to the inverter 4 side, and the DC voltage input from the fuel cell 2 or the drive motor 6. And adjusting the output to the battery 9.
  • Such a function of the second boost converter 8 realizes charging / discharging of the battery 9.
  • the battery 9 is charged with surplus power obtained by stacking battery cells, using a constant high voltage as a terminal voltage, and drawing out the power consumed by the entire load including the drive motor 6 from the output power of the fuel cell 2.
  • the drive motor 6 can be supplementarily supplied with electric power. If the battery 9 continues to be used in a region where the SOC (State Of Of Charge), which is the remaining capacity, is extremely high or low, there is a risk of deterioration. For this reason, it is preferable to directly control the output power of the fuel cell 2 when, for example, sudden acceleration is requested or during normal operation.
  • SOC State Of Of Charge
  • the drive motor 6 is a three-phase AC motor, for example, and constitutes a main power source of a fuel cell vehicle on which the fuel cell system 1 is mounted.
  • the inverter 4 to which the drive motor 6 is connected converts a direct current into a three-phase alternating current and supplies it to the drive motor 6.
  • the control unit 11 is a higher-level control device that controls the operation of various devices in the system based on the operation amount of an acceleration operation member (accelerator or the like) provided in the fuel cell vehicle.
  • a duty calculation unit 12 for calculating a duty command value to be given to the first boost converter is provided. That is, the fuel cell output control apparatus according to the present invention includes the first boost converter 5, the control unit 11, and the duty calculation unit 12 in the present embodiment.
  • the first controller 15 related to power control of the fuel cell 2 and the second controller 16 related to voltage control of the fuel cell 2 are mutually connected. Connected in series.
  • the first controller 15 includes, as a positive component, an output power command value (hereinafter referred to as power command value P_ref) of the fuel cell 2 output from the control unit 11 which is a host control device, and the current sensor Si and The current value of the output power of the fuel cell 2 calculated from each output value of the voltage sensor Sv (hereinafter, the current power value P_mes) is input as a negative component.
  • power command value P_ref an output power command value of the fuel cell 2 output from the control unit 11 which is a host control device
  • the current value of the output power of the fuel cell 2 calculated from each output value of the voltage sensor Sv hereinafter, the current power value P_mes
  • a difference value between the power command value P_ref and the current power value P_mes (hereinafter referred to as a power difference value ⁇ P), that is, a power generation shortage amount with respect to the required power amount to the fuel cell 2, or this power difference value.
  • a correction value for the output voltage of the fuel cell 2 based on ⁇ P (hereinafter, voltage correction value V_cor) is calculated and output to the second controller 16.
  • the second controller 16 includes the power difference value ⁇ P or the voltage correction value V_cor, and the output voltage command value (hereinafter referred to as voltage command value V_ref) of the fuel cell 2 output from the control unit 11 which is a higher-level control device. And the current value of the output voltage of the fuel cell 2 output from the voltage sensor Sv (hereinafter, voltage current value V_mes) is input as a negative component. That is, the second controller 16 receives the voltage difference value ⁇ V between the voltage command value V_ref and the current voltage value V_mes, and the power difference value ⁇ P output from the first controller 15 or the voltage correction value V_cor. Is done. The second controller 16 outputs a duty command value for the first boost converter 5 based on these values.
  • the output control of the fuel cell based on one of the command values can be performed.
  • the power control for controlling the output power of the fuel cell 2 to be the target power and the voltage control for controlling the output voltage of the fuel cell 2 to be the target voltage can be switched.
  • the voltage command value V_ref and the current voltage value V_mes are forcibly set to zero, or the voltage command value V_ref is forcibly set to the same voltage current value V_mes.
  • the first controller 15 By forcibly setting the output value to zero, the output voltage of the fuel cell 2 can be directly controlled to the target value.
  • the duty command value to be given to the first boost converter 5 is determined. If the converter is a multi-phase converter, even if the duty command value given to each phase is the same due to a slight difference in circuit impedance between each phase, the reactor current of each phase varies. Resulting in. In such a case, a surge voltage is generated at a higher level in a phase in which a relatively large current flows compared to the other phases, and a margin until breakdown is relatively reduced. .
  • a correction duty is calculated so that the currents actually flowing in the respective phases of the first boost converter 5 are equal to the duty command value output from the second controller 16, and this correction duty is calculated as the duty command. Add to the value.
  • the first boost converter 5 has a reactor current value for each phase in addition to the U-phase, V-phase, and W-phase boost circuits 51, 52, and 53.
  • Sensors 54, 55, 56 to be detected, and correction logic 57 for calculating the correction duty based on the reactor current values from these sensors 54, 55, 56 are provided.
  • FIG. 3 shows that as shown in FIG.
  • the correction logic 57 includes an averaging processing unit (first calculation unit) 571 and a PI control unit (second calculation unit) 572, and the reactor current in each phase The average value is calculated by the averaging processing unit 571, and the duty command value of the phase in which the reactor current larger than the average value is flowing is reduced by PI control (control in which proportional operation and integration operation are combined) in the PI control unit 572. To do.
  • FIG. 4 only the portion related to the calculation of the correction duty for the U phase is shown, and the portion related to the calculation of the correction duty for the other V and W phases is omitted.
  • the correction duty is calculated by the averaging processing unit and the PI control unit as in the U phase.
  • FIG. 4 illustrates three phases, the same configuration can be applied to any number of phases as long as the phases are plural.
  • the reactor current in each phase is equalized even when there is a slight difference in the circuit impedance between the phases while performing power control or voltage control of the fuel cell 2. Therefore, it is possible to suppress a relative margin decrease until breakdown due to a difference in circuit impedance and a variation in surge voltage.
  • the method for calculating the correction duty is not limited to the above method.
  • the duty command value to be given to the phase may be set in advance so as to be higher than the other phases.
  • the setting in that case may be determined according to, for example, the distribution of the impedance of each phase.
  • the differential value of the power command value P_ref (hereinafter referred to as power differential command value Pdot_ref), that is, the amount of change per predetermined time of the power command value P_ref is calculated. Is output to the second controller 22. Then, the second controller 22 has the power differential command value Pdot_ref and the voltage command value Vref as positive components, and the differential value of the current power value Pmes (hereinafter, power differential current value Pdot_mes), that is, the power The change amount per predetermined time of the current value P_mes and the current voltage value V_mes from the voltage sensor Sv are input as negative components.
  • the second controller 22 includes a power differential difference value ⁇ Pdot, which is a difference value between the power differential command value Pdot_ref and the current power differential value Pdot_mes, and a differential value between the voltage command value V_ref and the current voltage value V_mes.
  • Voltage difference value ⁇ V is input, and a duty command value for first boost converter 5 is output based on these values.
  • the differential power value ⁇ Pdot which is the differential value
  • the second controller 22 instead of the differential power value ⁇ P
  • the duty command value is output. Therefore, it is possible to control the output of the fuel cell 2 with higher responsiveness particularly during normal operation or when sudden acceleration is requested.
  • the power command value P_ref is input to the first controller 15 as a positive component, and the current power value P_mes is input as a negative component.
  • the first controller 15 calculates a power difference value ⁇ P that is a difference value between the power command value P_ref and the current power value P_mes, or a correction value V_cor for the output voltage of the fuel cell 2 based on the power difference value ⁇ P. And output to the second controller 16. Up to this point, the process is the same as in the first embodiment.
  • the second controller 32 of the present modification includes a power differential value ⁇ P or a voltage correction value V_cor output from the first controller 15 and a differential value of the voltage command value V_ref (hereinafter, voltage differential command value).
  • Vdot_ref that is, the amount of change of the voltage command value V_ref per predetermined time is a positive component
  • the differential value of the current voltage value V_mes (hereinafter, voltage differential current value Pdot_mes), that is, per predetermined time of the current voltage value V_mes.
  • the second controller 32 receives the voltage difference value ⁇ P or the voltage correction value V_cor, and the voltage differential difference value ⁇ Vdot that is the difference value between the voltage differential command value Vdot_ref and the voltage differential current value Vdot_mes. Based on this value, the duty command value for the first boost converter 5 is output.
  • the voltage differential difference value ⁇ Vdot which is a differential value
  • the voltage difference value ⁇ V which is a difference value between the voltage command value V_ref and the current voltage value V_mes
  • the power command value P_ref is input to the first controller 21 as a positive component, and the current power value P_mes is input as a negative component. Based on these values, a power differential command value Pdot_ref is calculated and output to the second controller 42. Up to this point, it is the same as the first modification.
  • the second controller 42 of the present modification includes the power differentiation command value Pdot_ref and the voltage differentiation command value Vdot_ref output from the first controller 21 as positive components, for example, the first control.
  • the power differential current value Pdot_mes and the voltage differential current value Pdot_mes output from the device 21 are input as negative components. That is, the second controller 42 includes a power differential difference value ⁇ Pdot that is a difference value between the power differential command value Pdot_ref and the current power differential value Pdot_mes, and a differential value between the voltage differential command value Vdot_ref and the voltage differential current value Vdot_mes.
  • the voltage differential difference value ⁇ Vdot is input, and a duty command value for the first boost converter is output based on these values.
  • the power differential difference value ⁇ Pdot and the voltage differential difference value ⁇ Vdot are input to the second controller 42 and the duty command value is Since it is output, the output control of the fuel cell 2 having high responsiveness to various situations such as normal operation, rapid warm-up request, and rapid acceleration request becomes possible.
  • the first controller 15 related to the power control of the fuel cell 2 and the second controller 16 related to the voltage control of the fuel cell 2 are connected in series with each other.
  • the two embodiments are different in that the first controller 61 and the second controller 62 are connected in parallel to each other.
  • the first controller 61 in the present embodiment receives the power command value V_ref as a positive component and the current power value P_mes as a negative component. That is, the first controller 61 receives a power difference value ⁇ P that is a difference value between the power command value P_ref and the current power value P_mes, in other words, a power generation shortage amount with respect to the required power amount for the fuel cell 2. . Up to this point, the process is the same as in the first embodiment. However, the first controller 61 in the present embodiment is different from the first embodiment in that it outputs a first duty command value for the first boost converter 5 based on the power difference value ⁇ P. .
  • the voltage controller value V_ref is input as a positive component and the current voltage value V_mes is input as a negative component to the second controller 62 in the present embodiment.
  • the second controller 62 receives a voltage difference value ⁇ V that is a difference value between the voltage command value V_ref and the current voltage value V_mes, and the second controller 62 outputs a voltage difference value ⁇ V to the first boost converter 5 based on the voltage difference value ⁇ V. 2 Duty command value is output.
  • a switch (control switching unit) 63 is provided downstream (downstream) of the first controller 61 and the second controller 62.
  • the switch 63 is for selecting a final duty command value to be given to the first boost converter 5, and it is preferable to control the power of the fuel cell 2, for example, during normal operation or when sudden acceleration is requested. It is preferable to select the first duty command value output from the first controller 61 and to control the voltage of the fuel cell 2. For example, when a rapid warm-up request is requested, the second duty output value is output from the second controller 62.
  • the switching operation is controlled based on a switching command from the control unit 11, which is a higher-level control device, so as to select the duty command value.
  • the output control of the fuel cell 2 based on one of the command values can be performed. Accordingly, for example, during normal operation or when sudden acceleration is requested, it is possible to select and execute the control of the energy management entity that controls the output power of the fuel cell 2 to the target value, while for example, when requesting rapid warm-up, Control for directly controlling the output voltage of the fuel cell 2 to the target value can be selected and executed.
  • the first controller 71 receives the power differentiation command value Pdot_ref as a positive component and the power differentiation current value Pdot_mes as a negative component. Based on these values, the first duty command value for the first boost converter 5 is output.
  • the second controller 62 receives the voltage command value P_ref as a positive component and the current voltage value P_mes as a negative component. Based on these values, the first controller 62 A second duty command value for boost converter 5 is output.
  • the power differential difference value ⁇ Pdot that is a differential value of the power difference value ⁇ Pdot that is the difference value between the power command value P_ref and the current power value P_mes is the first difference. Since the first duty command value is output to the first controller 71 and the first duty command value is selected at the time of normal operation or sudden acceleration request, a fuel cell with higher responsiveness is selected. 2 output control becomes possible.
  • the first controller 61 receives the power command value P_ref as a positive component and the current power value P_mes, as in the second embodiment. Is input as a negative component, and the first duty command value for the first boost converter 5 is output based on these values.
  • the second controller 82 is supplied with the voltage differentiation command value Pdot_ref as a positive component and the voltage differentiation current value Pdot_mes as a negative component. Based on these values, the second controller 82 supplies the second differential with respect to the first boost converter 5. The duty command value is output.
  • a voltage differential difference value ⁇ Vdot which is a differential value of the voltage difference value ⁇ Pdot which is a difference value between the voltage command value V_ref and the current voltage value V_mes is a second value. Therefore, when the second duty command value is selected at the time of a quick warm-up request, for example, the output of the fuel cell 2 with higher response is output. Control becomes possible.
  • the first controller 71 has the power differential command value Pdot_ref as a positive component and the power differential current as in the first modified example.
  • the value Pdot_mes is input as a negative component, and a first duty command value for the first boost converter 5 is output based on these values.
  • the second controller 82 receives the voltage differentiation command value Pdot_ref as a positive component and the voltage differentiation current value Pdot_mes as a negative component, and the first controller based on these values.
  • the second duty command value for the step-up converter 5 is output.
  • a power differential difference value ⁇ Pdot which is a differential value between the power differential command value Pdot_ref and the current power differential value Pdot_mes
  • a voltage differential command A voltage differential difference value ⁇ Vdot which is a difference value between the value Pdot_ref and the voltage differential current value Pdot_mes, is input to the first controller 71 and the second controller 82, respectively, and the first duty command value or the second duty Since either one of these is selected and output, output control of the fuel cell 2 with high responsiveness according to various operating states of the fuel cell 2 such as normal operation, rapid warm-up request, and rapid acceleration request Is possible.
  • the fuel cell output control device according to the present invention is mounted on a fuel cell vehicle
  • various mobile bodies other than the fuel cell vehicle robot, ship, aircraft, etc.
  • the fuel cell output control apparatus according to the present invention can also be applied.
  • the present invention can also be applied to an output control device for a fuel cell according to the present invention and a stationary power generation system used as power generation equipment for buildings (housing, buildings, etc.).

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

Abstract

La présente invention a pour objet de parvenir à contrôler la sortie d'une pile à combustible à réponse élevée y compris avec différentes exigences en matière de production d'énergie. La présente invention a trait à une commande de puissance qui permet de contrôler la puissance de sortie d'une pile à combustible (2) lorsque cette pile à combustible (2) fonctionne normalement ou lorsqu'il existe des exigences en matière de production d'énergie rapide de manière à obtenir une puissance cible, ainsi qu'à un réglage de tension qui permet de contrôler la tension de sortie de la pile à combustible (2) de manière à obtenir une tension cible lorsqu'un chauffage rapide de la pile à combustible (2) est requis, laquelle commande de puissance et lequel réglage de tension sont commutables. Par exemple, des sections de calcul (61, 62) qui calculent les valeurs d'instruction de service fournies à un convertisseur d'amplification (5), qui amplifie la tension de sortie de la pile à combustible (2) et qui fournit la sortie du côté de la charge, sont prévues. Soit une première valeur d'instruction de service calculée à l'aide de la puissance de sortie et de la puissance cible de la pile à combustible (2) soit une seconde valeur d'instruction de service calculée à l'aide de la tension de sortie et de la tension cible de la pile à combustible (2) est fournie au convertisseur d'amplification (5).
PCT/JP2010/069819 2010-11-08 2010-11-08 Dispositif de contrôle de sortie de pile à combustible WO2012063300A1 (fr)

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PCT/JP2010/069819 WO2012063300A1 (fr) 2010-11-08 2010-11-08 Dispositif de contrôle de sortie de pile à combustible

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Cited By (3)

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CN103895527A (zh) * 2012-12-24 2014-07-02 现代自动车株式会社 升压变换器的升压控制方法和系统
JP2014166110A (ja) * 2013-02-27 2014-09-08 Honda Motor Co Ltd ２電源負荷駆動システム及び燃料電池自動車
JPWO2013065132A1 (ja) * 2011-11-01 2015-04-02 トヨタ自動車株式会社 燃料電池の出力制御装置

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JP2009070574A (ja) * 2007-09-10 2009-04-02 Nissan Motor Co Ltd 燃料電池システム及びその制御方法
JP2009152131A (ja) * 2007-12-21 2009-07-09 Toyota Motor Corp 燃料電池システム
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JPH0580867A (ja) * 1991-09-19 1993-04-02 Toshiba Corp 燃料電池用パワーコンデイシヨナ
JP2006309977A (ja) * 2005-04-26 2006-11-09 Nissan Motor Co Ltd 燃料電池システム
JP2007048628A (ja) * 2005-08-10 2007-02-22 Toyota Motor Corp 燃料電池電源制御装置、燃料電池システム及び燃料電池電源制御方法
JP2009064754A (ja) * 2007-09-10 2009-03-26 Honda Motor Co Ltd 燃料電池システム及びその起動方法
JP2009070574A (ja) * 2007-09-10 2009-04-02 Nissan Motor Co Ltd 燃料電池システム及びその制御方法
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JP2009159689A (ja) * 2007-12-25 2009-07-16 Toyota Motor Corp 燃料電池システム

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPWO2013065132A1 (ja) * 2011-11-01 2015-04-02 トヨタ自動車株式会社 燃料電池の出力制御装置
CN103895527A (zh) * 2012-12-24 2014-07-02 现代自动车株式会社 升压变换器的升压控制方法和系统
JP2014166110A (ja) * 2013-02-27 2014-09-08 Honda Motor Co Ltd ２電源負荷駆動システム及び燃料電池自動車

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