Control Method of Fuel Cell Vehicle and Fuel Cell Vehicle

Abstract

The present disclosure relates to a control method for a fuel cell vehicle and a fuel cell vehicle. For a fuel cell vehicle (10) and its control method, when the air pressure (P) in the high-pressure tank (80) is lower than a first threshold pressure (P1), the SOC of the power storage device (14) is increased to a margin (SOCm). When the air pressure (P) becomes a second threshold pressure (P2) smaller than the first threshold pressure (P1), the amount of fuel released from the high-pressure tank (80) is restricted to prevent buckling, and the driving force generated by the electric motor (24) is restricted to a necessary limit. When performing the restriction, the power of the power storage device (14) is used for supplementation so that the driving force generated by the electric motor (24) becomes the driving force of the necessary limit.

Description

Technical Field

[0001] The present invention relates to a control method for a fuel cell vehicle and a fuel cell vehicle, which is equipped with: a high-pressure tank (hydrogen tank) for storing fuel gas (hydrogen); a fuel cell that generates electricity through an electrochemical reaction between the fuel gas and an oxidant gas; a power storage device that can be charged and discharged; and an electric motor that generates a driving force using at least one of the power of the fuel cell and the power of the power storage device. Background Art

[0002] For example, a polymer electrolyte fuel cell includes an electrolyte membrane-electrode assembly (MEA), in which an anode electrode is disposed on one surface of an electrolyte membrane formed of a polymer ion exchange membrane, and a cathode electrode is disposed on the other surface. The electrolyte membrane-electrode assembly is sandwiched between separators to form a single power generation cell. Usually, a predetermined number of single power generation cells are stacked and assembled into a fuel cell vehicle (such as a fuel cell electric vehicle) as an in-vehicle fuel cell stack, for example.

[0003] Patent Document 1 (hereinafter referred to as JPA2011-211770) discloses that in a fuel cell vehicle equipped with a high-pressure tank for storing hydrogen, when there is a driver's sudden acceleration requirement, the power supplied from the storage battery is increased, thereby increasing the power supplied to the air compressor. Thereby, a control method for preventing a sudden change in the power supplied to the electric motor and suppressing a decrease in the power performance of the fuel cell vehicle is disclosed (

[0028] ,

[0075] of JPA2011-211770).

[0004] Patent Document 2 (hereinafter referred to as JPA2009-174700) discloses a high-pressure tank. The high-pressure tank has a tank main body in which a resin inner cylinder is surrounded by a fiber-reinforced resin layer (CFRP layer), and a tank mouth member capable of connecting a valve is installed on the tank main body, and the tank main body and the tank mouth member are hermetically formed (

[0002] of JPA2009-174700).

[0005] Prior Art Documents

[0006] Patent Documents

[0007] Patent Document 1: Japanese Unexamined Patent Application Publication No. 2011-211770

[0008] Patent Document 2: Japanese Unexamined Patent Application Publication No. 2009-174700 Summary of the Invention

[0009] Problems to be Solved by the Invention

[0010] When a high-pressure fuel gas is sealed in a gas cylinder having a resin inner liner, the fuel gas permeates through the resin inner liner, and the permeated fuel gas stays in the space between the resin inner liner and the CFRP layer (

[0004] of JPA2009-174700).

[0011] When the pressure inside the cylinder is reduced from the state where the permeated fuel gas stays (is stored) in the space between the resin inner liner and the CFRP layer to a state where the pressure of the permeated fuel gas is higher than the pressure inside the cylinder, there is a concern that the resin inner liner may deform inward, that is, so-called buckling may occur (

[0005] of JPA2009-174700).

[0012] The present invention is made in consideration of such a problem, and an object thereof is to provide a control method for a fuel cell vehicle and a fuel cell vehicle that can prevent deformation (buckling) of the resin inner liner of a high-pressure cylinder and can suppress a sharp decrease in the power of the fuel cell vehicle.

[0013] Means for solving the problem

[0014] One aspect of the present invention is a control method for a fuel cell vehicle, the fuel cell vehicle including: a high-pressure cylinder for storing a fuel gas; a fuel cell that generates electricity through an electrochemical reaction between the fuel gas and an oxidant gas; a power storage device that can be charged and discharged; and an electric motor that generates a driving force for traveling using at least one of the power of the fuel cell and the power of the power storage device. In the control method for the fuel cell vehicle, it includes: a pressure measurement step of measuring the pressure inside the high-pressure cylinder; a non-restricted travel step of traveling in such a way that the driving force for traveling generated by the electric motor mainly using the power of the fuel cell is not restricted between the full filling pressure and the output limit start threshold pressure; and a restricted travel step of traveling in such a way that the amount of fuel released from the high-pressure cylinder is restricted and the driving force for traveling generated by the electric motor is restricted to a necessary limit when the pressure becomes the output limit start threshold pressure. In the restricted travel step, the power of the power storage device is used for supplementation so that the driving force for traveling generated by the electric motor becomes the driving force for traveling at the necessary limit.

[0015] Another aspect of the present invention is a control method for a fuel cell vehicle, which is equipped with: a high-pressure tank for storing fuel gas; a fuel cell that generates electricity through an electrochemical reaction between the fuel gas and an oxidant gas; a power storage device that can be charged and discharged; and an electric motor that generates a driving force for traveling using at least one of the power of the fuel cell and the power of the power storage device. In the control method for the fuel cell vehicle, it includes: a pressure measurement step of measuring the pressure inside the high-pressure tank; a non-restricted driving step of traveling in a manner that does not restrict the driving force generated by the electric motor mainly using the power of the fuel cell when the pressure is between the full filling pressure and the first threshold pressure; an SOC increase driving step of redundantly charging a part of the power generation amount of the fuel cell to the power storage device when the pressure is lower than the first threshold pressure to increase the SOC of the power storage device to a surplus SOC; and a restricted driving step of traveling in a manner that restricts the amount of fuel released from the high-pressure tank and restricts the driving force generated by the electric motor to a necessary limit when the pressure becomes a second threshold pressure smaller than the first threshold pressure. In the restricted driving step, the power of the power storage device is used for supplementation so that the driving force generated by the electric motor becomes the driving force at the necessary limit.

[0016] Another aspect of the present invention is a control method for a fuel cell vehicle, which is equipped with: a high-pressure tank for storing fuel gas; a fuel cell that generates electricity through an electrochemical reaction between the fuel gas and an oxidant gas; a power storage device that can be charged and discharged; an electric motor that generates a driving force for traveling using at least one of the power of the fuel cell and the power of the power storage device; a temperature measurement unit that measures the temperature inside the high-pressure tank; and a pressure measurement unit that measures the pressure inside the high-pressure tank. In the control method for the fuel cell vehicle, it includes: a temperature measurement unit monitoring step of detecting whether there is an abnormality in the temperature measurement unit for measuring the temperature inside the high-pressure tank; and a restricted driving step of traveling in a manner that restricts the amount of fuel released from the high-pressure tank and restricts the driving force generated by the electric motor to a necessary limit when there is an abnormality in the temperature measurement unit. In the restricted driving step, the power of the power storage device is used for supplementation so that the driving force generated by the electric motor becomes the driving force at the necessary limit.

[0017] Another aspect of the present invention is a control method for a fuel cell vehicle, which is equipped with: a high-pressure tank for storing fuel gas; a fuel cell that generates electricity through an electrochemical reaction between the fuel gas and an oxidant gas; a rechargeable power storage device; and an electric motor that generates driving force for traveling using at least one of the power of the fuel cell and the power of the power storage device. In the control method for the fuel cell vehicle, it includes: a temperature-pressure measurement step of measuring the temperature and pressure inside the high-pressure tank; an SOC increase driving step of charging a part of the power generated by the fuel cell into the power storage device when the temperature is lower than a first threshold temperature, so that the SOC of the power storage device increases to a surplus SOC; a non-restricted driving step of driving in a manner that does not restrict the driving force generated by the electric motor mainly using the power of the fuel cell until the temperature drops to a second threshold temperature lower than the first threshold temperature; and a restricted driving step of driving in a manner that restricts the amount of fuel released from the high-pressure tank and restricts the driving force generated by the electric motor to a necessary limit when the temperature reaches the second threshold temperature. Among them, in the restricted driving step, the power of the power storage device is used for supplementation so that the driving force generated by the electric motor becomes the driving force at the necessary limit.

[0018] Another aspect of the present invention is a fuel cell vehicle, which is equipped with: a high-pressure tank for storing fuel gas; a fuel cell that generates electricity through an electrochemical reaction between the fuel gas and an oxidant gas; a rechargeable power storage device; an electric motor that generates driving force for traveling using at least one of the power of the fuel cell and the power of the power storage device; and a control device. In the fuel cell vehicle, it includes: a pressure measurement unit that measures the pressure inside the high-pressure tank; a non-restricted driving control unit that drives in a manner that does not restrict the driving force generated by the electric motor mainly using the power of the fuel cell when the pressure is between the full filling pressure and the output limit start threshold pressure; and a restricted driving control unit that drives in a manner that restricts the amount of fuel released from the high-pressure tank and restricts the driving force generated by the electric motor to a necessary limit when the pressure reaches the output limit start threshold pressure. Among them, the restricted driving control unit uses the power of the power storage device for supplementation so that the driving force generated by the electric motor becomes the driving force at the necessary limit.

[0019] Effects of the Invention

[0020] According to the present invention, it is possible to prevent the resin inner liner of the high-pressure tank for storing fuel gas from deforming (buckling), and it is possible to suppress a sharp drop in the power of the fuel cell vehicle.

[0021] Moreover, when a situation occurs where the amount of hydrogen supply from the high-pressure tank is restricted, the power storage device supplements the supply of power that is insufficient to maintain the vehicle product performance, so that the necessary minimum product performance can be ensured.

[0022] In addition, when the high-pressure tank becomes low-pressure, in the case where control is performed to redundantly generate electricity and charge the power storage device in advance to guard against restricting the hydrogen supply amount when starting the low-pressure, a prescribed amount of electric power can be stored at the start time point of the low-pressure output restriction of the high-pressure tank.

[0023] The following embodiments will be described with reference to the accompanying drawings, so that the above objects, features, and advantages can be easily understood. Description of the Drawings

[0024] Figure 1 It is a diagram showing an example of the structure of a fuel cell vehicle according to an embodiment in which a control method of a fuel cell vehicle according to the embodiment is implemented.

[0025] Figure 2 is Figure 1 a diagram for explaining the control method of the fuel cell vehicle and the operation of the fuel cell vehicle shown.

[0026] Figure 3 It is a flowchart for explaining the operation of the embodiment.

[0027] Figure 4 It is a timing chart for explaining the operation of the embodiment.

[0028] Figure 5 It is a flowchart for explaining the control method of the fuel cell vehicle according to the first modification example.

[0029] Figure 6A and Figure 6B is a diagram for explaining the problem to be solved by the second modification example.

[0030] Figure 7 It is a timing chart for explaining the operation of the fuel cell vehicle according to the second modification example.

[0031] Figure 8 It is a diagram showing an example of the structure of a fuel cell vehicle according to the third modification example.

[0032] Figure 9 It is a flowchart for explaining the control method of the fuel cell vehicle according to the fourth modification example. Detailed Embodiments

[0033] Hereinafter, embodiments will be exemplified and the control method of the fuel cell vehicle and the fuel cell vehicle according to the present invention will be described in detail with reference to the drawings.

[0034] [Structure]

[0035] Figure 1 This is a schematic block diagram showing a structural example of a fuel cell vehicle (this vehicle) 10 according to an embodiment for implementing a control method of a fuel cell vehicle according to the embodiment.

[0036] As Figure 1 shown, the fuel cell vehicle 10 is, for example, a fuel cell electric vehicle.

[0037] In addition to the fuel cell system 12, the fuel cell vehicle 10 further includes a high-voltage battery (power storage device) 14 that generates a high voltage Vh of several hundred volts, a boost converter (FCVCU: fuel cell voltage control unit) 18, an inverter (drive device for a rotating electric machine) 20, an electric machine (rotating electric machine for driving the vehicle) 24, a buck-boost (bidirectional) converter (BATVCU: battery voltage control unit) 26, a control device (ECU) 30, and an accelerator pedal (acceleration device) 32.

[0038] The control device 30 is composed of an ECU (electronic control unit). The CPU executes a program stored in the memory and thus operates as various function control units, etc., and comprehensively controls each structural element of the fuel cell vehicle 10 including the fuel cell system 12 through control lines (including wireless ones) not shown.

[0039] In this embodiment, the control device 30 functions as a non-restricted driving control unit 30a, an SOC increase control unit 30b, a restricted driving control unit 30c, a thermometer monitoring unit 30d, etc.

[0040] The fuel cell system 12 includes a fuel cell stack (fuel cell) 34, an oxidant gas supply device 36, and a fuel gas supply device 38.

[0041] The oxidant gas supply device 36 supplies oxidant gas (air) to the fuel cell stack 34, and the fuel gas supply device 38 supplies fuel gas (hydrogen) to the fuel cell stack 34.

[0042] The fuel cell stack 34 stacks a plurality of power generation single cells 40. The power generation single cell 40 includes an electrolyte membrane-electrode structure 44, and separators 45, 46 that sandwich the electrolyte membrane-electrode structure 44.

[0043] The electrolyte membrane-electrode structure 44 includes, for example, a solid polymer electrolyte membrane 41 that is a thin film containing perfluorosulfonic acid with moisture, a cathode electrode 42 that sandwiches the solid polymer electrolyte membrane 41, and an anode electrode 43.

[0044] The cathode electrode 42 and the anode electrode 43 have a gas diffusion layer (not shown) formed of carbon paper or the like. Porous carbon particles carrying a platinum alloy on the surface are uniformly coated on the surface of the gas diffusion layer, thereby forming an electrode catalyst layer (not shown). Electrode catalyst layers are formed on both sides of the solid polymer electrolyte membrane 41.

[0045] On the surface of one separator 45 facing the electrolyte membrane - electrode structure 44, a cathode flow path (oxidant gas flow path) 47 that connects the oxidant gas inlet communication port 58a and the oxidant gas outlet communication port 58b is formed.

[0046] On the surface of the other separator 46 facing the electrolyte membrane - electrode structure 44, an anode flow path (fuel gas flow path) 48 that connects the fuel gas inlet communication port 56a and the fuel gas outlet communication port 56b is formed.

[0047] The output of the stacked power generation single cells 40, that is, the output of the fuel cell stack 34 (the generated power of the high - voltage power generation voltage Vfc), can, under the control of the control device 30, be supplied to the motor 24 through the boost converter 18 and the inverter 20 and can be charged to the high - voltage storage battery 14 through the boost converter 18 and the buck - boost converter (functioning as a buck converter) 26.

[0048] In addition, the output of the fuel cell stack 34 (the generated power of the power generation voltage Vfc) can be charged to an unillustrated low - voltage storage battery through the boost converter 18, the buck - boost converter (functioning as a buck converter) 26, and an unillustrated buck converter.

[0049] For example, at the start when the power switch (not shown) of the fuel cell vehicle 10 changes from the off (OFF) state to the on (ON) state, the power of the high voltage Vh of the high - voltage storage battery 14 can drive the motor 24 through the buck - boost converter (functioning as a boost converter) 26 and the inverter 20. Using the driving force applied by the motor 24 to drive unillustrated drive wheels, the fuel cell vehicle 10 starts to run.

[0050] In addition, during running when the generated power of the high - voltage power generation voltage Vfc of the fuel cell stack 34 drives the motor 24 through the boost converter 18 and the inverter 20, in the case where there is an acceleration operation (accelerator operation) on the accelerator pedal 32, the power of the high voltage Vh of the high - voltage storage battery 14 is supplied to the motor 24 through the buck - boost converter (functioning as a boost converter) 26 and the inverter 20, thereby enabling running in a manner that supplements the generated power of the fuel cell stack 34.

[0051] Thus, the power obtained by voltage conversion of at least one of the power generated by the power generation voltage Vfc of the fuel cell stack 34 and the power generated by the high voltage Vh of the high-voltage battery 14 by the boost converter 18 and the buck-boost converter 26 respectively is supplied as the drive terminal voltage Vinv of the inverter 20.

[0052] Actually, when accelerating based on the operation of the accelerator pedal 32, the drive terminal voltage Vinv on the input side of the inverter 20 is set to a high voltage, and the driving force of the motor 24 for traveling increases.

[0053] The regenerative power of the motor 24 generated during deceleration of the fuel cell vehicle 10 passes through the inverter 20 and the buck-boost converter (functioning as a buck converter) 26 and is charged (stored) in the high-voltage battery 14.

[0054] The power of the high voltage Vh of the high-voltage battery 14 can drive the air pump (AP, air compressor) 52.

[0055] The power of the low voltage of the low-voltage battery (not shown) is supplied to the exhaust gas recirculation pump (EGR pump) 54, the injector 57 functioning as a pressure reducing valve, the control device 30, and various solenoid valves (described later), and also to an air conditioner (not shown), etc.

[0056] A fuel gas inlet communication port 56a and a fuel gas outlet communication port 56b for supplying fuel gas (e.g., hydrogen) to the anode electrode 43 through the anode flow path 48 are provided in the fuel cell stack 34.

[0057] An oxidant gas inlet communication port 58a and an oxidant gas outlet communication port 58b for supplying oxidant gas (e.g., air) to the cathode electrode 42 through the cathode flow path 47 are provided in the fuel cell stack 34.

[0058] Moreover, a cooling medium inlet communication port (not shown) and a cooling medium outlet communication port (not shown) through which a cooling medium (not shown) flows in each power generation single cell 40 are provided in the fuel cell stack 34.

[0059] In the oxidant gas supply device 36, an air pump 52 that sucks and compresses air from the atmosphere as the oxidant gas and supplies it to the fuel cell stack 34 is disposed in the oxidant gas supply path 60.

[0060] A humidifier (HUM) 62 and a bypass path 66 that bypasses the humidifier 62 via a bypass valve 64 are provided in the oxidant gas supply path 60.

[0061] The oxidant gas supply path 60 communicates with the oxidant gas inlet communication port 58a of the fuel cell stack 34 through the humidifier 62 and the oxidant gas supply path 65.

[0062] The oxidant gas outlet communication port 58b communicates with the oxidant exhaust discharge path 68 through the oxidant exhaust discharge path 67 and the humidifier 62. An EGR pump 54 is provided between the oxidant exhaust discharge path 68 and the oxidant gas supply path 60.

[0063] When the fuel cell vehicle 10 (fuel cell system 12) is stopped (when the power switch (not shown) is off), the EGR pump 54 causes a part of the gas discharged from the oxidant gas outlet communication port 58b, that is, a part of the oxidant exhaust (cathode exhaust), to flow back to the oxidant gas inlet communication port 58a side.

[0064] An inlet shut-off valve 70 is disposed on the oxidant gas supply path 60 side of the air pump 52.

[0065] An outlet shut-off valve 72 is provided in the oxidant exhaust discharge path 68, and the downstream of the outlet shut-off valve 72 is connected to a diluter 76 through a back pressure control valve 74.

[0066] The fuel gas supply device 38 includes a high-pressure hydrogen tank (accumulator, hereinafter also referred to as a high-pressure tank) 80 that stores high-pressure hydrogen. The high-pressure tank 80 communicates with the fuel gas inlet communication port 56a of the fuel cell stack 34 via a fuel gas supply path 82. A shut-off valve 84, an ejector 57 for adjusting pressure, and an ejector 86 are sequentially provided in the fuel gas supply path 82 along the hydrogen flow direction.

[0067] The fuel gas outlet communication port 56b of the fuel cell stack 34 communicates with a fuel exhaust path 88. The fuel exhaust path 88 is connected to a gas-liquid separator 90, and in the gas-liquid separator 90, a drain path 92 for discharging a liquid component (liquid component) and a gas path 94 for discharging a gas component are provided. The gas path 94 is connected to the ejector 86 via a circulation path 96, and on the other hand, communicates with the diluter 76 under the opening action of an exhaust valve 98. The drain path 92 communicates with the diluter 76 via a drain valve 100.

[0068] The diluter 76 has a function of mixing the fuel exhaust (anode exhaust containing hydrogen) discharged from the fuel gas outlet communication port 56b of the fuel cell stack 34 with the oxidant exhaust (cathode exhaust containing oxygen) discharged from the oxidant gas outlet communication port 58b of the fuel cell stack 34 to dilute the hydrogen concentration to a value below a specified value.

[0069] A pressure gauge 102a, 102b, 102c, 102d, and 102e are respectively arranged on the outlet sides of the oxidant gas supply passage 65, the oxidant exhaust discharge passage 67, the fuel gas supply passage 82, the fuel exhaust passage 88, and the high-pressure tank 80. A hygrometer 103 is arranged on the oxidant gas supply passage 65. Thermometers 104a, 104b, and 104c are respectively arranged on the outlet sides of the oxidant exhaust discharge passage 67, the fuel exhaust passage 88, and the high-pressure hydrogen tank 80.

[0070] A voltmeter 106, an ammeter 107, and a thermometer 108 are arranged on the high-voltage battery 14. Voltmeters, ammeters, and thermometers (not shown) are arranged in circuits such as the boost converter 18, the buck-boost converter 26, and the inverter 20.

[0071] [Normal operation of the fuel cell vehicle 10 during normal driving (non-restricted driving)]

[0072] Hereinafter, with reference to Figure 2 in which arrow lines are added to the flow of fuel gas, oxidant gas, and electric power in the fuel cell system 12, the operation of the fuel cell vehicle 10 during normal driving (non-restricted driving) configured substantially as described above will be described.

[0073] During Figure 2 normal driving (non-restricted driving without restricting the vehicle speed [km / h]), an oxidant gas (air) is supplied from the air pump 52 operating with electric power at a high voltage Vh to the oxidant gas supply passage 60. The oxidant gas is humidified by the humidifier 62 or bypasses the humidifier 62 through the bypass passage 66 and then is supplied to the oxidant gas inlet communication port 58a of the fuel cell stack 34.

[0074] Moreover, the humidifier 62 has a flow path 63a through which the oxidant gas (dry air) flows, a flow path 63b through which the exhaust gas (humid oxidant exhaust, cathode exhaust) from the oxidant gas outlet communication port 58b of the fuel cell stack 34 flows through the oxidant gas outlet communication port 58b of the fuel cell stack 34 and the oxidant exhaust discharge passage 67, and has a function of humidifying the oxidant gas supplied from the air pump 52. That is, the humidifier 62 causes the moisture contained in the cathode exhaust to move to the supply gas (oxidant gas) via the porous membrane.

[0075] The degree of humidification at this time is set to a humidification amount that humidifies the solid polymer electrolyte membrane 41 to enable good power generation performance in the fuel cell stack 34. The opening degree of the bypass valve 64 is controlled by the control device 30 with reference to the hygrometer 103 to set the humidification amount.

[0076] On the other hand, in the fuel gas supply device 38, under the opening action of the injector 57, hydrogen (fuel gas) is supplied from the high-pressure hydrogen tank 80 to the fuel gas supply passage 82. After passing through the ejector 86, this hydrogen is supplied to the fuel gas inlet communication port 56a of the fuel cell stack 34.

[0077] Inside the fuel cell stack 34, the oxidant gas is supplied to the cathode electrode 42 from the oxidant gas inlet communication port 58a via the cathode flow path 47 of each power generation single cell 40. On the other hand, hydrogen is supplied to the anode electrode 43 from the fuel gas inlet communication port 56a via the anode flow path 48 of each power generation single cell 40. Thus, in each power generation single cell 40, the air supplied to the cathode electrode 42 and the hydrogen supplied to the anode electrode 43 are consumed through an electrochemical reaction in the electrode catalyst layer to generate electricity.

[0078] Moreover, it is possible to increase or decrease the mass flow rate of the oxidant gas supplied to the oxidant gas inlet communication port 58a by controlling the rotational speed of the air pump 52, thereby controlling the power generation amount of the fuel cell stack 34. In addition, it is possible to increase or decrease the mass flow rate of the fuel gas supplied to the fuel gas inlet communication port 56a by controlling the conduction duty ratio of the injector 57, thereby controlling the power generation amount of the fuel cell stack 34.

[0079] Then, the cathode exhaust gas and the reaction water formed by the air supplied to the cathode electrode 42 and consumed are discharged to the oxidant gas outlet communication port 58b, flow through the oxidant exhaust discharge passage 68, and are introduced into the diluter 76. Similarly, the hydrogen supplied to the anode electrode 43 and consumed is discharged as anode exhaust gas (a part of the consumed fuel gas) to the fuel gas outlet communication port 56b. After the anode exhaust gas is introduced into the gas-liquid separator 90 from the fuel exhaust passage 88 and the liquid moisture (liquid water) is removed, it is sucked into the ejector 86 from the gas passage 94 via the circulation passage 96.

[0080] The power of the high-voltage power generation voltage Vfc generated by the fuel cell stack 34 in which a plurality of power generation single cells 40 are electrically connected in series is converted via the boost converter 18 into the power of a higher-voltage drive terminal voltage Vinv necessary for obtaining the necessary drive torque of the motor 24 and is supplied to the input side of the inverter 20.

[0081] The inverter 20 controls the duty ratio based on the opening degree of the accelerator pedal 32 (accelerator opening degree) and performs three-phase PWM drive on the motor 24. The motor 24 rotationally drives the drive wheels (not shown), whereby the fuel cell vehicle 10 travels.

[0082] When the power generated by the fuel cell stack 34 has surplus power, the high voltage battery 14 is charged with the high voltage Vh through the step-up / step-down converter 26, and is converted into low voltage power through the step-down converter (not shown) to charge the low voltage battery (not shown).

[0083] High voltage Vh power of the high voltage battery 14 is supplied to the air pump 52. Low voltage power of the low voltage battery (not shown) is supplied to the control device 30, the EGR pump 54, the injector 57, an air conditioner (not shown), and the like.

[0084] The SOC (state of charge, i.e., the amount of charge, which is 0[%] when empty and 100[%] when fully charged) of the high-voltage battery 14 is calculated by the control device 30 based on the voltage detected by the voltmeter 106, the current detected by the ammeter 107, and the temperature detected by the thermometer 108, with reference to a corresponding diagram not shown.

[0085] During normal driving (unrestricted driving), the SOC of the high-voltage battery 14 is set by the unrestricted driving control unit 30a to a charge amount that is smaller than a charge amount close to a fully charged state (hereinafter referred to as a margin SOCm) and a charge amount (hereinafter referred to as a required SOCr) of a substantially fixed value that takes in all the regenerative power of the motor 24 to perform charge and discharge control.

[0086] The unrestricted travel control unit 30a basically allows the fuel cell vehicle 10 to travel at the maximum vehicle speed (referred to as Vmax) when the accelerator pedal 32 of the fuel cell vehicle 10 is fully depressed (the accelerator opening is maximum). In addition, when it is detected that the accelerator pedal 32 is suddenly depressed, or when the pedal is fully depressed (Japanese: ベタ踏み) state is detected, the unrestricted travel control unit 30a supplements the power of the fuel cell stack 34 with the power of the high-voltage battery 14, and drives the motor 24 through the inverter 20.

[0087] The above is a description of the normal operation of the fuel cell vehicle 10 during normal running (unrestricted running).

[0088] [Product performance improvement operation for suppressing a sudden drop in power of the fuel cell vehicle 10]

[0089] Then, refer to the following Figure 3 Flowchart and Figure 4 The control method of the fuel cell vehicle according to the main part of the present invention is described based on the relationship between the operation of the fuel cell vehicle 10 equipped with the fuel cell system 12 that implements the control method. Figure 3 The execution subject of the program involved in the flowchart is the control device 30 (CPU), but it becomes complicated to refer to it every time, so it is appropriately omitted in the following description.

[0090] In Figure 4 the timing chart, the lower timing chart represents the vehicle speed limit VL [km / h], which is defined as the maximum vehicle speed Vmax at which the vehicle speed is not restricted and the vehicle speed limit Vn at which the vehicle speed is restricted. The vehicle speed limit Vn is the necessary minimum output (vehicle speed / acceleration) of the motor 24 for the vehicle to maintain the required minimum performance and ensure product performance.

[0091] The vehicle speed limit Vn can also be set to a speed that maintains an appropriate vehicle speed corresponding to road surface conditions (dry, wet, concrete, asphalt, soil, etc.).

[0092] The middle timing chart represents the state of charge (SOC) of the high-voltage battery 14, which is defined as the surplus SOCm and the above-mentioned necessary SOCr (a charge amount that is smaller than the surplus SOCm close to the full charge state and is a substantially fixed value that takes in all the regenerative power of the motor 24).

[0093] The upper timing chart represents the air pressure P [MPa] in the high-pressure tank 80 measured by the pressure gauge 102e, which is defined as the full filling pressure Pfull, the first threshold pressure (preliminary charging start threshold pressure) P1, the second threshold pressure (output limit start threshold pressure) P2, and the third threshold pressure (tank air shortage pressure) P3. The first threshold pressure P1 is the air pressure at which preliminary charging starts. The second threshold pressure P2 is the air pressure at which the output (power generation) generated by the fuel cell stack 34 is restricted by reducing (limiting) the release rate of the fuel gas from the high-pressure tank 80. The third threshold pressure P3 is the air pressure at which the fuel gas is regarded as zero.

[0094] To explain further, the first threshold pressure P1 ( Figure 4 also recorded as the specified pressure in

[0095] is the threshold pressure at which the state of charge (SOC) of the high-voltage battery 14 increases from the necessary SOCr to a value exceeding the surplus SOCm and at which preliminary charging (overcharging) starts to supplement (subsidize) the power generation output of the fuel cell stack 34 by the high-voltage battery 14.

[0096] Furthermore, in order to reduce the temporal variation in the pressure of the fuel gas discharged from the high-pressure tank 80 to the fuel cell stack 34 , the mass flow rate may be reduced by reducing the on-duty ratio of the injector 57 to a predetermined mass flow rate.

[0097] The third threshold pressure P3 is a minimum tank protection pressure capable of preventing buckling, and is a threshold pressure at which the high-pressure tank 80 is regarded as being so-called gas-deficient.

[0098] exist Figure 3 In step S1 of the flowchart of FIG. 1 , it is determined whether the air pressure P measured by the pressure gauge 102e is lower than the minimum third threshold pressure P3.

[0099] At the time point t1 when the fuel cell vehicle 10 starts running when the gas pressure P of the high-pressure tank 80 reaches the full filling pressure Pfull (running start time point), this determination is not established (step S1 : No, P≥P3 ).

[0100] Then, in step S2 during traveling, it is determined whether the air pressure P is lower than the second threshold pressure P2, but this determination is not established even at the traveling start time t1 at the full filling pressure Pfull (step S2: No, P≥P2).

[0101] Furthermore, in step S3 during traveling, it is determined whether the air pressure P is lower than the first threshold pressure P1, but this determination is not established even at the traveling start time t1 at the full filling pressure Pfull (step S3: No, P≥P1).

[0102] Since the gas pressure P in the high-pressure tank 80 is P ≥ P1, the fuel cell stack 34 is not restricted in step S4 ( Figure 3 , Figure 4 The decompression rate of the air pressure P in the fuel cell stack 34 (marked as FC) {the reduction rate of the air pressure P per unit time = (small air pressure / small time) = (ΔP / Δt)}, in other words, the output of the fuel cell stack 34 is not limited, and no preparatory charging is performed, and the vehicle speed limit VL is continued and ensured to be able to increase to the maximum vehicle speed Vmax based on the operation of the accelerator pedal 32.

[0103] In step S4 (between time point t1 and time point t2), charge and discharge control is implemented to keep the SOC of the high-voltage battery 14 at approximately the required SOCr (SOC≒SOCr). That is, in the process of step S4 (between time point t1 and time point t2), when SOC≥SOCr, the power generated by the fuel cell stack 34 is reduced and the power of the high-voltage battery 14 is consumed redundantly, and when SOC<SOCr, the power generated by the fuel cell stack 34 is increased and charged to the high-voltage battery 14.

[0104] In this way, during the time points t1 to t2, the restricted vehicle speed VL is set to the maximum vehicle speed Vmax at which the vehicle speed is not restricted.

[0105] After the process of step S4, when the processes after step S1 are repeatedly implemented again within a short period of time (S1: "No" → S2: "No" → S3: "No" → S4 → S1: "No"…), the air pressure P [MPa] in the high-pressure tank 80 measured by the pressure gauge 102e decreases. At the time point t2 during driving, it reaches the first threshold pressure P1, and the determination in step S3 (P < P1) holds (step S3: "Yes"). After the time point t2 when the determination in step S3 holds, the process switches from the process of step S4 to the process of step S5 for execution.

[0106] In the process of step S5, after the time point t3, driving that supplements the generated power of the fuel cell stack 34 with the power generated by the high-voltage battery 14 starts preliminary charging (target: SOC ≥ SOCm). Moreover, in the preliminary charging of step S5, the decompression rate of the air pressure P at the fuel cell stack 34 is not restricted during driving, nor is the output of the fuel cell stack 34 restricted (VL = Vmax).

[0107] The preliminary charging in step S5 is executed as follows: The SOC increase control unit 30b increases the generated power (generated amount) and charges it to the high-voltage battery 14 in such a way that the SOC slightly exceeds the surplus SOCm (SOC ≥ SOCm) charging amount within a predetermined time ta; or, the generated power (generated amount) is increased or not increased, and a part of the generated power (generated amount) is redundantly charged to the high-voltage battery 14.

[0108] In this case, it can also be set that, based on the state of the high-pressure tank 80 (temperature T and air pressure P), the surplus SOCm and the preliminary charging speed (ΔSOC / Δta = unit SOC / unit time) as target values are set, and the power generation control of the fuel cell stack 34 is performed.

[0109] In Figure 4 the time ta is set to the time until the air pressure P decreases to the second threshold pressure P2 when decreasing at an unrestricted decompression rate ( Figure 4 in the time from the time point t2 to the time point t4).

[0110] In the present embodiment, between the time points t2 and t3 during driving (≤ ta), sufficient power required for supplementation after the time point t4 is charged (stored) in the high-voltage battery 14, and the preliminary charging in step S5 is completed (S3: "Yes" → S5 → S1: "No" → S2: "No" → S3: "Yes" → S5 →…).

[0111] At time point t4 during driving after the preparatory charging is completed, the determination in step S2 holds (S2: "Yes", P < P2).

[0112] After that, in step S6, the restricted driving control unit 30c starts restricting the output of the fuel cell stack 34, and the output generated by the high-voltage storage battery 14 supplements the part equivalent to the restricted part.

[0113] Therefore, from time point t4 to time point t5, the restricted vehicle speed VL changes from the maximum vehicle speed Vmax set by the non-restricted driving control unit 30a to the restricted vehicle speed Vn set by the restricted driving control unit 30c. When the supplementation by the high-voltage storage battery 14 starts, the SOC of the high-voltage storage battery 14 gradually decreases, becoming SOC < SOCm.

[0114] Then, in the repetitive control of step S6 → step S1: "No" → step S2: "Yes" → step S6 →..., although the output of the fuel cell stack 34 is restricted under the control of the restricted driving control unit 30c, the high-voltage storage battery 14 supplements (supplies) the insufficient power for maintaining the restricted vehicle speed Vn to the motor 24, thereby performing driving control to ensure that the restricted vehicle speed VL is VL = Vn.

[0115] At time point t7 during this driving control, the air pressure P drops to the third threshold pressure P3 equivalent to the tank gas shortage pressure (step S1: "Yes"), and in step S7, the shut-off valve 84 is closed and the power generation of the fuel cell stack 34 stops.

[0116] Through the above control, when the air pressure of the permeated gas stored in the space between the resin inner liner and the CFRP layer exceeds the air pressure in the high-pressure tank 80 from time point t4 to time point t7, the permeated gas is slightly released from the path of the ventilation passage to prevent deformation of the resin inner liner. After time point t7, the air pressure of the permeated gas does not exceed the tank gas shortage pressure P3 in the high-pressure tank 80, preventing buckling and preventing deformation of the resin inner liner.

[0117] In this way, the fuel remaining in the high-pressure tank 80 can also be used effectively to the maximum extent, so the product performance of the fuel cell vehicle 10 can be improved.

[0118] In this case, in step S7, after time point t7, until the remaining capacity of the high-voltage storage battery 14 becomes SOC = SOCmin in the determination of step S8 (step S8: "Yes"), through the path of step S8: "No" → step S1: "Yes" → step S7 → step S8: "No"...), so-called EV driving can also continue.

[0119] According to the above-described embodiment, it is possible to prevent deformation of the resin inner cylinder due to buckling, and it is possible to use the hydrogen stored in the high-pressure tank 80 until it becomes so-called gas shortage. In addition, until so-called gas shortage, it is possible to suppress a sharp drop in the power of the fuel cell vehicle 10 and maintain the necessary minimum driving performance. Therefore, the product performance of the fuel cell vehicle 10 is improved.

[0120] The above-described embodiment can also have the following modification examples. Moreover, in the first to third modification examples described below, the same reference numerals are attached to the same structures as those in the above-described embodiment, and only different parts will be described.

[0121] [First Modification Example] (Response Control When Thermometer 104c Is Abnormal)

[0122] Figure 5 is a flowchart for explaining a control method of a fuel cell vehicle according to the first modification example. The fuel cell vehicle can use the same structure as that of the fuel cell vehicle 10 as shown in Figure 1 shown.

[0123] Figure 5 The flowchart of Figure 3 differs from the flowchart of

[0124] only in that a thermometer monitoring process for monitoring whether the thermometer 104c for measuring the temperature T inside the high-pressure tank 80 is abnormal is inserted in step S1A.

[0125] In Figure 4 this step S1A, when it is detected that the thermometer 104c for measuring the temperature T inside the high-pressure tank 80 has no abnormality such as a change over time although the vehicle is in motion, the output limit start process of the fuel cell stack 34 (FC) in step S6 and the replenishment process from the high-voltage storage battery 14 are started.

[0126] In this first modification example, the thermometer monitoring unit 30d detects whether the thermometer 104c for measuring the temperature (gas temperature) T inside the high-pressure tank 80 is abnormal (temperature measurement unit monitoring process).

[0127] When an abnormality is detected during the unrestricted driving control performed by the unrestricted driving control unit 30a from time point t1, at the time point when an abnormality of the thermometer 104c is detected, the restricted driving control unit 30c travels in such a way that the restricted vehicle speed VL that restricts the amount of fuel discharged from the high-pressure tank 80 is restricted to VL = Vn (restricted driving process). Moreover, at the time point when an abnormality is detected, in Figure 4 as shown at time point t4, the discharge rate from the high-pressure tank 80 is restricted.

[0128] Moreover, the restricted driving control unit 30c uses the power of the high-voltage battery 14 to make up for it so that the driving driving force generated by the motor 24 becomes the driving driving force of the necessary limit (restricted vehicle speed VL = Vn).

[0129] Moreover, when the time point when the abnormality of the thermometer 104c is detected is after time point t2, if the start of the preparatory charging of the high-voltage battery 14 is considered, the abnormality of the thermometer 104c can also be detected between step S2 and step S3.

[0130] [Second Modification Example] (Driving Control Based on Ambient Temperature T)

[0131] (i) Problem to be Solved by the Second Modification Example

[0132] Figure 6A 、 Figure 6B is an explanatory diagram of the problem to be solved by the second modification example.

[0133] In Figure 6A the high-pressure tank (also called a hydrogen tank) 200 shown, due to the difference in structure, the ratio of heat exchange between the gas inside the hydrogen tank and the outside is different. The inner tank 202 inside the CFRP layer 201 is a metal inner tank of a metal, and because it easily absorbs heat from the outside, the temperature change is moderate, and the intensity of output restriction can be suppressed.

[0134] On the other hand, for a tank with a resin inner tank (such as the high-pressure tank 80 in the embodiment), since it is difficult to absorb heat from the outside, the temperature change is large, and it is necessary to strengthen the output restriction and greatly reduce the hydrogen supply amount.

[0135] As Figure 6B shown, during driving (when hydrogen is consumed), as the pressure P decreases, the temperature inside the high-pressure tank 200 decreases due to thermal expansion and insulation. The temperature drop characteristic 210 of the high-pressure tank 200 with a resin inner tank is greater than the temperature drop characteristic 212 of the high-pressure tank 200 with a metal inner tank.

[0136] Although as Figure 6AThe sealing member 206 provided on the base side of the tank opening 204 keeps hydrogen gas-tight, but the sealing performance cannot be guaranteed at low temperatures. In this case, on the temperature drop characteristic 210, when the in-tank gas temperature of the resin inner tank of the high-pressure tank 200 (high-pressure tank 80) is lower than the sealing lower limit temperature 214( Figure 6B ), as shown by the arrow symbol of the dashed line in Figure 6A , there is a risk of fuel gas leakage from the tank.

[0137] To prevent this situation, in conventional fuel cell vehicles, when the gas is at low temperature, output limitation and hydrogen supply stop (vehicle stop) are implemented. Therefore, especially in a low-temperature environment, there is a problem that continuous high-speed driving cannot be achieved.

[0138] (ii) Structure and operation of the second modification

[0139] To solve this problem, the control method of the fuel cell vehicle according to the second modification can be implemented in the same fuel cell vehicle 10A as the fuel cell vehicle 10 according to the embodiment shown in Figure 1 . Moreover, the fuel cell vehicle 10A is different from the fuel cell vehicle 10 in that the described thermometer monitoring unit 30d is provided.

[0140] Refer to the timing chart in Figure 7 and, if necessary, refer to the timing chart in Figure 4 to describe the operation of the fuel cell vehicle 10A that implements the control method of the fuel cell vehicle according to the second modification.

[0141] Starting from the time point t11 in Figure 7 (corresponding to the time point t1 in Figure 4 ), driving starts under the control of the non-limited driving control unit 30a. When the in-tank air temperature T measured by the thermometer 104c drops to the first threshold temperature T1, the SOC increase control unit 30b actively charges the power generated by the fuel cell stack 34 into the high-voltage battery 14, and raises the charge amount, that is, the SOC, to the margin SOCm (refer to Figure 4 ) and maintains it.

[0142] The margin SOCm is the amount of electricity that can keep the high-pressure tank 80 until it reaches the third threshold pressure P3 (refer to Figure 4 ) where it runs out of gas by restricting the gas decompression rate.

[0143] At the time point t14 when the air temperature T drops to the output limitation start temperature, that is, the second threshold temperature T2, the restricted driving control unit 30c sets the restricted vehicle speed VL that can ensure the necessary minimum output (vehicle speed / acceleration) of the fuel cell vehicle 10 to VL = Vn.

[0144] After time point t14, the power of the high-voltage battery 14 is used to supplement the output limit amount of the fuel cell stack 34, so that the limited vehicle speed VL can be ensured to be VL = Vn (for example, the speed that can maintain the minimum driving speed on the highway) for driving. Moreover, the contribution part generated by the power generation of the fuel cell stack 34 after time point t14 is 0 to the limited vehicle speed Vq (refer to Figure 7 ).

[0145] In this way, in the fuel cell vehicle 10A according to the second modified example, the temperature T of the high-pressure tank 80 is monitored by the thermometer monitoring unit 30d through the thermometer 104c.

[0146] When the temperature T of the high-pressure tank 80 drops to the first threshold temperature T1 which is a specified value, the power generation amount of the fuel cell stack 34 is increased, and the excess power generation part is charged to the high-voltage battery 14 (time point t12 to time point t14).

[0147] In the high-voltage battery 14, before the time point t14 when the temperature T in the tank drops to the second threshold temperature T2 and the output limit due to the low pressure in the high-pressure tank starts, as much as possible, preferably, the power is charged to the remaining SOCm.

[0148] At time point t14, even if the output limit of the fuel cell stack 34 starts later, the power stored in the high-voltage battery 14 is used to supplement the insufficient power of the power generation of the fuel cell stack 34.

[0149] By controlling in this way, the temperature T in the high-pressure tank 80 will not be lower than the tank guaranteed temperature T3 corresponding to the sealing lower limit temperature 214 of Figure 6B ( Figure 7 ), and the risk of fuel gas leakage from the high-pressure tank 80 at low temperatures can be eliminated.

[0150] [Third Modified Example]

[0151] Figure 8 It is a block diagram showing a structural example of a fuel cell vehicle 10B according to the third modified example.

[0152] In this fuel cell vehicle 10B, the difference from the fuel cell vehicle 10 described with reference to Figure 1 is that a prepared high-voltage battery 14P is provided in parallel with the normally used high-voltage battery 14 via a switch 50.

[0153] Based on the detected voltage, detected current, and detected temperature obtained by the voltmeter 116, ammeter 117, and thermometer 118, the SOC of the prepared high-voltage battery 14P can be obtained.

[0154] With such a configuration, in Figure 4During the period from time point t2 to time point t4, instead of charging the normal high-voltage battery 14, the standby high-voltage battery 14P is charged.

[0155] In this case, for example, the control is performed as follows: after time point t4, the generated power of the fuel cell stack 34 is supplemented by the standby high-voltage battery 14P that has completed charging. After the standby high-voltage battery 14P is exhausted, the generated power is supplemented by the normal high-voltage battery 14 with SOC = SOCr.

[0156] [Fourth modification example]

[0157] In reference to the above Figure 4 In the embodiment described above, the SOC of the high-voltage battery 14 is set to the necessary SOCr for charge and discharge control between time point t0 and time point t2. However, it is not limited thereto, and the SOC of the high-voltage battery 14 may be set to the surplus SOCm for control between time point t0 and time point t4. Thus, the preparatory charging for the supplement between time point t2 and time point t3 can be omitted.

[0158] In this fourth modification example, as shown in the Figure 9 flowchart, in the Figure 3 flowchart, the processes of step S3 and step S5 can be omitted and step S4 can be changed to step S4'. Thus, without restricting the output of the fuel cell stack 34, the driving that can increase the limited vehicle speed VL to the maximum vehicle speed Vmax based on the operation of the accelerator pedal 32 can be continued and ensured.

[0159] [Invention that can be grasped according to the embodiment and the modification examples]

[0160] Herein, the invention that can be grasped according to the above embodiment and the first, second, and fourth modification examples is described below. Moreover, for ease of understanding, a part of the symbols that have been used above are attached to the structural elements, but these structural elements are not limited to the parts to which the symbols are attached.

[0161] The control method of the fuel cell vehicle according to the present invention is, for example, in reference to Figure 1 Figure 9 As described in the fourth modification example, the fuel cell vehicle 10 is equipped with: a high-pressure tank 80 that stores fuel gas; a fuel cell 34 that generates electricity through an electrochemical reaction between the fuel gas and an oxidant gas; a power storage device 14 that can be charged and discharged; and an electric motor 24 that generates driving force for traveling using at least one of the power of the fuel cell 34 and the power of the power storage device 14. In the control method of the fuel cell vehicle 10, it includes: a pressure measurement process (steps S1, S2) for measuring the pressure P in the high-pressure tank 80; a non-restricted driving process ( Figure 9 ​In step S4'), drive in such a manner that the driving force generated by the motor 24 mainly using the power of the fuel cell 34 is not restricted between the air pressure P from the full filling pressure Pfull to the output limit start threshold pressure P2; and a restricted driving process ( Figure 9 In step S6), when the air pressure P reaches the output limit start threshold pressure P2, drive in such a manner that the fuel amount released from the high-pressure tank 80 is restricted and the driving force generated by the motor 24 is restricted to the necessary limit, wherein in the restricted driving process, the power of the power storage device 14 is used for supplementation so that the driving force generated by the motor 24 becomes the driving force of the necessary limit.

[0162] According to this structure, when the air pressure P in the high-pressure tank 80 reaches the output limit start threshold pressure P2, the fuel amount released from the high-pressure tank 80 is restricted to prevent buckling and deformation of the resin inner liner of the high-pressure tank 80, and the driving force generated by the motor 24 is restricted to the necessary limit. When restricting, the power of the power storage device 14 is used for supplementation so that the driving force generated by the motor 24 becomes the driving force of the necessary limit. Therefore, even if the fuel amount is restricted to prevent buckling, a sharp drop in the driving force generated by the motor 24 of the fuel cell vehicle 10 can be prevented. Thereby, the product performance of the fuel cell vehicle 10 can be improved.

[0163] Here, in the restricted driving process, a gas blocking driving process may also be included. In this gas blocking driving process, when the air pressure P reaches the tank gas shortage pressure P3 smaller than the output limit start threshold pressure P2, the release of the gas from the high-pressure tank 80 is blocked, and the driving force is generated by the motor 24 only using the power of the power storage device 14.

[0164] Thereby, the release of the gas from the high-pressure tank 80 is blocked, buckling in the high-pressure tank 80 can be prevented, and the fuel cell vehicle 10 can be driven using the power of the power storage device 14.

[0165] The control method of the fuel cell vehicle according to the present invention is, for example, with reference to Figure 1 、 Figure 3 、 Figure 4As described in the embodiment, the fuel cell vehicle 10 is equipped with: a high-pressure tank 80 that stores fuel gas; a fuel cell 34 that generates electricity through an electrochemical reaction between the fuel gas and an oxidant gas; a power storage device 14 that can be charged and discharged; and an electric motor 24 that generates driving force for traveling using at least one of the power of the fuel cell 34 and the power of the power storage device 14. In the control method of the fuel cell vehicle 10, it includes: a pressure measurement process (steps S1, S2, S3) for measuring the pressure P in the high-pressure tank 80; an unrestricted driving process (time point t0 to time point t4) for traveling in such a way that the driving force generated by the electric motor 24 mainly using the power of the fuel cell 34 is not restricted when the pressure P is between the full filling pressure Pfull and the first threshold pressure P1; an SOC increase driving process (steps S5, time point t2 to time point t4) for redundantly charging a part of the power generation amount of the fuel cell 34 into the power storage device 14 when the pressure P is lower than the first threshold pressure P1 to increase the SOC of the power storage device 14 to a surplus SOC (SOCm); and a restricted driving process (steps S6, after time point t4) for traveling in such a way that the fuel amount released from the high-pressure tank 80 is restricted and the driving force generated by the electric motor 24 is restricted to a necessary limit when the pressure P becomes a second threshold pressure P2 smaller than the first threshold pressure P1. In the restricted driving process, the power of the power storage device 14 is used for supplementation so that the driving force generated by the electric motor 24 becomes the driving force at the necessary limit.

[0166] According to this structure, when the pressure P in the high-pressure tank 80 is less than the first threshold pressure P1, the SOC of the power storage device 14 is increased to the surplus SOC (SOCm). When the pressure P becomes the second threshold pressure P2 smaller than the first threshold pressure P1, the fuel amount released from the high-pressure tank 80 is restricted to prevent buckling and deformation of the resin inner liner of the high-pressure tank 80, and the driving force generated by the electric motor 24 is restricted to the necessary limit. When restricting, the power of the power storage device 14 is used for supplementation so that the driving force generated by the electric motor 24 becomes the driving force at the necessary limit. Therefore, even if the fuel amount is restricted to prevent buckling, a sharp drop in the driving force generated by the electric motor 24 of the fuel cell vehicle 10 can be prevented. Thus, the product performance of the fuel cell vehicle 10 can be improved.

[0167] In addition, in the unrestricted driving process (time point t0 to time point t4), charge-discharge control may also be performed so that the SOC of the power storage device 14 becomes below the surplus SOC (SOCm) and the SOC of the power storage device 14 becomes a necessary SOC (SOCr) that is a substantially fixed value for taking in all the regenerative power of the electric motor 24.

[0168] Accordingly, by controlling charge and discharge, the SOC of the power storage device 14 is made to be the necessary SOC (SOCr) which is a substantially fixed value for taking in all the regenerative power of the motor 24. Thus, during acceleration, the power of the power storage device 14 can be used to supplement the power of the fuel cell 34, and during deceleration, the regenerative power of the motor 24 can be recovered (charged) into the power storage device 14 without waste.

[0169] Furthermore, the restricted driving process further includes a gas blocking driving process (after time point t7). In this gas blocking driving process, when the air pressure P becomes a third threshold pressure P3 which is smaller than the second threshold pressure P2, the release of the gas from the high-pressure tank 80 is blocked, and the driving driving force is generated by the motor 24 only using the power of the power storage device 14.

[0170] Accordingly, by blocking the release of the gas from the high-pressure tank 80, buckling in the high-pressure tank 80 can be prevented, and the fuel cell vehicle 10 can be driven using the power of the power storage device 14.

[0171] In addition, preferably, before the restricted driving process (steps S6, after time point t4) starts, the SOC increase driving process is completed.

[0172] Thus, the target replenishment amount can be reliably ensured.

[0173] The control method of the fuel cell vehicle according to the present invention is, for example, with reference to Figure 1 、 Figure 5As described in the first modification example, the fuel cell vehicle 10 is equipped with: a high-pressure tank 80 that stores fuel gas; a fuel cell 34 that generates electricity through an electrochemical reaction between the fuel gas and an oxidant gas; a power storage device 14 that can be charged and discharged; an electric motor 24 that generates driving force for traveling using at least one of the power of the fuel cell 34 and the power of the power storage device 14; a temperature measurement unit 104c that measures the temperature T inside the high-pressure tank 80; and a pressure measurement unit 102e that measures the pressure P inside the high-pressure tank 80. In the control method of the fuel cell vehicle 10, it includes: a temperature measurement unit monitoring process (step S1A) that detects whether there is an abnormality in the temperature measurement unit 104c for measuring the temperature T inside the high-pressure tank 80; and a restricted travel process (steps S6, after time point t4) that, when there is an abnormality in the temperature measurement unit 104c, travels in such a way as to restrict the amount of fuel released from the high-pressure tank 80 and limit the driving force generated by the electric motor 24 to the necessary limit. Among them, in the restricted travel process (steps S6, after time point t4), the power of the power storage device 14 is used for supplementation so that the driving force generated by the electric motor 24 becomes the driving force at the necessary limit.

[0174] Thereby, when an abnormality occurs in the temperature measurement unit 104c, the amount of fuel released from the high-pressure tank 80 is restricted, and the driving force generated by the electric motor 24 is limited to the necessary limit. At this time, it is assumed that the driving force generated by the electric motor 24 using the power of the power storage device 14 becomes the driving force at the necessary limit, thereby being able to prevent the fuel cell vehicle 10 from stopping and continue traveling. Thereby, the product performance of the fuel cell vehicle 10 can be improved.

[0175] The control method of the fuel cell vehicle according to the present invention is, for example, referred to Figure 1 、 Figure 7As described in the second modification example, the fuel cell vehicle 10 is equipped with: a high-pressure tank 80 that stores fuel gas; a fuel cell 34 that generates electricity through an electrochemical reaction between the fuel gas and an oxidant gas; a power storage device 14 that can be charged and discharged; and an electric motor 24 that generates a driving force for traveling using at least one of the power of the fuel cell 34 and the power of the power storage device 14. In the control method of the fuel cell vehicle 10, it includes: an air temperature - air pressure measurement step (time points t10 to t17) for measuring the air temperature T and the air pressure P inside the high-pressure tank 80; an SOC increase driving step (time points t12 to t14) in which when the air temperature T is lower than a first threshold temperature T1, a part of the power generation amount of the fuel cell 34 is charged into the power storage device 14 to increase the SOC of the power storage device 14 to a surplus SOC (SOCm); an unrestricted driving step (time points t11 to t14) in which until the air temperature T drops to a second threshold temperature T2 lower than the first threshold temperature T1, it travels in a manner that does not restrict the driving force generated by the electric motor 24 mainly using the power of the fuel cell 34; a restricted driving step (time points t14 to t17) in which when the air temperature T reaches the second threshold temperature T2, it travels in a manner that restricts the amount of fuel released from the high-pressure tank 80 and restricts the driving force generated by the electric motor 24 to a necessary limit, wherein in the restricted driving step (time points t14 to t17), the power of the power storage device 14 is used for supplementation so that the driving force generated by the electric motor 24 becomes the driving force at the necessary limit.

[0176] Thereby, when the air temperature T inside the high-pressure tank 80 is lower than the first threshold temperature T1, the SOC of the power storage device 14 is increased to the surplus SOC (SOCm). When the air temperature T becomes the second threshold temperature T2 lower than the first threshold temperature T1, when restricting the amount of fuel released from the high-pressure tank 80 and restricting the driving force generated by the electric motor 24 to the necessary limit, the power of the power storage device 14 is used for supplementation so that the driving force generated by the electric motor 24 becomes the driving force at the necessary limit. Thus, even when restricting the fuel amount, a sharp drop in the driving force generated by the electric motor 24 of the fuel cell vehicle 10 can be prevented.

[0177] The fuel cell vehicle 10 related to the present invention is, for example, referred to Figure 1 、 Figure 9As described in the fourth modification example, the fuel cell vehicle 10 is equipped with: a high-pressure tank 80 that stores fuel gas; a fuel cell 34 that generates electricity through an electrochemical reaction between the fuel gas and an oxidant gas; a power storage device 14 that can be charged and discharged; an electric motor 24 that generates driving force for traveling using at least one of the power of the fuel cell 34 and the power of the power storage device 14; and a control device 30. In the fuel cell vehicle 10, there is provided: a pressure measurement unit 102e that measures the pressure P inside the high-pressure tank 80; a non-restricted driving control unit 30a that travels in a manner that does not restrict the driving force for traveling generated by the electric motor 24 mainly using the power of the fuel cell 34 when the pressure P is between the full filling pressure Pfull and the output limit start threshold pressure P2; and a restricted driving control unit 30c that travels in a manner that restricts the amount of fuel released from the high-pressure tank 80 and restricts the driving force for traveling generated by the electric motor 24 to the necessary limit when the pressure P becomes the output limit start threshold pressure P2, wherein the restricted driving control unit 30c uses the power of the power storage device 14 to supplement so that the driving force for traveling generated by the electric motor 24 becomes the driving force for traveling at the necessary limit.

[0178] Thereby, when the pressure P inside the high-pressure tank 80 becomes the output limit start threshold pressure P2, the amount of fuel released from the high-pressure tank 80 is restricted to prevent buckling inside the high-pressure tank 80, and when the driving force for traveling is restricted to the necessary limit, the power of the power storage device 14 is used to supplement so that the driving force for traveling generated by the electric motor 24 becomes the driving force for traveling at the necessary limit. Thus, even if the amount of fuel is restricted to prevent buckling inside the high-pressure tank 80, a sharp drop in the driving force for traveling of the fuel cell vehicle 10 can be prevented. Thereby, the product performance of the fuel cell vehicle 10 can be improved.

[0179] Moreover, the present invention is not limited to the above-described embodiments, and of course, various structures can be adopted based on the content described in this specification.

Claims

1. A control method for a fuel cell vehicle, the fuel cell vehicle being equipped with: a high-pressure tank having a resin inner liner for storing fuel gas, a CFRP layer covering the resin inner liner, and a tank opening for discharging the fuel gas stored in the resin inner liner to a fuel cell, and the high-pressure tank allowing the permeated fuel gas stored in the space between the resin inner liner and the CFRP layer through the resin inner liner to escape to the outside from the tank opening portion; the fuel cell that generates electricity through an electrochemical reaction between the fuel gas and an oxidant gas; a rechargeable power storage device ； and a motor that generates driving force for traveling using at least one of the power of the fuel cell and the power of the power storage device, In the control method for a fuel cell vehicle, it includes: a pressure measurement step of measuring the pressure inside the high-pressure tank; a non-restricted driving step of traveling in a manner that does not restrict the driving force for traveling generated by the motor mainly using the power of the fuel cell when the pressure is between the full filling pressure and the output limit start threshold pressure; and a restricted driving step of traveling in a manner that restricts the amount of fuel discharged from the high-pressure tank and restricts the driving force for traveling generated by the motor to the necessary limit when the pressure becomes the output limit start threshold pressure, The output limit start threshold pressure is set as the following threshold pressure: In order to prevent deformation of the resin inner liner of the high-pressure tank due to buckling, the time change of the fuel gas pressure discharged from the high-pressure tank to the fuel cell is reduced to start restricting the fuel gas discharge amount, so as to ensure the speed at which the permeated fuel gas stored in the space between the resin inner liner and the CFRP layer escapes to the outside from the tank opening portion, wherein, in the restricted driving step, the power of the power storage device is used for supplementation so that the driving force for traveling generated by the motor becomes the driving force for traveling at the necessary limit.

2. The control method for a fuel cell vehicle according to claim 1, characterized in that, the restricted driving step further includes a gas blocking driving step, in which when the pressure becomes the tank gas shortage pressure smaller than the output limit start threshold pressure, the discharge of the fuel gas from the high-pressure tank is blocked, and the driving force for traveling is generated by the motor only using the power of the power storage device.

3. A control method for a fuel cell vehicle, the fuel cell vehicle being equipped with: a high-pressure tank having a resin inner liner for storing fuel gas, a CFRP layer covering the resin inner liner, and a tank opening for discharging the fuel gas stored in the resin inner liner to a fuel cell, and the high-pressure tank allowing the permeated fuel gas stored in the space between the resin inner liner and the CFRP layer through the resin inner liner to escape to the outside from the tank opening portion; the fuel cell that generates electricity through an electrochemical reaction between the fuel gas and an oxidant gas; a rechargeable power storage device ； and a motor that generates driving force for traveling using at least one of the power of the fuel cell and the power of the power storage device, In a control method for a fuel cell vehicle, it includes: A gas pressure measurement step of measuring the gas pressure in the high-pressure tank; An unrestricted driving step of driving in a manner that does not restrict the driving force generated by the motor using the power of the fuel cell mainly during the period when the gas pressure is from the full filling pressure to the first threshold pressure; An SOC increasing driving step of redundantly charging a part of the power generation amount of the fuel cell to the power storage device when the gas pressure is lower than the first threshold pressure, so that the SOC of the power storage device increases to the surplus SOC; and A restricted driving step of driving in a manner that restricts the fuel amount released from the high-pressure tank and restricts the driving force generated by the motor to the necessary limit when the gas pressure becomes a second threshold pressure smaller than the first threshold pressure, The second threshold pressure is set as the following threshold pressure: in order to prevent the deformation of the resin inner liner of the high-pressure tank due to buckling, the time change of the fuel gas pressure released from the high-pressure tank to the fuel cell is reduced to start restricting the fuel gas release amount, so as to ensure the speed at which the permeated fuel gas stored in the space between the resin inner liner and the CFRP layer escapes from the tank mouth part to the outside, wherein, in the restricted driving step, the power of the power storage device is used for supplementation so that the driving force generated by the motor becomes the necessary limit driving force.

4. The control method for a fuel cell vehicle according to claim 3, characterized in that, in the unrestricted driving step, the following charge-discharge control is performed: making the SOC of the power storage device become below the surplus SOC and making the SOC of the power storage device become the necessary SOC which is a substantially fixed value that takes in all the regenerative power of the motor.

5. The control method for a fuel cell vehicle according to claim 3 or 4, characterized in that, the restricted driving step further includes a gas blocking driving step, in which when the gas pressure becomes a third threshold pressure smaller than the second threshold pressure, the release of the gas from the high-pressure tank is blocked, and the driving force for the motor is generated only by using the power of the power storage device.

6. The control method for a fuel cell vehicle according to claim 3 or 4, characterized in that, the SOC increasing driving step is completed before the start of the restricted driving step.

7. A control method for a fuel cell vehicle, the fuel cell vehicle is equipped with: a high-pressure tank having a resin inner liner for storing fuel gas, a CFRP layer covering the resin inner liner, and a tank mouth for discharging the fuel gas stored in the resin inner liner to the fuel cell, and the high-pressure tank allows the permeated fuel gas passing through the resin inner liner and stored in the space between the resin inner liner and the CFRP layer to escape from the tank mouth part to the outside; the fuel cell that generates electricity through the electrochemical reaction of the fuel gas and the oxidant gas; a power storage device capable of charging and discharging ； and an electric motor that generates driving force for traveling using at least one of the power of the fuel cell and the power of the power storage device, In the control method of the fuel cell vehicle, it includes: a temperature measurement unit monitoring process for detecting whether there is an abnormality in the temperature measurement unit for measuring the temperature inside the high-pressure tank; and a restricted driving process, in the case where there is an abnormality that the temperature inside the high-pressure tank does not change with time during traveling, in order to prevent deformation of the resin inner liner of the high-pressure tank due to buckling, traveling in such a way that the time change of the fuel gas pressure released from the high-pressure tank to the fuel cell is reduced to limit the fuel gas release amount and limit the driving force generated by the electric motor to the necessary limit, so as to ensure the speed at which the permeated fuel gas stored in the space between the resin inner liner and the CFRP layer escapes from the tank opening portion to the outside, wherein, in the restricted driving process, the power of the power storage device is used for supplement so that the driving force generated by the electric motor becomes the driving force at the necessary limit.

8. A control method for a fuel cell vehicle, the fuel cell vehicle being equipped with: a high-pressure tank having a resin inner liner for storing fuel gas, a CFRP layer covering the resin inner liner, and a tank opening for discharging the fuel gas stored in the resin inner liner to the fuel cell, and the high-pressure tank allows the permeated fuel gas that permeates through the resin inner liner and is stored in the space between the resin inner liner and the CFRP layer to escape from the tank opening portion to the outside; the fuel cell that generates electricity through the electrochemical reaction of the fuel gas and the oxidant gas; a power storage device capable of charging and discharging ； and an electric motor that generates driving force for traveling using at least one of the power of the fuel cell and the power of the power storage device, In the control method of the fuel cell vehicle, it includes: an air temperature - air pressure measurement process for measuring the air temperature and air pressure inside the high-pressure tank; an SOC increasing driving process for charging a part of the power generation amount of the fuel cell into the power storage device when the air temperature is lower than the first threshold temperature, so that the SOC of the power storage device increases to the surplus SOC; a non-restricted driving process for traveling in such a way that the driving force generated by the electric motor mainly using the power of the fuel cell is not restricted until the air temperature drops to a second threshold temperature lower than the first threshold temperature; and a restricted driving process for traveling in such a way that the time change of the fuel gas pressure released from the high-pressure tank to the fuel cell is reduced to limit the fuel gas release amount and limit the driving force generated by the electric motor to the necessary limit in order to prevent deformation of the resin inner liner of the high-pressure tank due to buckling, so as to ensure the speed at which the permeated fuel gas stored in the space between the resin inner liner and the CFRP layer escapes from the tank opening portion to the outside, Among them, in the restricted driving process, power from the power storage device is used for supplementation so that the driving force generated by the motor becomes the driving force for the necessary limit.

9. A fuel cell vehicle, equipped with: a high-pressure tank having a resin inner liner for storing fuel gas, a CFRP layer covering the resin inner liner, and a tank opening for discharging the fuel gas stored in the resin inner liner to the fuel cell, and the high-pressure tank allows the permeated fuel gas stored in the space between the resin inner liner and the CFRP layer through the resin inner liner to escape to the outside from the tank opening portion; the fuel cell that generates electricity through the electrochemical reaction of the fuel gas and the oxidant gas; a power storage device capable of charging and discharging; and a motor that generates a driving force using at least one of the power of the fuel cell and the power of the power storage device ； and a control device, In the fuel cell vehicle, there is provided: a pressure measurement unit that measures the pressure inside the high-pressure tank; a non-restricted driving control unit that drives in a manner that does not restrict the driving force generated by the motor mainly using the power of the fuel cell when the pressure is between the full filling pressure and the output limit start threshold pressure; and a restricted driving control unit that drives in a manner that restricts the amount of fuel discharged from the high-pressure tank and restricts the driving force generated by the motor to the necessary limit when the pressure becomes the output limit start threshold pressure, The output limit start threshold pressure is set as the following threshold pressure: In order to prevent deformation of the resin inner liner of the high-pressure tank due to buckling, the time change of the fuel gas pressure discharged from the high-pressure tank to the fuel cell is reduced to start restricting the fuel gas discharge amount, so as to ensure the speed at which the permeated fuel gas stored in the space between the resin inner liner and the CFRP layer escapes to the outside from the tank opening portion, The restricted driving control unit uses the power of the power storage device for supplementation so that the driving force generated by the motor becomes the driving force for the necessary limit.

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