Warming system
By controlling the operation of the motor and reducer in the fuel cell system and using heat for warm-up, the problem of excessively long warm-up time for fuel cells at low temperatures is solved, thus improving the vehicle's starting efficiency.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- HONDA MOTOR CO LTD
- Filing Date
- 2022-03-02
- Publication Date
- 2026-06-19
AI Technical Summary
Fuel cells require excessive warm-up time at low temperatures, which affects vehicle start-up efficiency.
By combining a fuel cell, a motor, a rotating shaft, a reducer, and a measuring unit, and using a control unit to control the operation of the motor and reducer, the fuel cell can warm up by its own heat and the heat generated by the reducer, thus shortening the warm-up time.
It effectively shortens the warm-up time of the fuel cell and improves the vehicle's start-up efficiency.
Smart Images
Figure CN115149019B_ABST
Abstract
Description
Technical Field
[0001] This invention relates to a heating system. Background Technology
[0002] Fuel cells experience reduced power generation efficiency or even fail to generate electricity properly at excessively low temperatures. Therefore, fuel cell vehicles (FCVs) equipped with fuel cells require a warm-up period for the fuel cell when it is cold. If this warm-up takes time, vehicle startup will also take time. Therefore, it is desirable to reduce the warm-up time.
[0003] [Previous Technical Documents]
[0004] (Patent Documents)
[0005] Patent Document 1: Japanese Patent Publication No. 2011-503812 Summary of the Invention
[0006] [The problem the invention aims to solve]
[0007] The problem to be solved by the embodiments of the present invention is to provide a warm-up system for fuel cells that takes less time to warm up than before.
[0008] [Technical means to solve the problem]
[0009] The warm-up system of this embodiment includes a fuel cell, a motor, a rotating shaft, a reducer, a measuring unit, and a control unit. The fuel cell generates electricity through an electrochemical reaction. The motor converts the electricity generated by the fuel cell into rotational force. The rotating shaft rotates using this rotational force. The reducer brakes the rotation of the rotating shaft. The measuring unit measures the temperature of the fuel cell. Based on the temperature, the control unit determines whether to perform warm-up of the fuel cell. If warm-up is required, the control unit operates the motor and the reducer, utilizing the heat generated by the fuel cell and the reducer to warm up the fuel cell.
[0010] (The effect of the invention)
[0011] According to the present invention, the time required for the fuel cell to warm up is shorter than before. Attached Figure Description
[0012] Figure 1 This is a diagram illustrating an example of the structure of the drive unit included in a vehicle according to an embodiment.
[0013] Figure 2 This is a block diagram illustrating an example of the structure of a cooling unit or the like included in a vehicle according to an embodiment.
[0014] Figure 3 It is a drawing Figure 2 A flowchart illustrating an example of the processing performed by the control unit.
[0015] Figure 4 It is a drawing Figure 2 A flowchart illustrating an example of the processing performed by the control unit.
[0016] Figure 5 It is a drawing Figure 2 A flowchart illustrating an example of the processing performed by the control unit. Detailed Implementation
[0017] The vehicle according to the embodiments will now be described using drawings. Furthermore, the scale of the parts used in the following description of the embodiments may be appropriately altered. Additionally, for ease of explanation, the figures used in the following description of the embodiments may sometimes omit structural details. Furthermore, in the figures and this specification, the same symbols denote the same components.
[0018] Figure 1 This is a diagram illustrating an example of the structure of the drive unit 100 included in the vehicle 1 according to an embodiment.
[0019] Vehicle 1 is, for example, an FCV or other vehicle equipped with a fuel cell. Vehicle 1 moves (propelled) by rotating its wheels, for example, using the fuel cell as power. Vehicle 1 includes a drive unit 100. Vehicle 1 is an example of a warm-up system.
[0020] As an example, the drive unit 100 includes a motor 101, an adapter 102, a gearbox 103, a rotating shaft 104, a gearbox 105, a retarder (RET) 106, and a clutch 107. The drive unit 100 transmits the kinetic energy (rotational force) output by the motor 101 to each component. Furthermore, Figure 1 The path R is shown. Path R represents the transmission path of the rotational force.
[0021] Motor 101 is an electric motor that converts input electrical power into rotational force and outputs it.
[0022] Adapter 102 connects motor 101 to gearbox 103. As an example, adapter 102 includes a connecting shaft 108.
[0023] The connecting shaft 108 transmits the rotational force output by the motor 101 to the gearbox 103.
[0024] In addition, Figure 1 The diagram shows a vehicle 1 having two combinations consisting of a motor 101 and an adapter 102. However, the vehicle 1 may also have one or more such combinations.
[0025] The gearbox 103 uses multiple gears to transmit the rotational force from the adapter 102 to the rotating shaft 104, thereby causing the rotating shaft 104 to rotate.
[0026] The rotating shaft 104 transmits the rotational force from the gearbox 103 to the gearbox 105 and clutch 107 by rotating.
[0027] The gearbox 105 transmits the rotational force from the rotating shaft 104 to the retarder 106.
[0028] When retarder 106 is in the ON state, it is connected to rotating shaft 104 via gearbox 105. Thus, retarder 106 brakes the rotational force of rotating shaft 104. By braking the rotational force of rotating shaft 104, retarder 106 reduces the rotational speed of rotating shaft 104. Furthermore, retarder 106 can decelerate vehicle 1. Retarder 106 generates heat during the braking of rotational force on rotating shaft 104. When retarder 106 is in the OFF state, it does not brake the rotational force of rotating shaft 104. Moreover, retarder 106 is an example of a speed reducer.
[0029] The clutch 107 switches between the transmission and interruption of rotational force by switching between an engaged state (open) and an disengaged state (closed). When the clutch 107 is engaged, it transmits the rotational force from the gearbox 103 to the drive shaft, etc. When the clutch 107 is disengaged, it prevents the transmission of rotational force from the gearbox 103 to the drive shaft, etc. (interruption).
[0030] The rotational force transmitted to the drive shaft is transmitted to the wheels, for example, via differential gears and drive shafts.
[0031] Figure 2 This is a block diagram illustrating an example of the structure of the cooling unit 200 and the like included in the vehicle 1 according to an embodiment. As an example, the vehicle 1 includes a cooling unit 200, a control unit 300, and an electronic control unit (ECU) 301 for a retarder.
[0032] The cooling unit 200 cools and warms up the fuel cell. As an example, the cooling unit 200 includes a cooling circuit 210, a radiator 220, a fuel cell system (FCS) 230, a water pump (WP) 240, a thermostat valve (TH) 250, and a retarder 106.
[0033] Cooling circuit 210 is, for example, a fluid circuit for circulating a liquid such as coolant. Cooling circuit 210 uses the coolant to transfer heat, thereby cooling and warming up the fuel cell. After flowing out of radiator 220, the coolant enters radiator 220 through FCS 230, or through water pump 240 and retarder 106.
[0034] The radiator 220 cools the coolant that enters the interior by means of heat dissipation.
[0035] The cooling section 200 has one or more FCS 230s. As an example, in... Figure 2 The diagram shows N FCS 230s, from FCS230-1 to FCS230-N. Furthermore, N is an integer greater than or equal to 1.
[0036] As an example, FCS 230 includes a thermostat valve (TH) 231, a water pump 232, a fuel cell stack (STK) 233, and a temperature sensor 234.
[0037] The thermostat valve 231 controls the flow of coolant within the FCS 230, directing it to either the fuel cell stack 233 or the outside of the FCS 230.
[0038] Pump 232 increases the flow rate of coolant from thermostat valve 231 to fuel cell stack 233.
[0039] The FCS 230 can be recirculated within the FCS 230 via the thermostat valve 231 and the water pump 232.
[0040] The fuel cell stack 233 is composed of multiple fuel cells stacked together. The fuel cell stack 233 generates and outputs electricity, for example, through an electrochemical reaction between fuel gas and oxidant gas. The electricity generated by the fuel cell stack 233 is used to drive the motor 101. Alternatively, the electricity is used to charge the battery. The motor 101 is driven using electricity output from at least one of the fuel cell stack 233 and the battery.
[0041] Temperature sensor 234 measures the temperature of fuel cell stack 233. Furthermore, temperature sensor 234 outputs the temperature measurement result. Temperature sensor 234 is an example of a measurement unit.
[0042] In addition, the FCS 230 may also have auxiliary equipment that supplies fuel gas and oxidant gas to the fuel cell stack 233 by consuming electricity.
[0043] Water pump 240 increases the flow rate of coolant to retarder 106.
[0044] The thermostat valve 250 controls the flow of coolant within the cooling circuit 210, directing the coolant to either a path through the radiator 220 or a bypass line that bypasses the radiator 220. The bypass line, for example, is a path from the coolant outlet of each FCS 230 and the retarder 106, before the radiator 220 inlet, to the coolant outlet of the radiator 220, before the coolant inlet of each FCS 230 and the retarder 106. By flowing through this path, the coolant is not cooled by the radiator 220, thus accelerating warm-up. Furthermore, heat from the retarder 106 is efficiently transferred to each FCS 230.
[0045] The control unit 300 is, for example, a computer that controls various parts of the vehicle 1, such as the drive unit 100, the cooling unit 200, and the retarder ECU 301, as well as performs various processing and calculations. In addition, the control unit 300 also stores programs for running the control unit 300.
[0046] The retarder ECU 301 controls the retarder 106.
[0047] The following is based on Figures 3-5 The operation of vehicle 1 according to the embodiment will be described. Furthermore, the processing described below is an example, and various processing methods that can achieve the same result can be appropriately utilized. Figures 3-5 This is a flowchart illustrating an example of the processing performed by the control unit 300. The control unit 300 executes, for example, a program stored in the control unit 300, etc. Figure 3 and Figure 4 The processing.
[0048] The control unit 300, for example, starts when the ignition device is turned on. Figure 3 and Figure 4 The control unit 300 processes data in parallel or concurrently. Figure 3 and Figure 4 The processing.
[0049] exist Figure 3 In step ST11, the control unit 300 determines whether to activate the warm-up mode. For example, if the temperature of the fuel cell stack 233 is below a specific threshold TH1, the control unit 300 determines that the warm-up mode should be activated. The warm-up mode is a mode used to raise the temperature of the fuel cell stack 233 to a temperature suitable for the operation of the fuel cell stack 233. Furthermore, the control unit 300 obtains the temperature of the fuel cell stack 233, for example, from the temperature sensor 234. If it is not determined that the warm-up mode should be activated, the control unit 300 determines No in step ST11 and proceeds to step ST12.
[0050] In step ST12, the control unit 300 performs processing to start the vehicle 1 in normal mode.
[0051] In step ST13, the control unit 300 enables the vehicle 1 to move. Additionally, the control unit 300 terminates... Figure 4 The process is shown. After the processing in step ST13, the control unit 300 terminates the process. Figure 3 The processing shown.
[0052] In contrast, if it is determined that the warm-up mode is turned on, the control unit 300 determines it as Yes in step ST11 and proceeds to step ST14.
[0053] In step ST14, the control unit 300 controls the clutch 107 to be closed.
[0054] In step ST15, the control unit 300 determines whether to set the torque of the retarder 106 based on factors such as the temperature of the fuel cell stack 233. If the torque of the retarder 106 is set, the control unit 300 determines that it is set in step ST15 and proceeds to step ST16.
[0055] In step ST16, the control unit 300 turns the retarder 106 on or off based on factors such as the temperature of the fuel cell stack 233. Furthermore, when the retarder 106 is on, the control unit 300 determines the torque of the retarder 106 based on at least one of the temperature of the fuel cell stack 233 and the desired heat output. Then, the control unit 300 sets the torque of the retarder 106 to the determined value. Moreover, the greater the torque, the greater the braking force of the retarder 106. The desired heat output refers to, for example, the expected amount of heat flowing into the cooling circuit 210, the combined heat output of the fuel cell stack 233 and the retarder 106, or the desired amount of heat output from the fuel cell stack 233.
[0056] After processing in step ST16, the control unit 300 proceeds to step ST17. Alternatively, if the torque of the retarder 106 is not set, the control unit 300 determines no in step ST15 and proceeds to step ST17.
[0057] In step ST17, the control unit 300 determines whether to set the speed and torque of the motor 101 based on at least one of the temperature of the fuel cell stack 233 and the desired heat generation. If the speed and torque of the motor 101 are to be set, the control unit 300 determines that it is yes in step ST17 and proceeds to step ST18.
[0058] In step ST18, the control unit 300 determines the speed and torque of the motor 101 based on at least one of the following: the temperature of the fuel cell stack 233, the desired heat generation, and the torque set for the retarder 106. Then, the control unit 300 sets the speed and torque of the motor 101 to the determined values.
[0059] After processing in step ST18, the control unit 300 proceeds to step ST19. Alternatively, if the speed and torque of the motor 101 are not set, the control unit 300 determines no in step ST17 and proceeds to step ST19.
[0060] In step ST19, the control unit 300 determines whether to set the power generation of the fuel cell stack 233 based on at least one of the following: the temperature of the fuel cell stack 233, the desired heat generation, and the required electrical power. The required electrical power is, for example, based on the power required for propulsion of the vehicle 1 and the power required for warming up the fuel cell stack 233. If the power generation of the fuel cell stack 233 is set, the control unit 300 determines "yes" in step ST19 and proceeds to step ST20.
[0061] In step ST20, the control unit 300 determines the power generation of the fuel cell stack 233 based on the temperature of the fuel cell stack 233, the desired heat output, the set speed and torque of the motor 101, and the required electrical power. Then, the control unit 300 sets the power generation of the fuel cell stack 233 to the determined value. Based on this setting, the fuel cell stack 233 begins generating electricity and outputs the generated power. Specifically, the control unit 300 starts the fuel cell stack 233 generating electricity after it reaches a specific temperature above which it can begin generating electricity. Additionally, the motor 101 rotates at the speed and torque set in step ST18. The heat generated by the fuel cell stack 233 itself and the retarder 106 is transferred to the fuel cell stack 233 via the coolant, thereby warming up the fuel cell stack 233.
[0062] After processing in step ST20, the control unit 300 proceeds to step ST21. Alternatively, if the power generation of the fuel cell stack 233 is not set, the control unit 300 determines "no" in step ST19 and proceeds to step ST21.
[0063] In step ST21, the control unit 300 determines whether the temperature of the fuel cell stack 233 is above a specific threshold TH2. If the temperature of the fuel cell stack 233 is below the specific threshold TH2, the control unit 300 determines no in step ST21 and proceeds to step ST22. Furthermore, the threshold TH2 is an example of a first specific temperature.
[0064] In step ST22, the control unit 300 determines whether the elapsed time since the warm-up mode was activated is greater than or equal to a specific threshold TH3. Furthermore, the warm-up mode is activated, for example, at the moment when step ST20 has been performed. If the elapsed time since the warm-up mode was activated is less than the specific threshold TH3, the control unit 300 determines no in step ST22 and returns to step ST21. Thus, the control unit 300 enters a standby state that repeatedly performs steps ST21 and ST22 until the temperature of the fuel cell stack 233 reaches or exceeds the specific threshold TH2, or the elapsed time since the warm-up mode was activated reaches or exceeds the specific threshold TH3.
[0065] If, while in the standby state of steps ST21 and ST22, the temperature of the fuel cell stack 233 reaches or exceeds a specific threshold TH2, the control unit 300 determines "yes" in step ST21 and proceeds to step ST23. Conversely, if, while in the standby state of steps ST21 and ST22, the elapsed time after the warm-up mode is activated reaches or exceeds a specific threshold TH3, the control unit 300 determines "yes" in step ST22 and proceeds to step ST23.
[0066] In step ST23, the control unit 300 turns off the warm-up mode. That is, the control unit 300 turns off the warm-up mode while the retarder 106 is on. In addition, the control unit 300 stops the rotation of the motor 101.
[0067] In step ST24, the control unit 300 sets the power generation of the fuel cell stack 233 to the amount required for the vehicle 1 to operate in an idle state (not driving). Additionally, the control unit 300 sets the power generation of the fuel cell stack 233 to the amount required for battery charging as needed. After processing in step ST24, the control unit 300 proceeds to step ST13.
[0068] On the other hand, Figure 4 In step ST31, the control unit 300 waits for a driving instruction. For example, the control unit 300 determines that a driving instruction has been received if the gear shift lever is in a position other than park. If the driving instruction has been received, the control unit 300 determines that it is yes in step ST31 and proceeds to step ST32.
[0069] In step ST32, the control unit 300 ends. Figure 3 The process is as shown. Then, the control unit 300 puts the vehicle 1 into a driving state. Additionally, the control unit 300 begins... Figure 5 The control unit 300 processes data in parallel or concurrently. Figure 4 The processing and Figure 5 The processing.
[0070] exist Figure 5 In step ST51, the control unit 300 determines whether to disengage the clutch 107. For example, the control unit 300 determines to disengage the clutch 107 when the vehicle 1's speed is below 3 km / h or when the brake is engaged. For example, the control unit 300 determines to disengage the clutch 107 when the vehicle 1's speed exceeds 3 km / h or when the accelerator is engaged. If the control unit determines that the clutch 107 is disengaged, it determines "yes" in step ST51 and proceeds to step ST52.
[0071] In step ST52, the control unit 300 controls the clutch 107 to be closed. After processing in step ST52, the control unit 300 returns to step ST51.
[0072] In contrast, if it is determined that the clutch 107 should be engaged, the control unit 300 determines no in step ST51 and proceeds to step ST53.
[0073] In step ST53, the control unit 300 controls the clutch 107 to be engaged. After processing in step ST53, the control unit 300 returns to step ST51.
[0074] exist Figure 4 In step ST33, the control unit 300 determines whether to accelerate the warm-up of the fuel cell stack 233 based on factors such as the temperature of the fuel cell stack 233. If the warm-up of the fuel cell stack 233 is accelerated, the control unit 300 determines "yes" in step ST33 and proceeds to step ST34.
[0075] In step ST34, the control unit 300 sets the parameters to increase the heat generated by the fuel cell stack 233 to accelerate the warm-up and increase the power generation of the fuel cell stack 233.
[0076] In step ST35, the control unit 300 determines whether to set the torque of the retarder 106 based on at least one of the following: the temperature of the fuel cell stack 233, the desired heat output, and the power output set in step ST34. If the torque of the retarder 106 is set, the control unit 300 determines "yes" in step ST35 and proceeds to step ST36.
[0077] In step ST36, the control unit 300 determines the magnitude of the torque of the retarder 106 based on at least one of the following: the temperature of the fuel cell stack 233, the desired heat output, and the power output set in step ST34. Then, the control unit 300 sets the torque of the retarder 106 to the determined magnitude.
[0078] After processing in step ST36, the control unit 300 proceeds to step ST37. Alternatively, if the torque of the retarder 106 is not set, the control unit 300 determines no in step ST35 and proceeds to step ST37.
[0079] In step ST37, the control unit 300 determines the speed and torque of the motor 101 based on the state of the vehicle 1, such as whether the clutch 107 is open or closed, whether the accelerator is open or closed, the intensity of the accelerator, the speed and gear ratio of the vehicle 1, and the torque of the retarder 106 set in step ST36. Then, the control unit 300 sets the speed and torque values of the motor 101 to the determined values.
[0080] In step ST38, the control unit 300 determines the power output of the fuel cell stack 233 based on the power required for vehicle 1 to operate, the power generation set in step ST34, and the power used for purposes other than driving. Furthermore, when the power generation is set to increase in step ST34, the control unit 300 determines the power generation to be greater than when the power generation is not increased. Then, the control unit 300 sets the power generation of the fuel cell stack 233 to the determined value. With this setting, the fuel cell stack 233 begins to generate power and outputs that power. Additionally, the motor 101 rotates at the speed and torque set in step ST37. The heat generated by the fuel cell stack 233 itself and the retarder 106 is transferred to the fuel cell stack 233 via the coolant, thereby warming up the fuel cell stack 233.
[0081] In step ST39, the control unit 300 determines whether the temperature of the fuel cell stack 233 is above a specific threshold TH2. If the temperature of the fuel cell stack 233 is below the specific threshold TH2, the control unit 300 determines no in step ST39 and proceeds to step ST40. Alternatively, the threshold TH2 can be a value determined based on the elapsed time since the fuel cell stack 233 began generating electricity. In this case, the control unit 300 determines the value of the threshold TH2.
[0082] In step ST40, the control unit 300 determines whether the total heat generation of the fuel cell stack 233 and the heat generation of the retarder 106 is greater than or equal to a specific threshold TH4, or whether the total heat generation of the fuel cell stack 233 is greater than or equal to a specific threshold TH5. If the total heat generation of the fuel cell stack 233 and the heat generation of the retarder 106 is less than the specific threshold TH4, and the total heat generation of the fuel cell stack 233 is less than the specific threshold TH5, the control unit 300 determines no in step ST40 and returns to step ST34.
[0083] If the warm-up of the fuel cell stack 233 is not accelerated, the control unit 300 determines "no" in step ST33 and proceeds to step ST41. Alternatively, if the temperature of the fuel cell stack 233 is above a specific threshold TH2, the control unit 300 determines "yes" in step ST39 and proceeds to step ST41. Furthermore, if the combined heat generation of the fuel cell stack 233 and the heat generation of the retarder 106 is above a specific threshold TH4, or if the heat generation of the fuel cell stack 233 is above a specific threshold TH5, the control unit 300 determines "yes" in step ST40 and proceeds to step ST41.
[0084] In step ST41, the control unit 300 turns off the warm-up mode. That is, the control unit 300 turns off the warm-up mode while the retarder 106 is on. After processing in step ST41, the control unit 300 ends the process. Figure 4 The processing also includes converting the fuel cell stack 233 into an idle power generation mode.
[0085] The vehicle 1 of this embodiment has a bypass line and a thermostat valve 250, which allows the coolant to transfer the heat generated by the retarder 106 to the fuel cell stack 233. Therefore, the vehicle 1 of this embodiment can reduce the time required for the fuel cell stack 233 to warm up.
[0086] The cooling unit 200 has a thermostat valve 231 and a water pump 232 for each FCS 230, so that the coolant can be circulated within each FCS 230. As a result, the vehicle 1 can improve the warm-up speed of the fuel cell stack 233.
[0087] Furthermore, the vehicle 1 of the embodiment determines the torque of the retarder 106 based on at least one of the temperature of the fuel cell stack 233 and the desired heat output. Thus, the vehicle 1 of the embodiment can make the increase in load on the retarder 106 and the heat output appropriate to the temperature of the fuel cell stack 233.
[0088] Furthermore, in this embodiment, the vehicle 1 determines the speed and torque of the motor 101 based on the temperature of the fuel cell stack 233. Therefore, the vehicle 1 can adjust the increase in load and heat generation of the retarder 106 to an appropriate level corresponding to the temperature of the fuel cell stack 233.
[0089] Furthermore, in this embodiment, vehicle 1 terminates warm-up when at least one of the temperature of the fuel cell stack 233 and the desired heat generation reaches a specific threshold TH2 or higher, or when the elapsed time after warm-up begins reaches a specific threshold TH3 or higher. Thus, vehicle 1 in this embodiment can prevent the fuel cell stack 233 from over-warming up.
[0090] Furthermore, in this embodiment, when a driving instruction is given, the power generation of the fuel cell stack 233 is set to a level corresponding to the power required for driving and the power required for accelerating warm-up. Therefore, the vehicle 1 in this embodiment can drive even during the warm-up process.
[0091] The above-described embodiments can also be modified in the following ways.
[0092] The control unit 300 can also control the thermostat valve 231 and water pump 232 for each FCS 230, thereby prioritizing the warm-up of a portion of the fuel cell stack 233. In this case, the control unit 300 controls the thermostat valve 231 and water pump 232 in a manner that allows coolant to flow back within the FCS 230 for the FCS 230 that has the fuel cell stack 233 that is prioritized for warm-up.
[0093] The control unit 300 prioritizes warming up M fuel cell stacks 233 with the lowest degradation degree from those in the vehicle 1. M is an integer less than N. If the temperature of the prioritized fuel cell stack 233 becomes sufficiently high, for example, if it reaches or exceeds a threshold TH2, the control unit 300 prioritizes warming up the remaining fuel cell stacks 233. Then, when the prioritized fuel cell stack 233 reaches or exceeds a specific temperature at which power generation can begin, the control unit 300 causes that fuel cell stack 233 to begin generating electricity. The remaining fuel cell stacks 233 can utilize the heat from the fuel cell stacks 233 that first reached or exceeded the threshold TH2, thus allowing for earlier warm-up. Fuel cell stacks 233 with lower degradation degrees readily output power, so the warm-up speed can be increased through this operation. Furthermore, the control unit 300, for example, considers fuel cell stacks 233 with shorter operating times to have lower degradation degrees. Additionally, the specific temperature at which power generation can begin is an example of a second specific temperature.
[0094] Alternatively, the control unit 300 may prioritize warming up the fuel cell stacks 233 that have lower temperatures. This allows the control unit 300 to ensure that the temperatures of the multiple fuel cell stacks 233 rise evenly.
[0095] In the above embodiments, a vehicle was used as an example for explanation. However, the warm-up system of the embodiments can also be applied to fuel cell-powered vehicles or drones other than vehicles. For example, the warm-up system of the embodiments can be applied to fuel cell-powered aircraft, ships, submarines, or railway vehicles.
[0096] The control unit 300 can also implement part or all of the processing implemented by the program in the above embodiments through the hardware structure of the circuit.
[0097] The program that implements the processing of the implementation method can be transferred, for example, in a state where it is stored in the device. However, the device can also be transferred without the program being stored there. Then, the program can be transferred separately and written to the device. In this case, the program transfer can be achieved, for example, by recording it in a removable storage medium or by downloading it via a network such as the Internet or a local area network (LAN).
[0098] The embodiments of the present invention have been described above, but are shown as examples and are not intended to limit the scope of the invention. The embodiments of the present invention can be implemented in various forms without departing from the spirit of the invention.
[0099] Figure Labels
[0100] 1: Vehicle
[0101] 100: Drive Unit
[0102] 101: Motor
[0103] 102: Adapter
[0104] 1031, 105: Gearbox
[0105] 104: Rotation axis
[0106] 106: Retarder
[0107] 107: Clutch
[0108] 108: Connecting shaft
[0109] 200: Cooling section
[0110] 210: Cooling circuit
[0111] 220: Radiator
[0112] 230: Fuel Cell System (FCS)
[0113] 231: Thermostat valve
[0114] 232, 240: Water pumps
[0115] 233: Fuel Cell Stack
[0116] 234: Temperature sensor
[0117] 300: Control Department
[0118] 301: Retarder ECU
Claims
1. A vehicle comprising: Fuel cells generate electricity through electrochemical reactions; The motor converts the electricity generated by the aforementioned fuel cell into rotational force; The rotating shaft rotates by the aforementioned rotational force; The speed reducer brakes the rotation of the aforementioned rotating shaft; The measuring unit measures the temperature of the aforementioned fuel cell; Clutch, used to transmit the aforementioned rotational force; and, The control unit determines whether to warm up the aforementioned fuel cell based on the aforementioned temperature. When it is determined that the aforementioned warm-up is to be performed, it controls the connection of the aforementioned clutch to be closed, and warms up the aforementioned fuel cell by running the aforementioned motor and the aforementioned reducer, using the heat generated by the aforementioned fuel cell and the aforementioned reducer.
2. The vehicle of claim 1, wherein, The aforementioned control unit determines the torque of the aforementioned reducer based on the aforementioned temperature.
3. The vehicle of claim 1, wherein, The aforementioned control unit determines the speed and torque of the aforementioned motor based on the aforementioned temperature.
4. The vehicle of claim 1, wherein, The aforementioned control unit determines the power generation of the aforementioned fuel cell based on the aforementioned temperature.
5. The vehicle of claim 1, wherein, When the aforementioned temperature reaches or exceeds a first specific temperature, or when the elapsed time after the start of the aforementioned warm-up reaches or exceeds a specific time, the aforementioned control unit stops the operation of the aforementioned motor and the aforementioned reducer, thereby ending the aforementioned warm-up.
6. The vehicle according to claim 1, wherein, When receiving a propulsion instruction during the aforementioned warm-up process, The aforementioned control unit adjusts the power generation of the aforementioned fuel cell based on the power required for propulsion and warm-up.
7. The vehicle of claim 1, wherein, Including several of the aforementioned fuel cells, The aforementioned control unit prioritizes warming up the aforementioned fuel cells with lower degradation levels.
8. The vehicle of claim 7, wherein, When the aforementioned fuel cell, which is prioritized for warm-up, reaches a second specific temperature or higher, the aforementioned control unit causes the aforementioned fuel cell, which is prioritized for warm-up, to start generating electricity.