WO2017060960A1 - 燃料電池車両制御方法及び燃料電池車両制御装置 - Google Patents
燃料電池車両制御方法及び燃料電池車両制御装置 Download PDFInfo
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- WO2017060960A1 WO2017060960A1 PCT/JP2015/078244 JP2015078244W WO2017060960A1 WO 2017060960 A1 WO2017060960 A1 WO 2017060960A1 JP 2015078244 W JP2015078244 W JP 2015078244W WO 2017060960 A1 WO2017060960 A1 WO 2017060960A1
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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
- B60L58/30—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells
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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
- 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
- B60L50/75—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using propulsion power supplied by both fuel cells and batteries
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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
- 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
- H01M4/00—Electrodes
- H01M4/86—Inert electrodes with catalytic activity, e.g. for 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
- H01M8/00—Fuel cells; Manufacture thereof
- H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
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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
- H01M8/04089—Arrangements for control of reactant parameters, e.g. pressure or concentration of gaseous reactants
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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
- H01M8/0438—Pressure; Ambient pressure; Flow
- H01M8/04425—Pressure; Ambient pressure; Flow at auxiliary devices, e.g. reformers, compressors, burners
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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
- H01M8/04544—Voltage
- H01M8/04559—Voltage of fuel cell stacks
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- H—ELECTRICITY
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- 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
- H01M8/04746—Pressure; Flow
- H01M8/04753—Pressure; Flow of fuel cell reactants
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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
- H01M8/04746—Pressure; Flow
- H01M8/04776—Pressure; Flow at auxiliary devices, e.g. reformer, compressor, burner
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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
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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
- H01M8/24—Grouping of fuel cells, e.g. stacking of fuel cells
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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
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/10—Vehicle control parameters
- B60L2240/12—Speed
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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
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/48—Drive Train control parameters related to transmissions
- B60L2240/486—Operating parameters
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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
- H01M4/00—Electrodes
- H01M4/86—Inert electrodes with catalytic activity, e.g. for fuel cells
- H01M2004/8678—Inert electrodes with catalytic activity, e.g. for fuel cells characterised by the polarity
- H01M2004/8684—Negative electrodes
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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
- H01M4/00—Electrodes
- H01M4/86—Inert electrodes with catalytic activity, e.g. for fuel cells
- H01M2004/8678—Inert electrodes with catalytic activity, e.g. for fuel cells characterised by the polarity
- H01M2004/8689—Positive electrodes
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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
- H01M2220/00—Batteries for particular applications
- H01M2220/20—Batteries in motive systems, e.g. vehicle, ship, plane
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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
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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
- Y02E60/30—Hydrogen technology
- Y02E60/50—Fuel cells
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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
- 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
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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
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- 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
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
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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
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- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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- Y02T90/14—Plug-in electric vehicles
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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
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- 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 fuel cell vehicle control method and a fuel cell vehicle control device.
- JP2008-154387A is equipped with a fuel cell, a motor and a transmission as a conventional vehicle control device. By reducing the amount of power supplied to the motor during upshifting of the transmission, the motor torque can be reduced from the torque required by the driver. A control device is also described. In this control device, the output of the fuel cell is adjusted in accordance with the required power of the motor during the upshift.
- the amount of air supplied to the stack is adjusted in accordance with the decrease in the output of the fuel cell during upshifting.
- the responsiveness of the air system such as a compressor that supplies air to the fuel cell is low, and even if the stack supply flow rate target value is decreased in accordance with the decrease in the output power target value of the fuel cell during the upshift, the compressor actually Is delayed until the stack supply flow rate decreases. As a result, the shift time is prolonged.
- the present invention has been made paying attention to such a problem, and an object of the present invention is to provide a fuel cell vehicle control method and a control device capable of suppressing a prolonged shift time during upshifting.
- a fuel cell an air supply device that supplies air to the fuel cell, a drive motor that drives a fuel cell vehicle with electric power from the fuel cell, the drive motor and drive wheels,
- a fuel cell vehicle control method executed by a fuel cell vehicle having a transmission provided in a power transmission path therebetween. Further, in this fuel cell vehicle control method, the output current is changed according to the required generated power of the fuel cell, and the air supply flow rate by the air supply device is adjusted according to the change in the output current.
- the shift by the transmission is the inertia phase of the upshift
- the output current is reduced in response to a request to decrease the generated power of the fuel cell, and the air supply flow rate is set to the output current.
- the inertia phase supply flow rate is controlled to be larger than the air supply flow rate corresponding to the decrease of the air flow.
- FIG. 1 is a schematic configuration diagram of a vehicle according to a first embodiment of the present invention.
- FIG. 2 is a time chart illustrating an upshift that changes the transmission gear position from the first speed to the second speed.
- FIG. 3 shows the relationship between the motor rotation speed and the motor torque.
- FIG. 4 is a flowchart illustrating control of the fuel cell vehicle according to the present embodiment.
- FIG. 5 is a flowchart illustrating details of the motor torque basic value calculation process.
- FIG. 6 is a map for calculating the required driving force.
- FIG. 7 is a flowchart illustrating the details of the absorbable power calculation process.
- FIG. 8 is a flowchart illustrating details of the motor torque lower limit value calculation process.
- FIG. 9 is a map for calculating the motor torque lower limit value.
- FIG. 1 is a schematic configuration diagram of a vehicle according to a first embodiment of the present invention.
- FIG. 2 is a time chart illustrating an upshift that changes the transmission gear position from the first speed
- FIG. 10 is a flowchart for explaining basic target value calculation processing of generated power.
- FIG. 11 is a flowchart for explaining basic target value calculation processing for the stack supply flow rate.
- FIG. 12 is a flowchart for explaining the upshift request determination process.
- FIG. 13 is a shift map.
- FIG. 14 is a flowchart illustrating control of output power and stack supply flow rate during the non-inertia phase.
- FIG. 15 is a block diagram illustrating a flow of determining whether or not to reduce the generated power during a shift.
- FIG. 16 is a flowchart illustrating control of output power and stack supply flow rate during the inertia phase.
- FIG. 17 is a map showing the relationship between the vehicle speed and the inertia phase target value of the generated power.
- FIG. 18 is a diagram illustrating the relationship between the vehicle speed and the speed difference between the motor rotation speeds before and after the shift.
- FIG. 19 is a time chart for explaining changes in the stack supply flow rate and the output current target value during the inertia phase.
- FIG. 20 is a flowchart illustrating the HFR control according to the second embodiment of the present invention.
- FIG. 21 is a block diagram showing a flow of determining whether or not to correct the HFR reference target value.
- FIG. 22 is a block diagram showing the flow of the HFR correction process.
- FIG. 23 is a time chart showing an example of a change in the HFR value according to the present embodiment.
- FIG. 24 is a block diagram showing a flow of HFR correction processing according to the third embodiment of the present invention.
- FIG. 25 is a flowchart for explaining the flow of torque phase output power increase processing according to the fourth embodiment of the present invention.
- FIG. 26 is a block diagram illustrating a method for calculating the allowable power generation allowable power upper limit.
- FIG. 27 is an example of a time chart showing the relationship between the required generated power and the HFR value when the torque phase output power increase process is performed.
- the fuel cell 10 has an electrolyte membrane sandwiched between an anode electrode (fuel electrode) and a cathode electrode (oxidant electrode), an anode gas containing hydrogen in the anode electrode (fuel gas), and a cathode gas containing oxygen in the cathode electrode (air) ) To generate electricity.
- the electrode reaction that proceeds in both the anode electrode and the cathode electrode is as follows.
- Anode electrode 2H 2 ⁇ 4H + + 4e ⁇ (1)
- Cathode electrode 4H + + 4e ⁇ + O 2 ⁇ 2H 2 O (2)
- the fuel cell 10 generates an electromotive force of about 1 volt by the electrode reactions (1) and (2).
- the fuel cell 10 When the fuel cell 10 is used as a vehicular power source, the required power is large, so that it is used as a fuel cell stack 110 in which several hundred fuel cells are stacked. Then, the fuel cell system 100 that supplies the anode gas and the cathode gas to the fuel cell stack 110 is configured, and electric power for driving the vehicle is taken out.
- FIG. 1 is a schematic configuration diagram of a vehicle 1 according to the first embodiment of the present invention.
- the vehicle 1 includes a fuel cell system 100, a drive system 200, and a controller 300.
- the fuel cell system 100 includes a fuel cell stack 110, a cathode gas supply / discharge device 120, an anode gas supply / discharge device 130, a current sensor 140, a voltage sensor 150, a battery 160, a DC / DC converter 170, a vehicle.
- An auxiliary machine 180 is provided.
- the fuel cell stack 110 is formed by stacking a plurality of fuel cells 10, and receives the supply of anode gas and cathode gas to generate electric power necessary for driving the vehicle 1.
- the fuel cell stack 110 includes an anode electrode side output terminal 11 and a cathode electrode side output terminal 12 as terminals for taking out electric power.
- the cathode gas supply / discharge device 120 supplies cathode gas (air) to the fuel cell stack 110 and discharges cathode off-gas discharged from the fuel cell stack 110 to the outside air.
- the cathode gas supply / discharge device 120 includes a cathode gas supply passage 121, a cathode gas discharge passage 122, a filter 123, a compressor 124, a water recovery device (hereinafter also referred to as “WRD”) 125, a cathode
- the pressure regulating valve 126, a bypass passage 127, a bypass valve 128, a first air flow sensor 301, a second air flow sensor 302, and a cathode pressure sensor 303 are provided.
- the cathode gas supply passage 121 is a passage through which air supplied to the fuel cell stack 110 flows.
- the cathode gas supply passage 121 has one end connected to the filter 123 and the other end connected to the cathode gas inlet hole of the fuel cell stack 110.
- the cathode gas discharge passage 122 is a passage through which the cathode off gas discharged from the fuel cell stack 110 flows. One end of the cathode gas discharge passage 122 is connected to the cathode gas outlet hole of the fuel cell stack 110, and the other end is an open end.
- the cathode off gas is a mixed gas such as oxygen not used in the electrode reaction, nitrogen contained in the cathode gas, and water vapor generated by the electrode reaction.
- the filter 123 removes foreign substances in the air taken into the cathode gas supply passage 121.
- the compressor 124 is provided in the cathode gas supply passage 121.
- the compressor 124 takes air into the cathode gas supply passage 121 via the filter 123 and supplies the air to the fuel cell stack 110.
- the output of the compressor 124 is controlled by the controller 300.
- the WRD 125 is connected to each of the cathode gas supply passage 121 and the cathode gas discharge passage 122, collects moisture in the cathode off-gas flowing through the cathode gas discharge passage 122, and air flows through the cathode gas supply passage 121 with the collected moisture. Humidify.
- An intercooler for cooling the air may be provided in the cathode gas supply passage 121 between the compressor 124 and the WRD 125.
- the cathode pressure regulating valve 126 is provided in the cathode gas discharge passage 122 downstream of the WRD 125.
- the cathode pressure regulating valve 126 is controlled to be opened and closed by the controller 300 to adjust the pressure of the air supplied to the fuel cell stack 110 to a desired pressure. It should be noted that a restriction such as an orifice may be provided without providing the cathode pressure regulating valve 126.
- the bypass passage 127 is a passage provided so that a part of the air discharged from the compressor 124 can be directly discharged to the cathode gas discharge passage 122 without going through the fuel cell stack 110 as necessary. .
- One end of the bypass passage 127 is connected to the cathode gas supply passage 121 between the compressor 124 and the WRD 125, and the other end is connected to the cathode gas discharge passage 122 downstream from the cathode pressure regulating valve 126.
- the bypass valve 128 is provided in the bypass passage 127.
- the bypass valve 128 is controlled to be opened and closed by the controller 300 and adjusts the flow rate of air flowing through the bypass passage 127 (hereinafter also referred to as “bypass flow rate”).
- the first air flow sensor 301 is provided in the cathode gas supply passage 121 upstream of the compressor 124.
- the first air flow sensor 301 detects the flow rate of air supplied to the compressor 124 (hereinafter also referred to as “compressor supply flow rate”).
- the second airflow sensor 302 is provided in the cathode gas supply passage 121 downstream from the connection portion with the bypass passage 127.
- the second airflow sensor 302 detects the flow rate of air supplied to the fuel cell stack 110 out of the air discharged from the compressor 124 (hereinafter also referred to as “stack supply flow rate”).
- the stack supply flow rate is a flow rate obtained by subtracting the bypass flow rate from the compressor supply flow rate.
- the cathode pressure sensor 303 is provided in the cathode gas supply passage 121 near the cathode gas inlet side of the WRD 125.
- the cathode pressure sensor 303 detects the pressure of air near the cathode gas inlet side of the WRD 125. In other words, the pressure of the air supplied to the fuel cell stack 110 (hereinafter also referred to as air pressure) is detected.
- the anode gas supply / discharge device 130 supplies anode gas to the fuel cell stack 110 and discharges anode off-gas discharged from the fuel cell stack 110 to the cathode gas discharge passage 122.
- the anode gas supply / discharge device 130 includes a high-pressure tank 131, an anode gas supply passage 132, an anode pressure regulating valve 133, an anode pressure sensor 304, an anode gas discharge passage 134, a buffer tank 135, a purge passage 136, a purge And a valve 137.
- the high pressure tank 131 stores the anode gas (hydrogen) supplied to the fuel cell stack 110 in a high pressure state.
- the anode gas supply passage 132 is a passage for supplying the anode gas discharged from the high-pressure tank 131 to the fuel cell stack 110.
- the anode gas supply passage 132 has one end connected to the high-pressure tank 131 and the other end connected to the anode gas inlet hole of the fuel cell stack 110.
- the anode pressure regulating valve 133 is provided in the anode gas supply passage 132.
- the anode pressure regulating valve 133 is controlled to be opened and closed by the controller 300 and adjusts the pressure of the anode gas supplied to the fuel cell stack 110 to a desired pressure.
- the anode pressure sensor 304 is provided in the anode gas supply passage 132 downstream of the anode pressure regulating valve 133 and detects the pressure of the anode gas supplied to the fuel cell stack 110 (hereinafter also referred to as “anode pressure”). In the present embodiment, this anode pressure is used as the pressure in the anode system from the fuel cell stack 110 to the buffer tank 135.
- the anode gas discharge passage 134 has one end connected to the anode gas outlet hole of the fuel cell stack 110 and the other end connected to the buffer tank 135.
- surplus anode gas that has not been used in the electrode reaction, and inert gas containing nitrogen or moisture (product water or water vapor) that has permeated from the cathode side to the anode side in the fuel cell and
- the mixed gas hereinafter also referred to as “anode off gas”
- the buffer tank 135 temporarily stores the anode off gas that has flowed through the anode gas discharge passage 134.
- the anode off gas stored in the buffer tank 135 is discharged to the cathode gas discharge passage 122 through the purge passage 136 when the purge valve 137 is opened.
- the purge passage 136 has one end connected to the anode gas discharge passage 134 and the other end connected to the cathode gas discharge passage 122.
- the purge valve 137 is provided in the purge passage 136.
- the purge valve 137 is controlled to be opened and closed by the controller 300 and controls the flow rate of anode off-gas discharged from the anode gas discharge passage 134 to the cathode gas discharge passage 122 (hereinafter also referred to as “purge flow rate”).
- the anode off gas discharged to the cathode gas discharge passage 122 through the anode gas discharge passage 134 is mixed with the cathode off gas in the cathode gas discharge passage 122 and discharged to the outside of the fuel cell system 100. Since the anode off gas contains surplus hydrogen that has not been used for the electrode reaction, the hydrogen concentration in the exhaust gas is determined in advance by mixing with the cathode off gas and discharging it to the outside of the fuel cell system 100. It is made to become below the predetermined concentration.
- Current sensor 140 detects a current (hereinafter also referred to as “output current”) that is taken out from fuel cell stack 110 and supplied to vehicle auxiliary equipment 180 such as battery 160, drive motor 210, and compressor 124.
- output current a current (hereinafter also referred to as “output current”) that is taken out from fuel cell stack 110 and supplied to vehicle auxiliary equipment 180 such as battery 160, drive motor 210, and compressor 124.
- the voltage sensor 150 detects an inter-terminal voltage (hereinafter also referred to as “output voltage”) between the anode electrode side output terminal 11 and the cathode electrode side output terminal 12.
- the voltage sensor 150 detects the voltage of each of the fuel cells 10 constituting the fuel cell stack 110 (hereinafter also referred to as “cell voltage”), and detects the total voltage of the fuel cells 10 as an output voltage. In addition, you may make it detect the voltage (cell group voltage) for every several sheets of the fuel cell 10.
- the battery 160 is a secondary battery that can be charged and discharged.
- the battery 160 charges the surplus power generated by the fuel cell stack 110 (output current ⁇ output voltage) and the regenerative power of the drive motor 210.
- the electric power charged in the battery 160 is supplied to the vehicle auxiliary machine 180 and the drive motor 210 as necessary.
- the DC / DC converter 170 is a bidirectional DC voltage converter that includes a plurality of switching elements and a reactor, and steps up and down the output voltage of the fuel cell stack 110. By controlling the output voltage of the fuel cell stack 110 by the DC / DC converter 170, the output current of the fuel cell stack 110, and hence the generated power, are controlled, and the charging / discharging of the battery 160 is controlled.
- the vehicle auxiliary machine 180 is an electrical device other than the drive motor 210 that is driven when the vehicle 1 is driven, such as the compressor 124.
- the drive system 200 includes a drive motor 210, an inverter 220, and a transmission 230.
- the drive motor 210 is a drive source for driving the vehicle 1.
- the drive motor 210 is a three-phase AC synchronous motor in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator.
- the drive motor 210 functions as an electric motor that rotates by receiving power supplied from the fuel cell stack 110 and the battery 160, and generates electromotive force at both ends of the stator coil during deceleration of the vehicle 1 in which the rotor is rotated by external force. And function as a generator.
- the inverter 220 includes a plurality of switching elements such as IGBTs (Insulated Gate Bipolar Transistors).
- the switching element of the inverter 220 is controlled to be opened / closed by the controller 300, whereby DC power is converted to AC power or AC power is converted to DC power.
- the drive motor 210 functions as an electric motor
- the inverter 220 converts the combined DC power of the power generated by the fuel cell stack 110 and the output power of the battery 160 into three-phase AC power and supplies it to the drive motor 210.
- the drive motor 210 functions as a generator, the regenerative power (three-phase AC power) of the drive motor 210 is converted into DC power and supplied to the battery 160.
- the transmission 230 is a forward two-stage automatic transmission, and is connected to the output shaft of the drive motor 210.
- the output shaft of the transmission 230 is connected to the drive shaft of the drive wheel 250 via the differential gear 240.
- the transmission 230 changes the rotational speed of the output shaft of the drive motor 210 (hereinafter also referred to as “motor rotational speed”) and transmits it to the drive shaft.
- the wet state detection device 270 is based on the detected value of the output current by the current sensor 140 and the detected value of the output voltage by the voltage sensor 150, and the internal impedance value of the fuel cell stack 110 in the high frequency band (for example, several tens of KHz or more). (HFR value) is acquired. Then, the wet state detection device 270 determines the wet state of the electrolyte membrane of the fuel cell constituting the fuel cell stack 110 based on the map showing the relationship between the detected HFR value and the wetness of the electrolyte membrane of the fuel cell. To detect. In this map, the HFR value and the wetness of the electrolyte membrane have a relationship that the wetness of the electrolyte membrane decreases as the HFR value increases.
- the controller 300 is composed of a microcomputer including a central processing unit (CPU), a read only memory (ROM), a random access memory (RAM), and an input / output interface (I / O interface). In the present embodiment, the controller 300 functions as a supply air amount flow rate setting device.
- CPU central processing unit
- ROM read only memory
- RAM random access memory
- I / O interface input / output interface
- the controller 300 includes a current sensor 140, a voltage sensor 150, a second airflow sensor 302, and an accelerator stroke sensor that detects an accelerator pedal depression amount (hereinafter also referred to as “accelerator depression amount”) corresponding to the load of the fuel cell stack 110.
- a second rotation speed sensor 312 for detecting the output rotation speed of the transmission 230 are input.
- the controller 300 calculates the target value of the generated power based on the required power of the drive motor 210, the required power of the vehicle auxiliary machine 180, and the charge / discharge request of the battery 160.
- the controller 300 feedback-controls the compressor 124 and the bypass valve 128 so as to satisfy the stack request and the dilution request at the same time.
- the stack request here is a request for generating the fuel cell stack 110 in an optimal state in consideration of securing the oxygen partial pressure, HFR of the electrolyte membrane, and the like when setting the generated power to the target value.
- the dilution request is a request for setting the hydrogen concentration in the exhaust gas discharged outside the fuel cell system 100 to a predetermined concentration or less.
- the controller 300 uses the detected value of the first air flow sensor 301 (the detected value of the compressor supply flow rate) for controlling the compressor 124, and detects the detected value of the second air flow sensor 302 (for the stack supply flow rate) for controlling the bypass valve 128. Detection value) is used.
- controller 300 changes the gear position of the transmission 230 based on the driving state of the vehicle 1.
- FIG. 2 is a time chart for explaining an up-shift shift in which the gear position of the transmission 230 is changed from the first speed to the second speed.
- the upshift is completed through a torque phase and an inertia phase.
- the torque phase is one of the shift phases that occur during the progress of the upshift.
- the motor rotation speed does not change and the torque of the output shaft of the transmission 230 (hereinafter also referred to as “transmission output torque”) changes.
- transmission output torque the torque of the output shaft of the transmission 230
- the inertia phase is one of the shift phases that occur during the progress of the upshift, and refers to the shift phase in which the motor rotation speed changes due to the change in inertia of the drive system.
- the transmission output torque is obtained by multiplying the motor torque T1 before the gear shift by the first gear ratio R low (T1 ⁇ R low ) and the motor torque T1 before the gear shift from the second gear ratio R high . It decreases toward the multiplied torque value (T1 ⁇ R high ).
- the phase shifts to the inertia phase.
- the so-called slip control is performed by the transmission 230, and the motor rotation speed is decreased from N1 to N2.
- the motor torque is temporarily reduced in order to suppress an increase in transmission output torque due to inertia torque accompanying a change in the drive system rotational speed.
- FIG. 3 shows the relationship between the motor rotation speed and the motor torque, and the motor torque T2 when the motor rotation speed is N2 is higher than the motor torque T1 when the motor rotation speed is N1. Therefore, in order to increase the motor torque to the target motor torque T2, it is necessary to reduce the motor rotation speed. Here, in order to shorten the shift time, it is effective to quickly reduce the motor rotation speed from the motor rotation speed N1 before the shift to the motor rotation speed N2 corresponding to the target motor torque T2, thereby shortening the inertia phase period. It is.
- the drive motor 210 is temporarily switched from the power running operation to the regenerative operation in order to shorten the shift time.
- the power generated by the fuel cell stack 110 is normally consumed by the drive motor 210 and the vehicle auxiliary machine 180 that are loads of the fuel cell stack 110 and is also output to the battery 160 that is also a load.
- the drive motor 210 is temporarily switched to the regenerative operation in order to reduce the motor rotation speed. Therefore, since the power consumption of the drive motor 210 is eliminated, the power generation is rather performed, and the required power generation is reduced. Therefore, in the inertia phase, the generated power (output power) is reduced so that the supplied power does not become excessive.
- the generated power is reduced so that the generated power immediately before shifting to the inertia phase is directed to the target value of the generated power set during the inertia phase.
- the output voltage is adjusted by the DC / DC converter 170 in accordance with the reduction of the generated power, and the output current, which is the current taken out from the fuel cell stack 110 by the battery 160 or the vehicle auxiliary machine 180, is reduced.
- the output of the compressor 124 is limited and the opening of the bypass valve 128 is increased in order to reduce the stack supply flow rate as the output current decreases.
- the air system such as the compressor 124 and the bypass valve 128 has a large response delay, and there is a time lag from when the command is given to these until the stack supply flow rate actually decreases. For this reason, the output current is reduced over a predetermined time in accordance with the response delay of the air system. Further, when the generated power is returned (increased) at the end of the inertia phase, the output current is increased conversely, so that air system control such as increasing the output of the compressor 124 in accordance with the increase in the output current is performed. There is a need to do. However, also in this case, it is necessary to increase the output current over a predetermined time due to a response delay problem. Therefore, there has been a problem that the shift time becomes longer at the time of shifting to the inertia phase and at the end thereof.
- FIG. 4 is a flowchart illustrating control of the fuel cell vehicle according to the present embodiment.
- the controller 300 repeatedly executes this routine at a predetermined calculation cycle.
- step S10 the controller 300 divides the motor rotational speed and the motor rotational speed by the rotational speed of the output shaft of the transmission 230 (hereinafter also referred to as “output rotational speed”), and the actual gear ratio of the transmission 230 is obtained.
- the vehicle speed is calculated based on the wheel diameter and the reduction gear ratio of the differential gear 240 stored in advance in the ROM.
- the vehicle speed can also be calculated based on the output rotation speed of the transmission 230, the wheel diameter, and the reduction ratio.
- step S20 the controller 300 performs a motor torque basic calculation process.
- a target value of motor torque requested by the driver (hereinafter also referred to as “motor torque basic value”) is calculated based on the accelerator depression amount (load of the drive motor 210) corresponding to the driver request.
- the motor torque basic value is a target value of the motor torque necessary for making the driving force of the vehicle 1 the driving force required by the driver (hereinafter also referred to as “required driving force”).
- FIG. 5 is a flowchart for explaining the details of the motor torque basic value calculation process.
- step S21 the controller 300 refers to the required driving force map shown in FIG. 6 and calculates the required driving force based on the accelerator depression amount and the vehicle speed.
- step S22 the controller 300 calculates the motor torque basic value by dividing the required driving force calculated in step S21 by the actual gear ratio of the transmission 230.
- step S30 the controller 300 performs an absorbable power calculation process.
- FIG. 7 is a flowchart illustrating details of the absorbable power calculation process.
- step S31 the controller 300 reads the preset acceptable power of the battery 160.
- the acceptable power is an upper limit value of power that can be received by the battery 160 per unit time, that is, power that can be charged.
- a value having a margin with respect to the upper limit value may be acceptable power.
- step S32 the controller 300 calculates the power consumption of the currently operating vehicle auxiliary machine 180 (hereinafter also referred to as “auxiliary machine power consumption”).
- auxiliary machine power consumption is electric power that can be absorbed by the vehicle auxiliary machine 180 such as the compressor 124.
- step S33 the controller 300 calculates the sum of the acceptable power of the battery 160 in step S31 and the consumed power of the vehicle auxiliary machine 180 calculated in step S32 as absorbable power.
- the absorbable power is the maximum value of the power that can be absorbed by the battery 160 and the vehicle auxiliary machine 180.
- the battery 160 and the vehicle auxiliary machine 180 are collectively referred to as the “power absorbing element 400” as necessary. Only the battery 160 may be used as the power absorption element 400.
- step S34 the controller 300 determines whether or not the absorbable power calculated in step S33 is less than or equal to a predetermined converter passing power upper limit value.
- the converter passing power upper limit value is a predetermined upper limit value determined from the viewpoint of preventing deterioration of the DC / DC converter 170. That is, when the power passing through the DC / DC converter 170 (hereinafter also referred to as “converter passing power”) increases when the generated power is absorbed by the power absorbing element 400, the reactor that is a component of the DC / DC converter 170. There is a possibility that the current passing through the current will increase and a current exceeding the rating may flow. If a current exceeding the rated current is passed through the reactor in this way, the reactor and thus the DC / DC converter 170 may be deteriorated. Therefore, the above-described upper limit value is provided for the converter passing power.
- the power absorbed by the power absorbing element 400 can be absorbed by the power absorbing element 400 even though all of the absorbable power can be absorbed by the converter absorbing power upper limit value. It is necessary to limit to.
- step S35 uses the absorbable power calculated in step S33 as the final absorbable power as it is.
- step S36 the converter passing power upper limit value is set as the final absorbable power.
- step S40 the controller 300 performs a motor torque lower limit value calculation process.
- the motor torque lower limit value calculation process is a process for calculating a lower limit value (hereinafter also referred to as “motor torque lower limit value”) of the motor torque in the inertia phase of the upshift.
- FIG. 8 is a flowchart for explaining the details of the motor torque lower limit calculation process.
- step S41 the controller 300 calculates the generated power of the fuel cell stack 110 based on the output current detected by the current sensor 140 and the output voltage detected by the voltage sensor 150.
- step S42 the controller 300 calculates the power obtained by subtracting the absorbable power from the generated power as “surplus power”.
- the surplus power is calculated as a positive value
- the fuel cell stack 110 is generating surplus power that cannot be absorbed by the power absorbing element 400, and the calculated surplus power is generated by the drive motor 210. It needs to be consumed.
- the surplus power is calculated as a negative value
- regeneration by the drive motor 210 is possible by the negative amount.
- step S43 the controller 300 refers to the motor torque lower limit value map shown in FIG. 9 and calculates the motor torque lower limit value based on the surplus power and the motor rotation speed.
- the motor rotation speed is not necessarily required, and the motor torque lower limit value may be calculated only from surplus power.
- the lower limit value of the motor torque is a lower limit value of the motor torque that is set in order not to charge the battery 160 with more power than can be received during the inertia phase of the upshift.
- step S50 the controller 300 performs a basic target value calculation process for the generated power.
- FIG. 10 is a flowchart for explaining the calculation process of the basic target value of the generated power.
- step S51 the controller 300 calculates the power consumed by the drive motor 210 when the motor torque is controlled to the motor torque basic value.
- This power can be calculated based on the motor torque basic value by setting in advance a table or the like in which the motor torque basic value and the power consumption of the drive motor 210 are associated with each other.
- step S52 the controller 300 calculates battery charge / discharge power based on the battery charge detected by the SOC sensor (not shown). When the battery charge amount is larger than a predetermined threshold value, a negative power value is calculated as battery charge / discharge power in order to discharge power from the battery 160.
- step S53 the controller 300 calculates the sum of the power calculated in step S51, the battery charge / discharge power calculated in step S52, and the auxiliary machine power consumption as a basic target value of the generated power. That is, the controller 300 calculates the basic target value of the generated power based on the state of the load connected to the fuel cell stack 110.
- step S60 the controller 300 calculates the basic target value of the stack supply flow rate based on the basic target value of the generated power calculated in step S50.
- FIG. 11 is a flowchart for explaining processing for calculating the basic target value of the stack supply flow rate.
- step S61 the controller 300 converts the basic target value of the generated power calculated in step S50 into the basic target value of the output current.
- step S62 the controller 300 calculates the basic target value of the stack supply flow rate from the basic target value of the output current obtained in step S61.
- the basic target value of the stack supply flow rate is calculated from the basic target value of the output current using, for example, a predetermined map showing the relationship between the output current and the stack supply flow rate.
- step S70 the controller 300 performs an upshift request determination process.
- the upshift request determination process is a process for determining whether there is an upshift request for the transmission 230.
- FIG. 12 is a flowchart for explaining the details of the upshift request determination process.
- step S71 the controller 300 determines whether or not the gear position of the transmission 230 is the first speed.
- the controller 300 performs the process of step S72 if the shift speed is the first speed, and performs the process of step S75 if the speed is the second speed.
- step S72 the controller 300 determines whether or not the upshift of the transmission 230 is prohibited. Specifically, controller 300 prohibits the upshift if the absorbable power is less than a predetermined value. On the other hand, if the absorbable power is equal to or greater than a predetermined value, the upshift is permitted.
- the controller 300 performs the process of step S75 when the upshift is prohibited, and performs the process of step S73 when the upshift is permitted.
- step S73 the controller 300 refers to the shift map of FIG. 13 and determines whether or not there is an upshift request from the driver based on the accelerator depression amount and the vehicle speed indicating the driving state of the vehicle 1.
- the controller 300 determines that there is an upshift request if the operating point determined from the accelerator depression amount and the vehicle speed is in the second speed region on the shift map of FIG. If there is an upshift request from the driver, the controller 300 performs the process of step S74, and if not, performs the process of step S75.
- step S74 the controller 300 sets the upshift gear change flag to 1.
- the upshift gear shift flag is a flag that is set to 1 during the upshift gear shift. That is, when the upshift gear shift flag is set to 1, since the current shift speed is the first speed, the upshift gear shift is not prohibited, and there is an upshift request, it is determined that the upshift gear shift is in progress. it can.
- step S75 the controller 300 sets the upshift gear change flag to 0. In this case, it can be determined that the upshift is not being performed.
- step S90 the controller 300 performs power control and flow rate control during the non-inertia phase.
- FIG. 14 is a flowchart illustrating details of output power control and stack supply flow rate control during the non-inertia phase.
- step S121 the controller 300 controls the inverter 220 to control the power supplied to the drive motor 210 so that the motor torque becomes the motor torque basic value calculated in step S20 shown in FIG. That is, the current taken out by the drive motor 210 is controlled.
- step S122 the controller 300 controls the generated power to the basic target value. Specifically, the output current is adjusted so that the output current takes the basic target value of the output current calculated in step S61.
- step S123 the controller 300 performs control so that the stack supply flow rate takes the basic target value of the stack supply flow rate calculated in step S62 shown in FIG.
- the controller 300 calculates the basic target value of the air pressure based on the basic target value of the output current calculated in step S61, and similarly the basic target of the compressor supply flow rate based on the basic target value of the output current. Calculate the value. Then, the controller 300 determines that the detected value of the air pressure by the cathode pressure sensor 303, the detected value of the compressor supply flow rate by the first air flow sensor 301, and the detected value of the stack supply flow rate by the second air flow sensor 302 are The opening of the cathode pressure regulating valve 126, the opening of the bypass valve 128, and the torque of the compressor 124 are controlled so as to take the basic target value, the basic target value of the compressor supply flow rate, and the basic target value of the stack supply flow rate.
- step S80 if it is determined in step S80 that the upshift is being performed, the controller 300 determines in step S100 whether the upshift is in the inertia phase.
- the controller 300 performs the upshift. It is determined that the phase is an inertia phase, and if it is equal to or greater than the gear ratio before the upshift, it is determined that the phase is not an inertia phase. When the controller 300 determines that it is the inertia phase, it performs the process of step S110. On the other hand, when determining that the phase is not the inertia phase, the controller 300 performs the process of step S90 described above and ends this routine.
- step S110 the controller 300 determines whether to reduce the generated power.
- the drive motor 210 in the inertia phase of the upshift, as described in FIG. 2, the drive motor 210 is switched from the power running operation to the regenerative operation, so that the generated power of the fuel cell stack 110 is surplus ( In this case, it is necessary to lower the generated power target value.
- the power generation amount of the fuel cell stack 110 is not limited even in the inertia phase. good.
- the subsequent control patterns are divided based on whether or not the generated power target value of the fuel cell stack 110 is lowered in the inertia phase as described later. The determination of whether or not to decrease the generated power target value of the fuel cell stack 110 will be described.
- FIG. 15 is a block diagram showing a flow of determining whether or not to reduce the generated power at the time of shifting.
- this block includes a shift vehicle speed calculation block B101, a rotation speed difference calculation block B102, a target shift time calculation block B103, an inertia phase regenerative power maximum value calculation block B104, and a substantially absorbable power calculation block B105. And a shifting power generation power decrease determination block B106.
- the accelerator depression amount detected by the accelerator stroke sensor 310 is input to the shift vehicle speed calculation block B101.
- the shift vehicle speed calculation block B101 stores the shift map shown in FIG. 13, and based on this shift map, the vehicle speed at the time of shift based on the detected accelerator depression amount (hereinafter also referred to as “shift vehicle speed”). Ask for.
- the shift vehicle speed is the vehicle speed at the intersection of the detected accelerator depression amount and the conversion line that is the boundary between the first speed region and the second speed region shown in FIG.
- the rotational speed difference calculation block B102 is based on a shift vehicle speed-rotational speed difference map prepared in advance, and the difference in the rotational speed of the drive motor 210 between the first speed and the second speed from the calculated shift vehicle speed (hereinafter, (Also referred to as “motor rotational speed difference”).
- motor rotational speed difference An example of this map is shown in FIG.
- FIG. 18 As can be understood with reference to FIG. 18, by determining the speed of the shift vehicle, the difference between the first and second motor rotation speeds can be obtained. The greater the speed of the transmission vehicle, the greater the rotational speed difference.
- acceptable power of the battery 160 is input to the target shift time calculation block B103.
- the target shift time calculation block B103 calculates the target shift time from the acceptable power of the battery 160 based on a map that shows the relationship between the battery acceptable power and the target shift time prepared in advance. It should be noted that the target shift time becomes shorter as the acceptable power of battery 160 becomes larger.
- the inertia phase regenerative power maximum value calculation block B104 receives the motor rotation speed difference calculated in the rotation speed difference calculation block B102 and the target shift time calculated in the target shift time calculation block B103.
- the inertia phase regenerative power maximum value calculation block B104 is based on a map prepared in advance, and based on a motor rotation speed difference, target shift time, and a preset pressing torque value, the maximum value of regenerative power in the inertia phase ( Hereinafter, it is also referred to as “inertia phase regenerative power maximum value”).
- the total power that can be regenerated is obtained by subtracting the heat energy consumption due to the friction of the clutch from the motor rotational speed difference. It is determined. Therefore, the maximum value of the regenerative power increases as the motor rotational speed difference increases.
- the target shift time becomes longer, the thermal energy consumed by the friction of the clutch during the shift operation increases, so the maximum value of the regenerative power becomes smaller.
- the pressing torque increases, the thermal energy due to the friction of the clutch increases, so the maximum value of the regenerative power decreases.
- the actual absorbable power calculation block B105 receives the inertia phase regenerative power maximum value calculated by the inertia phase regenerative power maximum value calculation block B104 and the absorbable power calculated in step S33 of FIG. Is done. Then, the substantially absorbable power calculation block B105 calculates the substantially absorbable power that can be substantially absorbed by subtracting the maximum value of the inertia phase regenerative power from the absorbable power.
- the actual power absorbable power calculated in the power absorbable power calculation block B105 and the output power determined from the detected values of the output voltage and output current of the fuel cell stack 110 are input to the shift generated power decrease judgment block B106.
- the shift generated power reduction determination block B106 at the time of shifting compares the substantially absorbable power with the output power.
- the shift generated power reduction judgment block B106 determines that the generated power needs to be reduced when the output voltage is larger than the substantially absorbable power, and when the output voltage is less than or equal to the substantially absorbable power. Determines that a reduction in generated power is not necessary. If the output voltage is greater than the power that can be absorbed, the process of step S90 in FIG. 4 is performed, and this routine is terminated. On the other hand, if the output voltage is less than or equal to substantially absorbable power, the process proceeds to step S120.
- the actual gear ratio obtained by dividing the motor rotation speed by the output rotation speed of the transmission 230 means the progress of the inertia phase. Therefore, if the actual speed reduction ratio decreases from the speed ratio before the upshift to the vicinity of the speed ratio after the upshift, it can be determined that the inertia phase has ended. If it is determined that the inertia phase has ended in this way, the process of step S90 is performed, and this routine is ended.
- step S130 when the controller 300 determines that the shift progress degree is less than the predetermined value, that is, the inertia phase is being performed, the controller 300 performs the process of step S130.
- the controller 300 sets the target value of the stack supply flow rate as a target value for the inertia phase (hereinafter also referred to as “inertia phase stack supply flow rate target value”), and the generated power as the basic target.
- the value is reduced to a target value for inertia phase (hereinafter also referred to as “inertia phase power target value”).
- FIG. 16 is a flowchart for explaining the details of the power / flow rate control during the inertia phase.
- step S131 the controller 300 calculates a target value of the motor torque during the upshift inertia phase (hereinafter also referred to as “inertia phase motor torque target value”). Specifically, the larger of the predetermined target regenerative torque stored in advance in the ROM and the motor torque lower limit value in order to decrease the motor rotation speed is calculated as the motor torque target value.
- step S132 the controller 300 performs shift power control for reducing the rotation speed of the drive motor 210 by the inverter 220, and controls the motor torque to the inertia phase motor torque target value calculated in step S131.
- step S133 the controller 300 refers to the table shown in FIG. 17, calculates the inertia phase target value of the generated power based on the vehicle speed, and controls the generated power to the inertia phase target value.
- the inertia phase target value of the generated power is set to be smaller as the vehicle speed is higher.
- the speed difference between the motor rotation speeds before and after the shift is increased as the vehicle speed increases (see block B102 in FIG. 15).
- the range of decrease in the motor rotation speed during the inertia phase increases. Therefore, as the vehicle speed increases, the amount of regeneration of the drive motor 210 during the inertia phase also increases and the generated power needs to be reduced. Therefore, the inertia phase target value of the generated power is set so as to decrease as the vehicle speed increases. It will be. Note that the inertia phase target value of the generated power can be set to zero regardless of the vehicle speed.
- the inertia phase target value of generated power is lower than the basic target value of generated power.
- the target value of the output current (hereinafter also referred to as “inertia phase current target value”) is obtained from the inertia phase target value of the generated power with reference to the IV characteristics of the fuel cell stack 110. Is set.
- step S134 the controller 300 calculates a target value of the stack supply flow rate during the upshift inertia phase (hereinafter also referred to as “inertia phase stack supply flow target value”).
- the inertia phase stack supply flow rate target value is output while preventing the HFR value from becoming too high, that is, while preventing the electrolyte membrane of the fuel cell 10 constituting the fuel cell stack 110 from being overdried. It can be arbitrarily set within a range that does not significantly decrease in accordance with the decrease in current.
- the inertia phase stack supply flow rate target value is the same value as the basic target value of the stack supply flow rate, which is the stack supply flow rate target value immediately before shifting to the inertia phase.
- step S135 the controller 300 performs control so that the stack supply flow rate takes the target value of the inertia phase stack supply flow rate calculated in step S134.
- the controller 300 calculates a target value of air pressure in the inertia phase (hereinafter also referred to as “inertia phase air pressure target value”) based on the inertia phase current target value calculated in step S133. To do.
- the controller 300 calculates a target value of the compressor supply flow rate in the inertia phase (hereinafter also referred to as “inertia phase compressor flow rate target value”) based on the inertia phase current target value.
- the controller 300 determines that the detected value of the air pressure by the cathode pressure sensor 303, the detected value of the compressor supply flow rate by the first air flow sensor 301, and the detected value of the stack supply flow rate by the second air flow sensor 302 are inertia phase air.
- the opening degree of the cathode pressure regulating valve 126, the bypass valve 128, and the torque of the compressor 124 are controlled so as to take the pressure target value, the inertia phase compressor flow rate target value, and the inertia phase stack supply flow rate target value.
- the cathode pressure regulating valve 126 There is no need to change the control state of the opening, the bypass valve 128, and the torque of the compressor 124. Therefore, in this case, even in the inertia phase, the control of the air system including the compressor 124 for changing the stack supply flow rate can be omitted, and the influence of the response delay of the air system can be reliably prevented.
- FIG. 19 is a time chart for explaining an example of the operation during the inertia phase in the fuel cell vehicle control method according to the present embodiment.
- the conventional control is indicated by a broken line for reference.
- the inertia phase stack supply flow rate target value is set to be the same as the basic target value of the stack supply flow rate, which is the stack supply flow rate target value immediately before shifting to the inertia phase, that is, in the inertia phase, the compressor supply A case where the flow rate and the stack supply flow rate are not changed will be described.
- the torque phase shifts to the inertia phase.
- the power that can be absorbed by the battery 160, the vehicle auxiliary machine 180, and the drive motor 210 is reduced, and thus the required generated power is reduced. Therefore, as shown in FIG. 19E, the output power of the fuel cell stack 110 is reduced to the inertia phase power target value. This decrease in output power is maintained during the inertia phase, that is, between the inertia phase transition time t2 and the inertia phase end time t3.
- the output voltage is adjusted by the DC / DC converter 170 in order to bring the output power closer to the inertia phase power target value, and the output current is changed to the inertia phase at the inertia phase transition time t2. It will be reduced to the current target value (see FIG. 19D). Note that this inertia phase current target value is maintained in the inertia phase period t2 to t3.
- the output current is not decreased instantaneously at the inertia phase transition time t2, but the predetermined time ⁇ t2 is set. Over time. Furthermore, at the inertia phase end time t3, the output current is not instantaneously restored but is restored over a predetermined time ⁇ t3.
- the reason why the output current is changed over a predetermined time at the time of shifting to the inertia phase or at the end thereof is that the response delay of the air system including the compressor 124 is taken into consideration.
- the response speed of the air system including the compressor 124 is lower than the response speed of the power / current control, even if a command to change the output of the compressor 124 is given at the inertia phase transition time t2 and the inertia phase end time t3. This is because a time lag occurs until the stack supply flow rate actually changes. Therefore, the output current is also changed over the predetermined times ⁇ t2 and ⁇ t3 according to the time lags ⁇ t2 and ⁇ t3. However, if the output current is changed over a predetermined time in this way, the inertia phase becomes longer (in the example shown in the figure, the time ⁇ t3 is extended), and as a result, the shift time in the upshift becomes longer. It was a factor.
- the inertia phase stack supply flow rate target value that is the target value of the stack supply flow rate in the inertia phases t2 to t3 is set to the stack supply flow rate basic target value that is the target value immediately before the inertia phase transition time t2. Same value. That is, the target value of the stack supply flow rate is not changed in the inertia phases t2 to t3, and the control mode of the air system that causes a response delay is not changed. This prevents the influence of the response delay of the air system in the inertia phases t2 to t3.
- the target value of the output power matched to the required output power is reduced almost instantaneously within a predetermined time by rapidly decreasing the output current. Has changed. Therefore, since the output current can be changed without providing the time lags ⁇ t2 and ⁇ t3, the inertia phase period can be shortened, and the shift time can be prevented from being prolonged.
- the fuel cell vehicle control method includes a fuel cell stack 110 that is a fuel cell, a compressor 124 that is an air supply device that supplies air to the fuel cell stack 110, and a fuel that uses electric power from the fuel cell stack 110.
- the fuel cell vehicle 1 includes a drive motor 210 that drives the battery vehicle 1 and a transmission 230 provided in a power transmission path between the drive motor 210 and the drive wheels 250.
- the output current is changed according to the required generated power (required output power) of the fuel cell stack 110, and the air supply flow rate by the compressor 124 is adjusted according to the change in the output current.
- the output current is decreased according to the decrease in the required generated power of the fuel cell stack 110 (FIG. 19D), and the air supply flow rate is The inertia phase supply flow rate is controlled to be larger than the air supply flow rate (broken line in FIG. 19C) corresponding to the decrease in the output current (step S135 in FIG. 16 and FIG. 19C).
- the required generated power of the fuel cell stack 110 is reduced due to a decrease in the power that can be supplied to the drive motor 210 or the like, and the output current is reduced.
- air is supplied to the fuel cell stack 110 at a higher inertia phase supply flow rate than the supply flow rate (see FIG. 19C) determined according to the decrease in the output current. Accordingly, since it is no longer required to significantly reduce the stack supply flow rate in accordance with the decrease in the output current in the inertia phase as in the prior art, it is possible to suppress the lengthening of the shift time due to the response delay of the air system.
- the inertia phase supply flow rate is controlled with the same target value (inertia phase stack supply flow rate target value) as the target value of the supply air flow rate immediately before the transition to the inertia phase (FIG. 19C). .
- control of the air system such as output adjustment of the compressor 124 in the inertia phase can be omitted, so that the influence of the response delay of the compressor 124 can be more reliably eliminated.
- control of the air system such as output adjustment of the compressor 124 in the inertia phase can be omitted.
- the output current can be changed within a predetermined time (substantially instantaneously) in accordance with the inertia phase transition time t1 and the inertia phase end time t2 (see FIG. 19D).
- the output current of the fuel cell stack 110 is reduced or returned almost instantaneously, which contributes to shortening of the shift time.
- the output power of the fuel cell stack 110 is the maximum regenerative power of the drive motor 210 from the power that can be supplied to the load (battery 160, vehicle auxiliary device 180) of the fuel cell stack 110 other than the drive motor 210. If the value is larger than the substantially absorbable power obtained by reducing the value, it is determined that the required power generation of the fuel cell stack 110 has been reduced, and the output current is reduced (step S110 in FIG. 4 and the blocks in FIG. 15). B106).
- step S110 determines whether or not the generated power in step S110 is to be reduced.
- the inertia phase supply flow rate target value is set as the stack supply flow rate target value during the inertia phase. Therefore, in this case, there is a possibility that the air supplied to the fuel cell stack 110 becomes excessive and the electrolyte membrane of the fuel cell 10 constituting the fuel cell stack 110 may be overdried. Therefore, in the present embodiment, when it is predicted that the shift shifts to an upshift, or when it is determined that an upshift is being performed, control that can suppress overdrying of the electrolyte membrane is executed.
- FIG. 20 is a flowchart illustrating HFR control according to the present embodiment. This process is performed in parallel or independently of the process shown in FIG. 4 in the first embodiment.
- step S210 the controller 300 performs an HFR reference target value calculation process. Specifically, first, a basic target value of generated power is calculated by a method similar to the method performed in step S50 (FIG. 10) already described. Then, as shown in an HFR reference target value calculation block B201 in FIG. 22 to be described later, the basic target value of the generated power is used to determine the HFR obtained by using, for example, a map showing the relationship between the generated power and the HFR prepared in advance. Is the HFR reference target value.
- step S220 the controller 300 determines whether to correct the HFR reference target value.
- FIG. 21 is a block diagram showing a flow of determining whether or not to correct the HFR reference target value. As shown in the figure, the determination as to whether or not to correct the HFR reference target value in the present embodiment is the same as the flow for determining whether or not to reduce the generated power at the time of shifting explained in FIG. 15 of the first embodiment. It is. Therefore, the description of each block B101 to B106 constituting the block is omitted.
- the controller 300 when the output voltage of the fuel cell stack 110 is larger than the substantially absorbable power based on the power consumed by the vehicle auxiliary machine 180 and the power acceptable to the battery 160, If it is predicted that the shift to the upshift is expected or the upshift is being performed and it is determined that the correction of the HFR reference target value is necessary, and the output voltage is substantially equal to or less than the absorbable power, the upshift is performed. Therefore, it is determined that the shift to is not predicted, and it is determined that it is not necessary to correct the HFR reference target value.
- step S230 If it is determined that the HFR reference target value needs to be corrected, the process proceeds to the HFR reference target value correction process in step S230 of FIG. On the other hand, if it is determined that the correction of the HFR reference target value is not necessary, the process proceeds to step S240, the HFR target value is maintained at the HFR reference target value, and the process ends.
- the contents of the HFR reference target value correction process in step 230 will be described.
- FIG. 22 is a block diagram showing a flow of correcting the HFR reference target value.
- the block includes an HFR reference target value calculation block B201, a vehicle speed deviation calculation block B202, an HFR subtraction correction value calculation block B203, and a corrected HFR target value calculation block B204.
- the output voltage of the fuel cell stack 110 is input to the HFR reference target value calculation block B201.
- the HFR reference target value calculation block B201 calculates an HFR reference target value from the output voltage of the fuel cell stack 110 based on a map showing a predetermined relationship between generated power and HFR. In general, the higher the output voltage is, the more the electrolyte membrane needs to be wetted. Therefore, in this generated power-HFR map, the HFR reference target value decreases as the output voltage increases.
- the current vehicle speed determined by the shift vehicle speed calculated by the shift vehicle speed calculation block B101 of FIG. 15 and the accelerator depression amount detected by the accelerator stroke sensor 310 is input to the vehicle speed deviation calculation block B202.
- the vehicle speed deviation calculation block B202 calculates the vehicle speed deviation by subtracting the current vehicle speed from the speed change vehicle speed.
- the vehicle speed deviation calculated by the vehicle speed deviation calculation block B202 is input to the HFR subtraction correction value calculation block B203. Then, the HFR subtraction correction value calculation block B203 calculates an HFR subtraction correction value from the vehicle speed deviation based on a predetermined correction value map indicating the relationship between the vehicle speed deviation and the HFR subtraction correction value.
- the vehicle speed deviation is the difference between the shift vehicle speed and the current vehicle speed
- the value of this vehicle speed deviation is relatively small
- the current vehicle speed is close to the shift vehicle speed
- the shift to the upshift is close. I can judge.
- the value of the vehicle speed deviation is relatively large, it can be determined that the shift to the upshift is still far. Further, when the vehicle speed deviation is substantially 0, it can be determined that the current state is upshifting.
- the calculated HFR subtraction correction is performed to wet the electrolyte membrane more.
- the value is a relatively large value.
- the HFR subtraction correction value takes the maximum value.
- the HFR subtraction correction value is calculated as a relatively small value so as not to greatly change the HFR reference target value.
- the HFR subtraction correction value is set to zero.
- the HFR reference target value calculated in the HFR reference target value calculation block B201 and the HFR subtraction correction value calculated in the HFR subtraction correction value calculation block B203 are input.
- the corrected HFR target value calculation block B204 subtracts the HFR subtraction correction value from the HFR reference target value, and calculates the corrected HFR target value.
- the output voltage of the fuel cell stack 110 is larger than the substantially absorbable power, and it is predicted that the shift to the upshift is expected or the upshift is being performed, and the HFR standard is determined.
- the HFR value of the electrolyte membrane is controlled based on the corrected HFR target value on the wet side lower than the HFR reference target value.
- FIG. 23 is a time chart illustrating an example of a change in the HFR value according to the present embodiment.
- the shift to the upshift is predicted at time t0 before the shift to the torque phase, and the corrected HFR target value is set.
- the HFR value decreases at the time t0 when the corrected HFR target value is set, and the HFR value takes the corrected HFR target value at the time t1 when the torque phase shifts. Therefore, at the time t2 when the phase shifts to the inertia phase, the HFR value is lower (more wet) than the HFR reference target value. As a result, even if the stack supply flow rate becomes excessive and the HFR value increases during times t2 to t3 during the inertia phase, the HFR value does not exceed the HFR reference target value as shown in the figure. And overdrying of the electrolyte membrane is prevented.
- the target value for the inertia phase supply flow rate as the target value for the stack supply flow rate, it is possible to effectively prevent overdrying of the electrolyte membrane even if the stack supply flow rate becomes excessive during the inertia phase. can do.
- the output power of the fuel cell stack 110 is driven from the power that can be supplied to the load (battery 160, vehicle auxiliary device 180) of the fuel cell stack 110 other than the drive motor 210.
- the HFR correction process is executed. (FIG. 21).
- the HFR correction process can be executed in accordance with a scene in which the stack supply flow rate is excessive in the inertia phase and overdrying is a concern.
- the shift to the upshift is predicted or the upshift is being performed.
- the method of determining that the shift to the upshift is predicted or that the upshift is being performed is not limited to this.
- the shift to the upshift may be performed. It may be determined that it is predicted or upshifting.
- the HFR value of the electrolyte membrane is further decreased as the vehicle speed deviation, which is the difference between the vehicle speed of the fuel cell vehicle 1 and the shift vehicle speed, becomes smaller.
- FIG. 24 is a block diagram showing a flow of calculating a corrected HFR target value according to the third embodiment of the present invention.
- the block includes an HFR reference target value calculation block B201, a vehicle speed deviation calculation block B202, a target shift time calculation block B301, an HFR subtraction correction value calculation block B302, and a corrected HFR target value calculation block B204. ing.
- the HFR reference target value calculation block B201 calculates the HFR reference target value based on the output voltage of the fuel cell stack 110 as in the second embodiment. Similarly to the second embodiment, the vehicle speed deviation calculation block B202 also calculates a vehicle speed deviation by subtracting the current vehicle speed from the speed vehicle speed.
- the target shift time calculation block B301 has the same function as the target shift time calculation block B103 described in FIG. 15 in the first embodiment, and calculates the target shift time from the acceptable power of the battery 160.
- the vehicle speed deviation calculated by the vehicle speed deviation calculation block B202 and the target shift time calculated by the target shift time calculation block B301 are input to the HFR subtraction correction value calculation block B302 according to the present embodiment.
- the HFR subtraction correction value calculation block B302 calculates an HFR subtraction correction value from the vehicle speed deviation and the target shift time based on a map prepared in advance.
- the vehicle speed deviation when the vehicle speed deviation is relatively small, it can be determined that the shift to the upshift is approaching or that the upshift is being performed. Therefore, in the above map, the smaller the vehicle speed deviation is, the larger the HFR subtraction correction value is to wet the electrolyte membrane.
- the target shift time becomes longer, the state where the stack supply flow rate is excessive during the inertia phase may continue for a long time. Therefore, as the target shift time becomes longer, the HFR subtraction correction value becomes larger so as to wet the electrolyte membrane more.
- the corrected HFR target value calculation block B204 subtracts the HFR subtraction correction value from the HFR reference target value and calculates the corrected HFR target value as in the second embodiment.
- the vehicle speed of the fuel cell vehicle 1 is compared with the shift vehicle speed determined as the vehicle speed at the time of vehicle shift (vehicle speed deviation calculation block B202). As the difference between the vehicle speed and the shift vehicle speed becomes smaller, the HFR value of the electrolyte membrane is further reduced.
- the HFR value of the electrolyte membrane is further reduced (the electrolyte membrane is further wetted), so that the shift to upshift is near.
- the electrolyte membrane can be more reliably wetted.
- the HFR value is further decreased as the target shift time in the shift becomes longer. As a result, when the shift to the upshift is near, wetting of the electrolyte membrane can be more reliably performed.
- the generated power of the fuel cell stack 110 is set higher than the basic target value of the generated power during the torque phase during the torque phase in the upshift. Control to increase output power.
- performs the function similar to 2nd Embodiment or 3rd Embodiment is abbreviate
- FIG. 25 is a flowchart illustrating the flow of torque phase output power increase processing according to the present embodiment.
- step S410 an HFR target value calculation process is performed.
- the HFR reference target value or the corrected HFR target value is calculated and set as the HFR target value, as in the second and third embodiments.
- step S420 generated power basic value target value calculation processing is performed.
- This generated power basic value target value calculation process is performed by a method similar to the method described in FIG.
- step S440 the target value of generated power is set to the generated power basic value target value calculated in step S420, and this routine ends.
- step S450 the process proceeds to step S450.
- step S450 it is determined whether the HFR detection value is higher than the HFR target value calculated in step S410.
- the process of step S440 is performed. That is, in this case, it is determined that the electrolyte membrane is sufficiently wet and it is not necessary to increase the generated power.
- step S460 if it is determined that the HFR detection value is higher than the HFR target value calculated in step S410 (that is, the electrolyte membrane is on the dry side than required), the process of step S460 is performed.
- step S460 the target value of generated power is set to an allowable upper limit of allowable power generation that is higher than the generated power basic value target value. That is, processing for improving the power generated by the fuel cell stack 110 is performed.
- FIG. 26 is a block diagram showing a method for calculating the allowable power generation allowable upper limit.
- the allowable power generation allowable power upper limit is low of the sum of the power consumption of the drive motor 210, the power consumption of the vehicle auxiliary machine 180, and the acceptable power of the battery 160, and the maximum output power of the fuel cell stack 110. Is set as one of the two values. That is, the allowable power generation allowable power upper limit outputs as much power as possible from the fuel cell stack 110 while taking into consideration the limitations on the power that can be absorbed by the drive motor 210, the vehicle auxiliary machine 180, and the battery 160. It is a value set with the intention.
- FIG. 27 is an example of a time chart showing the relationship between the required generated power and the HFR value when the torque phase output power increase process is performed in the present embodiment.
- the required generated power and the HFR value when the torque phase output power increase process is not performed are indicated by broken lines in order to clarify the effects.
- the power generation of the fuel cell stack 110 is performed based on the generated power basic target value until the time t1 when the torque phase is shifted, and the HFR value gradually decreases due to the water generated by the power generation. Yes.
- the allowable power generation allowable upper limit is set as the target value of the generated power.
- the amount of decrease in the HFR value increases from the torque phase transition time t1, and at the inertia phase transition time t2, the HFR value is lower than when torque phase output power increase processing is not performed (see the broken line). Yes.
- the HFR value can be prevented from exceeding the HFR standard target value, and the electrolyte membrane is not excessively dried. Is prevented.
- the target value of generated power in the torque phase of the upshift is set to the allowable upper limit of allowable power generation that is an allowable upper limit value.
- the output power of the fuel cell stack 11 increases in the torque phase, and with the increase of the output power, the reaction in the fuel cell 10 is further promoted to increase the generated water, resulting in more electrolyte membrane. Can be moistened. Therefore, even if the stack supply flow rate becomes excessive in the inertia phase, overdrying of the electrolyte membrane of the fuel cell 10 can be more effectively prevented.
- the allowable power generation allowable upper limit is set as the target value of generated power. To do. As a result, it is possible to set an allowable upper limit of allowable power generation in accordance with a scene where overdrying is a concern, and it is possible to more accurately prevent overdrying of the electrolyte membrane of the fuel cell 10.
- the inertia phase supply flow rate is controlled with the same target value as the target value (stack flow basic target value) of the supply air flow rate immediately before the transition to the inertia phase. It explained mainly. However, the inertia phase supply flow rate target value may be changed from the stack flow rate basic target value as long as the influence of the response delay of the air system is small and does not cause a large delay in the upshift speed.
- the first to fourth embodiments can be arbitrarily combined.
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Abstract
Description
燃料電池10は電解質膜をアノード電極(燃料極)とカソード電極(酸化剤極)とによって挟み、アノード電極に水素を含有するアノードガス(燃料ガス)、カソード電極に酸素を含有するカソードガス(空気)を供給することによって発電する。アノード電極及びカソード電極の両電極において進行する電極反応は以下の通りである。
カソード電極 : 4H+ +4e- +O2 →2H2O …(2)
この(1)(2)の電極反応によって燃料電池10は1ボルト程度の起電力を生じる。
次に、本発明の第2実施形態について説明する。本実施形態は、第1実施形態に係る処理に加えて、変速がアップシフトに移行することが予測されるか、又はアップシフト中であると判断された場合に、燃料電池10の電解質膜のHFRを増加させるHFR補正処理を行う。なお、以下に示す各実施形態では前述した第1実施形態と同様の機能を果たす部分には、同一の符号を用いて重複する説明を適宜省略する。
以下、本発明の第3実施形態について説明する。本実施形態では、第2実施形態と異なるHFR補正処理が行われる。なお、本実施形態は、この算出方法以外の構成は第2実施形態と同様である。したがって、第2実施形態と同様の機能を果たす部分には、同一の符号を用いて重複する説明を適宜省略する。
以下、本発明の第4実施形態について説明する。本実施形態では、第2実施形態又は第3実施形態の構成を前提として、アップシフトにおけるトルクフェーズ中において、燃料電池スタック110の発電電力をトルクフェーズ中の発電電力の基本目標値より高くして、出力電力を増加させる制御を行う。なお、第2実施形態又は第3実施形態と同様の機能を果たす部分には、同一の符号を用いて重複する説明を適宜省略する。
Claims (9)
- 燃料電池と、該燃料電池に空気を供給する空気供給装置と、前記燃料電池からの電力により燃料電池車両を駆動する駆動モータと、該駆動モータと駆動輪との間の動力伝達経路に設けられる変速機と、を有する燃料電池車両で実行され、
前記燃料電池の要求発電電力に応じて出力電流を変化させ、該出力電流の変化に応じて前記空気供給装置による空気の供給流量を調節する燃料電池車両制御方法であって、
前記変速機による変速がアップシフトのイナーシャフェーズである場合に、前記燃料電池の要求発電電力の低下に応じて出力電流を減少させ、
前記空気の供給流量を、前記出力電流の減少に応じた空気の供給流量よりも大きいイナーシャフェーズ供給流量に制御する燃料電池車両制御方法。 - 請求項1に記載の燃料電池車両制御方法であって、
前記イナーシャフェーズ供給流量を、前記イナーシャフェーズに移行する直前の供給空気流量の目標値と同一の目標値で制御する燃料電池車両制御方法。 - 請求項1又は請求項2に記載の燃料電池車両制御方法であって、
前記変速機による変速がアップシフトに移行することが予測されるか、又はアップシフト中であると判断された場合に、前記燃料電池の電解質膜のHFR値を減少させるHFR補正処理を行う燃料電池車両制御方法。 - 請求項3に記載の燃料電池車両制御方法であって、
前記HFR補正処理において、
前記燃料電池車両の車速と、車両変速時の車速として定められる変速車速と、を比較し、
前記燃料電池車両の車速と前記変速車速の差が小さくなるにつれて、前記電解質膜のHFR値を減少させる燃料電池車両制御方法。 - 請求項3又は請求項4に記載の燃料電池車両制御方法であって、
前記変速機による変速における目標変速時間が長くなるにつれて、前記HFR値をより減少させる燃料電池車両制御方法。 - 請求項3~請求項5の何れか1項に記載の燃料電池車両制御方法であって、
前記燃料電池の出力電力が、前記駆動モータ以外の前記燃料電池の負荷に供給可能な電力から前記駆動モータの回生電力の最大値を減じて得られる実質吸収可能電力よりも大きい場合に、前記アップシフトに移行することが予測されるか又は前記アップシフト中であると判断して前記HFR補正処理を実行する燃料電池車両制御方法。 - 請求項3~請求項6の何れか1項に記載の燃料電池車両制御方法であって、
前記アップシフトのトルクフェーズにおける発電電力の目標値を、許容される上限の値である許容発電可能電力上限に設定する燃料電池車両制御方法。 - 請求項7に記載の燃料電池車両制御方法であって、
前記燃料電池のHFR値が該HFR値の基準目標値よりも低い場合に、前記許容発電可能電力上限を前記発電電力の目標値として設定する燃料電池車両制御方法。 - 燃料電池と、
該燃料電池に空気を供給するコンプレッサと、
前記燃料電池からの出力電力を用いて燃料電池車両を駆動する駆動モータと、該駆動モータと駆動輪との間の動力伝達経路に設けられる変速機と、
前記燃料電池の要求発電電力に応じて出力電流を変化させる出力電流調節装置と、
該出力電流の変化に応じて前記空気供給装置による空気の供給流量を調節する供給空気量調節装置と、
を有する燃料電池車両制御システムにおいて、
前記出力電流調節装置は、前記変速機による変速がアップシフトのイナーシャフェーズである場合に、前記燃料電池の要求発電電力の低下に応じて出力電流を減少させ、
前記供給空気量調節装置は、前記空気の供給流量を、前記出力電流の減少に応じた空気の供給流量よりも大きいイナーシャフェーズ供給流量に制御する供給空気量流量設定装置を備えた燃料電池車両制御システム。
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PCT/JP2015/078244 WO2017060960A1 (ja) | 2015-10-05 | 2015-10-05 | 燃料電池車両制御方法及び燃料電池車両制御装置 |
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US (1) | US10396376B2 (ja) |
EP (1) | EP3361539B1 (ja) |
JP (1) | JP6471808B2 (ja) |
KR (1) | KR101955173B1 (ja) |
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Cited By (2)
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KR20200020343A (ko) * | 2018-08-17 | 2020-02-26 | 현대자동차주식회사 | 연료전지시스템의 운전 제어 장치 및 그 방법 |
WO2023132193A1 (ja) * | 2022-01-07 | 2023-07-13 | マイクロコントロールシステムズ株式会社 | 燃料電池排ガスを水交換により除湿する窒素ガス生成装置及び方法 |
Families Citing this family (10)
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KR102507227B1 (ko) * | 2017-11-27 | 2023-03-08 | 현대자동차주식회사 | 연료전지 차량의 전력 분배 시스템 및 방법 |
DE102019207309A1 (de) * | 2019-05-20 | 2020-11-26 | Audi Ag | Verfahren zum Betreiben eines Brennstoffzellensystems, Brennstoffzellensystem und Kraftfahrzeug mit einem solchen |
JP7243614B2 (ja) * | 2019-12-23 | 2023-03-22 | トヨタ自動車株式会社 | 燃料電池車両および燃料電池車両の制御方法 |
JP7139391B2 (ja) * | 2020-07-27 | 2022-09-20 | 本田技研工業株式会社 | 給電制御システムおよび給電制御方法 |
CN111916801B (zh) * | 2020-07-29 | 2021-08-27 | 广东爱德曼氢能源装备有限公司 | 燃料电池堆活化测试方法及*** |
CN112259761B (zh) * | 2020-10-21 | 2023-08-15 | 辽宁科技大学 | 一种新型燃料电池汽车的气体流量控制***及控制方法 |
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CN113525176B (zh) * | 2021-07-12 | 2022-07-12 | 深圳氢时代新能源科技有限公司 | 燃料电池车的热管理***、方法和设备 |
CN115306894A (zh) * | 2022-09-07 | 2022-11-08 | 北京亿华通科技股份有限公司 | 燃料电池车辆变速箱换挡控制方法、装置及电子设备 |
DE102022212385A1 (de) | 2022-11-21 | 2024-05-23 | Robert Bosch Gesellschaft mit beschränkter Haftung | Verfahren zum Schalten eines Schaltgetriebes eines Fahrzeuges sowie Fahrzeug |
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- 2015-10-05 CN CN201580083672.6A patent/CN108140859B/zh not_active Expired - Fee Related
- 2015-10-05 KR KR1020187012057A patent/KR101955173B1/ko active IP Right Grant
- 2015-10-05 CA CA3001097A patent/CA3001097C/en not_active Expired - Fee Related
- 2015-10-05 EP EP15905780.1A patent/EP3361539B1/en active Active
- 2015-10-05 JP JP2017544090A patent/JP6471808B2/ja not_active Expired - Fee Related
- 2015-10-05 US US15/765,818 patent/US10396376B2/en not_active Expired - Fee Related
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KR20200020343A (ko) * | 2018-08-17 | 2020-02-26 | 현대자동차주식회사 | 연료전지시스템의 운전 제어 장치 및 그 방법 |
KR102664110B1 (ko) * | 2018-08-17 | 2024-05-09 | 현대자동차주식회사 | 연료전지시스템의 운전 제어 장치 및 그 방법 |
WO2023132193A1 (ja) * | 2022-01-07 | 2023-07-13 | マイクロコントロールシステムズ株式会社 | 燃料電池排ガスを水交換により除湿する窒素ガス生成装置及び方法 |
Also Published As
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CA3001097A1 (en) | 2017-04-13 |
CA3001097C (en) | 2019-03-26 |
JP6471808B2 (ja) | 2019-02-20 |
KR101955173B1 (ko) | 2019-03-06 |
US10396376B2 (en) | 2019-08-27 |
EP3361539A1 (en) | 2018-08-15 |
CN108140859A (zh) | 2018-06-08 |
KR20180054853A (ko) | 2018-05-24 |
EP3361539A4 (en) | 2019-06-19 |
CN108140859B (zh) | 2019-04-23 |
JPWO2017060960A1 (ja) | 2018-08-30 |
EP3361539B1 (en) | 2020-09-23 |
US20180294492A1 (en) | 2018-10-11 |
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