WO2016185609A1 - 電力調整システム及びその制御方法 - Google Patents
電力調整システム及びその制御方法 Download PDFInfo
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- WO2016185609A1 WO2016185609A1 PCT/JP2015/064629 JP2015064629W WO2016185609A1 WO 2016185609 A1 WO2016185609 A1 WO 2016185609A1 JP 2015064629 W JP2015064629 W JP 2015064629W WO 2016185609 A1 WO2016185609 A1 WO 2016185609A1
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- fuel cell
- impedance
- converter
- voltage
- cell stack
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- 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
-
- 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
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
- B60L50/70—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by fuel cells
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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
- 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
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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
- H01M8/04082—Arrangements for control of reactant parameters, e.g. pressure or concentration
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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
- H01M8/04634—Other electric variables, e.g. resistance or impedance
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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
- H01M8/04634—Other electric variables, e.g. resistance or impedance
- H01M8/04649—Other electric variables, e.g. resistance or impedance of fuel cell stacks
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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
- H01M8/04694—Processes for controlling fuel cells or fuel cell systems characterised by variables to be controlled
- H01M8/04858—Electric variables
- H01M8/04895—Current
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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
- H01M8/04694—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
- H01M8/04947—Power, energy, capacity or load of auxiliary devices, e.g. batteries, capacitors
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- 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
- B60L2210/00—Converter types
- B60L2210/10—DC to DC converters
-
- 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
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
- B60L3/0053—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to fuel cells
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2200/00—Type of vehicle
- B60Y2200/90—Vehicles comprising electric prime movers
- B60Y2200/91—Electric vehicles
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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
- H01M2250/00—Fuel cells for particular applications; Specific features of fuel cell system
- H01M2250/20—Fuel cells in motive systems, e.g. vehicle, ship, plane
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- 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
-
- 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
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells
Definitions
- the present invention relates to a power adjustment system including a fuel cell, an impedance measurement device that measures the impedance of the fuel cell, a high voltage battery, and a DC / DC converter, and a control method thereof.
- a fuel cell for example, hydrogen
- an oxidant gas for example, air
- the output current of the fuel cell and the AC component of the output voltage are measured while outputting the AC voltage signal by an impedance measuring device or a controller.
- the internal impedance of the fuel cell is estimated by calculating these measured AC components.
- WO2012 / 077450 discloses an internal resistance measurement device that measures internal resistance (internal impedance) of a laminated battery in which a plurality of power generation elements are stacked.
- the internal resistance of the multilayer battery is measured based on the potential difference between the potential on the positive electrode side and the potential on the negative electrode side of the multilayer battery and the potential in the middle.
- a traveling motor or the like is exemplified as a load device of the device, a specific configuration is not disclosed.
- the present applicant has proposed a fuel cell system (power adjustment system) including a battery (a high-voltage secondary battery) and a fuel cell provided in parallel with the battery. .
- a DC / DC converter is provided on at least one of the output sides in order to link (synchronize) the output of the battery and the output of the fuel cell.
- the internal resistance measuring device as described above can be used to measure the impedance of the fuel cell in such a power adjustment system.
- a power adjustment system including a DC / DC converter as described above is used to drive a motor of a vehicle including a fuel cell, for example.
- a power adjustment system including a DC / DC converter on the battery side when there is a load fluctuation in a vehicle motor or the like, a signal corresponding to the load fluctuation may be input from the inverter or the like to the fuel cell. And when such a signal is close to the frequency of the alternating current signal (alternating current signal) used by the internal resistance measuring device, there is a possibility that the alternating current supplied from the internal resistance measuring device to the fuel cell also flows to the load side. is there.
- the measurement accuracy of the impedance of the fuel cell is extremely lowered. If the measured impedance is shifted, the wet state of the fuel cell cannot be estimated, the inside of the fuel cell becomes overdried, or flooding (overwetting) occurs, causing the fuel cell to generate power poorly. There is a problem that it may become.
- the DC / DC converter when the DC / DC converter is provided on the fuel cell side, since the impedance of the DC / DC converter itself is high, the load fluctuation component can be prevented from flowing into the fuel cell side. However, since the impedance of the DC / DC converter is high, the output loss of the fuel cell is generated by the DC / DC converter, and the DC / DC converter generates heat due to such loss.
- the present invention has been made by paying attention to the above-described problems, and can accurately measure the impedance of a fuel cell while reducing the output loss of the fuel cell even for a load that may cause a load fluctuation.
- An object of the present invention is to provide a power adjustment system and a control method thereof.
- a power adjustment system of the present invention is connected between a fuel cell connected to a load, and between the fuel cell and the load, and converts the output voltage of the fuel cell at a predetermined required voltage ratio.
- a fuel cell converter, a battery connected in parallel to the fuel cell with respect to the load, and a power supply source different from the fuel cell, between the positive electrode and the intermediate point of the fuel cell, and the intermediate point of the fuel cell And an impedance measuring device for measuring the impedance of the fuel cell by outputting an alternating current between the negative electrode and the negative electrode.
- the power adjustment system of the present invention is provided on the current bypass path, which bypasses the fuel cell converter and connects the fuel cell and the load, and measures the impedance of the fuel cell by the impedance measuring device.
- it further includes a current interrupting unit that electrically interrupts the current bypass path.
- FIG. 1 is a diagram showing an overall configuration of a power adjustment system for a fuel cell according to an embodiment of the present invention.
- FIG. 2 is a circuit diagram of the impedance measuring device for the fuel cell stack shown in FIG.
- FIG. 3 is a flowchart showing overall control of the fuel cell controller, the fuel cell DC / DC converter controller, the battery DC / DC converter controller, and the impedance measuring apparatus according to this embodiment.
- FIG. 4 is a flowchart showing an FC current command calculation process executed by the fuel cell controller.
- FIG. 5 is a flowchart showing a reference FC voltage command calculation process executed by the fuel cell controller.
- FIG. 6 is a flowchart showing a motor lower limit voltage calculation process executed by the fuel cell controller.
- FIG. 1 is a diagram showing an overall configuration of a power adjustment system for a fuel cell according to an embodiment of the present invention.
- FIG. 2 is a circuit diagram of the impedance measuring device for the fuel cell stack shown in FIG.
- FIG. 3 is a
- FIG. 7 is a flowchart showing FC wet state estimation processing executed by the fuel cell controller.
- FIG. 8 is a flowchart showing FC impedance calculation request processing executed by the fuel cell controller.
- FIG. 9 is a flowchart showing DC link voltage command calculation processing executed by the fuel cell controller.
- FIG. 10 is a flowchart showing FC DC / DC converter control processing executed by the fuel cell DC / DC converter controller.
- FIG. 11 is a flowchart showing battery DC / DC converter control processing executed by the battery DC / DC converter controller.
- FIG. 12 is a flowchart showing impedance calculation processing in the AC bridge executed by the impedance measuring apparatus.
- FIG. 1 is a diagram showing an overall configuration of a power adjustment system 1 for a fuel cell (hereinafter simply referred to as “power adjustment system 1”) according to an embodiment of the present invention.
- the power adjustment system 1 of the present invention is used in a vehicle including a high-power battery and using a fuel cell as a drive source.
- the power adjustment system 1 is mounted on, for example, an electric vehicle that drives a vehicle with a drive motor 2.
- the power adjustment system 1 can also be applied to a load such as a device other than a fuel cell vehicle (an electric vehicle using a fuel cell) as long as it uses a fuel cell as a drive source.
- the power adjustment system 1 of the present embodiment includes a fuel cell stack 6, a DC / DC converter (fuel cell converter) 5 for the fuel cell stack 6, and a high-power battery 20 (hereinafter simply referred to as “battery”). 20 ”), an auxiliary machine 30, and a DC / DC converter (battery converter) 8 for the battery 20.
- the power adjustment system 1 includes a fuel cell controller 10 that controls the entire power adjustment system 1 including the fuel cell stack 6, a fuel cell DC / DC converter controller 4 that controls the DC / DC converter 5, and a DC / DC And a battery DC / DC converter controller 7 for controlling the DC converter 8.
- the power adjustment system 1 includes a drive motor 2 as a load, and a drive inverter 3 that performs switching control of DC power input from the fuel cell stack 6 and the battery 20 to AC power to the drive motor 2.
- the power adjustment system 1 of the present embodiment includes an impedance measuring device 200 for measuring the impedance of the fuel cell that constitutes the fuel cell stack 6. A specific configuration of the impedance measuring apparatus 200 will be described later.
- the output current of the fuel cell stack 6 bypasses the DC / DC converter 5 between the positive output terminal of the DC / DC converter 5 and the positive output terminal of the fuel cell stack 6.
- Current bypass path BR is provided. That is, the current bypass path BR connects the fuel cell stack 6 and the drive motor 2 as a load via the drive inverter 3.
- a diode 100 is provided as a current cut-off unit that cuts off the flow of current from the drive motor 2 serving as a load to the fuel cell stack 6.
- the diode 100 is disposed such that the direction from the fuel cell stack 6 toward the drive inverter 3 is a forward direction, and functions as a current interrupting unit of the present invention. Therefore, when the DC / DC converter 5 for the fuel cell stack 6 is boosted, the diode 100 can prevent a current from flowing backward from the output of the DC / DC converter 5 to the fuel cell stack 6. .
- the DC / DC converter 5 for the fuel cell stack 6 is provided between the fuel cell stack 6 and the drive inverter 3 (drive motor 2).
- the DC / DC converter 5 converts the output voltage of the fuel cell stack 6 into the input voltage of the drive inverter 3 at a predetermined required voltage ratio.
- the DC / DC converter 5 is a boost converter for boosting the output voltage of the fuel cell stack 6 to a voltage suitable for the drive voltage of the drive motor 2.
- the DC / DC converter 5 is composed of a three-phase converter.
- the DC / DC converter 5 may be referred to as a multiphase converter 5.
- the number of phases of multiphase converter 5 may be three or more.
- the multi-phase converter 5 includes three converters: a U-phase converter, a V-phase converter, and a W-phase converter.
- Three reactors 5U, 5V, and 5W are connected to the U-phase, V-phase, and W-phase converters, respectively.
- the U-phase converter, the V-phase converter, and the W-phase converter have the same configuration. Therefore, hereinafter, the configuration will be described with the U-phase converter as a representative.
- the U-phase converter includes a reactor 5U, a step-down switching element 51U, a rectifier diode 52U, a step-up switching element 53U, and a freewheeling diode 54U.
- the switching element 51U is connected in antiparallel with the rectifier diode 52U, and the switching element 53U is connected in antiparallel with the freewheeling diode 54U.
- These switching elements 51U and 54U are configured by, for example, IGBT (Insulated Gate Gate Bipolar Transistors).
- Reactor 5U has one end connected to the positive output terminal of fuel cell stack 6 via current sensor 61, the other end connected to one end of switching element 51U and rectifier diode 52U, and one end of switching element 53U and free-wheeling diode 54U. And connected to.
- the other ends of the switching element 51U and the rectifier diode 52U are connected to the cathode terminal of the diode 100 and the input terminal on the positive side of the drive inverter 3.
- the other ends of the switching element 53 ⁇ / b> U and the reflux diode 54 ⁇ / b> U are connected to the negative output terminal of the fuel cell stack 6 and the negative input terminal of the drive inverter 3.
- a voltage sensor 62 for detecting the output voltage of the fuel cell stack 6 and a capacitor 63 for smoothing the output voltage of the fuel cell stack 6 are connected in parallel. .
- the capacitor 63 smoothes the output voltage of the fuel cell stack 6, thereby reducing a ripple component in the output of the fuel cell stack 6.
- a capacitor 64 for smoothing the output voltage of the multiphase converter 5 and an output voltage of the multiphase converter 5 (input voltage of the drive inverter 3) are detected.
- a voltage sensor 65 is connected in parallel. This capacitor 64 can reduce the ripple component in the output of the multiphase converter 5.
- a capacitor 66 for smoothing the input voltage of the drive inverter 3 is connected between the connection terminal of the output terminal of the multiphase converter 5 and the output terminal of the DC / DC converter 8 and the input terminal of the drive inverter 3. Provided.
- the fuel cell stack 6 is connected to a drive motor 2 serving as a load of the power adjustment system 1 via a multiphase converter 5 and a drive inverter 3.
- the fuel cell stack 6 receives supply of cathode gas (oxidant gas) and anode gas (fuel gas) from a cathode gas supply / exhaust device (not shown) and an anode gas supply / exhaust device in accordance with an electric load such as the drive motor 2.
- It is a laminated battery that generates electricity. For example, several hundred fuel cells are stacked in the fuel cell stack 6.
- the fuel cell stack 6 includes many anode gas supply / exhaust passages, cathode gas supply / exhaust passages, a pressure regulating valve provided in each passage, a cooling water circulation passage, a cooling water pump, a radiator, and a cooling device for the fuel cell stack 6.
- the device is connected. However, since these are not related to the technical features of the present invention, their illustration is omitted.
- the drive motor 2 drives a vehicle on which the power adjustment system 1 of the present embodiment is mounted.
- the drive inverter 3 converts DC power supplied from the fuel cell stack 6 and the battery 20 into AC power, and supplies the converted AC power to the drive motor 2.
- the drive motor 2 is rotationally driven by the AC power supplied from the drive inverter 3 and supplies the rotational energy to the subsequent stage.
- the drive motor 2 is connected to the drive wheels of the vehicle via a differential and a shaft.
- the regenerative electric power of the drive motor 2 is supplied to the battery 20 via the drive inverter 3 and the DC / DC converter 8 according to the charge state of the battery 20, and the battery 20 is charged.
- the drive motor 2 is rotated by the generated power of the fuel cell stack 6 and the stored power from the battery 20, and the rotational energy is transmitted to the drive wheels of the vehicle (not shown).
- a motor rotation number detection unit 21 that detects the motor rotation number of the drive motor 2 and a motor torque detection unit 22 that detects the motor torque of the drive motor 2 are provided.
- the motor rotation speed and motor torque of the drive motor 2 detected by the detection units 21 and 22 are output to the fuel cell controller 10.
- the battery 20 is a chargeable / dischargeable secondary battery, for example, a 300 V (volt) lithium ion battery.
- the battery 20 is connected to the auxiliary machinery 30 and constitutes a power source for the auxiliary machinery 30.
- the battery 20 is connected to the drive inverter 3 and the DC / DC converter 5 via the DC / DC converter 8. That is, the battery 20 is connected in parallel with the fuel cell stack 6 to the drive motor 2 that is a load of the power adjustment system 1.
- a voltage sensor 67 for detecting the output voltage of the battery 20 and a capacitor 68 for smoothing the output voltage of the battery 20 are connected to the output terminal of the battery 20 in parallel with the auxiliary machinery 30.
- the DC / DC converter 8 for the battery 20 is provided between the battery 20 and the drive inverter 3 (drive motor 2).
- the DC / DC converter 8 converts the output voltage of the battery 20 into the input voltage of the drive inverter 3 at a predetermined required voltage ratio. As will be described later, the output voltage of the DC / DC converter 8 is controlled to be linked (synchronized) with the output voltage of the multiphase converter 5.
- the DC / DC converter 8 is a single-phase converter, unlike the multiphase converter 5 for the fuel cell stack 6.
- the DC / DC converter 8 includes a reactor 81, a step-down switching element 82, a rectifier diode 83, a step-up switching element 84, and a free wheeling diode 85.
- the switching element 82 is connected in reverse parallel with the rectifier diode 83, and the switching element 84 is connected in reverse parallel with the freewheeling diode 85.
- These switching elements 82 and 84 are composed of, for example, IGBTs.
- Reactor 81 has one end connected to the output terminal on the positive electrode side of battery 20, and the other end connected to one end of switching element 82 and rectifier diode 83, and one end of switching element 84 and freewheeling diode 85.
- the other ends of the switching element 82 and the rectifier diode 83 are connected to the positive input terminal of the drive inverter 3.
- the other ends of the switching element 84 and the return diode 85 are connected to the negative output terminal of the battery 20 and the negative input terminal of the drive inverter 3.
- a capacitor 70 for smoothing the output voltage of the DC / DC converter 8 and an output voltage of the DC / DC converter 8 (input voltage of the drive inverter 3) are detected.
- the voltage sensor 69 is connected.
- the auxiliary machinery 30 is a component mainly attached to the fuel cell stack 6 and includes the cathode gas supply / discharge device and the anode gas supply / discharge device as described above, an air compressor (not shown), a cooling pump, and the like.
- a step-down DC / DC converter (not shown) may be provided between the battery 20 and the target auxiliary machinery 30.
- a low-power battery (not shown) for the low-power device may be provided.
- the fuel cell controller 10 includes a microcomputer having a central processing unit (CPU), a read-only memory (ROM), a random access memory (RAM), and an input / output interface (I / O interface). .
- CPU central processing unit
- ROM read-only memory
- RAM random access memory
- I / O interface input / output interface
- the fuel cell controller 10 includes the output current value and output voltage value of the fuel cell stack 6 input from the sensors 61 and 62, the motor speed of the drive motor 2 input from the detection units 21 and 22, and Based on the motor torque, commands for operating the multiphase converter 5 and the DC / DC converter 8 are output to the fuel cell DC / DC converter controller 4 and the battery DC / DC converter controller 7, respectively.
- the fuel cell controller 10 outputs an impedance calculation request for the fuel cell stack 6 to the impedance measuring device 200.
- the impedance measuring apparatus 200 measures the impedance of the fuel cell stack 6 and outputs the measurement result to the fuel cell controller 10 as will be described later.
- the fuel cell DC / DC converter controller 4 controls the multiphase converter 5 based on a command from the fuel cell controller 10.
- the fuel cell DC / DC converter controller 4 is configured to switch the switching elements 51U to 51W and 53U to 53W for each phase of the multiphase converter 5 based on a command (FC voltage command) from the fuel cell controller 10. ON / OFF control.
- the fuel cell DC / DC converter controller 4 includes the output voltage value of the fuel cell stack 6 detected by the voltage sensor 62 and the output voltage value of the multiphase converter 5 detected by the voltage sensor 65. Is entered.
- the fuel cell DC / DC converter controller 4 is configured so that the voltage ratio (output voltage / input voltage) of the multiphase converter 5 becomes a command value (FC voltage command value) from the fuel cell controller 10.
- the switching elements 51U to 51W and 53U to 53W are controlled to be switched.
- the battery DC / DC converter controller 7 controls the DC / DC converter 8 for the battery 20 based on a command from the fuel cell controller 10.
- the DC / DC converter controller 4 for the fuel cell and the DC / DC converter controller 7 for the battery have the voltage ratio and DC / DC ratio of the multiphase converter 5 so that the input voltage to the drive inverter 3 becomes the same voltage (DC link voltage). Each voltage ratio by the DC converter 8 is controlled.
- the battery DC / DC converter controller 7 receives the output voltage value of the battery 20 detected by the voltage sensor 67 and the output voltage value of the DC / DC converter 8 detected by the voltage sensor 69.
- the battery DC / DC converter controller 7 is configured so that the voltage ratio (output voltage / input voltage) of the DC / DC converter 8 becomes a command value (DC link voltage command value) from the fuel cell controller 10.
- the switching elements 82 and 84 of the converter 8 are subjected to switching control.
- the impedance measuring device 200 is a device for measuring the impedance of the fuel cell stack 6.
- the impedance measuring apparatus 200 measures the impedance of the fuel cell stack 6 by outputting an alternating current between the positive electrode and the intermediate point of the fuel cell stack 6 and between the intermediate point and the negative electrode of the fuel cell stack 6.
- FIG. 2 is a circuit diagram of an impedance measuring apparatus 200 for measuring the impedance of the fuel cell stack 6 shown in FIG.
- the connection indicated by a solid line means an electrical connection
- the connection indicated by a broken line means an electrical signal connection.
- the impedance measuring apparatus 200 is connected to the positive electrode terminal (cathode electrode side terminal) 6B, the negative electrode terminal (anode electrode side terminal) 6A, and the midway terminal 6C of the fuel cell stack 6.
- the part connected to the midway terminal 6C is grounded as shown in the figure.
- the impedance measuring apparatus 200 includes a positive voltage sensor 210, a negative voltage sensor 212, a positive power supply 214, a negative power supply 216, an AC adjustment unit 218, and an impedance calculation unit. 220.
- the positive side voltage sensor 210 is connected to the positive terminal 6B and the halfway terminal 6C, measures the positive side AC potential difference V1 of the positive terminal 6B with respect to the halfway terminal 6C, and sends the measurement result to the AC adjustment unit 218 and the impedance calculation unit 220. Output.
- the negative voltage sensor 212 is connected to the intermediate terminal 6C and the negative terminal 6A, measures the negative AC potential difference V2 of the negative terminal 6A with respect to the intermediate terminal 6C, and sends the measurement result to the AC adjustment unit 218 and the impedance calculation unit 220. Output.
- the positive power supply unit 214 is realized by, for example, a voltage-current conversion circuit using an operational amplifier (not shown), and is controlled by the AC adjustment unit 218 so that the AC current I1 flows through a closed circuit including the positive terminal 6B and the midway terminal 6C.
- the negative power source unit 216 is realized by a voltage-current conversion circuit using an operational amplifier (OP amplifier), for example, and the AC adjustment unit 218 causes the AC current I2 to flow in a closed circuit including the negative electrode terminal 6A and the intermediate terminal 6C. Be controlled.
- the AC adjustment unit 218 is realized by, for example, a PI control circuit (not shown), and command signals to the positive power supply unit 214 and the negative power supply unit 216 so that the above-described AC currents I1 and I2 flow in the respective closed circuits. Is generated.
- the outputs of the positive power supply unit 214 and the negative power supply unit 216 are increased / decreased according to the command signal generated in this manner, so that the AC potential differences V1 and V2 between the terminals are both set to a predetermined level (predetermined value). Be controlled. As a result, the AC potential differences V1 and V2 are equipotential.
- the impedance calculation unit 220 includes hardware such as an AD converter and a microcomputer chip (not shown) and a software configuration such as a program for calculating impedance.
- the impedance calculation unit 220 converts the alternating current (I1, I2) and the alternating voltage (V1, V2) input from each unit 210, 212, 214, 216 into a digital numerical signal by an AD converter, and measures impedance. Process.
- the impedance calculation unit 220 calculates the first impedance Z1 from the halfway terminal 6C to the positive terminal 6B by dividing the positive AC potential difference V1 by the alternating current I1. Further, the impedance calculation unit 220 calculates the second impedance Z2 from the midway terminal 6C to the negative electrode terminal 6A by dividing the negative electrode side AC potential difference V2 by the AC current I2. Further, the impedance calculation unit 220 calculates the impedance Z of the fuel cell stack 6 by adding the first impedance Z1 and the second impedance Z2.
- the fuel cell controller 10 When measuring the impedance of the fuel cell stack 6, the fuel cell controller 10 first causes the multilayer converter 5 to boost the output voltage of the fuel cell stack 6. Thereby, the impedance when the fuel cell stack 6 side is viewed from the drive inverter 3 increases, and even if there is a load variation, the impedance measurement is not adversely affected. Even if the voltage at the output side of the multilayer converter 5 is higher than that at the output side of the fuel cell stack 6, the diode 100 on the current bypass path BR can prevent the current from flowing back to the fuel cell stack 6. .
- the positive electrode terminal 6 ⁇ / b> B and the negative electrode terminal 6 ⁇ / b> A are shown to be directly connected to the output terminals of the fuel cell stack 6.
- the positive electrode terminal 6B and the negative electrode terminal 6A are not limited to such a connection, and the positive electrode terminal 6B and the negative electrode terminal 6A are the most positive fuel cell fuel cells stacked in the fuel cell stack 6. You may connect to a positive electrode terminal and the negative electrode terminal of the fuel cell of the most negative electrode side.
- the impedance calculation unit 220 is configured to calculate the impedance of the fuel cell stack 6 by executing a program stored in advance in a memory (not shown) by hardware such as a microcomputer chip.
- the impedance calculation unit 220 is not limited to such a configuration.
- the impedance calculation unit 220 may be realized by an analog calculation circuit using an analog calculation IC. By using an analog arithmetic circuit, it is possible to output a temporally continuous impedance change.
- an alternating current signal composed of a sine wave signal is used as the alternating current and the alternating voltage.
- these AC signals are not limited to sine wave signals, but may be rectangular wave signals, triangular wave signals, sawtooth wave signals, or the like.
- FIG. 3 shows the overall operation of the power adjustment system 1 of the present embodiment, but additional steps may be included as necessary.
- the control method of the power adjustment system 1 of the present invention constitutes a part of the overall operation.
- FIG. 3 is a flowchart showing overall control of the fuel cell controller 10, the fuel cell DC / DC converter controller 4, the battery DC / DC converter controller 7, and the impedance measuring apparatus 200 of the power adjustment system 1 in the present embodiment. (Main processing flow).
- the control according to this flowchart is executed at least at the timing when the operation state of the drive motor 2 and the operation state of the auxiliary machinery 30 fluctuate. However, this control may be executed every predetermined time. In addition, the order of the steps may be changed as long as no contradiction occurs.
- the fuel cell controller 10 executes FC current command calculation processing for determining the current command value of the fuel cell stack 6 (step S1), and a reference for determining the voltage command value of the fuel cell stack 6 FC voltage command calculation processing is executed (step S2).
- the fuel cell controller 10 determines each auxiliary component included in the auxiliary machinery 30 based on the current command value (FC current command value described later) and the voltage command value of the fuel cell stack 6 determined in steps S1 and S2. Various operation command values of the machine are determined (step S3), and the determined command values are output to each auxiliary machine.
- the fuel cell controller 10 executes a motor lower limit voltage calculation process for determining the motor lower limit voltage of the drive motor 2 to be the input voltage of the drive inverter 3 (step S4).
- the fuel cell controller 10 executes FC wet state estimation processing for estimating the wet state of the fuel cell stack 6 in order to control the operation state of the fuel cell stack 6 (step S5).
- the fuel cell controller 10 determines whether or not the impedance of the fuel cell stack 6 should be calculated based on the wet state of the fuel cell stack 6 specified by the FC wet state estimation process executed in step S5.
- the FC impedance calculation request process is executed (step S6).
- the fuel cell controller 10 executes a DC link voltage command process for specifying the voltage value of the DC link voltage (step S7).
- the fuel cell controller 10 sends the FC voltage command and the DC link voltage command to the fuel cell DC / DC converter controller 4 and the battery DC / DC converter controller 7 based on the DC link voltage specified in this way. Output.
- the DC link voltage command is also output to the fuel cell DC / DC converter controller 4 as necessary.
- the DC / DC converter controller 4 for the fuel cell 4 uses the DC / DC for FC for boosting / lowering the multiphase converter 5 based on the output voltage (FC output voltage) of the fuel cell stack 6 and the DC link voltage command.
- a DC converter control process is executed (step S8).
- the battery DC / DC converter controller 7 performs a battery DC / DC converter control process for boosting / lowering the DC / DC converter 8 based on the DC link voltage command input from the fuel cell controller 10. Is executed (step S9).
- the impedance measuring apparatus 200 executes FC impedance calculation processing by an AC bridge method for calculating (calculating) the internal impedance of the fuel cell stack 6 based on the FC impedance calculation request command from the fuel cell controller 10. (Step S10).
- the fuel cell controller 10, the fuel cell DC / DC converter controller 4, the battery DC / DC converter controller 7, and the impedance measuring apparatus 200 end the overall control flow in the present embodiment shown in FIG. 3. .
- FIG. 4 is a subroutine corresponding to step S1 of FIG. 3, and is a flowchart showing an FC current command calculation process executed by the fuel cell controller 10.
- the fuel cell controller 10 first calculates the power consumption consumed in each auxiliary machine of the auxiliary machines 30 (step S101). Then, the fuel cell controller 10 calculates the target fuel cell power based on the power generation command value for the battery 20 and the fuel cell stack 6 and the power consumption of the auxiliary machines 30 calculated in step S101 (step S102). ).
- the power generation command value for the fuel cell stack 6 indicates how much generated power is required for the fuel cell stack 6.
- the fuel cell controller 10 determines the power generation command value based on the amount of depression of the accelerator pedal from the driver on the vehicle of the present embodiment, that is, the accelerator pedal opening degree, the drive state of the drive motor 2, and the like. decide.
- the fuel cell controller 10 determines the current fuel cell based on the output current value of the fuel cell stack 6 detected by the current sensor 61 and the output voltage value of the fuel cell stack 6 detected by the voltage sensor 62.
- the output power of the stack 6 is calculated (step S103).
- the output power of the fuel cell stack 6 is obtained by multiplying the output current value of the fuel cell stack 6 and the output voltage value.
- the fuel cell controller 10 determines the fuel cell stack 6 based on the target fuel cell power of the fuel cell stack 6 calculated in step S102 and the actual output power of the fuel cell stack 6 calculated in step S103.
- the power deviation is calculated (step S104). This power deviation is obtained based on the difference between the target fuel cell power and the actual output voltage.
- the fuel cell controller 10 performs power feedback control based on PI control based on the power deviation of the fuel cell stack 6 calculated in step S104.
- the fuel cell controller 10 corrects the current command value (target fuel cell current value) of the fuel cell stack 6 by this power feedback control (step S105).
- the fuel cell controller 10 determines the fuel cell stack 6 based on the upper limit current value of the fuel cell stack 6 preset in the fuel cell controller 10 and the target fuel cell current value obtained in step S105.
- the FC current command value which is the current command value to the current, is determined (step S106).
- the fuel cell controller 10 compares the upper limit current value of the fuel cell stack 6 with the target fuel cell current value, and determines the smaller value as the FC current command value. When determining the FC current command value, the fuel cell controller 10 ends the FC current command calculation process and returns to the main process flow.
- the upper limit current value of the fuel cell stack 6 means the upper limit value of the current value that can be output by the fuel cell stack 6, and is obtained in advance through experiments or the like as necessary.
- the fuel cell controller 10 controls the flow rates and pressures of the anode gas and the cathode gas so that the output current of the fuel cell stack 6 becomes the FC current command value. Control. This is to control the flow rates of the anode gas and the cathode gas in order to control the output of the fuel cell stack 6. The flow rates of these gases are controlled based on the output current of the fuel cell stack 6. Because.
- FIG. 5 is a flowchart corresponding to step S2 of FIG. 3 and showing a reference FC voltage command calculation process executed by the fuel cell controller 10.
- the fuel cell controller 10 uses the FC current command value determined in step S106 of the FC current command calculation process and the output current value of the fuel cell stack 6 detected by the current sensor 61. Based on this, a current deviation is calculated (step S201). This current deviation is obtained based on the difference between the FC current command value of the fuel cell stack 6 and the actual output current value.
- the fuel cell controller 10 performs current feedback control based on PI control based on the current deviation calculated in step S201.
- the fuel cell controller 10 determines the target voltage of the fuel cell stack 6 based on the IV characteristic curve stored in advance in a memory (not shown).
- a reference FC voltage command value to be a value is calculated (step S202). Then, the fuel cell controller 10 ends the reference FC voltage command calculation process and returns to the main process flow.
- the fuel cell controller 10 does not control the output current of the fuel cell stack 6 to be the FC current command value, but based on the reference FC voltage command value determined in step S202.
- the flow rate and pressure of the anode gas and the cathode gas may be controlled so that the output voltage value becomes the reference FC voltage command value.
- FIG. 6 is a flowchart corresponding to step S4 of FIG. 3 and showing a motor lower limit voltage calculation process executed by the fuel cell controller 10.
- the fuel cell controller 10 first detects the motor rotation number of the drive motor 2 by the motor rotation number detection unit 21 (step S401), and the motor torque detection unit 22 detects the motor rotation number of the drive motor 2. The motor torque is detected (step S402).
- an induced voltage is generated in the drive motor 2 as the motor rotation speed of the drive motor 2 increases. Therefore, if the supply voltage to the drive motor 2, that is, the output voltage of the drive inverter 3, is not higher than the induced voltage, the drive motor 2 cannot be driven. Therefore, in this motor lower limit voltage calculation process, the motor rotation speed of the drive motor 2 is first detected.
- a current sensor for detecting a supply current actually input to the drive motor 2 is provided in order to detect the motor torque of the drive motor 2 and its efficiency.
- the fuel cell controller 10 may detect the motor torque of the drive motor 2 based on the detected supply current value.
- the fuel cell controller 10 refers to the motor rotation speed-motor torque map stored in advance in a memory (not shown) of the fuel cell controller 10 and the motor rotation speed of the drive motor 2 detected in steps S401 and S402.
- the motor lower limit voltage is determined based on the motor torque (step S403).
- map data may be stored in the memory of the fuel cell controller 10 in advance by, for example, experimental data.
- the fuel cell controller 10 determines the motor lower limit voltage in this way, it ends this motor lower limit voltage calculation processing and returns to the main processing flow.
- FIG. 7 is a flowchart corresponding to step S5 of FIG. 3 and showing the FC wet state estimation process executed by the fuel cell controller 10.
- the fuel cell controller 10 first determines the output current value of the fuel cell stack 6 detected by the current sensor 61 and the output voltage value of the fuel cell stack 6 detected by the voltage sensor 62. Based on the above, it is determined whether or not the impedance of the fuel cell stack 6 can be calculated (step S501).
- the fuel cell controller 10 May determine that the impedance of the fuel cell stack 6 cannot be calculated.
- the fuel cell controller 10 cannot calculate the impedance of the fuel cell stack 6 even when the circuit of the impedance measuring apparatus 200 is saturated due to a large ripple current or the like. What is necessary is just to judge.
- step S501 If it is determined in step S501 that the impedance of the fuel cell stack 6 can be calculated, the fuel cell controller 10 resets the amount of water generated from the fuel cell stack 6 (step S502). That is, the fuel cell controller 10 sets the amount of water generated from the fuel cell stack 6 to zero.
- the fuel cell controller 10 detects the temperature of the fuel cell stack 6 using a temperature sensor (not shown) (step S503).
- the fuel cell controller 10 receives the impedance of the fuel cell stack 6 measured and calculated by the impedance measuring device 200 from the impedance measuring device 200.
- the fuel cell controller 10 may store the impedance of the fuel cell stack 6 previously measured by the impedance measuring apparatus 200 in a memory and read the impedance.
- the impedance measuring apparatus 200 is based on the alternating current adjusted by the alternating current adjusting unit 218 and the alternating voltage value detected by the positive voltage sensor 210 and the negative voltage sensor 212.
- the impedance of the fuel cell stack 6 is calculated.
- the fuel cell controller 10 refers to the impedance-fuel cell temperature map stored in advance in a memory or the like (not shown), detects the impedance of the fuel cell stack 6 received (read) in this way, and detects it in step S503.
- the wet state A of the fuel cell stack 6 is identified based on the temperature of the fuel cell stack 6 (step S504).
- the illustration of the impedance-fuel cell temperature map is omitted, for example, it may be obtained in advance by experimental data and the map data may be stored in the memory.
- the fuel cell controller 10 sets the wet state A of the fuel cell stack 6 identified as described above to the wet state of the fuel cell stack 6 (step S505), ends this FC wet state estimation process, Return to the main processing flow.
- step S501 determines whether the impedance of the fuel cell stack 6 cannot be calculated. If it is determined in step S501 that the impedance of the fuel cell stack 6 cannot be calculated, the fuel cell controller 10 determines the wet state A of the fuel cell stack 6 from the previous time to the present. The amount of generated water is determined (step S506).
- the fuel cell controller 10 determines the amount of water generated this time with reference to a fuel cell output current-water amount table stored in advance in a memory (not shown) or the like.
- the fuel cell output current-water content table is a table showing the relationship between the output current (integrated value) of the fuel cell stack 6 and the amount of water generated during the detection period.
- the output current of the fuel cell stack 6 is detected by a current sensor 61 and output to the fuel cell controller 10.
- the fuel cell controller 10 may integrate, for example, output current values from the previous impedance calculation and store them in a memory (not shown). Thereby, the fuel cell controller 10 specifies how much moisture has been generated in the fuel cell stack 6 from the time when the previous moisture amount was set to 0 (step S502) based on the output current integrated value. be able to.
- the fuel cell controller 10 reads the previously set wet state A of the fuel cell stack 6 from a memory (not shown), and refers to a wet state-water content map stored in advance in the memory or the like. Then, the fuel cell controller 10 specifies (estimates) the wet state B of the fuel cell stack 6 based on the read wet state A and the current moisture content determined in step S506 (step S507).
- the fuel cell controller 10 sets the wet state B of the fuel cell stack 6 identified as described above to the wet state of the fuel cell stack 6 (step S508), ends this FC wet state estimation process, Return to the main processing flow.
- FIG. 8 is a subroutine corresponding to step S6 of FIG. 3, and is a flowchart showing FC impedance calculation request processing executed by the fuel cell controller 10.
- the fuel cell controller 10 first reaches the fuel cell stack 6 in a power generation failure state based on the wet state A or B of the fuel cell stack 6 specified by the FC wet state estimation process. It is determined whether or not (step S601).
- the fuel cell stack 6 is in an overdried state, or conversely, If the fuel cell controller 10 is in an excessively wet state, the fuel cell controller 10 determines that the fuel cell stack 6 has reached a power generation failure state.
- the power generation failure state of the fuel cell stack 6 can also be referred to as a state in which the power generation efficiency of the fuel cell stack 6 is reduced.
- step S601 If it is determined in step S601 that the fuel cell stack 6 has not reached the power generation failure state, the fuel cell controller 10 ends this FC impedance calculation request processing as it is and returns to the main processing flow. In this case, the fuel cell controller 10 may perform the processes of steps S506 to S508 of the FC wet state estimation process to estimate the wet state B of the fuel cell stack 6.
- step S601 when it is determined in step S601 that the fuel cell stack 6 has reached the power generation failure state, the fuel cell controller 10 requests the impedance measuring device 200 to calculate the impedance of the fuel cell stack 6. To do. That is, the fuel cell controller 10 outputs an impedance calculation request to the impedance measuring apparatus 200 (step S602), ends the FC impedance calculation request process, and returns to the main process flow.
- FIG. 9 is a subroutine corresponding to step S7 of FIG. 3, and is a flowchart showing DC link voltage command calculation processing executed by the fuel cell controller 10.
- the fuel cell controller 10 performs a value obtained by adding a predetermined margin ⁇ to the motor lower limit voltage of the drive motor 2 determined by the motor lower limit voltage calculation process, and a reference FC voltage command calculation process. The calculated reference FC voltage command value is compared. Then, the fuel cell controller 10 determines whether or not the motor lower limit voltage + margin ⁇ is larger than the reference FC voltage command value (step S701).
- the fuel cell controller 10 When it is determined that the motor lower limit voltage + margin ⁇ is larger than the reference FC voltage command value, the fuel cell controller 10 adds a predetermined margin ⁇ to the motor lower limit voltage + margin ⁇ as the DC link voltage. Is output to the battery DC / DC converter controller 7 (step S702). Then, the fuel cell controller 10 ends this DC link voltage command calculation processing and returns to the main processing flow.
- step S701 if it is determined in step S701 that the motor lower limit voltage + margin ⁇ is not greater than the reference FC voltage command value, the fuel cell controller 10 requests the impedance measurement device 200 to perform an impedance calculation request in the FC impedance calculation request process. Is determined (step S703).
- the fuel cell controller 10 If it is determined that the impedance calculation request has been output, the fuel cell controller 10 outputs the reference FC voltage command value + margin ⁇ to the battery DC / DC converter controller 7 as the DC link voltage (step S704).
- the fuel cell controller 10 outputs the reference FC voltage command value to the fuel cell DC / DC converter controller 4 as the FC voltage command value (step S705), ends this DC link voltage command calculation processing, Return to the main processing flow.
- step S703 if it is determined in step S703 that the impedance calculation request is not output, the fuel cell controller 10 outputs the reference FC voltage command value to the battery DC / DC converter controller 7 as the DC link voltage. (Step S706).
- the fuel cell controller 10 outputs the reference FC voltage command value + margin ⁇ to the fuel cell DC / DC converter controller 4 as the FC voltage command value (step S707), and ends this DC link voltage command calculation processing. Then, the process returns to the main process flow.
- the margin ⁇ in the determination step in step S701 and the output value in step S702 means a margin for the motor lower limit voltage calculated in step S403 of the motor lower limit voltage calculation process.
- This margin ⁇ is to prevent (motor lower limit voltage)> (DC link voltage) as a lower limit voltage capable of measuring the impedance of the fuel cell stack 6.
- the margin ⁇ is determined by experiments or the like in consideration of the detection error of the DC link voltage, the amplitude of the ripple voltage component generated by the switching operation of the switching elements 82 and 84 of the DC / DC converter 8 and the like. It is what is done.
- the margin ⁇ may be determined by adding all of these in consideration of the detection error and the positive and negative components of the voltage amplitude.
- the motor lower limit voltage is set in consideration of the induced voltage generated by the rotation of the drive motor 2 so as to satisfy the torque requirement of the drive motor 2.
- the margin ⁇ in the output values of steps S702, S704, and S707 means a margin for the DC link voltage command value and the FC voltage command value output by the fuel cell controller 10.
- This margin ⁇ is for setting the DC link voltage command value and the FC voltage command value according to the presence / absence of the output of the impedance calculation request.
- the efficiency of the fuel cell stack 6 is considered with the highest priority, and the output voltage of the fuel cell stack 6 is set to the DC for the battery 20 without boosting by the multiphase converter 5. / Directly connected to the output voltage of the DC converter 8.
- the margin ⁇ is a detection error between the output voltage of the fuel cell stack 6 or the multiphase converter 5 and the DC link voltage, the switching elements 51U to 51W, 53U to 53W, DC and the like of the multiphase converter 5.
- the margin ⁇ may be determined by adding all of these in consideration of the detection error and the positive and negative components of the voltage amplitude.
- this DC link voltage command value is higher than the motor lower limit voltage + ⁇ regardless of whether or not an impedance calculation request is output.
- FIG. 10 is a flowchart corresponding to step S8 of FIG. 3 and showing the FC DC / DC converter control process executed by the fuel cell DC / DC converter controller 4.
- the fuel cell DC / DC converter controller 4 uses the voltage sensors 62 and 65 to output the output voltage of the fuel cell stack 6 and the output voltage of the multiphase converter 5, that is, the DC link.
- the voltage is detected (step S801).
- the fuel cell DC / DC converter controller 4 then outputs the output voltage of the fuel cell stack 6 based on the FC voltage command value input from the fuel cell controller 10 and the detected output voltage value of the fuel cell stack 6. Is calculated (step S802). This voltage deviation is obtained based on the difference between the FC voltage command value and the output voltage value detected by the fuel cell stack 6.
- the fuel cell DC / DC converter controller 4 outputs the output voltage of the fuel cell stack 6 (that is, the voltage ratio between the input and output of the multiphase converter 5) based on the voltage deviation of the fuel cell stack 6 calculated in step S802. Then, voltage feedback control based on PI control is performed (step S803).
- the fuel cell DC / DC converter controller 4 determines the DUTY ratio of the boost switch (lower stage) based on the DC link voltage and the feedback-controlled FC voltage command value (step S804). Based on the determined DUTY ratio of the step-up switch (lower stage) and the dead time correction, the DUTY ratio of the step-down switch (upper stage) is determined (step S805).
- the fuel cell DC / DC converter controller 4 converts and generates the PWM signals to be output to the switching elements 51U to 51W and 53U to 53W from the step-up DUTY ratio and the step-down DUTY ratio determined in steps S804 and S805. (Step S806).
- the fuel cell DC / DC converter controller 4 outputs these PWM signals to the corresponding switching elements 51U to 51W and 53U to 53W, ends the FC DC / DC converter control process, and performs the main process. Return to flow.
- FIG. 11 is a flowchart corresponding to step S9 of FIG. 3 and showing a battery DC / DC converter control process executed by the battery DC / DC converter controller 7.
- the battery DC / DC converter controller 7 first outputs the output voltage of the DC / DC converter 8, that is, the DC link voltage and the output of the battery 20 by the voltage sensors 67 and 69. The voltage is detected (step S901).
- the battery DC / DC converter controller 7 calculates a voltage deviation of the DC link voltage based on the DC link voltage command value and the detected DC link voltage value (step S902). This voltage deviation is obtained based on the difference between the DC link voltage command value and the detected DC link voltage value.
- the battery DC / DC converter controller 7 performs PI with respect to the DC link voltage (that is, the voltage ratio of the input / output of the DC / DC converter 8) based on the voltage deviation of the DC link voltage calculated in step S902. Voltage feedback control based on the control is performed (step S903).
- the battery DC / DC converter controller 7 determines the DUTY ratio of the boost switch (lower stage) based on the output voltage of the battery 20 and the DC link voltage command value subjected to feedback control (step S904).
- the DUTY ratio of the step-down switch (upper stage) is determined based on the determined DUTY ratio of the step-up switch (lower stage) and the dead time correction (step S905).
- the battery DC / DC converter controller 7 converts and generates the PWM signal to be output to the switching elements 82 and 84 from the step-up DUTY ratio and the step-down DUTY ratio determined in steps S904 and S905 (step S906).
- the battery DC / DC converter controller 7 outputs the PWM signal to the switching elements 82 and 84, ends the battery DC / DC converter control process, and returns to the main process flow.
- FIG. 12 is a subroutine corresponding to step S10 of FIG. 3, and is a flowchart showing impedance calculation processing of an AC bridge (AC bridge method) executed by the impedance calculation unit 220 of the impedance measuring apparatus 200.
- AC bridge method AC bridge method
- the impedance calculation unit 220 of the impedance measuring device 200 first determines whether or not the fuel cell controller 10 has output an impedance calculation request in step S6 of the main process flow (step S6). S1001). If it is determined that the fuel cell controller 10 does not output an impedance calculation request, the impedance calculation unit 220 ends the impedance calculation process in the AC bridge and returns to the main process flow.
- the impedance calculator 220 determines whether or not the positive-side AC potential difference V1 is greater than a predetermined value (step S1002).
- the impedance calculation unit 220 controls the positive-side power supply unit 214 to reduce the output of the positive-side power supply unit 214 by a predetermined pressure (step S1003). . As a result, the positive-side AC potential difference V1 detected by the positive-side voltage sensor 210 decreases.
- the impedance calculator 220 determines whether or not the positive side AC potential difference V1 is smaller than the predetermined value (step S1004). ). If it is determined that the positive-side AC potential difference V1 is smaller than the predetermined value, the impedance calculation unit 220 controls the positive-side power supply unit 214 to increase the output of the positive-side power supply unit 214 by a predetermined pressure (step) S1006). As a result, the positive side AC potential difference V1 detected by the positive side voltage sensor 210 increases.
- the impedance calculation unit 220 controls the positive-side power supply unit 214 so as to maintain the output of the positive-side power supply unit 214 (step). S1005). Thereby, the positive side AC potential difference V1 detected by the positive side voltage sensor 210 is maintained.
- the impedance calculator 220 determines whether or not the negative side AC potential difference V2 is greater than a predetermined value (step S1007). If it is determined that the negative-side AC potential difference V2 is greater than the predetermined value, the impedance calculation unit 220 controls the negative-side power supply unit 216 so as to reduce the output of the negative-electrode side power supply unit 216 by a predetermined pressure (step S1008). . As a result, the negative-side AC potential difference V2 detected by the negative-side voltage sensor 212 decreases.
- the impedance calculator 220 determines whether or not the negative-side AC potential difference V2 is smaller than the predetermined value (step S1009). ). If it is determined that the negative-side AC potential difference V2 is smaller than the predetermined value, the impedance calculation unit 220 controls the negative-side power supply unit 216 to increase the output of the negative-side power supply unit 216 by a predetermined pressure (step) S1011). As a result, the negative-side AC potential difference V2 detected by the negative-side voltage sensor 212 increases.
- the impedance calculation unit 220 controls the negative-side power source unit 216 so as to maintain the output of the negative-side power source unit 216 (step). S1010). As a result, the negative side AC potential difference V2 detected by the negative side voltage sensor 212 is maintained.
- the impedance calculator 220 determines whether or not the positive-side AC potential difference V1 and the negative-side AC potential difference V2 are predetermined values (step S1012). If it is determined that at least one of the positive-side AC potential difference V1 and the negative-side AC potential difference V2 is not a predetermined value, the impedance calculator 220 returns to Step S1002 and repeats the processing so far.
- the impedance calculation unit 220 determines that the positive-side AC potential difference V1 and the negative-current AC potential difference V2
- the impedance calculation unit 220 outputs the calculated impedance Z of the fuel cell stack 6 to the fuel cell controller 10, ends the impedance calculation processing in the AC bridge, and returns to the main processing flow.
- the fuel cell controller 10 stores the received impedance Z of the fuel cell stack 6 in a memory (not shown).
- the power adjustment system 1 of the present embodiment includes the fuel cell stack 6 (fuel cell) connected to the drive motor 2 (including the drive inverter 3) serving as a load, the fuel cell stack 6 and the drive inverter. 3, a DC / DC converter 5 (fuel cell converter) for the fuel cell stack 6 that converts the output voltage of the fuel cell stack 6 at a predetermined required voltage ratio, and a fuel cell for the drive motor 2.
- the fuel cell stack 6 fuel cell
- the drive motor 2 including the drive inverter 3
- DC / DC converter 5 fuel cell converter
- a high-power battery 20 (battery) that is connected in parallel to the stack 6 and is a power supply source different from the fuel cell stack 6, between the positive electrode and the middle point of the fuel cell stack 6, and the middle point of the fuel cell stack 6
- An impedance measuring device 200 that measures the impedance of the fuel cell stack 6 by outputting an alternating current between the negative electrodes, and the fuel cell stack Current bypass path BR for connecting the fuel cell stack 6 and the drive motor 2 (drive inverter 3) by bypassing the DC / DC converter 5 for use, and on the current bypass path BR.
- a current interrupting section (diode 100) that electrically interrupts the current bypass path BR is provided. Since the power adjustment system 1 of the present embodiment has such a configuration, the following operations and effects are achieved.
- the current bypass path BR is electrically interrupted by the current interrupter, and therefore flows to the current bypass path BR during impedance measurement.
- the current is reduced. Therefore, the impedance of the DC / DC converter 5 seen from the drive motor 2 side can be increased, and normal noise generated from the drive motor 2, the drive inverter 3, etc. can be reduced.
- the impedance of the fuel cell stack 6 is not measured (hereinafter referred to as “when impedance is not measured”), a part of the output current of the fuel cell stack 6 (most output current depending on the device configuration) is And flows through the current bypass path BR. Therefore, the impedance of the power adjustment system 1 as a whole can be reduced.
- the impedance of the fuel cell stack 6 can be accurately measured using the impedance measuring apparatus 200 and the impedance of the fuel cell stack 6 is measured. When it is not necessary, the power generation efficiency of the fuel cell stack 6 can be improved.
- the DC / DC converter 5 for the fuel cell stack 6 boosts the output voltage of the fuel cell stack 6. Configured. With this configuration, when the impedance of the fuel cell stack 6 is measured, the impedance of the DC / DC converter 5 seen from the drive motor 2 side is further increased, and normal noise generated from the drive motor 2, the drive inverter 3 and the like is increased. Can be further reduced. Therefore, the power generation efficiency of the fuel cell stack 6 can be improved while ensuring the impedance measurement accuracy of the impedance measuring apparatus 200 as described above.
- the current interrupting unit (diode 100) is driven when the output voltage of the fuel cell stack 6 is boosted by the DC / DC converter 5 for the fuel cell stack 6.
- the current flow from the inverter 3 to the fuel cell stack 6 is configured to be cut off.
- the output voltage of the fuel cell stack 6 is not boosted by the DC / DC converter 5, so the amount of current flowing through the current bypass path BR is increased, and the DC / DC converter 5 Impedance can be reduced. Thereby, the power generation efficiency of the fuel cell stack 6 can be improved while ensuring the impedance measurement accuracy of the impedance measuring apparatus 200.
- the current interrupting unit may be configured from the diode 100.
- current interruption can be realized with only inexpensive passive elements without using active elements such as switching elements.
- the power adjustment system 1 of the present embodiment further includes a DC / DC converter 8 for the battery 20 that is connected between the battery 20 and the drive inverter 3 and converts the output voltage of the battery 20 at a predetermined required voltage ratio.
- the DC / DC converter 8 for the battery 20 sets the input voltage (DC link voltage) of the drive inverter 3 to be higher than the output voltage of the fuel cell stack 6. It is configured to set the voltage higher by the pressure (margin) ⁇ .
- the DC link voltage is set high so that the DC / DC converter 5 for the fuel cell stack 6 can be boosted.
- the output voltage of the fuel cell stack 6 can be boosted without changing the output current of the fuel cell stack 6. That is, it is not necessary to reduce the output current of the fuel cell stack 6 when measuring the impedance of the fuel cell stack 6, so that the power generation efficiency of the fuel cell stack 6 can be increased. Further, with this configuration, the power generation efficiency of the fuel cell stack 6 can be improved with simple control while ensuring the impedance measurement accuracy of the impedance measuring device 200.
- the power adjustment system 1 of the present embodiment further includes a DC / DC converter 8 for the battery 20 that is connected between the battery 20 and the drive inverter 3 and converts the output voltage of the battery 20 at a predetermined required voltage ratio, and has an impedance.
- the DC / DC converter 8 for the battery 20 sets the input voltage (DC link voltage) of the drive inverter 3 to a predetermined pressure (DC voltage) than the output voltage of the fuel cell stack 6.
- the margin is set to be higher by ⁇ .
- the output voltage of the fuel cell stack 6 can be boosted without changing the output current of the fuel cell stack 6 by simple control of the power adjustment system 1.
- the DC / DC converter 8 for the battery 20 may set the target voltage (step-up ratio) of the DC / DC converter 8 high. Good.
- the control method of the power adjustment system 1 of the present embodiment includes a fuel cell stack 6 (fuel cell) connected to a drive motor 2 (including a drive inverter 3) serving as a load, and between the fuel cell stack 6 and the drive inverter 3. And a DC / DC converter 5 (fuel cell converter) for the fuel cell stack 6 that converts the output voltage of the fuel cell stack 6 at a predetermined required voltage ratio, and the fuel cell stack 6 with respect to the drive motor 2.
- a fuel cell stack 6 fuel cell
- a drive motor 2 including a drive inverter 3
- DC / DC converter 5 fuel cell converter
- a high-power battery 20 (battery) that is connected in parallel and is a power supply source different from the fuel cell stack 6, between the positive electrode and the intermediate point of the fuel cell stack 6, and between the intermediate point and the negative electrode of the fuel cell stack 6
- the DC / DC converter 5 for the fuel cell stack 6 causes the fuel cell stack 6 to The output voltage is boosted, and an alternating current is output between the positive electrode terminal 6B and the intermediate terminal 6C of the fuel cell stack 6 by the AC adjustment unit 218, whereby the first voltage terminal 6B to the intermediate terminal 6C of the fuel cell stack 6 is output.
- impedance Z1 is measured, and the AC adjustment unit 218
- the second impedance Z2 from the intermediate terminal 6C to the negative terminal 6A of the fuel cell stack 6 is measured by outputting an alternating current between the intermediate terminal 6C and the negative terminal 6A of the battery 6, and the first impedance Z1 and the first impedance Z1
- the impedance Z of the fuel cell stack 6 is measured by adding the two impedances Z2.
- the impedance measuring apparatus 200 includes the impedance calculation unit 220 therein, and is configured to calculate the impedance of the fuel cell stack 6.
- the present invention is not limited to such a configuration.
- the AC potential differences V1 and V2 become predetermined values in step S1012 of the impedance calculation process in the AC bridge of FIG. 12, the AC potential differences V1 and V2 and the AC currents I1 and I2 are supplied to the fuel cell controller 10.
- the fuel cell controller 10 may be configured to measure the impedance of the fuel cell stack 6.
- the power adjustment system 1 causes the fuel cell controller 10 to
- the impedance calculation request is output to the impedance measuring device 200, and the impedance measuring device 200 is configured to measure the impedance of the fuel cell stack 6 in response thereto.
- the impedance measuring device 200 may measure the impedance of the fuel cell stack 6 at a predetermined time interval regardless of whether or not there is an impedance calculation request, or may constantly measure the impedance of the fuel cell stack 6.
- the impedance calculation unit 220 may be realized by an analog calculation circuit using an analog calculation IC as described above.
- step S1012 of the impedance calculation process in the AC bridge the impedance measuring apparatus 200 performs the processing from step S1002 until both the positive-side AC potential difference V1 and the negative-side AC potential difference V2 become predetermined values. It was configured to repeat. However, the present invention is not limited to such a configuration. When it is determined that one of the positive side AC potential difference V1 and the negative side AC potential difference V2 is not a predetermined value, the impedance measuring apparatus 200 ends the impedance calculation process in the AC bridge and returns to the main process flow. The same processing may be performed at the next execution of the main processing flow.
- the fuel cell controller 10 when the impedance of the fuel cell stack 6 is not measured by the impedance measuring device 200, the fuel cell controller 10 does not perform boosting by the multiphase converter 5 and the current flowing through the current bypass path BR. It was configured to increase the amount. However, the present invention is not limited to such a configuration. Depending on the load demand of the drive motor 2, if necessary, the voltage may be boosted by the multiphase converter 5 even when the impedance is not measured.
- the multiphase converter 5 is used as the DC / DC converter for boosting the output voltage of the fuel cell stack 6
- the present invention is not limited to this.
- a single-phase converter such as the DC / DC converter 8 may be used as the DC / DC converter for the fuel cell stack 6.
- the DC / DC converter 8 for boosting the output voltage of the battery 20 may be constituted by a multiphase converter.
Abstract
Description
Claims (7)
- 負荷に接続される燃料電池と、
前記燃料電池と前記負荷の間に接続され、該燃料電池の出力電圧を所定の要求電圧比で変換する燃料電池用コンバータと、
前記負荷に対して前記燃料電池と並列に接続され、前記燃料電池とは異なる電力供給源であるバッテリと、
前記燃料電池の正極と中間点の間、及び、該燃料電池の前記中間点と負極の間に交流電流を出力することにより、前記燃料電池のインピーダンスを測定するインピーダンス測定装置と、
前記燃料電池用コンバータをバイパスして前記燃料電池と前記負荷とを連結する電流バイパス経路と、
前記電流バイパス経路上に設けられ、前記インピーダンス測定装置により前記燃料電池のインピーダンスを測定するときには、前記電流バイパス経路を電気的に遮断する電流遮断部と、
を備える電力調整システム。 - 請求項1に記載の電力調整システムであって、
前記インピーダンス測定装置により前記燃料電池のインピーダンスを測定するときには、燃料電池用コンバータは、前記燃料電池の出力電圧を昇圧させる、
電力調整システム。 - 請求項1又は請求項2に記載の電力調整システムであって、
前記電流遮断部は、燃料電池用コンバータにより前記燃料電池の出力電圧を昇圧している場合には、前記負荷から前記燃料電池への電流の流れを遮断する、
電力調整システム。 - 請求項1から請求項3までのいずれか1項に記載の電力調整システムであって、
前記電流遮断部はダイオードから構成される、
電力調整システム。 - 請求項1から請求項4までのいずれか1項に記載の電力調整システムであって、
前記バッテリと前記負荷の間に接続され、該バッテリの出力電圧を所定の要求電圧比で変換するバッテリ用コンバータをさらに備え、
前記インピーダンス測定装置により前記燃料電池のインピーダンスを測定するときには、前記バッテリ用コンバータは、前記負荷側の電圧を前記燃料電池の出力電圧よりも高い電圧に設定する、
電力調整システム。 - 請求項1から請求項4までのいずれか1項に記載の電力調整システムであって、
前記バッテリと前記負荷の間に接続され、該バッテリの出力電圧を所定の要求電圧比で変換するバッテリ用コンバータをさらに備え、
前記インピーダンス測定装置により前記燃料電池のインピーダンスを測定するときには、前記バッテリ用コンバータは、該バッテリコンバータの目標電圧を前記燃料電池の出力電圧よりも高く設定する、
電力調整システム。 - 負荷に接続される燃料電池と、
前記燃料電池と前記負荷の間に接続され、該燃料電池の出力電圧を所定の要求電圧比で変換する燃料電池用コンバータと、
前記負荷に対して前記燃料電池と並列に接続され、前記燃料電池とは異なる電力供給源であるバッテリと、
前記燃料電池のインピーダンスを測定するインピーダンス測定装置と、
前記燃料電池用コンバータをバイパスして前記燃料電池と前記負荷とを連結する電流バイパス経路と、
前記電流バイパス経路上に設けられ、前記インピーダンス測定装置により前記燃料電池のインピーダンスを測定するときには、前記電流バイパス経路を電気的に遮断する電流遮断部と、を備える電力調整システムの制御方法であって、
前記燃料電池用コンバータにより、前記燃料電池の出力電圧を昇圧するステップと、
前記燃料電池の正極と中間点の間に交流電流を出力することにより、前記燃料電池の正極から中間点までの第1インピーダンスを測定するステップと、
前記燃料電池の前記中間点と負極の間に交流電流を出力することにより、前記燃料電池の中間点から負極までの第2インピーダンスを測定するステップと、
前記第1インピーダンス及び前記第2インピーダンスを加算することにより、前記燃料電池のインピーダンスを測定するステップと、
を含む電力調整システムの制御方法。
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