Mobile setup

Abstract

Mobile setup (100), which includes: a drive force generating device (7) that generates a force to drive the mobile structure; a power storage device (3) designed to supply power to the drive power generation device (7); a fuel cell (2) designed to supply power to the propulsion power generation device (7); and a control device (13) that controls the driving of the drive force generating device (7), characterized by the fact that the control device (13) prevents the start of the drive of the drive force generation device (7) by the power supply of the power storage device (3) when the mobile structure is started, if there is a possibility, that the start-up of the fuel cell (2) fails.

Description

Technical field

[0001] The present invention relates to a mobile structure such as a fuel cell vehicle. More precisely, it relates to a mobile structure comprising a power storage device and a fuel cell as devices for supplying power to a drive power generation device typical of a traction motor. Relevant state of the art

[0002] A fuel cell is formed by stacking a large number of individual cells, each capable of generating power. To date, a vehicle with an installed fuel cell system is known in which a traction motor is driven by a power supply from a battery and a fuel cell (e.g., JP H09-231991A). This publication describes how, when starting the vehicle, the traction motor is driven solely by the power supply from the battery until the power generation of the fuel cell stabilizes. Once the power generation of the fuel cell has stabilized, the traction motor is then driven using the fuel cell. A mobile setup with the features of the preamble of claim 1 is the subject of the generic patent DE 19943690A1.A method for starting a vehicle with a drive powered by fuel cells is also known from DE 43 22 767 A1. Summary of the invention

[0003] When starting up a fuel cell that has been left in a stationary state for an extended period, the power output of some of the individual cells may become faulty, and the cell voltage may decrease. If, as described in JP H09-231991A, the drive motor is started using only the collector battery, even though such a decrease in cell voltage could occur, it is possible that starting the fuel cell while driving using only the collector battery would fail. In this case, only the collector battery would be available as a power source for the drive motor, but the amount of power that can be accumulated in the collector battery is limited. The vehicle could therefore break down while driving.

[0004] It is an object of the present invention to provide a mobile structure that is able to ensure the reliability of the mobile structure during startup.

[0005] To solve this problem, a mobile structure according to the present invention comprises the following: a drive power generation device that generates a force to drive the mobile structure; a power storage device that is capable of supplying power to the drive power generation device; a fuel cell that is capable of supplying power to the drive power generation device; and a control device that controls the operation of the drive power generation device. In a situation where there is a possibility of a problem starting the fuel cell when starting the mobile structure, the control device prevents the drive power generation device from being driven by the power supply from the power storage device.

[0006] This makes it possible to start driving the propulsion system after, for example, a state has been reached in which power can be supplied to the propulsion system by both the fuel cell and the energy storage device. This prevents the fuel cell from failing to start up after initial startup in a mobile setup, thus ensuring the reliability of the mobile setup during startup.

[0007] Here, the power storage device is, for example, a rechargeable / dischargeable battery or a capacitor, but is not limited to this example. The propulsion power generation device is, for example, a traction motor, but is not limited to this example. The mobile structure is, for example, a two- or four-wheeled vehicle, a train, an aircraft, a ship, or a robot and has self-propulsion; however, according to one aspect, a vehicle is preferred.

[0008] In the aforementioned situation, the control device preferably enables the driving of the drive power generation device to begin after the start-up phase has been completed or simultaneously with the start-up phase of the fuel cell.

[0009] Consequently, the mobile setup can be started up quickly, while ensuring its reliability during startup. In this case, the power source that starts driving the propulsion power generation device can be either the power storage device or the fuel cell.

[0010] While the control device prevents the start of the drive power generation device by the power supply from the power storage device, it can preferably perform a recovery operation to eliminate a problem factor when starting the fuel cell.

[0011] Therefore, for example, a decrease in the cell voltage of the fuel cell can be suppressed or reversed, so that the fuel cell can be started up in a stable manner.

[0012] Preferably, the control device can assess, based on a situation prior to the fuel cell's start-up, whether or not there is a possibility of a problem during the fuel cell's start-up.

[0013] This makes it possible to implement a start-up control system that does not generally prevent the drive system from being activated. Examples of situations prior to the fuel cell's start-up include a problem during a previous power generation phase and a period during which the fuel cell was left in a stopped state.

[0014] Preferably, the mobile setup includes a timer for measuring the duration during which the fuel cell remains in a stopped state. Furthermore, based on the standby time measured by the timer, the control device can determine whether the start of the drive system's power generation by the power storage device should be prevented or permitted when the mobile setup is started.

[0015] Consequently, the power supply to the energy storage device can prevent the propulsion system from starting up if the fuel cell has been idle for such a long period that a problem with the fuel cell is relatively likely to occur. This ensures the reliability of the mobile setup during startup. Conversely, the power supply to the energy storage device can allow the propulsion system to start up if the fuel cell has been idle for such a short period that a problem with the fuel cell is not relatively likely to occur. This reduces the startup time of the mobile setup.

[0016] The mobile setup preferably includes a storage device to record whether a problem occurred during a previous power generation cycle of the fuel cell. The control device can then, upon startup of the mobile setup, determine, based on the stored data in the storage device, whether the start of the drive system for the propulsion power generation device should be prevented or permitted by the power input from the power storage device.

[0017] If a problem occurred during the previous power generation of the fuel cell, a problem may arise during the next start-up of the fuel cell. In such a case, according to the present invention, the power supply from the energy storage device can prevent the propulsion device from starting up. This ensures the reliability of the mobile setup during startup. Conversely, if the previous power generation of the fuel cell was normal, there is a strong possibility that the next start-up of the fuel cell will proceed without problems. In such a case, according to the present invention, the power supply from the energy storage device can be allowed to start up the propulsion device. This reduces the start-up time of the mobile setup. Brief description of the drawing Fig. Figure 1 is a construction sketch for the schematic representation of a fuel cell system installed in a vehicle; Fig. 2A is a timing diagram showing a control process during vehicle start-up; Fig. 2B is a diagram similar to the Fig. 2A, which shows a relationship between time and an upper limit of the power available during a journey of the vehicle when operating in "normal ready mode"; and Fig. Figure 3 is a side view of the vehicle. Best implementation of the invention

[0018] A preferred embodiment of the present invention is described below with reference to the accompanying drawing. An example in which the fuel cell system is installed in a vehicle is described as a typical example of a mobile, self-propelled structure.

[0019] According to the presentation in the Fig. 1 and Fig. Vehicle 100 is propelled by a traction motor 7 (power generation device) connected to wheels 101L and 101R. The power source for the traction motor 7 is a fuel cell system 1 comprising a fuel cell 2 and a power storage device 3. A DC output from the fuel cell system 1 is converted into three-phase AC by an inverter 8 and supplied to the traction motor 7. During braking, the traction motor 7 is driven by wheels 101L and 101R, at which point the traction motor 7 acts as a power generator to produce the three-phase AC. This three-phase AC is then converted into DC by the inverter 8 to charge the power storage device 3.

[0020] The traction motor 7 is an electric motor for providing motive power to propel the vehicle and consists, for example, of a three-phase synchronous motor. The maximum output of the traction motor 7 is, for example, 80 kW. The traction motor 7 can be used as a wheel-integrated motor, and a two- or four-wheel drive configuration is possible. In this case, two or four inverters 8, respectively, are connected in parallel to an output terminal of the fuel cell 2, and the respective inverters 8 can be connected to the traction motor 7. It should be noted that the inverter 8 is not required if a DC motor is used as the traction motor 7.

[0021] The fuel cell system 1 comprises the fuel cell 2, the power storage device 3, a high-voltage direct current converter 4, a control device 13, and the like. The power storage device 3 is connected in parallel to the fuel cell 2 via the high-voltage direct current converter 4.

[0022] The high-voltage direct current converter 4 is connected between the power storage device 3 and the inverter 8.

[0023] Fuel cell 2 comprises a stacked structure in which a large number of individual cells are stacked on top of each other. There are various types of fuel cell 2, for example, a phosphoric acid type and a solid oxide type. The fuel cell 2 of the present embodiment is a solid polymer electrolyte type, which can start up at ordinary temperatures and has a comparatively short start-up time. Fuel cell 2 generates power through an electrochemical reaction between an oxidizer gas and a fuel gas, and the maximum output of fuel cell 2 is, for example, 90 kW. Water is produced in fuel cell 2 through this electrochemical reaction.

[0024] An oxidation gas supplied under pressure by an air compressor 5 flows through a supply path 15 and is fed to an air electrode (cathode) in the fuel cell 2. An oxidation exhaust gas consumed in the cell reaction of the fuel cell 2 flows through an exhaust passage 16 and is discharged to the outside. The exhaust passage 16 is equipped with a pressure regulating valve 17, which regulates the pressure of the oxidation gas supplied to the fuel cell 2, and a humidifier 18 for humidifying the oxidation gas with the oxidation exhaust gas.

[0025] Hydrogen gas, as a fuel gas, flows through a supply path 21 and is fed to a hydrogen electrode (anode) in the fuel cell 2. The hydrogen gas is supplied to the fuel cell 2, for example, from a hydrogen storage source 22, such as a high-pressure hydrogen tank, located upstream of the supply path 21, via a control device 23. The supply path 21 is equipped with a shut-off valve 24, which allows or interrupts the supply of hydrogen gas from the hydrogen storage source 22 to the supply path 21. It should be noted that hydrogen gas produced by modifying a material such as alcohol or compressed natural gas can also be supplied to the fuel cell 2.

[0026] Hydrogen exhaust gas consumed in the cell reaction of fuel cell 2 is discharged to an exhaust gas path 25, recirculated by a hydrogen pump 26 to the supply path 21, and fed back to the fuel cell 2. A discharge path 27 is connected to and branches off from the exhaust gas path 25. An outlet valve 28 on the discharge path 27 opens appropriately during operation of the fuel cell system 1, thereby releasing impurities in the hydrogen exhaust gas along with the hydrogen exhaust gas to a downstream side of the discharge path 27. This reduces the concentration of impurities in the hydrogen exhaust gas along a hydrogen recirculation line, and increases the hydrogen concentration in the recirculated and supplied hydrogen exhaust gas.It should be noted that the water produced by fuel cell 2, together with the hydrogen exhaust gas to be discharged, is discharged to the downstream side of the discharge path 27 or is discharged from the system via a gas-liquid separator (not shown).

[0027] The power storage device 3 is a rechargeable / dischargeable storage battery that serves as a high-voltage power storage device. The power storage device 3 is, for example, a nickel-hydrogen cell or a lithium-ion cell; however, a capacitor can also be used instead of the storage battery. The charge level of the power storage device 3 is detected by a state-of-charge (SOC) sensor 41.

[0028] The power storage device 3 provides power in conditions where the output power of the fuel cell 2 alone is insufficient, for example, during acceleration or high-load operation of the vehicle 100. Furthermore, the vehicle 100 operates using only the power of the power storage device 3 when the operation of the fuel cell 2 is stopped or when it is preferable from an efficiency standpoint to stop operation, such as when the vehicle 100 is stationary or operating at low load. The power capacity of the power storage device 3 can be appropriately adjusted according to the driving conditions of the vehicle 100, a driving function such as maximum speed, vehicle weight, or the like. The maximum output of the power storage device 3 is lower than that of the fuel cell 2 and is, for example, 20 kW.

[0029] The high-voltage DC converter 4 is a DC-DC converter. Its function is to adjust the DC voltage input from the power storage device 3 to output the voltage to the inverter 8, and to adjust the DC voltage input from the fuel cell 2 or the traction motor 7 to output the voltage to the power storage device 3. These functions of the high-voltage DC converter 4 enable the charging and discharging of the power storage device 3. The output voltage of the fuel cell 2 is controlled by the high-voltage DC converter 4.

[0030] A relay 51 (first disconnect device), which can disconnect the power supply from the power storage device 3 to the inverter 8, is provided between the high-voltage DC converter 4 and the power storage device 3. A relay 52 (second disconnect device), which can disconnect the power supply from the fuel cell 2 to the inverter 8, is provided between the high-voltage DC converter 4 and the fuel cell 2.

[0031] Although not shown, various auxiliary machines for use in the operation of the fuel cell 2 are connected between the high-voltage DC converter 4 and the fuel cell 2 via an inverter. In the present embodiment, the auxiliary machines correspond to the air compressor 5, the hydrogen pump 26, and the like. During normal operation of the fuel cell 2, the power from the fuel cell 2 does not flow through the high-voltage DC converter 4 and is supplied to the auxiliary machines (5 and 26). During an interruption of the fuel cell 2's operation and at the beginning of the start-up phase, however, the power from the energy storage device 3 is supplied to the auxiliary machines (5 and 26) via the high-voltage DC converter 4.

[0032] The control device 13 is designed as a microcomputer containing a CPU (central processing unit) 71, a ROM (read-only memory) 72, and a RAM (random access memory) 73. The CPU 71, the ROM 72, and the RAM 73 are interconnected via a bus, and this bus is connected to an I / O (input / output) interface (not shown).

[0033] The CPU 71 performs required calculations according to a control program to carry out various processing and control operations, such as the start-up control of the vehicle 100, which are described below. The ROM 72 stores the control program and control data to be processed by the CPU 71. The RAM 73 is used as various operating areas, primarily for control processing. In particular, the RAM 73 serves as a memory device to store whether or not a problem occurred during the power generation of fuel cell 2 during a fuel cell 2 cycle, i.e., from the start-up of fuel cell 2 until its shutdown. It should be noted that such a memory device could consist of an external device, such as a hard drive, instead of the RAM 73.

[0034] The control device 13 is connected via the I / O interface to the SOC sensor 41 and various pressure and temperature sensors for use in a gas system for the oxidation gas and the hydrogen gas, as well as in a cooling system. The control device 13 is also connected via the I / O interface to an accelerator pedal position sensor 61, which detects the degree of accelerator pedal actuation of the vehicle 100, and to a timer 81, which measures the time period during which the fuel cell 2 has been left in a stationary state, in addition to a roll angle sensor and a vehicle speed sensor.

[0035] The control device 13 receives output signals from the aforementioned sensors to calculate a system power requirement (e.g., the sum of vehicle driving power and auxiliary machine power) in order to control operations of various devices in the system 1. Specifically, the control device 13 determines the system power requirement based on the accelerator pedal actuation level, vehicle speed, or the like, and executes a control operation such that the output power of the fuel cell 2 matches a target power.

[0036] Here, vehicle driving performance refers to the power requirement of the drive motor 7, and auxiliary machine power refers to the total power required for the operation of the various auxiliary machines in the fuel cell system 1. The power requirement of the drive motor 7 is calculated by the control device 13 based on the accelerator pedal actuation level, vehicle speed, and the like. This power requirement is calculated by determining the power output of the drive motor 7 from the product of a target speed and a target torque of the drive motor 7, and dividing this power by an operating efficiency of the drive motor 7, i.e., the ratio of the power output to the power consumption.It should be noted that a target torque assumes a negative value and the power requirement therefore assumes a negative value when the traction motor 7 is operated as a power generator to perform regenerative braking.

[0037] After calculating the power requirement of the traction motor 7, the control device 13 calculates the auxiliary machine power corresponding to the power requirement of the traction motor 7. The control device 13 then controls the operation of the high-voltage DC converter 4 so that the required system power is supplied and sets an operating point (an output voltage, an output current) for the fuel cell 2. In doing so, the control device 13 controls the switching of the inverter 8 to output the three-phase alternating current corresponding to the vehicle's driving power to the traction motor 7. Furthermore, the control device 13 sets the speeds of the motors (not shown) of the air compressor 5 and the hydrogen pump 26, thereby controlling the supply of oxidizer gas and hydrogen gas to the fuel cell 2 according to the set power, and the cooling system (not shown) controls the temperature of the fuel cell 2.

[0038] Here, a control system of the fuel cell system 1 can be used according to the representation in Fig. The system can be divided into two functions: a fuel cell system (FCS) comprising the fuel cell 2 and an electric vehicle (EV) system comprising the power storage device 3. The FCS primarily functions as a power source for driving. The EV primarily functions as a power source for the efficient use of the output power from the fuel cell 2. In the FCS system, relay 52 is closed, allowing the power from the fuel cell 2 to be supplied to the drive motor 7. In the EV system, relay 51 is closed, allowing the power from the power storage device 3 to be supplied to the drive motor 7.

[0039] In the aforementioned design, the control device 13 changes the point in time at which the drive motor 7 is started when the vehicle 100 is started, depending on whether or not there is a possibility of a problem starting the fuel cell 2. The start control of this vehicle 100 is described with reference to the Fig. 2A and B are described.

[0040] It should be noted that Fig. 2 is a time sequence diagram showing the control during the start of the vehicle 100, and Fig. Figure 2B is a diagram showing the relationship between time and the upper limit of usable power when driving the vehicle in a case where the "ready on" state is executed. "Ready on" here means that the driving of the traction motor 7, i.e., the starting of the vehicle 100, is permitted.

[0041] Fuel cell system 1 is stopped until STein is performed (up to time t0), as described in Fig. 2A is shown. In other words, relays 51 and 52 are each open, and the power supply to the traction motor 7 is interrupted in both the EV system and the BZ system.

[0042] STein is short for "START ON" and means that the operation of fuel cell system 1 is initiated. In other words, fuel cell system 1 begins operating at the time of STein, so that the power of fuel cell system 1 is used in vehicle 100. The STein operation is carried out by means of an action required to start fuel cell system 1 in order to start vehicle 100, for example, by the driver of vehicle 100 pressing a starter switch.

[0043] When STein is executed to obtain a predetermined time t1, "EV system start complete". "EV system start complete" denotes a state in which the EV system relay 51 is closed and the traction motor 7 can be driven by the power of the power storage device 3.

[0044] From time t1 to time t2, after a predetermined time interval t1, the result is "Fuel cell system start complete". "Fuel cell system start complete" means a state in which relay 52 of the fuel cell system is closed and the traction motor 7 can be driven by the power of fuel cell 2. More precisely, "Fuel cell system start complete" is a state in which a system check of fuel cell system 1 is complete, fuel cell 2 can be started without problems (in other words, a state in which power can be generated in a stable manner), and the traction motor 7 can be driven by the generated power. It should be noted that the purpose of the system check is to verify whether or not there are any malfunctions in the individual components (various sensors, valves, pumps, etc.) of fuel cell system 1.

[0045] When STein is performed, the power storage device 3 is therefore brought into a state in which the device can supply power to the drive motor 7 before the fuel cell 2.

[0046] Fig. Figure 2B shows the transition of the power available while driving the vehicle (i.e., the power limit) in a case where "ready to start" is executed at time t1 of "EV system start completed". According to the representation in Fig. 2B The power limit from time t1 to time t2 corresponds to the maximum output of the power storage device 3 and is 25 kW according to the preceding example. The power limit after time t2 corresponds to a value obtained by adding the output of the fuel cell 2 to the maximum output of the power storage device 3 and gradually increases over time.

[0047] The time at which "ready to start" is set is determined based on the possibility of a problem during the start-up of fuel cell 2. Specifically, based on the situation before the start-up of fuel cell 2, an assessment is made as to whether the start-up of fuel cell 2 will fail, and the time for "ready to start" is set based on the result of this assessment.

[0048] For example, if the time interval measured by timer 81 during which fuel cell 2 was left in the stopped state is a short interval, a predefined threshold, or less, it is assessed that there is no possibility or only a slight possibility of a problem when starting fuel cell 2. Here, the time interval during which fuel cell 2 was left in the stopped state is the time from when fuel cell 2 stopped generating power until it started up for the next power generation, or the time from when fuel cell system 1 stopped operating until the next operating cycle began.

[0049] Furthermore, the control device 13 sets itself to "ready to switch on" at time t1 if it is assessed that there is no possibility or only a slight possibility of a problem when starting the fuel cell 2. In this setting, the drive motor 7 is allowed to be started solely by the power supply from the power storage device 3, and the vehicle 100 is then initiated to start moving. Afterwards (after time t2), the power supply to the drive motor 7 switches from the output of the power storage device 3 to the output of the fuel cell 2. It should be noted that when initiating a temporary acceleration from a steady state, the power from the power storage device 3 is again supplied to the drive motor 7 to assist the fuel cell 2.

[0050] If, however, the time period measured by the timer 81 during which the fuel cell 2 was left in the stopped state is a long period or exceeds the predefined threshold, the control device 13 assesses that there is a possibility of a problem starting the fuel cell 2. Such an assessment is made because there is a possibility that a specific problem or adverse condition could arise in the fuel cell 2 if it does not generate power for an extended period. A specific problem or adverse condition in the fuel cell 2 could be, for example, a partially high or low water level in the fuel cell 2 compared to a normal state.In both cases, the phenomenon of a voltage decrease can easily occur in at least some of the individual cells of fuel cell 2, which then presents the possibility of a problem when starting up fuel cell 2.

[0051] To resolve a problem in a case where a potential issue arises during the start-up of fuel cell 2, the control device 13 sets itself to "ready to switch on" at time t2. With this setting, the drive motor 7 is first started at time t2 by the power supply from fuel cell 2 or the power storage device 3, and the vehicle 100 begins to move. In other words, the start of the drive motor 7 by the power supply from the power storage device 3 is prevented when the vehicle 100 starts.

[0052] If "ready to switch on" is set to time t2, the control device 13 performs a recovery operation between times t1 and t2 to eliminate a problem factor during the start-up of fuel cell 2. Consequently, a decrease in the cell voltage of fuel cell 2 can be suppressed, and the start-up of fuel cell 2 can be carried out in a stable manner.

[0053] Such an operation to restore fuel cell 2 can be performed by supplying power to the power storage device 3 to pass a predetermined gas or the like through fuel cell 2. For example, if an AC impedance method determines that fuel cell 2 is in a wet state, the shut-off valve 24 is opened to supply hydrogen gas to fuel cell 2. The water in fuel cell 2 is removed by this supplied hydrogen gas to restore fuel cell 2 to a normal humidified state. Conversely, if fuel cell 2 is determined to be in a dry state, a humidifying gas can be introduced into fuel cell 2.In this case, for example, the air compressor 5 can be driven to supply the fuel cell 2 with an oxidation gas that has passed through the humidifier 18, or with an oxidation gas that has passed through a humidification device arranged on a path (not shown) different from that of this humidifier. A device (shut-off valve 24 or air compressor 5) is driven by the power supply of the power storage device 3 to supply the hydrogen gas or the oxidation gas to the fuel cell 2, thereby performing the recovery operation. This device is not limited to the shut-off valve 24 or the air compressor 5, and any device can be driven, provided that the supply of gas to the fuel cell 2 and the interruption of the supply are performed.

[0054] The operation and effect of the present embodiment will now be described.

[0055] If there is a possibility of a problem starting the fuel cell 2 and, unlike in the present embodiment, the "ready to start" status is set to time t1, the vehicle 100 continues to drive using the power storage device 3. If the starting of the fuel cell 2 then actually fails, the power accumulated in the power storage device 3 is insufficient, and the three-phase alternating current corresponding to the vehicle's driving power cannot be supplied to the drive motor 7, so there is a possibility that the vehicle 100 will have to be stopped while en route.

[0056] However, if there is a possibility of a problem starting the fuel cell 2 and the "ready to start" status is set to time t2 as in the present embodiment, the vehicle 100 can be started in a state where the stability of the power generation of the fuel cell 2 is ensured. This prevents the vehicle 100 from continuing to operate solely on the power storage device 3 and prevents the vehicle 100 from breaking down while driving. Therefore, according to the present embodiment, the reliability of the vehicle 100 during startup can be ensured.

[0057] Furthermore, according to the present embodiment, the drive motor 7 can be started simultaneously with the "fuel cell system start-up complete," i.e., simultaneously with a state in which the fuel cell 2 can generate power stably. The vehicle 100 can therefore be started within a short time, while ensuring the reliability of the vehicle 100 during startup. If there is no possibility or only a slight possibility of a problem starting the fuel cell 2, the drive motor 7 can be started by supplying power from the power storage device 3, thus shortening the starting time of the vehicle 100 in such a normal case.

[0058] According to another embodiment, it is possible that the time for the start of driving the drive motor 7 does not coincide with "BZ system start completed", but must be after "BZ system start completed".

[0059] Next, a modification of the vehicle 100's launch control system will be described.

[0060] In the present modification, based on a problem situation during the earlier power generation of a fuel cell 2, it is assessed whether the start-up of the fuel cell 2 will fail or not, and the time for "ready to switch on" is set based on the result of the assessment.

[0061] Specifically, if a storage device such as RAM 73 records that no problem occurred during the previous power generation of fuel cell 2, a control device 13 assesses that there is no possibility or only a slight possibility of a problem during the start-up of fuel cell 2 this time. Following such an assessment, the "ready to start" status is set to time t1 in the same manner as described above. It should be noted that the previous power generation of fuel cell 2 is a so-called "pre-trip," which is the single operating cycle of fuel cell 2 immediately preceding the current start-up.

[0062] If the occurrence of a problem during the earlier power generation of fuel cell 2 is stored in a storage device such as RAM 73, the control device 13 assesses the possibility of a problem during the start-up of fuel cell 2. This assessment is made because the occurrence of a problem in fuel cell 2 during the earlier power generation indicates the possibility of a problem during the subsequent start-up. As described above, one cause for this possibility could be, for example, a water content in fuel cell 2 that is partially high or low compared to normal.

[0063] To resolve the problem, the "ready to start" state is set to time t2, as described above, if it is determined that there is a possibility of a problem starting the fuel cell 2, and the start of the drive motor 7 by the power supply from the power storage device 3 is prevented. Subsequently, the operation to restore the fuel cell 2 is carried out from time t1 to t2 in the same manner as described above.

[0064] Thus, according to the present modification, a faulty situation of fuel cell 2 stored in the storage device during previous power generation is read out. If there is a possibility of a problem starting up fuel cell 2, time t2 is set as the time for "ready to start". Consequently, vehicle 100 can be started in a state where the stability of the power generation of fuel cell 2 is ensured, and it can be prevented that vehicle 100 breaks down en route.

[0065] Therefore, the reliability of vehicle 100 during startup can also be ensured according to the present modification. Furthermore, in the same manner as in the preceding embodiment, the drive motor 7 can be started simultaneously with the "fuel cell system start complete" message. If, however, there is no possibility or only a slight possibility of a problem starting the fuel cell 2, the drive motor 7 can be started by supplying power from the energy storage device 3, thus shortening the starting time of vehicle 100 in such a normal case.

[0066] It should be noted that the start-up control of the present modification can be performed separately from or together with the aforementioned start-up control of the present embodiment. In other words, when the vehicle 100 is started, the control device 13 can assess whether or not there is a possibility of a problem starting the fuel cell 2, based on at least one fault condition of the fuel cell 2 stored in the memory device during previous power generation and the time period measured by the timer 81 during which the fuel cell 2 was left in the switched-off state. Thus, time t2 can be set as the "ready to switch on" time as a result of the assessment if there is a possibility of a problem. Commercial applicability

[0067] The fuel cell system 1 mentioned above can also be installed in a mobile structure other than a two- or four-wheeled vehicle, for example in a train, an airplane, a ship or a robot.

Claims

[1] Mobile structure (100) which features: a drive force generating device (7) that generates a force to drive the mobile structure; a power storage device (3) designed to supply power to the drive power generation device (7); a fuel cell (2) designed to supply power to the propulsion power generation device (7); and a control device (13) that controls the driving of the drive force generating device (7), characterized by , that the control device (13) prevents the start of the drive of the drive force generation device (7) by the power supply of the power storage device (3) when the mobile structure is started, if there is a possibility, that the start-up of the fuel cell (2) fails. [2] Mobile structure (100) according to claim 1, wherein the control device (13) allows the start of the drive power generation device (7) after the fuel cell (2) has been started up, if there is a possibility that the start of the fuel cell (2) may fail. [3] Mobile structure (100) according to claim 1, wherein the control device (13) allows the start of the drive of the propulsion power generation device (7) to commence simultaneously with the completion of the start-up of the fuel cell (2) when the mobile structure is started, if there is a possibility that the start-up of the fuel cell (2) may fail. [4] Mobile structure (100) according to one of claims 1 to 3, wherein the control device (13) starts driving the drive force generation device (7) by supplying power to the power storage device (3) when starting the mobile structure, if the control device (13) judges that the starting of the fuel cell (2) will be successful. [5] Mobile structure (100) according to claim 4, wherein the control device (13) switches the power supply to the drive power generation device (7) from the power storage device (3) to the fuel cell (2). [6] Mobile structure (100) according to one of claims 1 to 5, wherein the power storage device (3) is designed to supply power to the drive power generation device (7) upstream of the fuel cell (2). [7] Mobile structure (100) according to claim 1, wherein the control device (13) performs a recovery operation to eliminate a problem factor regarding the start-up of the fuel cell (2) when the mobile structure is started, while preventing the start of the drive power generation device (7) by the power supply of the power storage device (3). [8] Mobile structure (100) according to claim 7, which further comprises a device (5, 26) for carrying out the supply of a gas to the fuel cell (2) and for interrupting the supply, wherein the control device (13) performs the recovery operation by controlling the device so that the gas is supplied to the fuel cell (2). [9] Mobile setup (100) according to claim 8, wherein the control device (13) controls the device by supplying power to the device from the power storage device (3) during the recovery operation. [10] Mobile setup (100) according to any one of claims 1 to 9, wherein the control device (13) assesses, on the basis of a situation prior to the start-up of the fuel cell (2), whether or not there is a possibility of a problem when starting up the fuel cell (2). [11] Mobile setup (100) according to claim 10, wherein the situation prior to starting up the fuel cell (2) is a problem situation during a previous power generation of the fuel cell (2). [12] Mobile structure (100) according to claim 11, wherein the control device (13) prevents the start of driving the propulsion power generation device (7) by the power supply of the power storage device (3) if a problem occurred during the previous power generation of the fuel cell (2), and the control device (13) starts driving the propulsion power generation device (7) by the power supply of the power storage device (3) if no problem occurred during the previous power generation of the fuel cell (2). [13] Mobile setup (100) according to claim 10, wherein the situation before starting the fuel cell (2) is a period of time during which the fuel cell (2) was left in the stopped state. [14] Mobile structure (100) according to claim 13, wherein the control device (13) prevents the start of driving the drive force generating device (7) by the power supply of the power storage device (3) if the idle time is above a threshold value, and the control device (13) starts driving the drive force generating device (7) by the power supply of the power storage device (3) if the idle time is equal to or less than a threshold value. [15] Mobile structure (100) according to one of claims 1 to 9, which further comprises a timer (81) to measure a period of time during which the fuel cell (2) has been left in the stopped state, wherein the control device (13) determines, on the basis of the idle time measured by the timer (81), whether the commencement of the driving of the propulsion power generation device (7) by the power supply of the power storage device (3) should be prevented or allowed when the mobile structure is started. [16] Mobile structure (100) according to one of claims 1 to 9, which further comprises a storage device (73) to store whether a problem occurred during a previous power generation of the fuel cell (2) or not, wherein the control device (13) determines, on the basis of the storage content of the storage device (73) when the mobile structure is started, whether the start of the drive power generation device (7) by the power supply of the power storage device (3) should be prevented or allowed. [17] Mobile structure (100) according to any one of claims 1 to 16, wherein the mobile structure is a vehicle.

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