JP2016036235A - Fuel cell vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To realize a fuel cell vehicle control device capable of making effective use of a running secondary battery and extending a range.SOLUTION: It is determined if a fuel cell vehicle can arrive at an HS with a hydrogen quantity of a cylinder, and setting is made to transmit a message display request to display a message indicating that the fuel cell vehicle is unlikely to be able to arrive at the HS to a NAVI if it is determined that the fuel cell vehicle is unable to arrive at the HS, and it is determined whether a distance ΔHS to the HS is longer than a distance ΔCS to a CS (steps 120 to 121). A request to guide the fuel cell vehicle to the CS is transmitted to the NAVI if the ΔHS is longer than the ΔCS, it is determined whether an amount of charge received from a secondary battery 6 is larger than a minimum amount of charge CHmin necessary for a fuel cell system 7 to operate, a power generation amount of a fuel cell is set to a minimum amount FCmin and the fuel cell vehicle is driven toward the CS using electric power of the secondary battery 6 if the amount of charge is larger than the CHmin (steps 122, 123).SELECTED DRAWING: Figure 3

Description

  The present invention relates to a control device for a fuel cell vehicle.

  The fuel cell vehicle is supplied with hydrogen at a hydrogen station, but the nature of the hydrogen station is limited due to its nature and the number of installations is limited.

  For this reason, a fuel cell vehicle including a fuel cell and a traveling secondary battery is known. In this fuel cell vehicle, hydrogen can be supplied at the hydrogen station (HS), and the secondary battery can be charged at the charging station (CS).

  When the fuel cell vehicle receives supply of hydrogen from the hydrogen station, as described in Patent Document 1, when the pressure in the hydrogen cylinder of the fuel cell vehicle is reduced, the driving power is secondary from the fuel cell. It is known to switch to a battery and reach the nearest HS or reach CS and charge and reach HS to replenish hydrogen.

  Currently, the secondary battery of a fuel cell vehicle is intended for regenerative capture and acceleration assistance, but if it is fully charged, it will be able to travel about 10 kilometers.

JP-A-2005-37266

  However, in order to replenish hydrogen at the hydrogen station, when reaching the CS while arriving at the CS and charging, the secondary battery at the time of CS arrival has more power than necessary due to the storage of regenerative power. There is a possibility that it may remain, and it cannot be said that the remaining power of the secondary battery for traveling is effectively used, and there is a problem that the cruising distance increases due to charging.

  In addition, the drying operation is performed in the stop procedure of the fuel cell system so that it can be restarted in a short time. However, there is a problem that the driving distance is consumed and the cruising distance is shortened.

  For this reason, in a fuel cell vehicle, a technology for increasing the cruising distance by effectively using a secondary battery for traveling is desired.

  An object of the present invention is to realize a control device for a fuel electric vehicle that can effectively use a secondary battery for traveling and can extend a cruising distance.

  In order to achieve the above object, the present invention is configured as follows.

  In a control device for a fuel cell vehicle, power is exchanged between a fuel cell mounted on the fuel cell vehicle and using hydrogen as fuel, a travel motor driven by the generated power of the fuel cell, and the travel motor. Secondary battery, a connector for supplying power to the secondary battery from the outside, a display unit for displaying a hydrogen station and a charging station on a map, the fuel cell, the driving motor, the secondary battery And a control unit that controls the operation of the battery and the display unit.

  The control unit determines whether the amount of hydrogen fuel necessary for the fuel cell vehicle to reach the hydrogen station remains, cannot determine that the hydrogen station can be reliably reached, and the charging station is If the power amount of the secondary battery is closer and greater than the value required for the operation of the fuel cell, the power generated by the fuel cell is limited or the generation of the generated power is stopped. To drive the fuel cell vehicle.

  It is possible to realize a control device for a fuel-powered electric vehicle capable of effectively using a secondary battery for traveling and extending a cruising distance.

It is explanatory drawing which showed the drive system of the fuel cell vehicle in one Example of this invention. It is a program flowchart of ECU in one Example of this invention. It is a detailed flowchart of FC electric power generation amount calculation of step 104 of FIG. It is a detailed program flowchart of FC stop control of step 108 of FIG. It is a functional block diagram of ECU in one Example of this invention.

  Embodiments of the present invention will be described below with reference to the accompanying drawings.

  FIG. 1 is an explanatory view showing a drive system for a fuel cell vehicle in one embodiment of the present invention.

  In FIG. 1, the fuel cell vehicle 1 includes a hydrogen filling port 2 and a high voltage electricity connection port (connector) 3. A hydrogen station (HS) dispenser 4 is connected to the filling port 2 to fill the fuel cell vehicle 1 with hydrogen as fuel.

  In addition, AC power can be supplied to the building by connecting a power receiving device (not shown) to the connection port 3. Further, as shown in FIG. 1, the secondary battery (BATT) 6 of the fuel cell vehicle 1 can be charged by connecting the connection port 3 to the charger 5 of the charging station (CS).

  In the fuel cell system 7, hydrogen is filled into the cylinder 9 through the hydrogen filling port 2 and the filling system 8, and hydrogen is supplied from the cylinder 9 to the fuel cell stack (FC) 11 through the pressure regulator 10. The FC 11 generates electricity by reacting oxygen and hydrogen in the air supplied by the blower 13 driven by the blower inverter 12.

  The control device (ECU) 14 controls the fuel cell system 7, takes in the signal of the accelerator 15, and sends the necessary driving force to the traveling inverter (INV) 17 that drives the traveling motor 16 via the communication line 21. Command by communication. The communication line 21 is connected to the secondary battery 6, the charger 5, and the navigation device (NAVI) 18 to exchange information with each other. The navigation device 18 is also a display unit that displays a hydrogen station, a charging station, and the like on a map.

  FIG. 5 is a functional block diagram of the ECU 14, and FIG. 2 is a program flowchart for explaining the operation of the ECU 14. This program is a scheduled process that is executed every 10 milliseconds.

  2 and 5, in step 100, the accelerator 15, the power supply switch 19 for selecting power supply from the connection port 3 to the outside of the vehicle, and sensor information such as hydrogen and pressure not shown in the fuel cell system 7 are signaled. Input to the input unit 1000.

  Next, in step 101, the communication processing unit 1010 transmits / receives information to / from each device such as the secondary battery 6 connected to the communication line 21.

  In step 102, the driving force control unit 1020 calculates the driving force commanded to the traveling motor 16 from information such as the accelerator 15. In step 103, the required power calculation unit 1030 calculates the output of the driving force calculated by the driving force control unit 1020 or the power required for power supply outside the vehicle.

  The detailed program flow is shown in FIG. 3, but in step 104, the FC power generation amount calculation unit 1040 calculates the power generated by the FC 11 out of the required power.

  The control of the FC 11 is divided into “start-up”, “power generation”, and “stop”. If the FC stop / start power generation unit 1050 determines “start” in step 105, start control is performed in a predetermined procedure in step 106. When the FC stop / start power generation unit 1050 determines “stop” in step 107, the detailed program flow is shown in FIG. 4. In step 108, stop control of a predetermined procedure is performed. In step 109, the FC stop / start power generation unit 1050 controls the amount of hydrogen and air supplied to the FC 11 so that the power generation amount obtained in step 104 is obtained.

  In step 110, the signal output unit 1100 outputs a control signal to the relay 20 of the high-voltage electrical connection port 3, a valve (not shown) in the fuel cell system 7, etc., to the fuel cell system 7.

  FIG. 3 is a detailed flowchart of the FC power generation amount calculation in Step 104 of FIG. 2 and shows the operation of the FC power generation amount calculation unit 1040.

  In FIG. 3, in step 120, it is determined whether the distance that can be reliably traveled by the fuel cell vehicle with the amount of hydrogen in the cylinder 9 is longer than the distance to the nearest HS received from the NAVI 18. If it is reachable, use the fuel cell for traveling and head for HS. If it is determined in step 120 that the HS cannot be reached, the process proceeds to step 121.

  In step 121, a message display request that may not reach the nearest HS is set to be transmitted to the NAVI 18, and the distance to the nearest HS (ΔHS) is greater than the distance to the nearest CS (ΔCS). Determine whether. When ΔHS is closer than ΔCS, the fuel cell is used for traveling and headed for HS. In this case, since it is determined in step 120 that the fuel cell cannot reach the HS, the fuel cell is used, and then the vehicle is driven by the secondary battery.

  In step 121, when ΔHS is far from ΔCS, the routine proceeds to step 122.

  In step 122, a request for guiding to the nearest CS is set to be transmitted to the NAVI 18, and it is determined whether or not the charge amount received from the secondary battery 6 is larger than the minimum charge amount CHmin necessary for the operation of the fuel cell system 7. If it is less, it will travel to CS using a fuel cell. If the amount of charge is greater than CHmin in step 122, in step 123, the amount of power generated by FC11 is set to the minimum FCmin, the vehicle uses the power of secondary battery 6 and travels to CS. Here, instead of setting the minimum FCmin, it is possible to set the amount of power generated by FC11 to 0 and stop the generation of power generated by FC11.

  If it is possible to reach the HS with the hydrogen amount of the cylinder 9 in step 120, or if the distance to the nearest HS is not longer than the distance to the nearest CS in step 121, or the charge amount is If less than CHmin, proceed to step 124. In step 124, the amount of power generated by the FC 11 is set to the required power calculated in step 103, and the fuel cell system 7 is controlled.

  With the control operation described above, the amount of charge in each CS on the way to the HS can be increased, and the power stored in the secondary battery can be used effectively. There is an effect that it can be increased.

  FIG. 4 is a detailed program flowchart of the FC stop control in step 108 of FIG. The operation shown in FIG. 4 is also executed by the control operation of the FC stop / start power generation unit 1050.

  The FC stop control is performed in the order of “drying operation” in which the amount of air blown to FC11 is increased to dry, “hydrogen electrode pressure reduction operation” in which the gas pressure of the hydrogen electrode of FC11 is reduced, and “valve control” in which the valve of FC11 is closed.

  In step 130 of FIG. 4, it is determined whether the normal “drying operation” has been completed. If not, the process proceeds to step 131. Step 131 is the same process as step 120 shown in FIG. 3, but in step 131, it is determined again whether or not the HS can be reached by running the secondary battery. Proceed to 132.

  In step 132, it is determined whether or not charging is being performed using the charger 5 of the charging station. If charging is not in progress, the process proceeds to step 133. In the case of proceeding to step 133, it can be determined that the fuel cell vehicle is in a state where there is not enough power. In step 133, it is determined whether or not “drying operation” with reduced power consumption has been completed. If not, the process proceeds to step 134.

  In step 134, “drying operation” (simple drying operation) is performed in which power consumption is reduced by shortening the operation time. Here, the “drying operation” with reduced power consumption is a drying operation with an operation time that is about half of the normal drying operation.

  If it is determined in step 131 that the HS can be reached, and if it is determined in step 132 that the battery is being charged, there is a power surplus, and the process proceeds to step 135. Then, in step 135, a “dry operation” that is not ordinary and simple in preparation for restart is performed.

  If it is determined in step 130 that the normal drying has been completed, or if it is determined in step 133 that the “drying operation” with reduced power consumption has been completed, the process proceeds to step 136.

  In step 136, it is determined whether or not the “hydrogen electrode decompression operation” has been completed. If not, the process proceeds to step 137 to perform the “hydrogen electrode decompression operation”.

  If it is determined in step 136 that the “hydrogen electrode depressurization operation” has ended, the process proceeds to step 138 to determine whether or not “valve control” has ended. If it is determined that the “valve control” has not ended, the process proceeds to step 139 to perform “valve control”.

  If it is determined in step 138 that “valve control” has ended, the processing ends.

  As described above, in one embodiment of the present invention, in the FC stop control operation, it is determined whether or not the fuel cell has a power margin. If the fuel cell vehicle does not have a power margin, Since it is configured to perform a simple drying operation with an operation time that is approximately half that of the drying operation, it is possible to secure a remaining power storage amount of the secondary battery and to increase a cruising distance of the fuel cell vehicle.

  Further, when the battery is being charged, the drying operation is performed by omitting the decompression process, the valve control, and the like, so that the restarting time can be shortened.

  DESCRIPTION OF SYMBOLS 1 ... Fuel cell vehicle, 2 ... Hydrogen filling port, 3 ... High voltage electricity connection port, 4 ... Hydrogen station (HS) dispenser, 5 ... Charging station charger, 6 ... Secondary battery, 7 ... Fuel cell system, 8 ... Filling system, 9 ... Hydrogen cylinder, 10 ... Pressure regulator, 11 ... Fuel cell stack (FC), 12 ... -Blower inverter, 13 ... Blower, 14 ... Control device (ECU), 15 ... Accelerator, 16 ... Motor for traveling, 17 ... Inverter for traveling, 18 ... Navigation device ( NAVI), 19 ... feed switch, 20 ... relay, 1000 ... signal input unit, 1010 ... communication processing unit, 1020 ... driving force control unit, 1030 ... required power calculation unit, 1040: FC power generation amount calculation unit, 1050: FC stop / start power generation unit, 1100: Signal output unit

Claims (8)

A fuel cell mounted on a fuel cell vehicle and using hydrogen as fuel,
A traveling motor driven by the power generated by the fuel cell;
A secondary battery that transfers power to and from the traveling motor;
A connector for supplying power to the secondary battery from the outside;
A display unit for displaying a hydrogen station and a charging station on a map;
A control unit for controlling operations of the fuel cell, the traveling motor, the secondary battery, and the display unit;
The control unit determines whether the amount of hydrogen fuel necessary for the fuel cell vehicle to reach the hydrogen station remains, cannot determine that the hydrogen station can be reached reliably, and the charging station Is close to the hydrogen station and the amount of power of the secondary battery is larger than the value required for operation of the fuel cell, the generated power of the fuel cell is limited or the generation of generated power is stopped, and the secondary battery is stopped. A control device for a fuel cell vehicle, wherein the fuel cell vehicle is driven by electric power of the battery. The control device for a fuel cell vehicle according to claim 1,
The control unit determines whether the amount of hydrogen fuel necessary for the fuel cell vehicle to reach the hydrogen station remains, cannot determine that the hydrogen station can be reliably reached, and the charging station is A control apparatus for a fuel cell vehicle, which displays on the display unit that there is a possibility that the hydrogen station cannot be reached if the display unit is further away. The control device for a fuel cell vehicle according to claim 1,
The control unit determines whether the amount of hydrogen fuel necessary for the fuel cell vehicle to reach the hydrogen station remains, cannot determine that the hydrogen station can be reliably reached, and the charging station is The display unit displays a guide to the charging station of the fuel cell vehicle when the power consumption of the secondary battery is less than a value necessary for the operation of the fuel cell. A control device for a fuel cell vehicle. The control device for a fuel cell vehicle according to claim 1,
The control unit performs control for stopping generation of power generated by the fuel cell.
It is in a state where the normal drying operation has not ended, and it is determined whether or not the fuel cell vehicle can reach the hydrogen station by the power of the secondary battery, and is not reachable and the secondary battery is being charged. If it is determined that the simple drying operation is shorter than the normal drying operation, it is determined whether or not the simple drying operation is completed. A control device for a fuel cell vehicle. The control apparatus for a fuel cell vehicle according to claim 4,
The control unit
A control apparatus for a fuel cell vehicle, wherein when the normal drying operation is completed, the hydrogen electrode depressurization operation and the bubble control of the fuel cell are executed to stop the generation of the generated power of the fuel cell. . The control apparatus for a fuel cell vehicle according to claim 4,
The control unit
It is in a state where the normal drying operation has not ended, and it is determined whether or not the fuel cell vehicle can reach the hydrogen station by the power of the secondary battery, and is not reachable and the secondary battery is being charged. Instead, when the simple drying operation for a shorter time than the normal drying operation is completed, the hydrogen electrode pressure reduction operation and valve control of the fuel cell are executed to stop the generation of the generated power of the fuel cell. A control device for a fuel cell vehicle. The control apparatus for a fuel cell vehicle according to claim 4,
The control unit
It is in a state where the normal drying operation is not completed, and it is determined whether the fuel cell vehicle can reach the hydrogen station by the power of the secondary battery. If the fuel cell vehicle is reachable, the normal drying operation is executed. A control apparatus for a fuel cell vehicle, wherein generation of power generated by the fuel cell is stopped. The control apparatus for a fuel cell vehicle according to claim 4,
The control unit
It is in a state where the normal drying operation has not ended, and it is determined whether or not the fuel cell vehicle can reach the hydrogen station by the power of the secondary battery, and it is not reachable and the secondary battery is being charged. If it is determined that the fuel cell vehicle is, the control device for the fuel cell vehicle is configured to execute the normal drying operation and stop the generation of the generated power of the fuel cell.

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