Output integration system for multiple fuel cell stacks and fuel cell vehicle

Abstract

The present application relates to an output integration system of a plurality of fuel cell stacks and a fuel cell vehicle. The required output, i.e., the power consumption, of each load (20, 120) supplied with power generated by the fuel cell stacks (44, 144) is adjusted so that the difference in the residual amount of fuel in the fuel tanks (40, 140) between the fuel cell stacks (14, 114) is reduced.

Description

Technical Field

[0001] This invention relates to an output integration system for multiple fuel cell units and a fuel cell vehicle equipped with the output integration system. Background Technology

[0002] In recent years, fuel cell vehicles (FCVs), which use hydrogen as fuel and have a lower environmental impact, have garnered attention as alternatives to gasoline-powered cars. FCVs supply air (containing oxygen) and hydrogen as a fuel gas to the fuel cell. The electricity generated by the fuel cell powers an electric motor, thus propelling the vehicle. Therefore, unlike gasoline-powered cars, fuel cell vehicles do not emit carbon dioxide (CO2), NOx, SOx, etc., but only water, making them considered environmentally friendly vehicles.

[0003] For example, Patent Document 1 describes a technology involving a high-output system (referred to as an output integration system) that can be applied to large vehicles such as buses and has multiple subsystems (referred to as mechanisms), the subsystems having fuel cells and fuel tanks.

[0004] In this technology, corrections are made to homogenize the residual pressure of the fuel tanks of each mechanism, so that the required output of the first mechanism with high residual pressure is greater than the required output of the second mechanism with low residual pressure.

[0005] However, the correction is performed by pre-setting a correction ratio k0 per unit pressure difference, and calculating the correction rate k (k = k0 × ΔP) by multiplying the pressure difference ΔP by the correction ratio k0.

[0006] Furthermore, the corrected required output for the first organ is calculated as "(1+k)× required output before correction", and the corrected required output for the second organ is calculated as "(1-k)× required output before correction" (Patent Document 1,

[0002] ,

[0013] ,

[0037] ,

[0038] ,

[0041] ).

[0007] However, when the correction rate is set based on a pre-set correction ratio and the required output is corrected for each mechanism, it is difficult to accurately adjust the fuel gas consumption in a way that is suitable for the operating state of the high-output integrated system.

[0008] Existing technical documents

[0009] Patent documents

[0010] Patent Document 1: Japanese Patent JP2016-119268A Summary of the Invention

[0011] The problem that the invention aims to solve

[0012] The purpose of this invention is to solve the above-mentioned problems.

[0013] Solution for solving the problem

[0014] One aspect of the present invention relates to an output integration system that integrates the outputs of multiple fuel cell units. In the output integration system, each fuel cell unit includes: a fuel cell stack; a fuel tank storing fuel gas supplied to the fuel cell stack; and a load from the fuel cell stack supplying electricity to the load, thereby generating driving force in the load. The output integration system has a control device disposed inside or outside the fuel cell units. The control device acquires the difference in the amount of residual fuel in the fuel tanks generated among the fuel cell units and adjusts the power consumption of each load, i.e., the load output requirement, to reduce the difference.

[0015] The effects of the invention

[0016] According to the present invention, the required output (power consumption) of each load for the power generated by the fuel cell stack is adjusted so that the difference in the amount of fuel residue in the fuel tank generated between fuel cell units is reduced.

[0017] Therefore, the residual fuel level in the fuel tanks of each fuel cell unit is made uniform. This, in turn, extends the operating time of the integrated output system of multiple fuel cell units.

[0018] The above-described objectives, features, and advantages can be readily understood from the following description of the embodiments, which are illustrated with reference to the accompanying drawings. Attached Figure Description

[0019] Figure 1 This is a schematic structural diagram of a fuel cell vehicle according to an embodiment, which includes an output integration system of the fuel cell engine involved in the embodiment.

[0020] Figure 2 It is shown Figure 1 Detailed diagrams of the internal structure of each fuel cell system.

[0021] Figure 3 It is used for explanation Figure 1 A flowchart illustrating the operation of the implementation method shown.

[0022] Figure 4 It is shown Figure 3 The detailed flowchart of step S3 is for calculating the load correction amount to reduce or even eliminate the difference in fuel residual amount between the two units.

[0023] Figure 5 It is shown Figure 3The detailed flowchart of step S9 is for calculating the fuel cell output correction amount to reduce or even eliminate the difference in fuel residual quantity within the mechanism.

[0024] Figure 6 This is a schematic diagram of a fuel cell vehicle according to a modified example, which includes an output integration system for the fuel cell engine.

[0025] Figure 7 It is used for explanation Figure 6 The flowchart of the operation of the variant example shown. Detailed Implementation

[0026] [Implementation Method]

[0027] [structure]

[0028] Figure 1 This is a schematic diagram of a fuel cell vehicle (also called a vehicle) 13 according to the embodiment, which has an output integration system (also simply called an output integration system) 11 of the fuel cell engine involved in the embodiment.

[0029] like Figure 1 As shown, the fuel cell vehicle 13 includes: an output integration system 11; and a propulsion mechanism 16, which is driven by the driving force output from the output integration system 11.

[0030] The output integration system 11 has multiple mechanisms; in this embodiment, it has two mechanisms (also called Bank, fuel cell, or FC mechanisms) 214 and 314. It may also have three or more mechanisms. This output integration system 11 can generate a large driving force that can be used in large vehicles such as trucks and buses.

[0031] One of the components 214 includes: two FC systems (fuel cell systems) 218 ​​and 318; a BAT system (battery system) 22; a load (also known as a drive assembly or DU) 20; an integrated connector (also known as a voltage control assembly and junction box or VCU integrated J / B) 24; an auxiliary equipment connector 26 (also known as an auxiliary equipment junction box or auxiliary equipment J / B); auxiliary equipment 28; and a control device (also known as an ECU) 32.

[0032] The other party's mechanism 314 includes: two FC systems 418 and 518; a BAT system 122; a load 120; an integrated connector 124; an auxiliary equipment connector 126; an auxiliary equipment 128; and a control device 132.

[0033] Furthermore, the structural elements of mechanisms 214 and 314 are identical except for the structural elements of auxiliary equipment 28 and 128. Auxiliary equipment 28 of mechanism 214 includes, for example, an in-vehicle air conditioner and an electric steering system, while auxiliary equipment 128 of mechanism 314 includes, for example, a heater for heating and a cargo refrigeration unit. Therefore, the power consumption of auxiliary equipment 28 and auxiliary equipment 128 is typically different.

[0034] Except for auxiliary equipment 28 and 128, the structural elements of mechanism 214 and mechanism 314 are the same. Therefore, to avoid complexity, the following describes one of the mechanisms, 214, in detail.

[0035] like Figure 2 As shown, the FC system 218 of the mechanism 214 has three fuel tanks 40, 250, and 260, and the FC system 318 of the mechanism 214 has fuel tanks 340, 350, and 360.

[0036] For ease of understanding and calculation, fuel tanks 40, 250, 260, 340, 350, and 360, including all fuel tanks described below (implementation methods and variations), are considered to be capable of being filled with the same full-charge gas energy ([J] = [Pa] × [m). 3 Fuel tanks of the same shape and structure (same volume) as those in the original.

[0037] The three fuel tanks 40, 250, 260 and the fuel tanks 340, 350, 360 are respectively equipped with pressure sensors 41, 252, 262 and 341, 352, 362, which function as fuel residual quantity sensors.

[0038] The passage (pipeline) 64 that connects the fuel tanks 40, 250, and 260 of the FC system 218 with the FC stack 44 and allows fuel gas to flow has branches and is equipped with valves 66, 254, and 266 respectively.

[0039] In passage 64 of FC system 218, a pressure sensor 63 and a pressure reducing valve 65 are sequentially arranged from the FC stack 44 side. The pressure sensor 63 measures the anode pressure Pa of the FC stack 44. The pressure reducing valve 65 is an adjusting valve that maintains the anode pressure Pa of the FC stack 44 at a predetermined pressure lower than the pressure in tanks 40, 250, and 260. An injector can also be used instead of the pressure reducing valve 65.

[0040] Similarly, in each passage 364, 164, and 564 of the FC systems 318, 418, and 518, pressure sensors 363, 163, and 563, as well as pressure reducing valves 365, 165, and 565, are sequentially configured from the side of each FC stack 344, 144, and 544, respectively. Pressure sensors 363, 163, and 563 measure the anode pressures (Pa) of each FC stack 344, 144, and 544, respectively.

[0041] Pressure reducing valves 365, 165, and 565 are regulating valves. They maintain the anode pressures (Pa) of FC stacks 344, 144, and 544 at predetermined pressures lower than those in tanks 340 (350, 360), 140 (450, 460), and 440 (550, 560), respectively. Injectors can also be used to replace pressure reducing valves 365, 165, and 565.

[0042] FC systems 218, 318, 418, and 518 are equipped with air pumps (APs) 42, 342, 142, and 542 that are connected to the cathode inlet side of FC stacks 44, 344, 144, and 544 via passages 68, 368, 468, and 568, respectively.

[0043] FC stacks 44, 344, 144, and 544 are equipped with FC converters (fuel cell voltage control components or FC VCUs) 46, 346, 146, and 546 as boost converters.

[0044] The FC stacks 44 and 344 of the mechanism 214 are connected to the input terminals of the FC converters 46 and 346 via lines 70 and 370, respectively. The output terminals of the FC converters 46 and 346 are connected to the integrated connector 24 via lines 72 and 372. Figure 1 Electrical connection.

[0045] The FC stacks 144 and 544 of the mechanism 314 are connected to the input terminals of the FC converters 146 and 546 via lines 470 and 570, respectively. The output terminals of the FC converters 146 and 546 are connected to the integrated connector 124 via lines 172 and 572. Figure 1 Electrical connection.

[0046] Air pumps 42, 342, 142, and 542 respectively compress air (atmosphere) to form oxidant gas, which is then supplied to the oxidant gas inlet passages (not shown) of FC stacks 44, 344, 144, and 544 through passages 68, 368, 468, and 568.

[0047] Fuel tanks 40 (250, 260), 340 (350, 360), 140 (450, 460), and 440 (550, 560) supply fuel gas to the fuel gas inlet passages (not shown) of FC reactors 44, 344, 144, and 544 through pressure reducing valves 65, 365, 165, and 565 and passages 64, 364, 164, and 564, respectively.

[0048] In FC stacks 44, 344, 144, and 544, the oxidant gas flowing to the cathode flow path (not shown) through the oxidant gas inlet passage (not shown) and the fuel gas flowing to the anode flow path (not shown) through the fuel gas inlet passage (not shown) undergo an electrochemical reaction to generate electricity Pfc (Pfc1, Pfc2, Pfc3, Pfc4) (for convenience, each symbol is marked at the output terminal of FC converters 46, 346, 146, and 546).

[0049] like Figure 2 As shown, the generated voltages Vfc (Vfc1, Vfc2) of the FC stacks 44 and 344 in the mechanism 214 are boosted to high voltage by the FC converters 46 and 346, respectively, becoming high-voltage generated power Pfc (Pfc1, Pfc2). This high-voltage power is then supplied to the integrated connector 24 via lines 72 and 372. Figure 1 The first and second input terminals of ).

[0050] The generated voltages Vfc (Vfc3, Vfc4) of the FC stacks 144 and 544 in the mechanism 314 are boosted to high voltage by the FC converters 146 and 546, respectively, and become high-voltage generated power (Pfc3, Pfc4). The power is supplied to the first and second input terminals of the integrated connector 124 through lines 172 and 572.

[0051] FC converters 46, 346, 146, and 546 are boost converters that can only deliver power in a single direction from the FC stacks 44, 344, 144, and 544 toward the integrated connectors 24 and 124.

[0052] return Figure 1 The BAT system 22 of the mechanism 214 includes: an energy storage device (battery: BAT) 50; and a BAT converter (also known as a battery converter, battery voltage control unit: BAT VCU) 52 as a step-up / step-down converter.

[0053] The BAT system 122 of the mechanism 314 includes: an energy storage device 150; and a BAT converter 152 as a step-up / step-down converter.

[0054] The auxiliary equipment connector 26 of the mechanism 214 is connected to the energy storage device 50 via line 73, to the air pump 42 and 342 via lines 74 and 374, to the BAT converter 52 via line 75, and to the auxiliary equipment 28 via line 76.

[0055] BAT converter 52 is connected to integrated connector 24 via line 77.

[0056] The auxiliary equipment connector 126 of the mechanism 314 is connected to the energy storage device 150 via line 173, to the air pumps 142 and 542 via lines 174 and 574, to the BAT converter 152 via line 175, and to the auxiliary equipment 128 via line 176.

[0057] BAT converter 152 is connected to integrated connector 124 via line 177.

[0058] The integrated connector 24 is connected to the DC terminal of the inverter 54 (also known as the power drive unit: PDU) via line 80, and the AC terminal of the inverter 54 is connected to the motor 56 via line 81.

[0059] Similarly, the integrated connector 124 is connected to the inverter 154 via line 180, and the inverter 154 is connected to the motor 156 via line 181.

[0060] In mechanism 214, the stored voltage Vbat of the energy storage device 50 is supplied to the third input terminal of the integrated connector 24 via line 77 through auxiliary equipment connector 26 and boosted by BAT converter 52.

[0061] In mechanism 314, the stored voltage Vbat of the energy storage device 150 is supplied to the third input terminal of the integrated connector 124 via line 173 through auxiliary equipment connector 126, and the high-voltage stored power Pbat2, which is boosted by BAT converter 152, is supplied via line 177.

[0062] The load 20 of the device 214 includes: an inverter 54; and a motor (MOT) 56 as the main equipment.

[0063] The load 120 of the device 314 includes: an inverter 154; and a motor 156 as the main equipment.

[0064] When the fuel cell vehicle 13 is in operation, the generated electricity Pfc from the FC stacks 44 and 344 of the unit 214 is supplied to the load 20 via FC converters 46 and 346 and integrated connector 24. When the fuel cell vehicle 13 (FC system 218, 318) is idling, the generated electricity Pfc from the FC stacks 44 and 344 is connected to the integrated connector 24 and becomes power stepped down by the BAT converter 52, which is then used to charge the energy storage device 50 (energy storage) via the auxiliary equipment connector 26.

[0065] Similarly, when the fuel cell vehicle 13 is in operation, the generated electricity Pfc from the FC stacks 144 and 544 of the unit 314 is supplied to the load 120 via FC converters 146 and 546 and integrated connector 124. When the fuel cell vehicle 13 (FC system 418, 518) is idling, the generated electricity Pfc from the FC stacks 144 and 544 is connected to the integrated connector 124 and becomes power stepped down by the BAT converter 152, which is then used to charge the energy storage device 150 (energy storage) via the auxiliary equipment connector 126.

[0066] Inverter 54 (154) converts single-phase DC power into three-phase AC power and supplies it to motor 56 (156) via line 81 (181).

[0067] The rotor (not shown) of motor 56 (156) is rotated by three-phase AC power, and the main shaft 82 (182) of motor 56 (156) connected to the rotor generates rotational driving force.

[0068] The fuel cell vehicle 13 is driven by the rotational drive force generated by the main shaft 82 (182) of the motor 56 (156) of the mechanism 214 (314) through the propulsion mechanism 16.

[0069] Furthermore, when the accelerator pedal (not shown) of the fuel cell vehicle 13 is released and deceleration occurs, the regenerative power of the motor 56 of the mechanism 214 is converted into stepped-down power through the inverter 54, the integrated connector 24, and the BAT converter 52, and then charged through the auxiliary equipment connector 26 to charge the energy storage device 50.

[0070] Similarly, when the accelerator pedal (not shown) of the fuel cell vehicle 13 is released and deceleration occurs, the regenerative power of the motor 156 of the mechanism 314 is stepped down through the inverter 154, the integrated connector 124, and the BAT converter 152, and then charged through the auxiliary equipment connector 126 to charge the energy storage device 150.

[0071] That is, BAT converters 52 and 152 are buck-boost converters (bidirectional converters) capable of switching between power supply from energy storage devices 50 and 150 to loads 20 and 120 in the boost direction and power supply from FC systems 218, 318, 418, 518 and / or loads 20 and 120 to energy storage devices 50 and 150 in the buck direction.

[0072] In mechanism 214, the stored power Pbat from the energy storage device 50 is used as input power to activate air pumps 42 and 342 and auxiliary equipment 28. Since air pumps 42 and 342 are also auxiliary equipment, the power of air pumps 42 and 342 will be included in the calculation of the power supply to auxiliary equipment 28 below.

[0073] Similarly, in mechanism 314, the stored power Pbat from the power storage device 150 is used as input power to operate the air pumps 142 and 542 and the auxiliary equipment 128. In this case, the air pumps 142 and 542 are also auxiliary equipment; therefore, the power of the air pumps 142 and 542 will also be included when calculating the power of the auxiliary equipment 128 below.

[0074] The energy storage devices 50 and 150 can also be secondary batteries such as lithium-ion batteries and / or capacitors.

[0075] The propulsion mechanism 16, which is connected to the main shaft 82 of the motor 56 of mechanism 214 and the main shaft 182 of the motor 156 of mechanism 314, has a reduction mechanism 60 and wheels 62.

[0076] The generated electricity Pfc[W] and stored electricity Pbat[W] from each of the units 214 and 314 are supplied to the loads 20 and 120 individually or in combination (synthesized) through the integration connectors 24 and 124. During so-called power driving, the inverters 54 and 154 convert the DC power into AC power and supply it to the motors 56 and 156.

[0077] The alternating current power is used to rotate motors 56 and 156, and the main shafts 82 and 182 generate rotational driving force.

[0078] In the propulsion mechanism 16, gears 83 and 183 mesh with gear 84. Gear 84 is connected to wheel 62 via drive shaft 85, differential gears 86 and 87, and axle 88.

[0079] In detail, the rotational driving force of the main shafts 82 and 182 of motors 56 and 156 drives the wheels 62 and 62 to rotate through the reduction mechanism 60 (gears 83, 183, and 84), drive shaft 85, differential gears 86 and 87, and axle 88 that constitute the propulsion mechanism 16. In this way, the rotational driving force of the main shafts 82 and 182 of motors 56 and 156 propels the fuel cell vehicle 13 through the propulsion mechanism 16.

[0080] A vehicle speed sensor (SPD) 90 is configured on the drive shaft 85 or the wheel 62 as a vehicle speed acquisition unit to measure the vehicle speed VehSpd of the fuel cell vehicle 13.

[0081] One party's mechanism 214 is equipped with a control device 32. The other party's mechanism 314 is equipped with a control device 132. The fuel cell vehicle 13 is equipped with a control device 30.

[0082] Control devices 30, 32, and 132 are each composed of an ECU (Electronic Control Unit). An ECU is a computer, including a microcomputer, which, in addition to a CPU (Central Processing Unit) as a processor, ROM (including EEPROM) and RAM (Random Access Memory) as memory, also has input / output devices such as AD converters and DA converters, and timers as timing units. One or more CPUs (processors) in the ECU read and execute programs recorded in ROM, performing various functions as functional implementation units (function implementation units), such as control units, arithmetic units, and processing units. These functions can also be implemented in hardware.

[0083] The control device 32, which controls mechanism 214, is connected to various structural elements constituting mechanism 214 via signal lines and control lines (not shown). In addition to being connected to pressure sensors 63, 41, 252, 262, 363, 341, 352, and 362, the control device 32 is also connected to various sensors (not shown), such as pressure sensors, voltage sensors, current sensors, temperature sensors, and speed sensors.

[0084] Similarly, the control device 132 that controls the mechanism 314 is connected to the various structural elements constituting the mechanism 314 via signal lines and control lines. In addition to being connected to pressure sensors 163, 141, 452, 462, 563, 441, 552, and 562, the control device 132 is also connected to various sensors (not shown), such as pressure sensors, voltage sensors, current sensors, temperature sensors, and speed sensors.

[0085] Control devices 32 and 132 are connected to a control device (also called a general control device) 30 that controls the output integration system 11 and the fuel cell vehicle 13 via a communication line (not shown), and can share each other's data and calculation results in real time through communication.

[0086] In addition to being connected to the vehicle speed sensor 90 and the power on / off switch (PWR SW) 92 of the fuel cell vehicle 13, the control device 30 is also connected to switch sensors such as the accelerator pedal sensor and brake pedal sensor (not shown), and is also connected to the propulsion mechanism 16 and the electric power steering device (not shown).

[0087] Control devices 32, 132 and 30 execute programs recorded in storage devices to control mechanisms 214, 314 and propulsion mechanism 16, which include FC systems 218, 318, 418, 518, BAT systems 22, 122, auxiliary equipment 28, 128, integrated connectors 24, 124, auxiliary equipment connectors 26, 126 and loads 20, 120, based on the switching positions of the switches and the physical quantities detected by the sensors.

[0088] Control devices 32 and 132 can also be integrated into a single control device 30.

[0089] To avoid complexity and facilitate understanding, the following description uses an integrated control device 30 to control the fuel cell vehicle 13, which includes: an output integration system 11 with mechanisms 214 and 314; and a propulsion mechanism 16.

[0090] For example, the control device 30 controls the FC converters 46 and 346 based on the storage voltage Vbat of the energy storage device 50, thereby enabling the setting of the generation voltage Vfc (generation current Ifc, generation power Pfc) of the FC stacks 44 and 344.

[0091] In addition, the control device 30 controls the FC converters 146 and 546 based on the storage voltage Vbat of the energy storage device 150, thereby enabling the setting of the power generation voltage Vfc (power generation current Ifc, power generation Pfc) of the FC stacks 144 and 544.

[0092] [action]

[0093] Then, basically refer to Figures 3-5 The flowchart illustrates the operation of the fuel cell vehicle 13 according to the embodiment, which is configured as described above and includes the output integration system 11 of the embodiment. Unless otherwise specified, the control entity is the control device 30.

[0094] Furthermore, this control is executed when the power switch 92 is in the ON position, thereby generating electricity from the FC system 218 (318, 418, 518). In this case, the fuel cell vehicle 13 enters an operating state of driving or idling (referred to as driving or running). At idle, the FC system 218 (318, 418, 518) generates electricity with a small amount of power.

[0095] When the engine is running and generating power, valves 66, 254, 266, 338, 354, 366, 166, 454, 466, 438, 554, and 566 are all opened to supply fuel gas from fuel tanks 40, 250, 260, 340, 350, 360, 140, 450, 460, 440, 550, and 560 to FC stacks 44, 344, 144, and 544.

[0096] Therefore, the fuel residue levels in the fuel tanks 40, 250, and 260, which are connected to the FC stack 44 via passage 64, are the same. The fuel residue level in the FC system 218 can be determined using only pressure sensor 41.

[0097] Similarly, the fuel residue levels in fuel tanks 340, 350, and 360, which are connected to the FC stack 344 via passage 364, are also the same. The fuel residue level in the FC system 318 can be determined using only pressure sensor 341.

[0098] Furthermore, the fuel residue levels in fuel tanks 140, 450, and 460, which are connected to the FC stack 144 via passage 164, are also the same. The fuel residue level in the FC system 418 can be determined using only pressure sensor 141.

[0099] Furthermore, the fuel residue levels in fuel tanks 440, 550, and 560, which are connected to the FC stack 544 via passage 564, are also the same. The fuel residue level in the FC system 518 can be determined using only pressure sensor 441.

[0100] In mechanism 214, the remaining power generated during operation and the power generated during idling are charged to the energy storage device 50 via FC converters 46 and 346, integrated connector 24, BAT converter 52, and auxiliary equipment connector 26. The stored power Pbat1 of the energy storage device 50 is supplied to air pumps 42 and 342 via auxiliary equipment connector 26 and lines 74 and 374, and is also supplied to various auxiliary devices 28 via line 76.

[0101] In mechanism 314, the remaining power generated during operation and the power generated during idling are charged to the energy storage device 150 via FC converters 146 and 546, integrated connector 124, BAT converter 152, and auxiliary equipment connector 126. The stored power Pbat2 of the energy storage device 150 is supplied to air pumps 142 and 542 via auxiliary equipment connector 126 and lines 174 and 574, and is also supplied to various auxiliary devices 128 via line 176.

[0102] exist Figure 3 In step S1, the control device 30 calculates the required output (vehicle required output, required driving force, vehicle required driving force) ReqPwrVeh[W) of the propulsion mechanism 16 of the fuel cell vehicle 13. For example, the required output ReqPwrVeh of the fuel cell vehicle 13 is calculated based on a target vehicle speed, which is calculated based on the current vehicle speed VehSpd measured by the vehicle speed sensor 90, the gradient of the driving road, the opening of the accelerator pedal, etc.

[0103] exist Figure 3 In step S2, as shown in equation (1), in order to provide the required output ReqPwrVeh[W] of the fuel cell vehicle 13 by the combined output (total output) of the two mechanisms 214 and 314, the required output (load output) ReqPwrDU[0] of the load 20 ([0] represents the indicator shown on the mechanism 214 side, and the number is similarly marked below) and the required output (load output) ReqPwrDU[1] of the load 120 ([1] represents the indicator shown on the mechanism 314 side, and the number is similarly marked below) are calculated (allocated).

[0104] ReqPwrVeh

[0105] =ReqPwrDU[0]+ReqPwrDU[1]…(1)

[0106] exist Figure 3 In step S2, as shown in equation (2), the required output ReqPwrDU[0][W] of the load 20 providing the mechanism 214, the power generation output (required power generation output, FC output) ReqPwrFC[0][0] of the FC system 218 (the [0] on the left represents the FC system 218, and the [0] on the right represents the mechanism 214, and the indexes [i][i] are similarly marked below), the power generation output ReqPwrFC[1][0] of the FC system 318 (the [1] on the left represents the FC system 318, and the [0] on the right represents the mechanism 214, and the indexes [i][i] are similarly marked below), and the required energy storage output (energy storage output) ReqPwrBAT[0] of the BAT system 22 are calculated.

[0107] ReqPwrDU[0]

[0108] =ReqPwrFC[0][0]+ReqPwrFC[1][0]

[0109] +ReqPwrBAT[0] …(2)

[0110] At the same time, Figure 3 Step S2, as shown in equation (3), calculates the required output ReqPwrDU[1][W] ([1] represents the load 120 of the mechanism 314), the power generation output ReqPwrFC[0][1] of the FC system 418, the power generation output ReqPwrFC[1][1] of the FC system 518, and the energy storage output ReqPwrBAT[1] of the BAT system 122.

[0111] ReqPwrDU[1]

[0112] =ReqPwrFC[0][1]+ReqPwrFC[1][1]

[0113] +ReqPwrBAT[1] …(3)

[0114] Then, in Figure 3 In step S3, it is determined whether the required outputs ReqPwrDU[0] and ReqPwrDU[1] for loads 20 and 120 require the correction process (DU correction process) to reduce the difference in the total fuel residue between mechanisms 214 and 314, which will be described later. Therefore, the load correction amount (also known as the DU correction amount) CorDU[W] = DU•Correction(b) is calculated. Here, “b” in DU•Correction(b) is the number of mechanisms in the output integration system 11. In this embodiment, there are two mechanisms, mechanism 214 and mechanism 314, so “b” = 2.

[0115] Furthermore, the DU correction process between mechanisms 214 and 314 is a process performed to reduce or even eliminate (homogenize) the difference between the total residual amount of fuel in the fuel tanks (40, 250, 260, 340, 350, 360) of mechanism 214 and the total residual amount of fuel in the fuel tanks (140, 450, 460, 440, 550, 560) of mechanism 314 and the total residual amount of fuel in the fuel tanks (140, 450, 460, 440, 550, 560) of mechanism 314 by correcting (adjusting) the distribution of the output power of load 20 (120) when the FC system 218, 318, 418, 518 of fuel cell vehicle 13 generates electricity.

[0116] To elaborate further on the DU correction process between mechanisms 214 and 314, the process is as follows: To rapidly reduce the total residual fuel in the fuel tank of the mechanism with the higher total residual fuel, the load (DU) output ReqPwrDU of that mechanism relatively increases. Conversely, to slowly reduce the total residual fuel in the fuel tank of the mechanism with the lower total residual fuel, the load (DU) output ReqPwrDU of that mechanism relatively decreases.

[0117] In this way, by performing complementary (counteracting) control (processing) of the load (DU) output ReqPwrDU[0] of mechanism 214 and the load (DU) output ReqPwrDU[1] of mechanism 314, it is possible to keep the combined output (requiring output ReqPwrVeh) of the output integration system 11 unchanged (maintaining a fixed value) while making the difference between the fuel residue of the fuel tank of one mechanism {for example, the total fuel residue of fuel tanks (40, 250, 260, 340, 350, 360)} and the fuel residue of the fuel tank of the other mechanism {for example, the total fuel residue of fuel tanks (140, 450, 460, 440, 550, 560)} decrease over time.

[0118] Meanwhile, in this embodiment, the processing in step S9, which will be described in detail later, ( Figure 5 ), to implement the following processing.

[0119] That is, the following process is implemented: the power generation of the fuel cell system (for example, fuel cell system 218 in mechanism 214) with the larger total fuel residue in the three fuel tanks in one mechanism (mechanism 214 or mechanism 314) is relatively increased, so as to rapidly reduce the total fuel residue in the three fuel tanks (in this case, fuel tanks 40, 250, and 260).

[0120] On the other hand, the following process is implemented: in order to slowly reduce the total fuel in the three fuel tanks (fuel tanks 340, 350, 360) of another fuel cell system (in this case, fuel cell system 318 in mechanism 214) with a small total fuel residue, the power generation of the other fuel cell system 318 is relatively reduced.

[0121] Through this process, in this embodiment, the difference between the total fuel residue in the fuel tanks of one organization and the total fuel residue in the fuel tanks of another organization can be reduced over time, and the difference between the fuel residue in the fuel tanks of fuel cell systems within the same organization can be reduced over time.

[0122] Figure 4 It provides Figure 3 The detailed flowchart of step S3, which is used to correct (adjust) the output power of load (DU) 20 (120) in order to reduce the difference in fuel residual amount between mechanisms 214 and 314, is as follows: The calculation process of load correction amount CorDU = DU•Correction(b) (b is the number of mechanisms) is as follows.

[0123] exist Figure 4 In step S3a, the average fuel residue of fuel tanks (40, 250, 260, 340, 350, 360) of computer switch 214 and fuel tanks (140, 450, 460, 440, 550, 560) of mechanism 314 is aveH2SOC[Pa].

[0124] Moreover, although the unit of fuel residue is the unit of energy [J] = [Pa] × [m] 3 However, due to the total volume of all fuel tanks [m 3 The units [] are the same, so the pressure unit [Pa] will be used instead for explanation (the same applies below).

[0125] Therefore, the residual fuel levels in the connected fuel tanks 40, 250, and 260 are obtained based on the pressure measured by pressure sensor 41. Similarly, the residual fuel levels in the connected fuel tanks 340, 350, and 360 are obtained based on the pressure measured by pressure sensor 341. Similarly, the residual fuel levels in the connected fuel tanks 140, 450, and 460 are obtained based on the pressure measured by pressure sensor 141. Similarly, the residual fuel levels in the connected fuel tanks 440, 550, and 560 are obtained based on the pressure measured by pressure sensor 441.

[0126] As shown in equation (4), the average value of fuel residue aveH2SOC[Pa] is calculated as the average value of the total fuel residue H2SOC[0] of fuel tanks 40, 250, 260, 340, 350, and 360 of mechanism 214 and the total fuel residue H2SOC[1] of fuel tanks 140, 450, 460, 440, 550, and 560 of mechanism 314.

[0127] aveH2SOC

[0128] =(H2SOC[0]+H2SOC[1]) / 2…(4)

[0129] In step S3b, based on the detection values ​​of the voltage sensor and current sensor (not shown), the output AuxPwr[0] of the auxiliary device 28 of the mechanism 214 and the output AuxPwr[1] of the auxiliary device 128 of the mechanism 314 are obtained, as shown in Equation (5), and the average value of the auxiliary device output aveAux[W] is calculated as the average value.

[0130] aveAux

[0131] =(AuxPwr[0]+AuxPwr[1]) / 2…(5)

[0132] Here, as shown in the flowchart, the index of agency 214 and 314 is i (i = 0, 1), and the number of agencies in agency 214 and 314 is b (b = 2).

[0133] In step S3c, the index i is set to i = 0 (initially mechanism 214).

[0134] In step S3d, it is determined whether index i is less than the number of agencies b (i < b).

[0135] In the first determination, step S3d is affirmative because (0 < 2) (step S3d: yes), and proceeds to step S3e.

[0136] In step S3e, based on equation (6), the fuel residue difference dH2SOC[Pa] of the mechanism 214 with index i = 0 is calculated.

[0137] dH2SOC

[0138] =H2SOC[i] - aveH2SOC

[0139] =H2SOC[0]-aveH2SOC …(6)

[0140] In other words, the fuel residue difference dH2SOC of mechanism 214 is the difference calculated by subtracting the average fuel residue aveH2SOC of all fuel tanks 40, 250, 260, 340, 350, 360 of mechanism 214 from the total fuel residue H2SOC[0] of fuel tanks 40, 250, 260, 340, 350, 360, 140, 450, 460, 440, 550, 560 of mechanism 214 (step S3a, equation (4)).

[0141] Then, in step S3f, based on equation (7), the fuel residue correction amount (fuel residue adjustment amount) CordH2SOC[W] is calculated (converted) to correct (adjust) the fuel residue difference dH2SOC[Pa] of the mechanism 214 calculated in step S3e by the load 20 of the mechanism 214.

[0142] CordH2SOC

[0143] =dH2SOC×GainH2SOC …(7)

[0144] Here, GainH2SOC[W / Pa] is the correction gain (conversion coefficient), which is the ratio (ΔDU / ΔH2) of the unit fuel increase ΔH2[Pa] of the fuel gas supplied from fuel tanks 40, 250, 260 (340, 350, 360) through pressure reducing valve 65 (365) to the unit output increase ΔDU[W] of load 20. This ratio (ΔDU / ΔH2) is pre-determined as a characteristic (correspondence) of the increase function and is recorded as a correspondence in the storage device of control device 30 (32). Even if this ratio has different values ​​in fuel cell system 218 and fuel cell system 318, control can be performed to reduce or even eliminate the difference in fuel residual amount.

[0145] Then, in step S3g, the auxiliary device output correction amount CorAux[i] = CorAux[0][W] of the auxiliary device output difference of the auxiliary device 214 is calculated based on equation (8).

[0146] CorAux[0]

[0147] =aveAux-AuxPwr[i]

[0148] =aveAux-AuxPwr[0] …(8)

[0149] In other words, the auxiliary equipment output correction amount CorAux of mechanism 214 is the difference calculated by subtracting the output AuxPwr[0] of auxiliary equipment 28 of mechanism 214 (which also includes the input power of air pumps 42 and 342) from the average value of auxiliary equipment output AuxPwr[1] of auxiliary equipment 128 of mechanism 314 (which also includes the input power of air pumps 142 and 542) from the average value of auxiliary equipment output aveAux.

[0150] Then, in step S3h, based on inequality (9), it is determined whether the fuel residual correction amount CordH2SOC[0] of the determination mechanism 214 is below the predetermined threshold Ghs[Pa].

[0151] CordH2SOC[0]≤Ghs ​​…(9)

[0152] When the value is below the threshold Ghs (step S3h: yes), the fuel residue correction amount CordH2SOC[0] is small, which is considered to be a small fuel residue difference.

[0153] In this case, in step S3i, the correction amount CorOutBank[i] = CorOutBank[0][W] in mechanism 214 is set to the correction of the auxiliary device output correction amount CorAux[0] of auxiliary device 28 shown in equation (10).

[0154] CorOutBank[0]=CorAux[0]…(10)

[0155] On the other hand, if the threshold Ghs is exceeded (step S3h: no), in step S3j, as shown in equation (11), the mechanism correction amount CorOutBank[0][W] of mechanism 214 is set to the value obtained by adding the auxiliary device output correction amount CorAux[0] calculated for auxiliary device 28 in step S3g and the fuel residual amount correction amount CordH2SOC[0] calculated in step S3f.

[0156] CorOutBank[0]

[0157] =CorAux[0]+CordH2SOC[0]…(11)

[0158] That is, when the fuel residual amount correction amount CordH2SOC exceeds the threshold Ghs (step S3h: no), the mechanism correction amount CorOutBank[0] of mechanism 214 is set to the sum of the auxiliary equipment output correction amount CorAux[0] and the fuel residual amount correction amount CordH2SOC[0].

[0159] Then, in step S3k, it is determined whether, as shown in equation (12), the vehicle speed VehSpd[m / s] obtained from the vehicle speed sensor 90 exceeds the set value, i.e., the threshold value Gvs[m / s], and whether the required output (required driving force) ReqPwrVeh[W] of the vehicle 13 (step S1) exceeds the threshold value Gvp[W].

[0160] VehSpd>Gvs & ReqPwrVeh>Gvp…(12)

[0161] In this case, if at least one of the conditions on the left or right side of “&” in equation (12) is not met (step S3k: no), in step S3l, as shown in equation (13), the load correction amount CorDU[i] = CorDU[0] of the mechanism 214 is set to 0 and no correction (adjustment) is performed.

[0162] CorDU[0]=0 …(13)

[0163] This is because, when the fuel cell vehicle 13 is idling or at low speeds below the threshold Gvs [m / s], the generated electricity Pfc in the FC system 218 (FC stack 44) is small. Therefore, even if correction (adjustment) is performed, it is difficult to achieve the effect of correction (adjustment) in a short period of time. In other words, it is difficult to achieve the effect of reducing the fuel residue in fuel tanks 40, 250, 260, 340, 350, and 360 (the effect of reducing the fuel residue difference).

[0164] On the other hand, under the condition of “step S3k: yes” (VehSpd>Gvs & ReqPwrVeh>Gvp), in step S3m, as shown in equation (14), the load correction amount CorDU[0] for adjusting (correcting) the power consumption of the load 20 of the mechanism 214, i.e. the load requirement output, is calculated.

[0165] CorDU[i] = CorDU[0]

[0166] =CorOutBank[0] …(14)

[0167] In the first step S3m, it is set to a state in which the load 20 of the mechanism 214 specified by index i = 0 can be corrected (adjusted) to a value equivalent to the correction amount CorOutBank[0] set in step S3i or step S3j.

[0168] In fact, at this time, roughly simultaneously, it is set to a state in which the load 120 of the other party's mechanism 314 can be corrected (adjusted) to a degree equivalent to the correction amount CorOutBank[1] described later.

[0169] That is, in step S3n, the following processing is performed: the index i is increased by only 1 so that i = i + 1 = 1 (mechanism 314), step S3d: "Yes" (1 < 2) → step S3e → step S3f {fuel residual amount correction amount CordH2SOC[1]} → step S3g {auxiliary equipment output correction amount CorAux[1] = aveAux - AuxPwr[1]} → step S3h → (step S3i or step S3j) → step S3k → (step S3l or step S3m) → step S3n (i = 2) → step S3d (2 < 2): "No".

[0170] Therefore, in the second step S3m, the system is set to a state where the load 120 of the mechanism 314 specified by index i=1 can be corrected (adjusted) to a degree equivalent to the correction amount CorOutBank set in step S3i or step S3j, and then proceeds to... Figure 3 Step S4.

[0171] In this case, for example, in the second step S3m, as shown in Equation (15), the load correction amount CorDU[1] is calculated to adjust (correct) the power consumption of load 120, i.e. the load demand output.

[0172] CorDU[i] = CorDU[1]

[0173] =CorOutBank[1] …(15)

[0174] Then, in Figure 3 In step S4, the index i is set to i = 0 (mechanism 214).

[0175] In step S5, it is determined whether index i is less than the number of agencies b (i < b).

[0176] In the first determination of step S5, since i < b (0 < 2) is true, step S5 is "yes". After that, step S6, step S7 and step Smod are described later. Then, step S8 (i = i + 1 = 1: mechanism 314), step S5 is "yes", step S6, step S7, step Smod, step S8 (i = i + 1 = 2), step S5 (2 < 2) is "no", and the process ends.

[0177] Therefore, in the first step S6 process, the calibration mechanism output requirement value CorPwrDU[0] of the load 20 of the computer switch 214 based on equation (16) is used, and in the second step S6 process, the calibration mechanism output requirement value CorPwrDU[1] of the load 120 of the computer switch 314 based on equation (17) is used.

[0178] CorPwrDU[0]=ReqPwrDU[0]+CorDU[0]

[0179] …(16)

[0180] CorPwrDU[1]=ReqPwrDU[1]+CorDU[1]

[0181] …(17)

[0182] Equation (16) is a mathematical expression used to calculate the correction mechanism output requirement value CorPwrDU[0] set for the load 20 of one of the mechanisms 214 in order to correct (adjust) the difference between the total fuel residual amount of fuel tanks 40, 250, 260, 340, 350, and 360 of mechanism 214 and the total fuel residual amount of fuel tanks 140, 450, 460, 440, 550, and 560 of mechanism 314. The correction mechanism output requirement value CorPwrDU[0] set for the load 20 is the value obtained by adding the required output ReqPwrDU[0] of the load 20 calculated in step S2 and the DU correction amount CorDU[0] calculated in step S3m or step S3j.

[0183] Equation (17) is a mathematical expression used to calculate the correction mechanism output requirement value CorPwrDU[1] set on the load 120 of the other mechanism 314 in order to correct (adjust) the difference between the total fuel residual amount of fuel tanks 40, 250, 260, 340, 350, 360 of mechanism 214 and the total fuel residual amount of fuel tanks 140, 450, 460, 440, 550, 560 of mechanism 314. The correction mechanism output requirement value CorPwrDU[1] set on the load 120 of the other mechanism 314 is the value obtained by adding the required output ReqPwrDU[1] of the load 120 calculated in step S2 and the DU correction amount CorDU[1] calculated in step S3m or step S3j.

[0184] In this situation, be careful. Figure 4 In the flowchart, the auxiliary device output correction amount CorAux[0] of the auxiliary device 28 calculated in the first step S3g and the auxiliary device output correction amount CorAux[1] of the auxiliary device 128 calculated in the second step S3g are the differences obtained by subtracting the auxiliary device output AuxPwr[0] of the auxiliary device 28 or the auxiliary device output AuxPwr[1] of the auxiliary device 128 from the average auxiliary device output aveAux, respectively. Therefore, their signs are opposite and their values ​​are equal.

[0185] Also, please note that Figure 4In the flowchart, the fuel residual correction amount CordH2SOC[0] of the mechanism 214 calculated in the first step S3f and the fuel residual correction amount CordH2SOC[1] of the mechanism 314 calculated in the second step S3f are the values ​​obtained by multiplying the difference between the average fuel residual amount aveH2SOC and the total fuel residual amount H2SOC[0] of fuel tanks 40, 250, 260, 340, 350, 360 or the total fuel residual amount H2SOC[1] of fuel tanks 140, 450, 460, 440, 550, 560 by the correction gain GainH2SOC (positive value) (steps S3e and S3f). Therefore, their signs are opposite and their values ​​are equal.

[0186] That is, the DU correction amount CorDU[0] set for the load 20 of mechanism 214 in equations (16) and (17) and the DU correction amount CorDU[1] set for the load 120 of mechanism 314 are opposite in sign and equal in value.

[0187] Therefore, when the correction mechanism output requirement value CorPwrDU[0] of the load 20 of the mechanism 214 shown in Equations (16) and (17) and the correction mechanism output requirement value CorPwrDU[1] of the load 120 of the mechanism 314 are set and the power consumption of the load 20 and the load 120, i.e. the load requirement output, is adjusted (corrected), the required output (required driving force) ReqPwrVeh[W] of the propulsion mechanism 16 of the fuel cell vehicle 13 will not change.

[0188] In other words, even if the driving force of the fuel cell vehicle 13 remains unchanged, it is possible to perform corrections (adjustments) to reduce or eliminate the difference in fuel residual quantity and / or the difference in auxiliary equipment output.

[0189] Then, in the first step S7, the following are calculated: the correction mechanism output requirement value CorPwrDU[0] of the load 20 of the mechanism 214 used to provide the first step S6; the power generation output ReqPwrFC[0][0] of the FC system 218 (the [0] on the left is the indicator for determining the FC system 218, and the [0] on the right is the indicator for determining the mechanism 214); the power generation output ReqPwrFC[1][0] of the FC system 318 (the [1] on the left is the indicator for determining the FC system 318, and the [0] on the right is the indicator for determining the mechanism 214); and the energy storage output (battery output) ReqPwrBAT[0] of the BAT system 22.

[0190] Similarly, in the second step S7, the following are calculated again: the correction mechanism output requirement value CorPwrDU[1] of the load 120 of the mechanism 314 used to provide the second step S6; the power generation output ReqPwrFC[0][1] of the FC system 418 (the [0] on the left is the indicator for determining the FC system 418, and the [1] on the right is the indicator for determining the mechanism 314); the power generation output ReqPwrFC[1][1] of the FC system 518 (the [1] on the left is the indicator for determining the FC system 518, and the [1] on the right is the indicator for determining the mechanism 314); and the energy storage output (battery output) ReqPwrBAT[1] of the BAT system 122.

[0191] In practice, after step S5: "No", control device 30 sets the load output of load 20 of mechanism 214 based on the correction amount from the first step S6, and controls FC systems 218, 318 and BAT system 22 based on the recalculated value from the first step S7 and the load output of load 20. Simultaneously, based on the correction amount from the second step S6, it sets the load output of load 120 of mechanism 314, and controls FC systems 418, 518 and BAT system 122 based on the recalculated value from the second step S7 and the load output of load 120.

[0192] Next, the process of step Smod for eliminating the difference in fuel residue in FC systems 218, 318 (418, 518) within mechanism 214 (314) {(the difference between the total fuel residue in fuel tanks 40, 250, 260 and the total fuel residue in fuel tanks 340, 350, 360) and (the difference between the total fuel residue in fuel tanks 140, 450, 460 and the total fuel residue in fuel tanks 440, 550, 560)} will be explained.

[0193] exist Figure 3 In the first step S9, the FC output correction InBankFC•Correction[u] is calculated based on the difference in fuel residual amount within one of the mechanisms 214 (the difference between the total fuel residual amount of fuel tanks 40, 250, and 260 and the total fuel residual amount of fuel tanks 340, 350, and 360). (u is the number of FC systems 218 and 318 within mechanism 214, where u = 2).

[0194] Figure 5 It provides Figure 3 The detailed flowchart of the calculation and processing of the FC output correction amount InBankFC•Correction(u) in step S9 is shown below.

[0195] In the first step S9a, the average value of fuel residue in the mechanism 214 of one side is calculated as aveInH2SOC[0].

[0196] In this case, consider the following scenario: within mechanism 214, valves 66, 254, and 266 ( Figure 2 When the valves 338, 354, and 366 are opened, the pressures of the fuel tanks 40, 250, and 260 connected to each other are equal. In addition, when the valves 338, 354, and 366 are opened, the pressures of the fuel tanks 340, 350, and 360 connected to each other are also equal.

[0197] As shown in Equation (18), the average value of the residual fuel in the mechanism 214 of one side is calculated as aveInH2SOC[0][Pa], which is the average value of the residual fuel in fuel tanks 40, 250, and 260 detected by pressure sensor 41 as InBankH2SOC[0][0][Pa] and the residual fuel in fuel tanks 340, 350, and 360 detected by pressure sensor 341 as InBankH2SOC[1][0][Pa].

[0198] aveInH2SOC[0]

[0199] =(InBankH2SOC[0][0])

[0200] +InBankH2SOC[1][0]) / 2

[0201] …(18)

[0202] Then, in step S9b, the index i is set to i = 0 (FC system 218 and FC system 318 within mechanism 214).

[0203] In the first step S9c, it is determined whether index i is less than the number of FC systems u in the organization (i < u) (u is the number of FC systems, u = 2).

[0204] Since the first determination in step S9c is affirmative (step S9c: yes), proceed to step S9d.

[0205] In the first step S9d, based on equation (19), the difference between the fuel residue InBankH2SOC[0][0] of the FC system 218 (fuel tanks 40, 250, 260) in one of the mechanisms 214 and the average fuel residue in the mechanism 214 aveInH2SOC[0] ([mechanism index]) [Pa] is calculated, that is, the fuel difference between the systems in the mechanism InBank•dH2SOC[0][0].

[0206] InBank•dH2SOC[0][0]([FC System Indicators][Institutional Indicators])

[0207] =aveInH2SOC[0]-InBankH2SOC[0][0]

[0208] …(19)

[0209] In step S9e, based on equation (20), the correction amount (adjustment amount) of the FC system 218 used to provide (fill) the fuel difference InBank•dH2SOC[0][0] between systems within the agency is calculated, namely the FC output correction amount CorInFC[0][0] (in [W]).

[0210] CorInFC[0][0]

[0211] =InBank•dH2SOC[0][0]×GainH2SOC[0][0]

[0212] …(20)

[0213] Here, GainH2SOC[0][0][W / Pa] is the correction gain (conversion coefficient), which is the ratio of the unit fuel increase ΔH2[Pa] of the fuel gas supplied from fuel tanks 40, 250, 260 to the unit power generation increase ΔPfc[W] of the FC stack 44 (ΔPfc / ΔH2). It can be used as a characteristic (correspondence) of the pre-determined increase function and is recorded as a correspondence in the storage device of the control device (30) 32.

[0214] Then, in step S9f, let i = i + 1 = 0 + 1, and proceed to step S9c. In this case, since it is the second time, i < u, 1 < 2, so steps S9d and S9e are performed again.

[0215] In the second step S9d, based on equation (21), the difference between the residual amount of fuel InBankH2SOC[1][0] of the residual FC system 318 (fuel tanks 340, 350, 360) in one of the mechanisms 214 and the average amount of residual fuel in the mechanism 214 aveInH2SOC[0] is calculated, that is, the fuel difference between the systems in the mechanism InBank•dH2SOC[1][0].

[0216] InBank•dH2SOC[1][0]

[0217] =aveInH2SOC[0]-InBankH2SOC[1][0]

[0218] …(twenty one)

[0219] In the second step S9e, based on equation (22), the correction amount (adjustment amount) of the FC system 318 used to provide (fill) the fuel difference between systems within the agency InBank•dH2SOC[1][0], namely the FC output correction amount CorInFC[1][0] (in [W]).

[0220] CorInFC[1][0]

[0221] =InBank•dH2SOC[1][0]×GainH2SOC[1][0]

[0222] …(twenty two)

[0223] Here, GainH2SOC[1][0][W / Pa] is the correction gain (conversion coefficient), which is the ratio of the unit fuel increase ΔH2[Pa] of the fuel gas supplied from fuel tanks 340, 350, and 360 to the unit power generation increase ΔPfc[W] of the FC stack 344 (ΔPfc / ΔH2). It can be used as a characteristic (correspondence) of the pre-determined increase function and is recorded as a correspondence in the storage device of the control device 30 (32).

[0224] Then, in the second step S9f, let i = i + 1, and proceed to the third step S9c. In the third determination, since i < u and 2 < 2, the process ends and proceeds to... Figure 3 Step S10.

[0225] Then, in step S10, the index j of the FC system within the agency 214 used to determine one party is set to index j = 0.

[0226] Then, the following processing is performed: the first step S11 (0 < 2): "Yes", the first step S12, the first step S13 (j = j + 1 = 1), the second step S11 (1 < 2): "Yes", the second step S12, the second step S13 (j = j + 1 = 2), until the third step S11 (2 < 2): "No".

[0227] In this case, in the first step S12, the required FC output value CorPwrFC[0][0] set for FC system 218 is calculated based on equation (23), and in the second step S12, the required FC output value CorPwrFC[1][0] set for FC system 318 is calculated based on equation (24).

[0228] CorPwrFC[0][0]

[0229] =ReqPwrFC[0][0]+CorInFC[0][0] …(23)

[0230] CorPwrFC[1][0]

[0231] =ReqPwrFC[1][0]+CorInFC[1][0]…(24)

[0232] Here, the internal FC output correction value CorInFC[0][0] and the internal FC output correction value CorInFC[1][0] are the same in magnitude but opposite in sign.

[0233] In this case, the fuel residue level between FC systems 218 and 318 within the mechanism 214 is corrected based on the generated power Pfc of FC system 218 and FC system 318. Therefore, the power supplied to load 20 through lines 72, 372, integrated connector 24, and line 80 remains unchanged. That is, even if the fuel residue level between FC system 218 and FC system 318 is corrected (the difference is reduced or eliminated), the input to load 20 (the output of load 20) will not change.

[0234] Then, in the first step S8, i is set to i+1, in the second step S5: "Yes", in the second step S6, as described above, based on equation (17), the correction mechanism output requirement value CorPwrDU[1] for the other party's mechanism 314 is calculated.

[0235] Then, in the second step S7, the required output value of the correction mechanism of the load 120 of the mechanism 314 for providing the second step S6, the required output of the FC system 418, the required output of the FC system 5 ...

[0236] The control device 30 controls the FC systems 418, 518 and BAT system 122 based on the recalculated values, but at the same time performs the second step Smod processing.

[0237] In the second step Smod, as described above, the process includes reducing or even eliminating the difference between the total amount of residual fuel in the tanks 140, 450, and 460 that supply fuel gas to the FC stack 144 of the FC system 418 in the other party's mechanism 314 and the total amount of residual fuel in the tanks 440, 550, and 560 that supply fuel gas to the FC stack 544 of the FC system 518.

[0238] In this case, in the second step S9a, as shown in equation (25) corresponding to equation (18), the average value of the fuel residue in the mechanism 314 of the other party, aveInH2SOC[1][Pa], is calculated as the average value of the fuel residue in fuel tanks 140, 450, and 460 detected by pressure sensor 141, and the fuel residue in fuel tanks 440, 550, and 560 detected by pressure sensor 441, aveInH2SOC[0][1][Pa].

[0239] aveInH2SOC[1]

[0240] =(InBankH2SOC[0][1]+InBankH2SOC[1][1]) / 2

[0241] …(25)

[0242] Then, in the second step S9b, the index i is set to i = 0 (FC system 418 and FC system 518 within mechanism 314).

[0243] In the second step S9c, it is determined whether index i is less than the number of FC systems u in the organization (i < u) (u is the number of FC systems, u = 2).

[0244] Since the first determination of the second step S9c is affirmative (step S9c: yes), the process proceeds to the third step S9d.

[0245] In the third step S9d, based on Equation (26) corresponding to Equation (19), the difference between the fuel residue InBankH2SOC[0][1] of the FC system 418 (fuel tanks 140, 450, 460) in the other party's mechanism 314 and the average fuel residue in the mechanism 314 aveInH2SOC[1] ([mechanism index]) [Pa] is calculated, that is, the fuel difference between the systems in the mechanism InBank•dH2SOC[0][1].

[0246] InBank•dH2SOC[0][1]([FC System Indicators][Institutional Indicators])

[0247] =aveInH2SOC[1]-InBankH2SOC[0][1]

[0248] …(26)

[0249] In the third step S9e, based on Equation (27) corresponding to Equation (20), the correction amount (adjustment amount) of FC system 418 used to provide (fill) the fuel difference InBank•dH2SOC[0][1] between systems within the agency, namely the FC output correction amount CorInFC[0][1] (in [W]).

[0250] CorInFC[0][1]

[0251] =InBank•dH2SOC[0][1]×GainH2SOC[0][1]

[0252] …(27)

[0253] Here, GainH2SOC[0][1][W / Pa] is the correction gain (conversion coefficient), which is the ratio of the unit fuel increase ΔH2[Pa] of the fuel gas supplied from fuel tanks 140, 450, 460 to the unit power generation increase ΔPfc[W] of the FC stack 144 (ΔPfc / ΔH2). It can be used as a characteristic (correspondence) of the pre-determined increase function and is recorded as a correspondence in the storage device of the control device 30 (32).

[0254] Then, in step S9f, let i = i + 1, and proceed to step S9c for determination. In this case, since it is the third time, i < u, 1 < 2 (step S9c: yes), therefore, the fourth step S9d and the fourth step S9e are performed.

[0255] In the fourth step S9d, based on equation (28), the difference between the residual fuel amount InBankH2SOC[1][1] of the remaining FC system 518 (fuel tanks 440, 550, 560) in the other party's mechanism 314 and the average residual fuel amount in the mechanism 314 aveInH2SOC[1] is calculated, i.e., the fuel difference between the systems in the mechanism InBank•dH2SOC[1][1].

[0256] InBank•dH2SOC[1][1]

[0257] =aveInH2SOC[1]-InBankH2SOC[1][1]

[0258] …(28)

[0259] In the fourth step S9e, based on equation (29), the correction amount (adjustment amount) of the FC system 518 used to provide (fill) the fuel difference InBank•dH2SOC[1][1] between systems within the agency is calculated, namely the correction amount of the FC output within the agency CorInFC[1][1] (in [W]).

[0260] CorInFC[1][1]

[0261] =InBank•dH2SOC[1][1]×GainH2SOC[1][1]

[0262] …(29)

[0263] Here, GainH2SOC[1][1][W / Pa] is the correction gain (conversion coefficient), which is the ratio of the unit fuel increase ΔH2[Pa] of the fuel gas supplied from fuel tanks 440, 550, 560 to the unit power generation increase ΔPfc[W] of the FC stack 544 (ΔPfc / ΔH2). It can be used as a characteristic (correspondence) of the pre-determined increase function and is recorded as a correspondence in the storage device of the control device 30 (32).

[0264] Then, in the fourth step S9f, let i = i + 1, and perform the fourth step S9c. In the fourth determination, since i < u and 2 < 2 (step S9c: no), the process ends and proceeds to... Figure 3 Step S10.

[0265] Then, in the second step S10, the index j used to determine the FC system within the other party's agency 314 is set to index j = 0.

[0266] Then, proceed as follows: Step S11: "Yes", Step S12, Step S13, Step S11: "Yes", Step S12, Step S13, until Step S11: "No".

[0267] In this case, in the third step S12, the corrected FC output requirement value CorPwrFC[0][1] set for the FC system 418 is calculated based on equation (30), and in the fourth step S12, the corrected FC output requirement value CorPwrFC[1][1] set for the FC system 518 is calculated based on equation (31).

[0268] CorPwrFC[0][1]

[0269] =ReqPwrFC[0][1]+CorInFC[0][1]…(30)

[0270] CorPwrFC[1][1]

[0271] =ReqPwrFC[1][1]+CorInFC[1][1]…(31)

[0272] Here, the internal FC output correction value CorInFC[0][1] and the internal FC output correction value CorInFC[1][1] are the same in magnitude but opposite in sign.

[0273] In this case, since the fuel residue balance between FC systems 418 and 518 within the mechanism 314 is corrected based on the generated power Pfc of FC system 418 and FC system 518, the power supplied to load 120 through lines 172, 572, integrated connector 124, and line 180 will not change. That is, even if the fuel residue balance between FC system 418 and FC system 518 is corrected (the difference is reduced or eliminated), the output of load 120 will not change.

[0274] Then, in the second step S8, set i = i + 1 = 2, and in the third step S5: "No", end the setting process.

[0275] In practice, after step S5: "No", control device 30 sets the load output of load 20 based on the correction amount in step S6, and controls FC system 18 and BAT system 22 based on the recalculated value in step S7 and the load output of load 20. Simultaneously, it sets the load output of load 120 based on the correction amount in step S6, and sets the FC system 118 and BAT system 122 based on the recalculated value in step S7 and the load output of load 120.

[0276] [Summary of Implementation Methods]

[0277] A. Homogenization of fuel residue between mechanism 214 and mechanism 314

[0278] In order to reduce the difference in fuel residual amount (fuel residual amount H2SOC[0] of fuel tanks 40, 250, 260, 340, 350, 360 of fuel cell unit 214 - fuel residual amount H2SOC[1] of fuel tanks 140, 450, 460, 440, 550, 560 of fuel cell unit 314) during power generation (including during driving and idling), the required output (power consumption) ReqPwrDU[0] of load 20 and the required output (power consumption) ReqPwrDU[1] of load 120 are adjusted. Load 20 is supplied with the power generation Pfc of FC stacks 44, 344 of fuel cell unit 214, and load 120 is supplied with the power generation Pfc of FC stacks 144, 544 of fuel cell unit 314.

[0279] For example, when the fuel residual amount obtained by subtracting the average fuel residual amount aveH2SOC from the fuel residual amount (H2SOC[0] or H2SOC[1]) is large (a positive value), the fuel residual amount is set as the fuel residual amount H2SOC[0] of the mechanism 214 (the total fuel residual amount of fuel tanks 40, 250, 260, 340, 350, and 360). The demand output of the load 20 that is being supplied with the fuel residual amount H2SOC[0] is set to a large demand output (ReqPwrDU[0] + CorDU[0] (positive value)), and the demand output of the load 120 that is being supplied with a small (a negative value) fuel residual amount H2SOC[1] is set to a small demand output (ReqPwrDU[1] + CorDU[1] (negative value)) (step S6).

[0280] In this way, the control is performed so that the DU correction amount [0] = CorDU [0] of load 20 is a positive value, and the DU correction amount [1] = CorDU [1] of load 120 has the same absolute value and is a negative value.

[0281] In this case, the FC output requirement value RecPwrFC[0] of FC systems 218 and 318 is recalculated, and the increase in the DU correction amount CorDU[0] of load 20 is set to a large value. With this setting, the pressure reducing valves 65 and 365 are adjusted by ECU 32 (or ECU 30) to increase the amount of hydrogen supplied to FC stack 344. On the other hand, the FC output requirement value RecPwrFC[0] of FC systems 418 and 518 is recalculated, and the decrease in the DU correction amount CorDU[1] of load 120 is set to a small value. With this setting, the pressure reducing valves 165 and 565 are adjusted by ECU 132 (or ECU 30) to decrease the amount of hydrogen supplied to FC stacks 144 and 544 (step S7).

[0282] Therefore, the total value of the required output of ReqPwrVeh for the vehicle and the required output of loads 20 and 120 (ReqPwrDU[0]+ReqPwrDU[1]) remains unchanged, and the difference in fuel residual amount between fuel tanks 40 and 140 decreases or even disappears over time.

[0283] Therefore, it is possible to achieve uniformity of the total fuel residue in fuel tanks 40, 250, 260, 340, 350, and 360 of FC unit 214 with the fuel residue in fuel tanks 140, 450, 460, 440, 550, and 560 of FC unit 314.

[0284] This extends the operating time of the output integration system 11 of multiple FC organs 214 and 314. Consequently, it extends the operating time of the fuel cell vehicle 13.

[0285] Furthermore, when the fuel residue between FC unit 214 and FC unit 314 is homogenized, since the fuel residue of FC system 218 (total fuel residue of tanks 40, 250, and 260) and the fuel residue of FC system 318 (tanks 340, 350, and 360) within FC unit 214 are homogenized, the operating time of the total power generated by the power generation Pfc1 of FC system 218 and the power generation Pfc2 of FC system 318 can be extended.

[0286] Similarly, when the fuel residue between FC unit 214 and FC unit 314 is homogenized, since the fuel residue of FC system 418 (total fuel residue of tanks 140, 450, and 460) and the fuel residue of FC system 518 (tanks 440, 550, and 560) in FC unit 314 are homogenized, the operating time of the total power generated by the power generation Pfc3 of FC system 418 and the power generation Pfc4 of FC system 518 can be extended.

[0287] B. Maintenance control of stored power (SOC of energy storage devices 50, 150)

[0288] In the above embodiment, while performing the process of reducing the difference in fuel residual amount over time, the difference between the auxiliary device outputs AuxPwr[0] and AuxPwr[1] of the auxiliary devices 28 and 128 and the average value of the auxiliary device outputs auxAux, aveAux-AuxPwr[0] and aveAux-AuxPwr[1] (step S3g), is set as the auxiliary device output correction amount CorAux[0] and CorAux[1] (values ​​with the same absolute value but opposite signs), and is added to the fuel residual amount correction amount CordH2SOC[i] (step S3j).

[0289] For example, when the auxiliary output AuxPwr[0] of auxiliary device 28 is greater than the auxiliary output AuxPwr[1] of auxiliary device 128, the fuel residual correction amount CordH2SOC[0] of load 20 is reduced by only an amount equivalent to the auxiliary output correction amount CorAux[0], and the fuel residual correction amount CordH2SOC[1] of load 120 is increased by only the auxiliary output correction amount CorAux[1] (step S6).

[0290] Through this control, since the stored power Pbat supplied from the BAT converter 52 of the BAT system 22 to the load 20 is reduced, the output of the energy storage device 50 on the auxiliary device 28 side can be reduced (ReqPwrBAT recalculation: step S7) (the power supplied from the energy storage device 50 to the auxiliary device 28 does not change). On the other hand, since the stored power Pbat supplied from the BAT converter 152 of the BAT system 122 on the auxiliary device 128 side is increased, the output of the energy storage device 150 on the auxiliary device 128 side can be increased (ReqPwrBAT recalculation: step S7) (the power supplied from the energy storage device 150 to the auxiliary device 128 does not change).

[0291] By controlling it in this way, it is possible to reduce the difference in residual energy between the energy storage devices 50 and 150 over time.

[0292] Moreover, for example, when the fuel cell vehicle 13 is idling, the energy storage capacity (residual energy storage capacity) of the energy storage device 50 (150) is increased by charging the generated power Pfc of the FC system 218, 318 (418, 518), thereby maintaining the predetermined energy storage capacity (SOC).

[0293] [Variation Example]

[0294] The above embodiments can be modified as follows.

[0295] [Structure of the variant example]

[0296] Figure 6 This is a schematic structural diagram showing an example of the structure of a fuel cell vehicle 12 according to a modified example, which includes the output integration system 10 of the modified example.

[0297] Furthermore, in the modified output integration system 10 and the modified fuel cell vehicle 12, the same reference numerals are used to refer to the structures corresponding to or the same as the output integration system 11 and the fuel cell vehicle 13 described above, and only the different parts are described.

[0298] like Figure 6 As shown, the output integration system 10 has two FC mechanisms 14 and 114.

[0299] If Figure 6 and Figure 1 A comparison will make it clear that the output integration system 11 involved in the implementation method ( Figure 1 In comparison, the output integration system 10 involved in the modified example differs in that the FC system of FC mechanism 14 and 114 is composed of an FC system 18 and 118 respectively, and the fuel tank of FC mechanism 14 and 114 is composed of a fuel tank 40 and 140 respectively.

[0300] One of the FC mechanisms 14 includes: an FC system 18; a BAT system 22; a load 20; an integration connector 24; an auxiliary device connector 26; an auxiliary device 28; and a control device 32.

[0301] The other party's FC mechanism 114 includes: FC system 118; BAT system 122; load 120; integrated connector 124; auxiliary equipment connector 126; auxiliary equipment 128; and control device 132.

[0302] In both the FC (Fueling Unit) 14 and the FC 114, the structural elements are identical except for the auxiliary equipment 28 and 128. The auxiliary equipment 28 in the FC 14 includes, for example, an in-vehicle air conditioner and an electric steering system, while the auxiliary equipment 128 in the FC 114 includes, for example, a heater for heating and a cargo refrigeration unit.

[0303] The FC system 18 constituting one of the FC mechanisms 14 has an FC stack 44. It includes: a gas pump 42 connected to the cathode inlet of the FC stack 44 via a passage 68; a fuel tank 40 connected to the anode inlet of the FC stack 44 via a passage 64; and an FC converter (FC VCU) 46 electrically connected to the voltage output terminals of the FC stack 44 via a line 70. The output of the FC converter 46 is electrically connected to an integrated connector 24 via a line 72.

[0304] A pressure sensor 41 is attached to the fuel tank 40 to measure the pressure of the fuel tank 40. Between the fuel tank 40 and the anode inlet of the FC reactor 44, a valve 66, a pressure reducing valve 65 and a pressure sensor 63 are arranged sequentially from the fuel tank 40 side.

[0305] The BAT system 22 includes: an energy storage device (battery: BAT) 50; and a BAT converter (also known as a BAT VCU) 52 as a buck-boost converter.

[0306] The energy storage voltage Vbat of the energy storage device 50 is converted into a boosted high-voltage energy storage power Pbat through line 73, auxiliary equipment connector 26 and line 75, and through BAT converter 52, and is supplied to the input terminal of the other side of the integrated connector 24 via line 77.

[0307] The load 20 includes: an inverter (also known as a PDU) 54; and a motor (MOT) 56 as the main equipment.

[0308] Furthermore, the generated power Pfc from the FC stack 44 is supplied to the load 20 during operation via the FC converter 46 and the integrated connector 24. In addition, when the FC system 18 is idling, the power is stepped down at the BAT converter 52 via the integrated connector 24. The stepped-down power is used to charge the energy storage device 50 (energy storage) via the auxiliary equipment connector 26.

[0309] Furthermore, when the accelerator pedal (not shown) of the fuel cell vehicle 12 is released and deceleration occurs, the regenerative power of the motor 56 charges the energy storage device 50 through the inverter 54, the integrated connector 24, the BAT converter 52, and the auxiliary equipment connector 26.

[0310] BAT converter 52 is a bidirectional converter capable of switching between power supply from energy storage device 50 to load 20 in the boost direction and power supply from FC system 18 and / or load 20 to energy storage device 50 in the buck direction.

[0311] The stored electrical power Pbat from the energy storage device 50 is used as input power to operate the air pump 42 and the auxiliary equipment 28. In fact, the air pump 42 is also an auxiliary equipment, so the power supplied to the auxiliary equipment 28 may also include the power supplied to the air pump 42.

[0312] The FC system 118 constituting the other FC mechanism 114 has an FC stack 144. It includes: a gas pump 142 connected to the cathode inlet of the FC stack 144 via a passage 168; a fuel tank 140 connected to the anode inlet of the FC stack 144 via a passage 164; and an FC converter 146 as a boost converter, electrically connected to the voltage output terminals of the FC stack 144 via a line 170. The output of the FC converter 146 is electrically connected to an integrated connector 124 via a line 172.

[0313] A pressure sensor 141 is attached to the fuel tank 140 to measure the pressure of the fuel tank 140. Between the fuel tank 140 and the anode inlet of the FC reactor 144, a valve 166, a pressure reducing valve 165 and a pressure sensor 163 are arranged sequentially from the fuel tank 140 side.

[0314] The BAT system 122, which constitutes the other party's mechanism 114, includes an energy storage device 150 and a BAT converter 152.

[0315] The energy storage devices 50 and 150 can also be secondary batteries such as lithium-ion batteries and / or capacitors.

[0316] The load 120 of the other component 114 includes an inverter 154 and a motor 156.

[0317] The propulsion mechanism 16, which is connected to the main shaft 82 of the motor 56 of mechanism 14 and the main shaft 182 of the motor 156 of mechanism 114, has a reduction mechanism 60 and wheels 62.

[0318] The generated electricity Pfc[W] and stored electricity Pbat[W] from each of the units 14 (114) are supplied to the load 20 (120) individually or in combination via the integration connector 24 (124). During so-called power driving, the inverter 54 (154) converts the DC power to AC power and supplies it to the motor 56 (156).

[0319] The motor 56 (156) is rotated by AC power, and the spindle 82 (182) generates rotational driving force.

[0320] The fuel cell vehicle 12 is driven by the rotational force generated by the main shaft 82 (182) of the motor 56 (156) of the mechanism 14 (114) through the propulsion mechanism 16.

[0321] In this case, gear 83 (183) meshes with gear 84. Gear 84 is connected to wheel 62 via drive shaft 85, differential gears 86 and 87 and axle 88.

[0322] One device 14 is equipped with a control device 32. The other device 114 is equipped with a control device 132. The fuel cell vehicle 12 is equipped with a control device 30.

[0323] Control devices 30, 32, and 132 are each composed of an ECU (Electronic Control Unit). An ECU is a computer, including a microcomputer, which, in addition to a CPU (Central Processing Unit) as a processor, ROM (including EEPROM) and RAM (Random Access Memory) as memory, also has input / output devices such as AD converters and DA converters, and timers as timing units. One or more CPUs (processors) read and execute programs recorded in ROM, performing various functions as functional implementation units (function implementation units), such as control units, arithmetic units, and processing units. These functions can also be implemented in hardware.

[0324] The control device 32, which controls the mechanism 14, is connected to each structural element constituting the mechanism 14 via signal lines and control lines (not shown). In addition to being connected to pressure sensors 41 and 63, the control device 32 is also connected to various sensors (not shown), such as voltage sensors, current sensors, temperature sensors, and speed sensors.

[0325] Similarly, the control device 132 that controls the mechanism 114 is connected to the various structural elements constituting the mechanism 114 via signal lines and control lines. In addition to being connected to pressure sensors 141 and 163, the control device 132 is also connected to various sensors (not shown), such as pressure sensors, voltage sensors, current sensors, temperature sensors, and speed sensors.

[0326] Control devices 32 and 132 are connected to a control device (also called a general control device) 30 that controls the output integration system 10 and the fuel cell vehicle 12 via a communication line (not shown), and can share each other's data and calculation results in real time through communication.

[0327] In addition to being connected to the vehicle speed sensor 90 and the power on / off switch (PWR SW) 92 of the fuel cell vehicle 12, the control device 30 is also connected to switch sensors such as the accelerator pedal sensor and brake pedal sensor (not shown), and is also connected to the propulsion mechanism 16 and the electric power steering device (not shown).

[0328] Control devices 32, 132 and 30 execute programs to control FC systems 18, 118, BAT systems 22, 122, auxiliary devices 28, 128, integrated connectors 24, 124, auxiliary device connectors 26, 126 and loads 20, 120 according to the switching position of the switches and the physical quantities detected by the sensors.

[0329] Control devices 32 and 132 can also be integrated into a single control device 30.

[0330] To avoid complexity and facilitate understanding, the following description uses an integrated control device 30 to control the fuel cell vehicle 12, which includes: an output integration system 10 with mechanisms 14 and 114; and a propulsion mechanism 16.

[0331] For example, the control device 30 controls the FC converter 46 (146) based on the storage voltage Vbat of the storage device 50 (150), thereby enabling the setting of the power generation voltage Vfc (power generation current Ifc, power generation Pfc) of the FC stack 44 (144).

[0332] [The actions in the variation]

[0333] Then, basically refer to Figure 7 The flowchart illustrates the operation of the fuel cell vehicle 12 described above, which has the output integration system 10 described in the modified example. Unless otherwise specified, the control unit is the control device 30.

[0334] Moreover, in Figure 7 In the flowchart, for the... Figure 3 For the steps in the flowchart shown, if they correspond to the same processing content or are identical, label the steps with the same step number and provide a brief explanation.

[0335] Furthermore, this control is executed when the power switch 92 is in the ON position, thereby generating electricity from the FC systems 18 and 118. In this case, the fuel cell vehicle 12 is either in a driving or idling state. At idle, the FC systems 18 and 118 are in a state of generating electricity with a small amount of power.

[0336] The remaining power generated during operation and the power generated during idling are charged to the energy storage device 50 (150) via the FC converter 46 (146), the integrated connector 24 (124), the BAT converter 52 (152), and the auxiliary equipment connector 26 (126). The stored power of the energy storage device 50 (150) is supplied to the air pump 42 (142) via the auxiliary equipment connector 26 (126) and line 74 (174), and is also supplied to various auxiliary devices 28 (128) via line 76 (176).

[0337] exist Figure 7 In step S1, the control device 30 calculates the required output (vehicle required output, required driving force, vehicle required driving force) ReqPwrVeh[W) of the propulsion mechanism 16 of the fuel cell vehicle 12. For example, the required output ReqPwrVeh of the fuel cell vehicle 12 is calculated based on a target vehicle speed, which is calculated based on the current vehicle speed VehSpd measured by the vehicle speed sensor 90, the gradient of the driving road, the opening of the accelerator pedal, etc.

[0338] exist Figure 7 In step S2, as shown in equation (1) again, in order to provide the required output ReqPwrVeh[W] of the fuel cell vehicle 12 by the combined output (total output) of the two mechanisms 14 and 114, the required output ReqPwrDU[0] of the load 20 ([0] is an indicator representing the mechanism 14 side (the same below)) and the required output ReqPwrDU[1] of the load 120 ([1] is an indicator representing the mechanism 114 side (the same below)) are calculated (allocated).

[0339] ReqPwrVeh

[0340] =ReqPwrDU[0]+ReqPwrDU[1]…(1)

[0341] exist Figure 7 In step S2, as shown in equation (32), the required output ReqPwrDU[0][W] of the load 20, the power generation output ReqPwrFC[0] of the FC system 18 ([0] is an indicator of the power generation output ReqPwrFC of the FC system 18, and the same applies below), and the energy storage output (battery output) ReqPwrBAT[0] of the BAT system 22 ([0] is an indicator of the energy storage output ReqPwrBAT of the BAT system 22, and the same applies below) are calculated.

[0342] ReqPwrDU[0]

[0343] =ReqPwrFC[0]+ReqPwrBAT[0]…(32)

[0344] At the same time, Figure 7 Step S2, as shown in equation (33), calculates the required output ReqPwrDU[1][W] of the load 120, the power generation output ReqPwrFC[1] of the FC system 118, and the energy storage output (battery output) ReqPwrBAT[1] of the BAT system 122 ([1] is an indicator representing the energy storage output ReqPwrBAT of the BAT system 122, and the same applies below).

[0345] ReqPwrDU[1]

[0346] =ReqPwrFC[1]+ReqPwrBAT[1]…(33)

[0347] Then, in Figure 7 In step S3, in order to determine whether the required outputs ReqPwrDU[0] and ReqPwrDU[1] for loads 20 and 120 need the correction processing (DU correction processing) between mechanisms 14 and 114 as described later, the load correction amount (also known as DU correction amount) CorDU[W] = DU•Correction(b) (b is the number of mechanisms, in this variant example, b = 2).

[0348] Furthermore, the DU correction process between mechanisms 14 and 114 is a process performed to reduce or even eliminate (homogenize) the difference in fuel residue between fuel tank 40 and fuel tank 140 between mechanisms 14 and 114 by correcting (adjusting) the distribution of output power of load (DU) 20 (120) when the FC system 18 and 118 of fuel cell vehicle 12 generates electricity.

[0349] The DU correction process between mechanisms 14 and 114 is explained in detail as follows: In order to rapidly reduce the fuel in the fuel tank of the mechanism with more residual fuel in the two mechanisms 14 and 114, the load (DU) output ReqPwrDU[ ] of the mechanism with more residual fuel will be relatively increased. On the other hand, in order to slowly reduce the fuel in the fuel tank of the other mechanism with less residual fuel, the load (DU) output ReqPwrDU[ ] of the other mechanism with less residual fuel will be relatively reduced.

[0350] By doing so, the difference between the fuel residue in the fuel tank of one agency and the fuel residue in the fuel tank of the other agency can be reduced over time.

[0351] The above Figure 4 It provides Figure 7The detailed flowchart of step S3, which is used to correct (adjust) the output power of load (DU) 20 (120) in order to reduce the difference in fuel residual amount between the mechanisms 14 and 114, is as follows: The calculation process of load correction amount CorDU = DU•Correction(b) (b is the number of mechanisms) is as follows.

[0352] exist Figure 4 In step S3a, the average value of fuel residue H2SOC[Pa] is calculated based on the pressure (fuel residue H2SOC[0] and fuel residue H2SOC[1]) of fuel tank 40(140) detected by pressure sensor 41(141).

[0353] As shown in equation (4) again, the average value of fuel residue aveH2SOC[Pa] is calculated as the average value of fuel residue H2SOC[0][Pa] in fuel tank 40 and fuel residue H2SOC[1][Pa] in fuel tank 140.

[0354] aveH2SOC

[0355] =(H2SOC[0]+H2SOC[1]) / 2…(4)

[0356] In step S3b, the output AuxPwr[0] of auxiliary device 28 and the output AuxPwr[1] of auxiliary device 128 are obtained based on the detection values ​​of the voltage sensor and the current sensor (not shown). As shown in equation (5) again, the average value of the auxiliary device output aveAux[W] is calculated as the average value.

[0357] aveAux

[0358] =(AuxPwr[0]+AuxPwr[1]) / 2…(5)

[0359] Here, as shown in the flowchart, the index of agency 14 and 114 is i (i = 0, 1), and the number of agencies in agency 14 and 114 is b (b = 2).

[0360] In step S3c, the index i is set to i = 0 (initially mechanism 14).

[0361] In step S3d, it is determined whether index i is less than the number of agencies b (i < b).

[0362] In the initial determination, step S3d is affirmative (step S3d: yes), proceed to step S3e.

[0363] In step S3e, based on the re-recorded equation (6), the fuel residue difference dH2SOC[Pa] of the mechanism 14 with index i = 0 is calculated.

[0364] dH2SOC

[0365] =H2SOC[i] - aveH2SOC

[0366] =H2SOC[0]-aveH2SOC …(6)

[0367] In other words, the fuel residue difference dH2SOC of mechanism 14 is the difference calculated by subtracting the average fuel residue value aveH2SOC of fuel tank 40 from the fuel residue value H2SOC[0] of fuel tank 40 of mechanism 14 specified by index i (i=0) (step S3a).

[0368] Then, in step S3f, based on the formula (7) recorded again, the fuel residue correction amount (fuel residue adjustment amount) CordH2SOC[W] is calculated (converted) to correct (adjust) the fuel residue difference dH2SOC[Pa] calculated in step S3e by the load 20 of the mechanism 14.

[0369] CordH2SOC

[0370] =dH2SOC×GainH2SOC …(7)

[0371] Here, GainH2SOC[W / Pa] is the correction gain (conversion coefficient), which is the ratio (ΔDU / ΔH2) of the unit fuel increase ΔH2[Pa] of the fuel gas supplied from fuel tank 40(140) through pressure reducing valve 65(165) to the unit output increase ΔDU[W] of load 20(120). This ratio is pre-determined as a characteristic (correspondence) of the increase function and is recorded as a correspondence in the storage device of control device 30(32).

[0372] Then, in step S3g, based on the formula (8) recorded again, the auxiliary output correction amount CorAux[0][W] of the auxiliary device 28, which is the auxiliary device output difference of the mechanism 14, is calculated.

[0373] CorAux[0]

[0374] =aveAux-AuxPwr[i]

[0375] =aveAux-AuxPwr[0] …(8)

[0376] In other words, the auxiliary equipment output correction amount CorAux of mechanism 14 is the difference calculated by subtracting the output AuxPwr[0] of auxiliary equipment 28 (which also includes the input power of air pump 42) and the auxiliary equipment output AuxPwr[1] of auxiliary equipment 128 (which also includes the input power of air pump 142) from the average value of auxiliary equipment output aveAux, i.e., the average value of auxiliary equipment output. This difference is specified by index i (i=0).

[0377] Then, in step S3h, based on the inequality (9) recorded again, it is determined whether the fuel residual amount correction amount CordH2SOC (CordH2SOC[0]) is below the predetermined threshold Ghs[Pa].

[0378] CordH2SOC[0]≤Ghs ​​…(9)

[0379] When the value is below the threshold Ghs (step S3h: yes), the correction amount is small and is considered to be a small difference in fuel residue.

[0380] In this case, in step S3i, the correction amount CorOutBank(CorOutBank[0])[W] is set to the correction of the auxiliary device output correction amount CorAux for auxiliary device 28 only, as shown in equation (10).

[0381] CorOutBank[0]=CorAux[0]…(10)

[0382] If the threshold Ghs is exceeded (step S3h: no), in step S3j, as shown in equation (11), the mechanism correction amount CorOutBank (CorOutBank[0])[W] is set to the value obtained by adding the auxiliary device output correction amount CorAux calculated for the auxiliary device 28 in step S3g and the fuel residual amount correction amount CordH2SOC (CordH2SOC[0]) calculated in step S3f.

[0383] CorOutBank[0]

[0384] =CorAux[0]+CordH2SOC[0]…(11)

[0385] That is, when the fuel residual correction amount CordH2SOC exceeds the threshold Ghs (step S3h: no), the mechanical correction amount CorOutBank is set to the sum of the auxiliary equipment output correction amount CorAux and the fuel residual correction amount CordH2SOC.

[0386] Then, in step S3k, it is determined whether, as shown in equation (12), the vehicle speed VehSpd[m / s] obtained from the vehicle speed sensor 90 exceeds the threshold value Gvs[m / s] and the required output (required driving force) ReqPwrVeh[W] of the vehicle 12 exceeds the threshold value Gvp[W].

[0387] VehSpd>Gvs & ReqPwrVeh>Gvp…(12)

[0388] In this case, if at least one of the conditions on the left or right side of “&” in equation (12) is not met (step S3k: no), in step S3l, as shown in equation (13), the load correction amount CorDU (CorDU[0]) is set to 0, and no correction (adjustment) is performed.

[0389] CorDU[0]=0 …(13)

[0390] This is because, when the fuel cell vehicle 12 is idling or stopped, or at low speeds below the threshold Gvs [m / s], the generated electricity Pfc in the FC system 18 is small. Therefore, even if correction (adjustment) is made, it is difficult to achieve the effect of correction (adjustment) in a short period of time. In other words, it is difficult to achieve the effect of reducing the amount of fuel residue in the fuel tank 40.

[0391] On the other hand, under the condition of "step S3k: yes", in step S3m, as shown in equation (14) again, the load correction amount CorDU[i] for adjusting (correcting) the power consumption of load 20, i.e. the load demand output, is calculated.

[0392] CorDU[i] = CorDU[0]

[0393] =CorOutBank[0] …(14)

[0394] In the first step S3m, it is set to a state in which the load 20 of the mechanism 14 specified by index i = 0 can be corrected (adjusted) to a value equivalent to the correction amount CorOutBank set in step S3i or step S3j.

[0395] In fact, at this time, roughly simultaneously, it is set to a state in which a correction (adjustment) equivalent to the correction amount CorOutBank described later is performed on the load 120 of the other party's mechanism 114.

[0396] That is, in step S3n, the following processing is performed: the index i is increased by only 1 so that i = i + 1 = 1 (mechanism 114), step S3d: "Yes" → step S3e → step S3f → step S3g → step S3h → (step S3i or step S3j) → step S3k → (step S3l or step S3m) → step S3n (i = 2) → step S3d (2 < 2): "No".

[0397] Therefore, in the second step S3m, the system is set to a state where the load 120 of the mechanism 114 specified by index i=1 can be corrected (adjusted) to a degree equivalent to the correction amount CorOutBank set in step S3i or step S3j, and then proceeds to... Figure 7 Step S4.

[0398] Then, in Figure 7 In step S4, the index i is set to i = 0 (mechanism 14).

[0399] In step S5, it is determined whether index i is less than the number of agencies b (i < b).

[0400] The following steps are defined as follows: after step S5: "Yes", steps S6, S7, and S8 (i = i + 1 = 1: mechanism 114) are defined as follows: step S5: "Yes", step S6, step S7, step S8 (i = i + 1 = 2), step S5 (2 < 2): "No", and the process ends.

[0401] In the second step S6, based on equation (16), the calibration mechanism output requirement value CorPwrDU[0] of the load 20 of the computer switch 14 is calculated, and based on equation (17), the calibration mechanism output requirement value CorPwrDU[1] of the load 120 of the computer switch 114 is calculated.

[0402] CorPwrDU[0]=ReqPwrDU[0]+CorDU[0]

[0403] …(16)

[0404] CorPwrDU[1]=ReqPwrDU[1]+CorDU[1]

[0405] …(17)

[0406] Equation (16) is used to calculate the correction mechanism output requirement value CorPwrDU[0] set for the load 20 of one of the mechanisms 14 in order to correct (adjust) the difference in fuel residual amount between fuel tanks 40 and 140. The correction mechanism output requirement value CorPwrDU[0] is the value obtained by adding the required output ReqPwrDU[0] of the load 20 calculated in step S2 to the load correction amount CorDU[0] calculated in step S3m.

[0407] Equation (17) is used to calculate the correction mechanism output requirement value CorPwrDU[1] set on the load 120 of the other mechanism 114 to correct (adjust) the difference in fuel residual amount between fuel tanks 40 and 140 in order to correct (adjust) the difference in fuel residual amount between fuel tanks 40 and 140. The correction mechanism output requirement value CorPwrDU[1] is the value obtained by adding the required output ReqPwrDU[1] of the load 120 calculated in step S2 to the load correction amount CorDU[1] calculated in step S3m.

[0408] In this case, it should be noted that the auxiliary output correction amount CorAux[0] of the auxiliary device 28 calculated in the first step S3g and the auxiliary output correction amount CorAux[1] of the auxiliary device 128 calculated in the second step S3g are the differences obtained by subtracting the auxiliary output AuxPwr[0] of the auxiliary device 28 or the auxiliary output AuxPwr[1] of the auxiliary device 128 from the average auxiliary output aveAux, respectively. Therefore, their signs are opposite and their values ​​are equal.

[0409] Additionally, it should be noted that the fuel residual amount correction amount CordH2SOC[0] and the fuel residual amount correction amount CordH2SOC[1] are the values ​​obtained by multiplying the difference between the average fuel residual amount aveH2SOC and the fuel residual amount H2SOC[0] of fuel tank 40 or the fuel residual amount H2SOC[1] of fuel tank 140 by the correction gain GainH2SOC (positive value) (steps S3e and S3f). Therefore, their signs are opposite and their values ​​are equal.

[0410] That is, the load correction amount CorDU[0] in equations (16) and (17) is the same as the load correction amount CorDU[1], with opposite signs and equal values.

[0411] Therefore, when the correction mechanism output requirement value CorPwrDU[0] of the load 20 of the mechanism 14 shown in Equations (16) and (17) and the correction mechanism output requirement value CorPwrDU[1] of the load 120 of the mechanism 114 are set and the power consumption of the load 20 and the load 120, i.e. the load requirement output, is adjusted (corrected), the required output (required driving force) ReqPwrVeh[W] of the propulsion mechanism 16 of the fuel cell vehicle 12 will not change.

[0412] In other words, even if the driving force of the fuel cell vehicle 12 remains unchanged, it is possible to perform corrections (adjustments) to reduce or eliminate the difference in fuel residual quantity and / or the difference in auxiliary equipment output.

[0413] Then, in step S7, the correction mechanism output requirement value CorPwrDU[0] of the load 20 of the mechanism 14 used to provide the power generation output ReqPwrFC[0] of the FC system 18 and the energy storage output (battery output) ReqPwrBAT[0] of the BAT system 22 are calculated.

[0414] The control device 30 controls the FC system 18 and the BAT system 22 by recalculating values.

[0415] Meanwhile, in step S7, the correction mechanism output requirement value CorPwrDU[1] of the load 120 of the mechanism 114 in step S6, the power generation output ReqPwrFC[1] of the FC system 118, and the energy storage output (battery output) ReqPwrBAT[1] of the BAT system 122 are calculated.

[0416] The control device 30 controls the FC system 118 and the BAT system 122 by recalculating values.

[0417] In practice, after step S5: "No", control device 30 sets the load output of load 20 based on the correction amount in step S6, and controls FC system 18 and BAT system 22 based on the recalculated value in step S7 and the load output of load 20. Simultaneously, it sets the load output of load 120 based on the correction amount in step S6, and sets the FC system 118 and BAT system 122 based on the recalculated value in step S7 and the load output of load 120.

[0418] Regarding the correction process in this variation, its general outline is as follows: In order to rapidly reduce the fuel in the fuel tank of the FC unit with more residual fuel in the fuel tanks 40 and 140 of the FC units 14 and 114, the load (DU) output of the FC unit with more residual fuel is relatively increased. On the other hand, in order to slowly reduce the fuel in the fuel tank of the other FC unit with less residual fuel, the load (DU) output of the other unit with less residual fuel is relatively decreased.

[0419] By doing so, the difference between the fuel remaining amount in the fuel tank 40 of one FC unit (e.g., FC unit 14) and the fuel remaining amount in the fuel tank 140 of another FC unit (i.e., FC unit 114) can be reduced over time. As a result, the operating time of the output integration system 10 (fuel cell vehicle 12) can be extended.

[0420] [Inventions that can be understood based on implementation methods and variations]

[0421] Hereinafter, the invention that can be grasped from the above-described embodiments and modifications is described. Furthermore, for ease of understanding, a portion of the structural elements is labeled with a portion of the reference numerals used in the above-described embodiments and modifications, but the structural elements are not limited to the components labeled with such reference numerals.

[0422] The output integration system 10 of the present invention integrates the outputs of multiple fuel cell units 14 and 114. In the output integration system, each of the fuel cell units 14 and 114 includes: a fuel cell stack 44 and 144; fuel tanks 40 and 140 storing fuel gas supplied to the fuel cell stack; and loads 20 and 120, which supply power from the fuel cell stacks 44 and 144 to the loads, thereby generating driving force. The output integration system 10 has control devices 30, 32, and 132 disposed inside or outside the fuel cell units. The control devices acquire the difference in the residual fuel amount in the fuel tanks 40 and 140 between the fuel cell units 14 and 114, and adjust the power consumption of each load 20 and 120, i.e., the load output requirement, so that the difference is reduced.

[0423] This adjusts the required output (power consumption) of each load 20 and 120 to the generated electricity supplied to the fuel cell stacks 44 and 144, thereby reducing the difference in fuel residue in the fuel tanks 40 and 140 between the fuel cell units 14 and 114. This structure enables the homogenization of fuel residue in the fuel tanks 40 and 140 of each fuel cell unit 14 and 114. Consequently, the operating time of the output integration system 10 of multiple fuel cell units 14 and 114 can be extended.

[0424] Furthermore, in the output integration system 10, the control device 30 sets the difference in the amount of fuel residue in the fuel tanks 40 and 140 generated between the fuel cell units 14 and 114 as a difference obtained by subtracting the average amount of fuel residue in each fuel cell unit from the amount of fuel residue in each fuel cell unit 14 and 114.

[0425] According to this structure, adjustments are made to increase the required output of the fuel cell unit with more residual fuel and to decrease the required output of the fuel cell unit with less residual fuel. Since the total value of the adjustments is zero, the required output of each load will not change even if the adjustment that reduces the difference in residual fuel is made.

[0426] Alternatively, in the output integration system 11, if each of the fuel cell units 214, 314 has multiple fuel cell stacks (44, 344), (144, 544), and the fuel tanks supplying fuel to each of the fuel cell stacks (44, 344), (144, 544) are composed of multiple fuel tanks {(40, 250, 256), (340, 350, 360)}, {(140, 450, 460), (440, 550, 560)}, The control device 30 acquires the differences in the residual amounts of multiple fuels between the fuel tanks {(40, 250, 256) and (340, 350, 360)} and {(140, 450, 460) and (440, 550, 560)} that supply fuel to each of the fuel cell stacks (44, 344) and (144, 544) to reduce the differences.

[0427] Therefore, by adjusting the power consumption of loads 20 and 120, the residual amount of fuel in the fuel tank is homogenized between fuel cell units 214 and 314, and by adjusting the power generation output of the fuel cell stack in each unit, the residual amount of fuel in the fuel cell unit 214 and 314 is homogenized.

[0428] Therefore, the residual fuel content in all fuel tanks {(40, 250, 256), (340, 350, 360)}, {(140, 450, 460), (440, 550, 560)} constituting the output integration system 11 is homogenized. As a result, the operating time of the output integration system 11 can be extended.

[0429] Alternatively, in the output integration system 11, the control device 30 sets the difference in fuel residue in the fuel tanks between the fuel cell stacks {(44, 344), (144, 544)} within the fuel cell units 214, 314 (the difference between fuel tanks (40, 250, 260) and fuel tanks (340, 350, 360), the difference between fuel tanks (140, 450, 460) and fuel tanks (440, 550, 560)) to be obtained by subtracting the fuel residue in the fuel tanks of each fuel cell stack from the average value of the fuel residue in the fuel tanks of each fuel cell stack within each fuel cell unit (214, 314). Therefore, since the total adjustment amount for the required output of each fuel cell stack constituting the fuel cell unit is zero, even if the difference in fuel residue in each fuel cell stack is adjusted, the combined output of each fuel cell stack will not change.

[0430] Alternatively, in fuel cell vehicles 12 and 13 equipped with the output integration systems 10 and 11 and including drive motors 56 and 156 as the load, the system may include: a vehicle speed acquisition unit (vehicle speed sensor 90) that acquires the vehicle speed of the fuel cell vehicle 12 or 13; and a power demand acquisition unit that acquires the power demand of the drive motor (step S1). If the vehicle speed is above a set value and the power demand of the drive motor is above a threshold value, the control device adjusts the load demand output.

[0431] In this way, since the load demand output is adjusted when the vehicle speed is above the set value and the power demand of the driving motor is above the threshold, it is possible to achieve uniformity of the fuel residue in the fuel tanks of each fuel cell unit during driving.

[0432] Furthermore, the present invention is not limited to the above-described embodiments and variations, and without departing from the spirit of the present invention, various structures can be adopted, such as having three or more mechanisms or having three or more fuel cell stacks within the mechanisms.

Claims

1. An output integration system of a plurality of fuel cell systems (214, 314) or (14, 114) that integrates outputs of the plurality of fuel cell systems (214, 314) or (14, 114), in which the fuel cell systems each include: a fuel cell stack (44, 344), (144, 544) or (44, 144); an auxiliary device (28, 128); an electric storage device (50, 150) that supplies electric power to the auxiliary device; a fuel tank (40, 250, 260), (340, 350, 360), (140, 450, 460), (440, 550, 560) or (40, 140) that stores a fuel gas supplied to the fuel cell stack; and a load (20, 120) that is supplied with electric power from the fuel cell stack and the electric storage device, and that generates a driving force, the output integration system has a control device (30) provided inside or outside the fuel cell systems, the control device acquires a difference in a fuel residual amount of the fuel tank between the fuel cell systems, and calculates a fuel residual amount correction amount for correction by each load to adjust a load demand output, that is, an electric power consumption amount of each load, so that the difference is reduced, in a case where an output of the auxiliary device of one fuel cell system is greater than an output of the auxiliary device of another fuel cell system, the fuel residual amount correction amount of the load of the one fuel cell system is reduced by an amount equivalent to an auxiliary device output correction amount of the auxiliary device of the one fuel cell system, and the fuel residual amount correction amount of the load of the another fuel cell system is increased by an amount equivalent to an auxiliary device output correction amount of the auxiliary device of the another fuel cell system, whereby a process of reducing a difference in an electric storage residual amount of the electric storage device over time is performed.

2. The output integration system according to claim 1, wherein the control device sets the difference in the fuel residual amount of the fuel tank between the fuel cell systems as a difference value obtained by subtracting an average value of the fuel residual amount of each fuel cell system from the fuel residual amount of each fuel cell system.

3. The output integration system according to claim 1 or 2, wherein in a case where each of the fuel cell systems has a plurality of fuel cell stacks, the control device acquires a difference in a fuel residual amount between fuel tanks that supply fuel to each of the fuel cell stacks, and adjusts a power generation output of each fuel cell stack within each fuel cell system so that the difference is reduced.

4. The output integration system according to claim 3, wherein ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ The control device sets the difference in the amount of fuel residue in the fuel tanks between the fuel cell stacks within the fuel cell unit as a difference obtained by subtracting the amount of fuel residue in the fuel tanks of each fuel cell stack from the average amount of fuel residue in the fuel tanks of each fuel cell stack within each fuel cell unit.

5. A fuel cell vehicle equipped with the output integration system according to claim 1, and including a driving motor as the load, wherein the fuel cell vehicle (13, 12) comprises: Vehicle speed acquisition unit (90), which acquires the vehicle speed of the fuel cell vehicle; and The power acquisition unit is required to acquire the required power for the driving motor. When the vehicle speed is above a set value and the required power of the driving motor is above a threshold value, the control device adjusts the load requirement output.

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