Vehicle comprising a fuel cell and method of residual energy discharge performed in the vehicle

Abstract

The present application relates to a vehicle including a fuel cell, the vehicle including: a cell stack including a plurality of unit cells stacked with each other; a direct current / direct current (DC / DC) converter configured to convert a level of a stack voltage output from the cell stack, and including a discharger for removing residual energy of the DC / DC converter; a power distributor configured to distribute a level-converted voltage output from the DC / DC converter or provide a voltage remaining in the cell stack to the discharger to discharge the voltage in response to a first control signal; and a controller configured to generate the first control signal according to whether the vehicle is normally operated.

Description

Technical Field

[0001] Embodiments of this disclosure relate to a vehicle including a fuel cell and a method for discharging residual energy in the vehicle. Background Technology

[0002] In vehicles equipped with fuel cells including a battery stack, oxygen needs to be removed from the air passages of the battery stack after the vehicle is shut down to improve the durability of the battery stack. Optionally, in the event of a collision involving a vehicle including a fuel cell, residual electrical energy in the battery stack needs to be removed to prevent secondary electric shock or electrical fire. Optionally, residual electrical energy in the battery stack needs to be removed when performing maintenance after the vehicle is shut down to prevent electric shock.

[0003] Therefore, it is crucial to remove residual electrical energy from the fuel cell stack and thus ensure the electrical safety of vehicles including fuel cells when they are shut down, collide with another vehicle, or undergo maintenance.

[0004] The information disclosed in this background section is intended only to enhance the understanding of the background of this disclosure and should not be construed as confirmation that such information constitutes prior art known to those skilled in the art. Summary of the Invention

[0005] Therefore, the embodiments relate to a vehicle including a fuel cell and a method for discharging residual energy in the vehicle, which substantially eliminates one or more problems caused by the limitations and disadvantages of related technologies.

[0006] One object of this disclosure is to provide a vehicle including a fuel cell and a method for discharging residual energy in the vehicle for stably discharging and removing residual voltage from the battery stack when the vehicle is turned off or in the event of a collision.

[0007] In one exemplary embodiment of this disclosure, a vehicle including a fuel cell may include: a battery stack including a plurality of cell units stacked on top of each other; a DC / DC converter configured to convert the level of a stack voltage output from the battery stack and including a discharger for removing residual energy from the DC / DC converter; a power distributor configured to distribute the level-conversion voltage output from the DC / DC converter or to provide residual voltage in the battery stack to the discharger to discharge the voltage in response to a first control signal; and a controller configured to generate the first control signal based on whether the vehicle is operating normally.

[0008] For example, the vehicle may further include a cooling line configured to cool the DC / DC converter, and a discharger may be disposed in the cooling line.

[0009] For example, the vehicle may further include a battery configured to charge a level-shifting voltage distributed by a distributor based on the level of a second control signal or based on whether a second control signal is generated, and the controller may generate the second control signal based on whether the vehicle is operating normally.

[0010] For example, the power distributor may include: a first switching unit configured to form a first path based on whether a first control signal 1-1 is generated, for providing a level-shifting voltage output from a DC / DC converter to a battery, the first control signal 1-1 being one of the first control signals; and a second switching unit configured to form a second path based on whether a first control signal 1-2 is generated, for providing residual voltage in the battery stack to a discharger, the first control signal 1-2 being the other of the first control signals.

[0011] For example, the power distributor may include: a first switching unit configured to form a first path based on the level of a first-1 control signal for providing a level-converted voltage from a DC / DC converter to a battery, the first-1 control signal being one of the first control signals; and a second switching unit configured to form a second path based on the level of a first-2 control signal for providing residual voltage in the battery stack to a discharger, the first-2 control signal being the other of the first control signals.

[0012] For example, when the vehicle is not operating normally, the controller can stop generating the first and second control signals.

[0013] For example, the vehicle may further include a vehicle start / stop determiner configured to determine whether the vehicle is off, and the controller may stop generating the first and second control signals based on the determination result of the vehicle start / stop determiner.

[0014] For example, the vehicle may further include a collision determiner configured to determine whether a collision has occurred, and the controller may stop generating the first and second control signals based on the determination result of the collision determiner.

[0015] For example, a DC / DC converter may include a first output terminal and a second output terminal, the level conversion voltage may correspond to the potential difference between the first output terminal and the second output terminal, and a first switching unit may include a first switch and a second switch, wherein the first switch is disposed on a first wiring connected between the first output terminal and the battery, the first switch being configured to turn on or off according to whether a first-1 control signal is generated, and the second switch is disposed on a second wiring connected between the second output terminal and the battery, the second switch being configured to turn on or off according to whether a first-1 control signal is generated.

[0016] For example, the second switching unit may include a third switch connected between the first output terminal and one end of the discharger, the third switch being configured to turn on or off depending on whether the first-second control signal is generated, and the other end of the discharger may be connected to the second output terminal.

[0017] For example, the second switching unit may include a fourth switch connected between the second output terminal and the other end of the discharger. The fourth switch is configured to turn on or off depending on whether the first-second control signal is generated, and one end of the discharger may be connected to the first output terminal.

[0018] For example, the battery may include a charger and a third switching unit, wherein the charger is configured to convert the charging level voltage, and the third switching unit is configured to form a third path based on whether a second control signal is generated or based on the level of the second control signal, for converting the charging level voltage in the charger.

[0019] For example, the third switching unit may include a fifth switch and a sixth switch, wherein the fifth switch is disposed between the first wiring and the charger, and the fifth switch is configured to turn on or off based on whether a second-1 control signal is generated or based on the level of the second-1 control signal, the second-1 control signal being one of the second control signals; the sixth switch is disposed between the second wiring and the charger, and the sixth switch is configured to turn on or off based on whether a second-2 control signal is generated or based on the level of the second-2 control signal, the second-2 control signal being another of the second control signals.

[0020] For example, DC / DC converters and power distributors can be directly electrically connected to each other.

[0021] For example, the vehicle may further include a housing configured to house a DC / DC converter and a power distributor.

[0022] For example, the vehicle may further include wiring configured to electrically connect the DC / DC converter and the power distributor to each other, and the housing may include a first housing and a second housing, wherein the first housing is configured to house the DC / DC converter and the second housing is configured to house the power distributor.

[0023] For example, the discharger can have a resistance value of 1Ω to 10Ω.

[0024] In another exemplary embodiment of this disclosure, a residual energy discharge method is provided performed in a vehicle including a fuel cell, the vehicle including a battery stack and a DC / DC converter, wherein a plurality of cell units are stacked on top of each other in the battery stack, the DC / DC converter is configured to convert the level of a stack voltage output from the battery stack and includes a discharger for removing residual energy from the DC / DC converter, the residual energy discharge method may include: determining whether the vehicle is operating normally; when the vehicle is determined to be operating normally, distributing a level conversion voltage from the output of the DC / DC converter; and when the vehicle is determined not to be operating normally, providing residual voltage in the battery stack to the discharger to discharge voltage.

[0025] For example, determining whether a vehicle is operating normally may include at least one of the following steps: determining whether the vehicle is off; and determining whether the vehicle has been in a collision, and when it is determined that the vehicle is off or has been in a collision, it may be determined that the vehicle is not operating normally. Attached Figure Description

[0026] The arrangement and embodiments can be described in detail with reference to the following figures, in which the same reference numerals denote the same elements, wherein:

[0027] Figure 1 This is a block diagram of a vehicle including a fuel cell according to exemplary embodiments of the present disclosure;

[0028] Figure 2 It shows that it can be included in Figure 1 A cross-sectional view of the fuel cell in the vehicle shown;

[0029] Figure 3 yes Figure 1 The circuit diagram of an example of a first DC / DC converter is shown.

[0030] Figure 4 This is a view used to illustrate the discharge of a fuel cell;

[0031] Figure 5 It is a graph used to illustrate the discharge time;

[0032] Figure 6 This is a block diagram of a vehicle including a fuel cell according to another exemplary embodiment of the present disclosure;

[0033] Figure 7 This is a 3D view of the exterior of an example vehicle;

[0034] Figure 8 This is a perspective view of the exterior of another example of a vehicle;

[0035] Figure 9This is a flowchart illustrating a residual energy discharge method according to exemplary embodiments of the present disclosure; and

[0036] Figure 10 It is a block diagram based on the vehicle of the comparative example. Detailed Implementation

[0037] The present disclosure will now be described more fully below with reference to the accompanying drawings, which illustrate various embodiments. However, examples may be implemented in many different forms and should not be construed as limiting oneself to the embodiments set forth herein. Rather, these embodiments are provided to make the present disclosure more thorough and complete, and to more fully convey the scope of the disclosure to those skilled in the art.

[0038] What will be understood is that when an element is referred to as being "on" or "below" another element, the element may be directly on / below the other element, or there may be one or more intermediate elements present.

[0039] When an element is referred to as “on” or “under”, it may include “under” or “on” depending on the element.

[0040] In addition, relational terms such as “first,” “second,” “upper / upper / above,” and “lower / lower / below” are used only to distinguish one subject or element from another, and do not necessarily require or involve any physical or logical relationship or order between the subjects or elements.

[0041] In the following description, an exemplary embodiment of a vehicle including a fuel cell according to the present disclosure will be described with reference to the accompanying drawings.

[0042] Figure 1 This is a block diagram of a vehicle 300A including a fuel cell according to an exemplary embodiment of the present disclosure.

[0043] Reference Figure 1 The vehicle 300A according to an exemplary embodiment of the present disclosure may include a battery stack 310, a first DC / DC converter 320, a power distributor 330A, a battery 340, and a controller 350.

[0044] First, examples of fuel cells that may be included in vehicle 300A will be described below with reference to the accompanying drawings. This embodiment is not limited to any particular type of fuel cell included in vehicle 300A.

[0045] Fuel cells can be, for example, polymer electrolyte membrane fuel cells (or proton exchange membrane fuel cells) (PEMFCs), which have been most extensively studied as a power source for driving vehicles.

[0046] Figure 2 It shows that it can be included in Figure 1 The image shows a cross-sectional view of the fuel cell in vehicle 300A.

[0047] Reference Figure 2 The fuel cell may include a first end plate (pressure plate or compression plate) 110A and a second end plate (pressure plate or compression plate) 110B, a current collector plate 112 and a battery stack 122. Figure 2 The battery stack 122 shown corresponds to Figure 1 Example of battery stack 310 shown.

[0048] The battery stack 122 may include a plurality of cell cells 122-1 to 122-N stacked in a first direction (e.g., the x-axis direction). Here, "N" may be a positive integer of 1 or greater, and may be from tens to hundreds. "N" may be, for example, 100 to 300, and may preferably be 220. However, this embodiment is not limited to any particular value of "N".

[0049] Each cell 122-n (where 1 ≤ n ≤ N) can generate 0.6 volts to 1.0 volts, averaging 0.7 volts. Therefore, "N" can be determined based on the electrical intensity supplied from the fuel cell to the load. Here, "load" can refer to the portion of the vehicle 300A that requires electricity; specifically, it could be... Figure 1 The load terminal 380 or inverter 390 is shown.

[0050] Each cell 122-n may include a membrane electrode assembly (MEA) 210, gas diffusion layers (GDL) 222 and 224, pads 232, 234 and 236, and separators (or bipolar plates) 242 and 244.

[0051] The membrane electrode assembly 210 may have a structure in which a catalyst electrode layer for electrochemical reactions is attached to both sides of an electrolyte membrane through which hydrogen ions migrate. Specifically, the membrane electrode assembly 210 may include a polymer electrolyte membrane (or proton exchange membrane) 212, a fuel electrode (hydrogen electrode or anode) 214, and an air electrode (oxygen electrode or cathode) 216. Additionally, the membrane electrode assembly 210 may further include a sub-liner 238.

[0052] The polymer electrolyte membrane 212 can be disposed between the fuel electrode 214 and the air electrode 216.

[0053] Hydrogen, which serves as fuel in the fuel cell, can be supplied to the fuel electrode 214 through the first separator 242, and air containing oxygen as an oxidant can be supplied to the air electrode 216 through the second separator 244.

[0054] Hydrogen supplied to fuel electrode 214 can be decomposed by a catalyst into hydrogen ions (protons) (H+) and electrons (e-), wherein only hydrogen ions can selectively transfer to air electrode 216 through polymer electrolyte membrane 212, while electrons can transfer to air electrode 216 through gas diffusion layers 222 and 224 acting as conductors, as well as first separator 242 and second separator 244. To achieve the above operation, a catalyst layer can be coated onto each of fuel electrode 214 and air electrode 216. As described above, the movement of electrons causes electrons to flow through external wires, thereby generating an electric current. That is, the fuel cell can generate electricity due to the electrochemical reaction between hydrogen as fuel and oxygen contained in the air.

[0055] In the air electrode 216, hydrogen ions supplied through the polymer electrolyte membrane 212 and electrons transferred through the first separator 242 and the second separator 244 encounter oxygen in the air supplied to the air electrode 216 to cause a reaction that generates water (hereinafter referred to as "generated water" or "condensate"). The generated water in the air electrode 216 can penetrate the polymer electrolyte membrane 212 and be transferred to the fuel electrode 214.

[0056] In some cases, fuel electrode 214 may be referred to as the anode and air electrode 216 as the cathode. Conversely, fuel electrode 214 may be referred to as the cathode and air electrode 216 as the anode.

[0057] The first gas diffusion layer 222 and the second gas diffusion layer 224 are used to uniformly distribute hydrogen and oxygen as reactant gases and to transfer the generated electrical energy. For this purpose, the first gas diffusion layer 222 and the second gas diffusion layer 224 can be disposed on both sides of the membrane electrode assembly 210. The first gas diffusion layer 222 can be used to diffuse and uniformly distribute hydrogen as a reactant gas supplied through the first separator 242, and can be conductive. The second gas diffusion layer 224 can be used to diffuse and uniformly distribute air as a reactant gas supplied through the second separator 244, and can be conductive.

[0058] Gaskets 232, 234, and 236 can be used to maintain the airtightness and clamping pressure of the battery stack at appropriate levels relative to the reactant gas and coolant, to distribute stress when stacking the first separator 242 and the second separator 244, and to independently seal the flow path. Thus, because gaskets 232, 234, and 236 maintain airtightness and watertightness, the flatness of the surfaces adjacent to the power-generating battery stack 122 can be ensured, and therefore the surface pressure can be uniformly distributed on the reactant surface of the battery stack 122.

[0059] The first separator 242 and the second separator 244 can be used to move the reactant gas and cooling medium, and to separate each cell from the other cells. In addition, the first separator 242 and the second separator 244 can be used to structurally support the membrane electrode assembly 210 and the gas diffusion layers 222 and 224, and to collect the generated current and transfer the collected current to the current collector 112.

[0060] The first partition 242 and the second partition 244 may be spaced apart from each other in a first direction (e.g., the x-axis direction) and may be disposed on the outer sides of the first gas diffusion layer 222 and the second gas diffusion layer 224, respectively. That is, the first partition 242 may be disposed on the left side of the first gas diffusion layer 222 and the second partition 244 may be disposed on the right side of the second gas diffusion layer 224.

[0061] The first partition 242 is used to supply hydrogen, as a reactant gas, to the fuel electrode 214 through the first gas diffusion layer 222. The second partition 244 is used to supply air, as a reactant gas, to the air electrode 216 through the second gas diffusion layer 224. In addition, each of the first partition 242 and the second partition 244 can form a channel through which a cooling medium (e.g., coolant) can flow.

[0062] Each of the first end plate 110A and the second end plate 110B can be disposed at one of the corresponding ends of the battery stack 122, and can support and fix multiple cell units. That is, the first end plate 110A can be disposed at one end of the battery stack 122, and the second end plate 110B can be disposed at the other end of the battery stack 122.

[0063] Each of the first end plate 110A and the second end plate 110B may have a form in which a metal insert is surrounded by an injection-molded material. The metal insert of each of the first end plate 110A and the second end plate 110B may have high rigidity to withstand internal surface pressure and may be formed by processing metal material.

[0064] The current collector 112 can be disposed between the inner surfaces 110AI and 110BI of the battery stack 122 and the first end plate 110A and the second end plate 110B opposite to the battery stack 122. The current collector 112 is used to collect electrical energy generated by the electron flow in the battery stack 122 and supply the electrical energy to the load of the vehicle 300A using the fuel cell.

[0065] Re-reference Figure 1The first DC / DC converter 320 converts the voltage generated and output from the battery stack 310 (hereinafter referred to as the "stack voltage") to a DC level and outputs a voltage with the converted DC level. For example, the first DC / DC converter 320 can boost the stack voltage and output the boosted voltage. Although the following description describes the first DC / DC converter 320 boosting the DC level of the stack voltage, the following description can also be applied to the case where the first DC / DC converter 320 lowers the DC level of the stack voltage.

[0066] Additionally, the first DC / DC converter 320 may include a discharger 324 for removing residual energy from the first DC / DC converter 320.

[0067] Figure 3 yes Figure 1 The circuit diagram shown is for example 320A of the first DC / DC converter 320.

[0068] Figure 3 The first DC / DC converter 320A shown may include an inductor L, a diode D, a switching device 322, a first capacitor C1 and a second capacitor C2, as well as a first discharge resistor R1 and a second discharge resistor R2.

[0069] Figure 1 or Figure 3 The first DC / DC converter 320 or 320A shown can boost the stack voltage provided from the battery stack 310 and output the boosted voltage to the distributor 330A. The stack voltage corresponds to the potential difference between the first node N1 and the second node N2, which are the output terminals of the battery stack 310, and the boosted voltage corresponds to the potential difference between the first output terminal OT1 and the second output terminal OT2 of the first DC / DC converter 320.

[0070] In one example, in the first DC / DC converter 320A, an inductor L is disposed between a first node N1 and a contact point CP, and a diode D includes an anode connected to the contact point CP and a cathode connected to the first output terminal OT1.

[0071] The first capacitor C1 and the first discharge resistor R1 can be connected in parallel between the first node N1 and the second node N2, and the second capacitor C2 and the second discharge resistor R2 can be connected in parallel between the first output terminal OT1 and the second output terminal OT2.

[0072] The switching device 322 can be implemented as a transistor that is turned on in response to a switching control signal CT. For example, as shown, the switching device 322 can be implemented as a power semiconductor device for switching on and off, such as an insulated gate bipolar transistor (IGBT). The control signal CT can be output from the controller 350.

[0073] Figure 3 The first capacitor C1 and the second capacitor C2 shown can be implemented as filter capacitors. When the first DC / DC converter 320A is disconnected, the residual energy, i.e., the residual voltage, in the first capacitor C1 can be discharged and removed by the first discharge resistor R1, and the residual energy, i.e., the residual voltage, in the second capacitor C2 can be discharged and removed by the second discharge resistor R2. That is, the first discharge resistor R1 and the second discharge resistor R2 can correspond to an example of a discharger 324, which removes residual energy from the first DC / DC converter 320.

[0074] Re-reference Figure 1 The vehicle 300A may further include a cooling line 360 ​​for cooling the first DC / DC converter 320.

[0075] Unlike typical vehicles, a vehicle 300A including a fuel cell may include a dedicated fuel cell cooling circuit and an electronic component cooling circuit. Here, the fuel cell cooling circuit is a pipeline that supplies coolant to the interior of the fuel cell stack 310, which forms the high voltage fuel cell, and the coolant has very low electrical conductivity. The electronic component cooling circuit is a pipeline that supplies coolant to cool the various high-voltage components, and this electronic component cooling circuit may correspond to the cooling line 360 ​​used to cool the first DC / DC converter 320. The coolant supplied to the electronic component cooling circuit corresponds to the coolant used in a typical vehicle and is used to cool the power electronic (PE) components. The PE components may be high-voltage components other than the fuel cell, and may be, for example, the first DC / DC converter 320, the power distributor 330A, the air compressor, the inverter 390, and the motor 392.

[0076] Additionally, vehicle 300A may further include a cooler 362 and a pump 364. The cooler 362 corresponds to a radiator or fan, and the pump 364 is used to circulate the coolant in the cooling line 360 ​​in the direction indicated by the arrow.

[0077] Figure 4 This is a view used to illustrate the discharge of a fuel cell. Figure 4 (b) is Figure 4 The equivalent circuit of the fuel cell is shown in (a).

[0078] Figure 5It is a graph used to illustrate the discharge time, where the vertical axis represents voltage and the horizontal axis represents time.

[0079] Figure 4 The time constant τ of the circuit shown can be calculated using Equation 1 below.

[0080] [Equation 1]

[0081]

[0082]

[0083] τ=RC

[0084] Reference Figure 5 It can be seen that the discharge time T1 is proportional to the magnitude of the discharge resistance R and the size of the capacitor C of the power supply.

[0085] Typically, the resistance values ​​of the first discharge resistor R1 and the second discharge resistor R2 included in the first DC / DC converter 320 can range from several thousand ohms (kΩ) to tens of thousands of ohms (kΩ). Thus, when the resistance values ​​of the first discharge resistor R1 and the second discharge resistor R2 are large, as mentioned above... Figure 4 and Figure 5 As described above, a significant amount of time may be required to discharge the residual voltage charged into the first capacitor C1 and the second capacitor C2. Therefore, according to an exemplary embodiment, when the amount of residual energy to be discharged is large and it is desirable to discharge the residual energy quickly by shortening the discharge time, it may be necessary to reduce the resistance values ​​of the first discharge resistor R1 and the second discharge resistor R2. However, reducing the resistance values ​​may lead to an increase in the level of the discharge current, and therefore, the first discharge resistor R1 and the second discharge resistor R2 may generate a greater amount of heat. Therefore, the first discharge resistor R1 and the second discharge resistor R2 may be provided in the cooling line 360 ​​to dissipate the heat generated by the first discharge resistor R1 and the second discharge resistor R2.

[0086] As described above, when the resistance of the discharger 324 decreases, the discharge time can be reduced. Furthermore, when the discharger 324 is located in the cooling line 360, the heat generated by the discharger 324 can be cooled by the coolant in the cooling line 360.

[0087] Therefore, the resistance value of the discharger 324 can be determined based on the amount of residual electrical energy in the fuel cell stack 310 and the first DC / DC converter 320, as well as the amount of time required to complete the discharge.

[0088] According to exemplary embodiments of the present disclosure, the resistance value of the discharger 324 can be from 1Ω to 100Ω, preferably from 1Ω to 10Ω, and more preferably 2Ω or 8Ω, but the embodiments are not limited thereto.

[0089] Figure 1 The discharger 324 shown can be implemented as Figure 3 The first discharge resistor R1 and the second discharge resistor R2 are shown, but the embodiment is not limited thereto. According to another exemplary embodiment, the discharger 324 may be implemented as a resistance heater, such as a sheathed heater or a ceramic heater.

[0090] The power distributor 330A can be a high-voltage junction box used to distribute the power generated by the fuel cell stack 310. For example, the power distributor 330A may include fuses and relays to control peripheral auxiliary equipment (balance-of-plant (BOP)) that assists in the operation of the fuel cell.

[0091] In response to a first control signal C1 output from controller 350, distributor 330A can distribute a level-shifting voltage output from first DC / DC converter 320 to the PE component, or it can provide residual voltage in battery stack 310 to discharger 324 to discharge residual voltage. According to an exemplary embodiment, residual voltage in battery stack 310 can be discharged by providing level-shifting voltage from first DC / DC converter 320 to discharger 324.

[0092] The power distribution unit 330A may include a first switching unit (or a first relay unit) and a second switching unit (or a second relay unit).

[0093] The first switching unit can form first paths P11 and P12 based on the level of the first control signal C11, which is one of the first control signals C1, for supplying the level-converted voltage output from the first DC / DC converter 320 to the battery 340 or the load terminal 380 and the inverter 390. For example, the first switching unit may include a first switch (or relay) S1 and a second switch (or relay) S2.

[0094] The first switch S1 can be installed on the first wiring L1 connecting the first output terminal OT1 of the first DC / DC converter 320, the battery 340, the load terminal 380, and the inverter 390, and can be turned on or off according to the level of the first-1 control signal C11. The second switch S2 can be installed on the second wiring L2 connecting the second output terminal OT2 of the first DC / DC converter 320, the battery 340, the load terminal 380, and the inverter 390, and can be turned on or off according to the level of the first-1 control signal C11.

[0095] For example, when the controller 350 supplies a 1-1 control signal C11 with a "high" level (e.g., 12 volts), both the first switch S1 and the second switch S2 can be turned on, thus forming a first path for supplying the level-shifted voltage from the first output terminal OT1 and the second output terminal OT2 to the battery 340, the load terminal 380, and the inverter 390. On the other hand, when the controller 350 supplies the 1-1 control signal C11 with a "low" level (e.g., 0 volts), both the first switch S1 and the second switch S2 can be turned off, thus blocking the first path for supplying the level-shifted voltage from the first output terminal OT1 and the second output terminal OT2 to the battery 340, the load terminal 380, and the inverter 390.

[0096] Optionally, the first switching unit can form a first path based on whether a first control signal C11, which is one of the first control signals C1, is generated, for supplying the level-shifting voltage output from the first DC / DC converter 320 to the battery 340, the load terminal 380, and the inverter 390. In this case, the first switching unit may also include a first switch S1 and a second switch S2.

[0097] The first switch S1 can be installed on the first wiring L1 and can be turned on or off based on whether the first-1 control signal C11 is generated. The second switch S2 can be installed on the second wiring L2 and can be turned on or off based on whether the first-1 control signal C11 is generated.

[0098] For example, when the controller 350 generates the first-1 control signal C11, both the first switch S1 and the second switch S2 can be turned on, thus forming a first path for supplying the level-converted voltage from the first output terminal OT1 and the second output terminal OT2 to the battery 340, the load terminal 380, and the inverter 390. On the other hand, when the controller 350 does not generate the first-1 control signal C11, both the first switch S1 and the second switch S2 can be turned off, thus blocking the first path for supplying the level-converted voltage from the first output terminal OT1 and the second output terminal OT2 to the battery 340, the load terminal 380, and the inverter 390. In this way, as long as the first-1 control signal C11 is generated, the first switch S1 and the second switch S2 can be turned on, regardless of the level of the first-1 control signal C11.

[0099] The second switching unit can form a second path based on the level of the first-second control signal C12, which is another of the first control signals C1, to provide the residual voltage in the battery stack 310 to the discharger 324. Optionally, the second switching unit can form a second path based on whether the first-second control signal C12 is generated, to provide the residual voltage in the battery stack 310 to the discharger 324. In this case, the level-shifted voltage output from the first DC / DC converter 320 can be provided to the discharger 324, thus forming a second path to provide the residual voltage in the battery stack 310 to the discharger 324. However, this embodiment is not limited to this. According to another exemplary embodiment, the stack voltage can be directly provided to the discharger 324 based on whether the first-second control signal C12 is generated, or based on the level of the first-second control signal C12.

[0100] Figure 6 This is a block diagram of a vehicle 300B including a fuel cell according to another exemplary embodiment of the present disclosure.

[0101] Figure 1 The power distribution unit 330A of the vehicle 300A shown includes a third switch S3, while Figure 6 The power distribution unit 330B of the vehicle 300B shown includes a fourth switch S4, instead of the third switch S3. In addition, Figure 6 The vehicle 300B shown has the same Figure 1 The vehicle shown has the same construction as the 300A, therefore Figure 6 Zhongyu Figure 1 The same components are indicated by the same reference numerals. Therefore, except for the fourth switch S4, the components are all indicated by the same reference numerals. Figure 1 The description of vehicle 300A shown can be applied to Figure 6 The vehicle shown is 300B, and repeated descriptions will be omitted.

[0102] According to exemplary embodiments of this disclosure, Figure 1 The second switching unit of the vehicle 300A shown may include a third switch S3. The third switch S3 may be connected between the first output terminal OT1 of the first DC / DC converter 320 and one end of the discharger 324, and may be turned on or off depending on whether the first-second control signal C12 is generated. In this case, the other end of the discharger 324 may be connected to the second output terminal OT2 of the first DC / DC converter 320.

[0103] According to another exemplary embodiment of this disclosure, Figure 6The second switching unit of the vehicle 300B shown may include a fourth switch S4. The fourth switch S4 may be connected between the second output terminal OT2 of the first DC / DC converter 320 and the other end of the discharger 324, and can be turned on or off depending on whether the first-second control signal C12 is generated. In this case, one end of the discharger 324 may be connected to the first output terminal OT1 of the first DC / DC converter 320.

[0104] For example, when the controller 350 does not generate the first-second control signal C12, the third switch S3 or the fourth switch S4 can be turned on, thus forming a second path to supply the residual voltage in the battery stack 310 to the discharger 324. In this case, when the second path is formed, the current I1 or I2 can... Figure 1 or Figure 6 The vehicles 300A or 300B shown are flowing in the direction indicated by the arrow.

[0105] On the other hand, when the controller 350 generates the first-second control signal C12, the third switch S3 or the fourth switch S4 can be opened, thus blocking the second path used to supply the residual voltage in the battery stack 310 to the discharger 324. In this way, the third switch S3 or the fourth switch S4 can be opened as long as the first-second control signal C12 is generated, regardless of whether the level of the first-second control signal C12 is "high" or "low". When the first-second control signal C12 is not generated, the third switch S3 or the fourth switch S4 can be turned on.

[0106] Optionally, when the controller 350 generates the first-second control signal C12 with a "high" level (e.g., 12 volts), the third switch S3 or the fourth switch S4 can be turned on, thus forming a second path for supplying the residual voltage in the battery stack 310 to the discharger 324. On the other hand, when the controller 350 generates the first-second control signal C12 with a "low" level, the third switch S3 or the fourth switch S4 can be turned off, thus blocking the second path for supplying the residual voltage in the battery stack 310 to the discharger 324.

[0107] In addition, the controller 350 can determine whether the vehicle is operating normally, and can generate a first control signal C1, namely the first-1 control signal C11 and the first-2 control signal C12, based on the determination result.

[0108] For example, when it is determined that the vehicle is operating normally, the controller 350 can generate a first-1 control signal C11 with a "high" level and a first-2 control signal C12 with a "low" level. When it is determined that the vehicle is not operating normally, the controller 350 can generate a first-1 control signal C11 with a "low" level and a first-2 control signal C12 with a "high" level.

[0109] Optionally, when it is determined that the vehicle is operating normally, the controller 350 may generate the first-1 control signal C11 and the first-2 control signal C12. However, when it is determined that the vehicle is not operating normally, the controller 350 may stop generating the first-1 control signal C11 and may stop generating the first-2 control signal C12.

[0110] According to an exemplary embodiment, a vehicle 300A or 300B including a fuel cell may include at least one of a vehicle start / stop determiner 372 and a collision determiner 370.

[0111] The vehicle start / stop determiner 372 can determine whether vehicle 300A or 300B is off (or stopped) and can output the determination result to controller 350. In this case, controller 350 can determine whether to generate control signal C11 and control signal C12, or determine the level of control signal C11 and control signal C12, based on the determination result from vehicle start / stop determiner 372.

[0112] The collision determiner 370 can determine whether a collision has occurred in vehicles 300A or 300B, and can output the determination result to the controller 350. In this case, the controller 350 can determine whether to generate the first-1 control signal C11 and the first-2 control signal C12, or determine the level of the first-1 control signal C11 and the first-2 control signal C12, based on the determination result from the collision determiner 370.

[0113] In other words, when at least one of the following occurs: the vehicle start / stop determiner 372 determines that vehicle 300A or 300B is off and the collision determiner 370 determines that vehicle 300A or 300B has been in a collision, the controller 350 can determine that vehicle 300A or 300B is not operating normally.

[0114] Additionally, the vehicle 300A or 300B according to the exemplary embodiment may further include a battery 340. The battery 340 can charge the voltage distributed by the distributor 330A or 330B according to the level of the second control signal C2. Optionally, the battery 340 can charge the voltage distributed by the distributor 330A or 330B according to whether the second control signal C2 is generated. For this purpose, the controller 350 can generate the second control signal C2 according to whether the vehicle 300A or 300B is operating normally.

[0115] According to an exemplary embodiment of this disclosure, the battery 340 may include a charger 342 and a third switching unit (or relay unit) 344. The charger 342 can charge the voltage distributed by the distributor 330A or 330B.

[0116] The third switching unit 344 can form a third path based on the level of the second control signal C2 for charging voltage in the charger 342. Optionally, the third switching unit 344 can form a third path based on whether the second control signal C2 is generated for charging voltage in the charger 342. For this purpose, the third switching unit 344 may include a fifth switch (or relay) S5 and a sixth switch (or relay) S6.

[0117] The fifth switch S5 can be located between the first wiring L1 and the charger 342, and can be turned on or off depending on whether the second-1 control signal C21, which is one of the second control signals, is generated, or based on the level of the second-1 control signal C21. The sixth switch S6 can be located between the second wiring L2 and the charger 342, and can be turned on or off depending on whether the second-2 control signal C22, which is another of the second control signals, is generated, or based on the level of the second-2 control signal C22.

[0118] For example, when the 2-1 control signal C21 has a "high" level or when the 2-1 control signal C21 is generated, the fifth switch S5 can be turned on, and when the 2-2 control signal C22 has a "high" level or when the 2-2 control signal C22 is generated, the sixth switch S6 can be turned on, thereby forming a third path.

[0119] On the other hand, when the 2-1 control signal C21 has a "low" level or when the 2-1 control signal C21 is not generated, the fifth switch S5 can be opened, and when the 2-2 control signal C22 has a "low" level or when the 2-2 control signal C22 is not generated, the sixth switch S6 can be opened, thereby blocking the third path.

[0120] In other words, according to the exemplary embodiment, the fifth switch S5 and the sixth switch S6 can be turned on as long as the second-1 control signal C21 and the second-2 control signal C22 are generated, regardless of the levels of the second-1 control signal C21 and the second-2 control signal C22. Furthermore, when the second-1 control signal C21 and the second-2 control signal C22 are not generated, the fifth switch S5 and the sixth switch S6 can be turned off.

[0121] Therefore, when it is determined that vehicle 300A or 300B is operating normally, controller 350 can generate a 2-1 control signal C21 with a "high" level and a 2-2 control signal C22 with a "high" level. When it is determined that vehicle 300A or 300B is not operating normally, controller 350 can generate a 2-1 control signal C21 with a "low" level and a 2-2 control signal C22 with a "low" level.

[0122] Optionally, when it is determined that vehicle 300A or 300B is operating normally, controller 350 may generate control signal C21 (2-1) and control signal C22 (2-2). When it is determined that vehicle 300A or 300B is not operating normally, controller 350 may stop generating control signal C21 (2-1) and control signal C22 (2-2).

[0123] The controller 350 may intentionally stop generating the first control signal C1 and the second control signal C2, or may unintentionally stop generating the first control signal C1 and the second control signal C2 due to, for example, a collision.

[0124] Vehicle 300A or 300B may further include a load terminal 380, an inverter 390, and a motor 392. Load terminal 380 may include first to Mth loads 382 to 384. Here, "M" can be a positive integer of 1 or greater. Each of the first to Mth loads may include various components required to drive the vehicle, such as an electric power steering system (MDPS), a radiator fan, and headlights (not shown). For this purpose, each of the first to Mth loads 382 to 384 can be driven by receiving a drive voltage of a predetermined magnitude from the distributor 330A or 330B.

[0125] Inverter 390 can convert the DC voltage of battery stack 310 into AC voltage and supply it to motor 392 according to the driving status of vehicle 300A or 300B.

[0126] Motor 392 can be used to receive AC voltage from inverter 390 and rotate to drive vehicle 300A or 300B. For example, motor 392 can be a three-phase AC motor, including a rotor with a permanent magnet mounted on it. However, this embodiment is not limited to any particular type of motor.

[0127] Additionally, vehicle 300A or 300B may further include a second DC / DC converter 322. This second DC / DC converter 322 can convert the DC level of the power (e.g., voltage) charged in battery 340 to a desired level and can output the level-converted voltage to distributor 330A or 330B. In this case, distributor 330A or 330B can provide a voltage having the level converted by the first DC / DC converter 320 and the second DC / DC converter 322 to at least one of load terminal 380 and inverter 390. For example, when the voltage charged in battery 340 increases, the second DC / DC converter 322 can... Figure 3 Implementation as shown.

[0128] For example, when the battery stack 310 provides 100kW of power and 400V of stack voltage, when the battery 340 is charged with 50kW of power and 300V of voltage, and when the corresponding loads among the first to M loads 382 to 384 require 150kW of power and 800V of voltage, the first DC / DC converter 320 can boost the 100kW of power and 400V of stack voltage to 800V, and the second DC / DC converter 322 can boost the 50kW of power and 300V of charging voltage to 800V, and the boosted voltage can be provided to the corresponding load via the distributor 330A or 330B.

[0129] Optionally, the second DC / DC converter 322 can be omitted. In this case, the first wiring L1 can be directly connected to the fifth switch S5, and the second wiring L2 can be directly connected to the sixth switch S6.

[0130] For example, when the battery stack 310 provides 100kW of power and 400V of stack voltage, when the battery 340 is charged with 50kW of power and 800V of voltage, and when the corresponding loads among the first to M loads 382 to 384 require 150kW of power and 800V of voltage, the first DC / DC converter 320 can boost the 100kW of power and 400V of stack voltage to 800V, and can provide the boosted voltage and charging voltage to the corresponding loads via the distributor 330A or 330B.

[0131] The first DC / DC converter 320 and the distributor 330A or 330B can be directly electrically connected to each other (see...). Figure 1 or Figure 6 (334 in the text).

[0132] Figure 7 It is a perspective view of the exterior of an example vehicle 300A or 300B, and Figure 8This is a perspective view of the appearance of another example of vehicle 300A or 300B.

[0133] like Figure 7 and Figure 8 As shown, vehicle 300A or 300B may include a housing. The housing may house the first DC / DC converter 320 and the power distributor 330A or 330B.

[0134] Figure 7 The housing 400A shown is a single unit that houses all the first DC / DC converters 320 and power distributors 330A or 330B. In this configuration, the first DC / DC converters 320 and power distributors 330A or 330B can be directly connected to each other.

[0135] Optionally, Figure 8 The housing 400B shown may include a first housing 410 and a second housing 420. The first housing 410 may house a first DC / DC converter 320, and the second housing 420 may house a power distributor 330A or 330B. That is, Figure 8 The housing 400B shown is separate, separately housing the first DC / DC converter 320 and the power distributor 330A or 330B. In this case, the vehicle 300A or 300B may further include wiring 430 for electrically connecting the first DC / DC converter 320 and the power distributor 330A or 330B to each other. The location of the wiring 430 is not limited to... Figure 8 The location shown.

[0136] Hereinafter, a residual energy discharge method 500 performed in a vehicle 300A or 300B including a fuel cell, according to an exemplary embodiment, will be described with reference to the accompanying drawings.

[0137] Figure 9 This is a flowchart illustrating a residual energy discharge method 500 according to an exemplary embodiment of the present disclosure.

[0138] Figure 9 The residual energy discharge method 500 shown can be used in Figure 1 or Figure 6 This is implemented in the vehicles 300A or 300B shown, but the embodiments are not limited to these. That is to say, Figure 1 or Figure 6 The vehicles 300A or 300B shown can perform different functions. Figure 9 The residual energy discharge method shown is a method for discharging energy, and Figure 9 The residual energy discharge method 500 shown can be used in a configuration with... Figure 1 or Figure 6 The vehicles shown, 300A or 300B, are configured differently in different vehicles.

[0139] According to the residual energy discharge method 500, it is first determined whether vehicle 300A or 300B is operating normally (steps 510 and 512).

[0140] For example, the step of determining whether vehicle 300A or 300B is operating normally may include at least one of the steps of determining whether vehicle 300A or 300B is turned off (step 510) and determining whether vehicle 300A or 300B has been involved in a collision.

[0141] According to exemplary embodiments of this disclosure, such as Figure 9 As shown, determine whether vehicle 300A or 300B is turned off (step 510). If it is determined that vehicle 300A or 300B is not turned off, determine whether vehicle 300A or 300B has been involved in a collision (step 512).

[0142] According to another exemplary embodiment of this disclosure, with Figure 9 The process shown is different. First, it is determined whether vehicle 300A or 300B has collided (step 512). If it is determined that vehicle 300A or 300B has not collided, it is determined whether vehicle 300A or 300B is turned off (step 510).

[0143] Step 510 can be performed by the vehicle start / stop determiner 372, and step 512 can be performed by the collision determiner 370.

[0144] When it is determined that vehicle 300A or 300B is operating normally, that is, when it is determined that vehicle 300A or 300B is not turned off and when it is determined that vehicle 300A or 300B has not been involved in a collision, the level conversion voltage is distributed to the PE component (step 530). Step 530 can be performed by controller 350 and distributor 330A or 330B.

[0145] On the other hand, when it is determined that vehicle 300A or 300B is not operating normally, the residual voltage in battery stack 310 is supplied to discharger 324 and discharged (step 520). That is, when vehicle 300A or 300B is turned off or a collision occurs, it can be determined that vehicle 300A or 300B is not operating normally, and step 520 can be executed.

[0146] Step 520 can be performed by controller 350, distributor 330A or 330B and discharger 324.

[0147] In the following description, vehicle 10 according to a comparative example and vehicle 300A or 300B according to an embodiment will be described with reference to the accompanying drawings.

[0148] Figure 10The block diagram of the vehicle 10 according to the comparative example may include a thermal manager 32, a battery stack 30, a power distributor 33, a DC / DC converter 22, a battery 40, a controller 50, a vehicle start / stop determinant 60, a collision determinant 70, first to M loads 82 to 84, an inverter 90, and a motor 92.

[0149] Figure 10 The battery stack 30, DC / DC converter 22, battery 40, vehicle start / stop determinant 60, collision determinant 70, first to Mth loads 82 to 84, inverter 90, and motor 92 of the vehicle 10 shown can respectively correspond to Figure 1 or Figure 6 The vehicle 300A or 300B shown includes a battery stack 310, a second DC / DC converter 322, a battery 340, a vehicle start / stop determinant 372, a collision determinant 370, first to Mth loads 382 to 384, an inverter 390, and a motor 392. Therefore, the charger 42 and switch unit 44 of the battery 40 correspond to... Figure 1 or Figure 6 The battery 340 shown includes a charger 342 and a third switch unit 344. Additionally, the first switch S1 and the second switch S2 of the power distributor 33 correspond to... Figure 1 or Figure 6 The first switch S1 and the second switch S2 of the power distribution unit 330A or 330B shown. Therefore, in Figure 10 Among the components shown, omissions and Figure 1 or Figure 6 The components shown are repeated descriptions of the same components.

[0150] The thermal manager 32 is used to manage the heat generated by the battery stack 30, for example, by supplying coolant to the battery stack 30 in the direction indicated by the arrow.

[0151] Figure 10 The vehicle 10 shown may further include a cathode oxygen depletion (COD) heater 20, which is disposed on the line supplying coolant. The power distribution unit 33 may include a seventh switch (or relay) S7, which is different from... Figure 1 or Figure 6 The third switch S3 of the power distribution unit 330A or 330B shown is turned on or off.

[0152] When the vehicle 10 is determined to be operating normally, the controller 50 can generate a first control signal C11 with a "high" level, causing both the first switch S1 and the second switch S2 to be turned on. The controller 50 can also generate a second control signal C2 with a "high" level, causing both the fifth switch S5 and the sixth switch S6 to be turned on. Furthermore, the controller 50 can generate a first control signal C12 with a "low" level, causing the seventh switch S7 to be turned off. Therefore, the stack voltage output from the battery stack 30 can be provided to the distributor 33, which can provide the stack voltage to the DC / DC converter 22, as well as the loads 82 to 84 and the inverter 90. The battery 40 can be charged using the output from the DC / DC converter 22.

[0153] On the other hand, when it is determined that the vehicle 10 is not operating normally, the controller 50 can generate a first-1 control signal C11 with a "low" level, causing both the first switch S1 and the second switch S2 to open; the controller 50 can generate a second control signal C2 with a "low" level, causing both the fifth switch S5 and the sixth switch S6 to open; and the controller 50 can generate a first-2 control signal C12 with a "high" level (e.g., 12 volts), causing the seventh switch S7 to close. When the seventh switch S7 is closed, the stack voltage output from the battery stack 30 may not be supplied to the distributor 33, but may instead be supplied to the COD heater 20 along the path formed by closing the seventh switch S7. In this case, the resistance heating element of the COD heater 20 can be used as a discharge resistor to discharge and consume the residual electrical energy in the battery stack 30, thereby reducing the magnitude of the residual voltage in the battery stack 30 to below a predetermined level.

[0154] COD heater 20 is a resistance heating device used to consume residual oxygen present in the air passage during the startup (S / U) or shutdown (S / D) of the fuel cell stack 30, thereby improving the durability of the fuel cell. COD heater 20 is used to consume residual oxygen in the fuel cell stack 30 when the vehicle 10 is shut down during normal operation or when the vehicle 10 is involved in a collision, that is, to discharge residual voltage from the fuel cell stack 30.

[0155] However, in the case of vehicle 10 according to the comparative example described above, when vehicle 10 is involved in a collision, the switch S7 for the COD heater 20 may not be turned on due to deformation of the engine compartment. For example, in the event of a collision with vehicle 10, the controller 50 may be damaged, the signal line connecting the controller 50 and the seventh switch S7 may be damaged, or the 12-volt battery and related wiring may be damaged. In this case, the first-second control signal C12 and 12-volt power may not be available, so the seventh switch S7 may not be turned on. Thus, when the controller 50 cannot generate the 12-volt first-second control signal C12, even if vehicle 10 is involved in a collision or shut down, the seventh switch S7 may not be turned on, resulting in the inability to discharge residual energy from the battery stack 30.

[0156] On the other hand, in the case of vehicle 300A or 300B according to the exemplary embodiment, when the controller 350 fails to generate the 12-volt first-second control signal C12 due to a collision with vehicle 300A or 300B, the third switch S3 can be turned on, so the residual energy can be discharged by the discharger 324. Therefore, in the case of vehicle 300A or 300B according to the exemplary embodiment, when vehicle 300A or 300B is turned off, oxygen in the air passage of battery stack 310 can be removed, thus improving the durability of battery stack 310. In addition, in the event of a collision with vehicle 300A or 300B, residual voltage in battery stack 310 can be discharged and removed, thus preventing electric shock accidents or electrical fires, that is, ensuring electrical stability.

[0157] The aforementioned COD heater 20 can be used as a braking resistor to dissipate the electricity generated by the inertia of the motor 92, thereby preventing overcharging of the high-voltage battery. Furthermore, the COD heater 20 can be used as a load to increase the temperature of the fuel cell stack 30 by heating the coolant with a heating element; that is, to heat the fuel cell stack 30, thereby stabilizing the output performance of the fuel cell and enabling the fuel cell stack 30 to use its own reaction heat to increase its temperature.

[0158] However, depending on the characteristics of vehicle 10, vehicle 10 may not require heating or braking resistor functions. For example, in commercial vehicles (e.g., buses or trucks), when there is no need to shorten cold start time, when the high-voltage battery, due to its larger capacity than the automotive battery, can replace the battery stack 30 as a load for raising temperature, or when a separate braking resistor with a large capacity is provided, the function of the COD heater 20 can be reduced. However, according to the comparative example, vehicle 10 requires the COD heater 20 to reduce residual energy in the battery stack 30.

[0159] However, since the fuel cell-included vehicle 300A or 300B according to the exemplary embodiment can discharge the residual energy (e.g., voltage) in the battery stack using the discharger 324 originally provided in the first DC / DC converter 320 to remove residual energy in the converter 320, the COD heater 20 is not required. Therefore, compared with the vehicle 10 according to the comparative example, the vehicle 300A or 300B according to the exemplary embodiment has the effects of reducing manufacturing costs, simplifying structure, reducing size, and increasing productivity.

[0160] Furthermore, in the case of vehicle 10 according to the comparative example, the high-voltage electrical energy generated by the battery stack 30 is discharged and removed by the COD heater 20 via a high-voltage cable. However, because the high-voltage cable for the COD heater 20 is exposed to the outside, it may short-circuit, be cut off, or disconnected due to deformation of the engine compartment in the event of a collision with vehicle 10 before the voltage is removed and reduced to a safe level. In this case, the COD heater 20 may not perform the function of removing residual voltage.

[0161] However, according to the exemplary embodiments, the vehicle 300A or 300B including the fuel cell is configured such that the first DC / DC converter 320 and the power distributor 330A or 330B are directly connected to each other without cables (see Figure 1 or Figure 6 (as in "334"), or such that the cable electrically connecting the first DC / DC converter 320 and the distributor 330A or 330B to each other is housed in Figure 7 The cables are housed within the casing 400A, thus preventing them from being exposed to the outside. Therefore, even if the engine compartment deforms due to a collision with vehicle 300A or 300B, the cables are not damaged, or are prevented from being damaged. This allows for the stable discharge of residual energy, thereby ensuring electrical stability.

[0162] As is evident from the above description, the embodiments provide a vehicle including a fuel cell and a method for discharging residual energy within the vehicle, for improving the durability of the fuel cell stack and preventing electric shock or electrical fires in the event of a vehicle collision or during vehicle maintenance. Additionally, it can reduce vehicle manufacturing costs, simplify construction, reduce size, and increase productivity. Furthermore, it can stably discharge residual energy, thereby ensuring electrical stability.

[0163] Unless the above embodiments are opposite to each other, the above embodiments may be combined with each other without departing from the purpose of this disclosure. Furthermore, for any element not described in detail in any of the embodiments, reference may be made to the description of the element having the same reference numerals in another embodiment.

[0164] While this disclosure has been specifically shown and described with reference to exemplary embodiments thereof, these embodiments are merely illustrative and do not limit the disclosure. It will be apparent to those skilled in the art that various changes in form and detail may be made without departing from the essential characteristics of the embodiments set forth herein. For example, modifications and applications may be made to the various configurations set forth in the embodiments. Furthermore, such differences in modification and application should be interpreted as falling within the scope of this disclosure as defined by the appended claims.

Claims

1. A vehicle including a fuel cell, the vehicle comprising: a cell stack including a plurality of unit cells stacked with each other; a direct current / direct current converter (DC / DC converter) converting a level of a stack voltage output from the cell stack, and including a discharger for removing residual energy of the DC / DC converter; a controller generating first control signals in accordance with whether the vehicle is operating normally; a cooling line cooling the DC / DC converter, the discharger being provided in the cooling line; and a distributor distributing a level conversion voltage output from the DC / DC converter or supplying a voltage remaining in the cell stack to the discharger to discharge the voltage in response to the first control signals.

2. The vehicle according to claim 1, wherein the controller further generates second control signals in accordance with whether the vehicle is operating normally, and the vehicle further includes a storage battery charging the level conversion voltage distributed by the distributor in accordance with a level of the second control signals or in accordance with whether the second control signals are generated.

3. The vehicle according to claim 2, wherein the distributor includes: a first switching unit forming a first path for supplying the level conversion voltage output from the DC / DC converter to the storage battery in accordance with whether a first-1 control signal is generated, the first-1 control signal being one of the first control signals; and a second switching unit forming a second path for supplying the voltage remaining in the cell stack to the discharger in accordance with whether a first-2 control signal is generated, the first-2 control signal being another one of the first control signals.

4. The vehicle according to claim 3, wherein the controller stops generating the first-2 control signal when the vehicle is not operating normally.

5. The vehicle according to claim 4, further comprising: a vehicle start / shut determination unit determining whether the vehicle is shut down, wherein the controller stops generating the first-2 control signal in accordance with a determination result of the vehicle start / shut determination unit.

6. The vehicle according to claim 4, further comprising: a collision determination unit determining whether the vehicle has collided, wherein the controller stops generating the first-2 control signal in accordance with a determination result of the collision determination unit.

7. The vehicle according to claim 3, wherein the DC / DC converter includes a first output terminal and a second output terminal, the level conversion voltage corresponds to a potential difference between the first output terminal and the second output terminal, and the first switching unit includes: a first switch provided on a first wiring connected between the first output terminal and the storage battery, the first switch being turned on or off in accordance with whether the first-1 control signal is generated; and a second switch provided on a second wiring connected between the second output terminal and the storage battery, the second switch being turned on or off in accordance with whether the first-1 control signal is generated. ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ 8. The vehicle according to claim 7, wherein the second switching unit includes a third switch connected between the first output terminal and one end of the discharge device, the third switch being turned on or off depending on whether the first-2 control signal is generated, and the other end of the discharge device is connected to the second output terminal.

9. The vehicle according to claim 7, wherein the second switching unit includes a fourth switch connected between the second output terminal and the other end of the discharge device, the fourth switch being turned on or off depending on whether the first-2 control signal is generated, and one end of the discharge device is connected to the first output terminal.

10. The vehicle according to claim 7, wherein the storage battery includes: a charger that charges the level conversion voltage; and a third switching unit that forms a third path depending on whether the second control signal is generated or depending on a level of the second control signal, for charging the level conversion voltage in the charger.

11. The vehicle according to claim 10, wherein the third switching unit includes: a fifth switch provided between the first wiring and the charger, the fifth switch being turned on or off depending on whether a second- 1 control signal is generated or depending on a level of the second- 1 control signal, the second- 1 control signal being one of the second control signals; and a sixth switch provided between the second wiring and the charger, the sixth switch being turned on or off depending on whether a second-2 control signal is generated or depending on a level of the second-2 control signal, the second-2 control signal being the other of the second control signals.

12. The vehicle according to claim 2, wherein the power distributor includes: a first switching unit that forms a first path depending on a level of a first- 1 control signal, for supplying the level conversion voltage output from the DC / DC converter to the storage battery, the first- 1 control signal being one of the first control signals; and a second switching unit that forms a second path depending on a level of a first-2 control signal, for supplying a residual voltage in the battery stack to the discharge device, the first-2 control signal being the other of the first control signals.

13. The vehicle according to claim 1, wherein the DC / DC converter and the power distributor are directly electrically connected to each other.

14. The vehicle according to claim 1, further comprising: a housing that accommodates the DC / DC converter and the power distributor.

15. The vehicle according to claim 14, further comprising: wirings that electrically connect the DC / DC converter and the power distributor to each other, wherein the housing includes: a first housing that accommodates the DC / DC converter; and a second housing that accommodates the power distributor.

16. The vehicle according to claim 1, wherein the discharge device has a resistance value of 1 Ω to 10 Ω.

17. A residual energy discharge method performed in a vehicle including a fuel cell, the vehicle including a cell stack in which a plurality of unit cells are stacked with each other, a DC / DC converter that converts a level of a stack voltage output from the cell stack and includes a discharger for removing residual energy of the DC / DC converter, and a cooling line that cools the DC / DC converter, the residual energy discharge method comprising: determining whether the vehicle is in normal operation; when it is determined that the vehicle is in normal operation, distributing a level conversion voltage output from the DC / DC converter; and when it is determined that the vehicle is not in normal operation, supplying a voltage remaining in the cell stack to the discharger to discharge the voltage, the discharger being provided in the cooling line.

18. The residual energy discharge method according to claim 17, wherein the determining whether the vehicle is in normal operation includes at least one of: determining whether the vehicle is turned off; and determining whether the vehicle has been involved in a collision, and when it is determined that the vehicle is turned off or the vehicle has been involved in a collision, it is determined that the vehicle is not in normal operation.

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