Fuel cell electric vehicle

Abstract

To provide a fuel cell electric vehicle (FCEV) that can alleviate anxiety of people around the FCEV.SOLUTION: A fuel cell electric vehicle (FCEV) 10 includes: a fuel cell (FC) stack 16; a scavenging device 19 for scavenging air inside the FC stack 16 together with moisture from an exhaust passage 30 to outside of the vehicle, after the FCEV 10 has been stopped; and a controller 80 for controlling operation of the scavenging device 19. The controller 80 acquires a peripheral state of the FCEV 10, and if the scavenging air is determined to be unsuitable based on the peripheral state, scavenging using the scavenging device 19 is temporarily prohibited.SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] This specification discloses a fuel cell electric vehicle equipped with a fuel cell stack. [Background technology]

[0002] In the case of a fuel cell electric vehicle (hereinafter referred to as "FCEV"), electricity is generated in a fuel cell stack installed in the FCEV, and the FCEV is driven by the obtained electricity. Here, moisture generated during the power generation process remains in the fuel cell stack after the operation of the fuel cell stack is stopped. If this moisture is left in a low-temperature environment such as winter, the moisture will freeze and have an adverse effect on restarting the fuel cell stack.

[0003] Therefore, in the past, in the case of a low-temperature environment, it has been proposed to scavenge the air in the fuel cell stack together with moisture from the exhaust path to the outside of the vehicle after the FCEV is stopped. For example, Patent Document 1 discloses a technique for detecting the temperature of the fuel cell stack and scavenging the fuel cell stack according to the temperature. This technique makes it possible to prevent the moisture in the fuel cell stack from freezing. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2022-043854 A Summary of the Invention [Problem to be solved by the invention]

[0005] When scavenging the fuel cell stack, air containing moisture is discharged from the exhaust passage. This air is cooled by outside air and the water vapor is atomized, causing the exhaust to turn into white smoke. This white smoke-like exhaust is harmless and does not contain any harmful substances. However, because third parties near the FCEV cannot determine the nature of the smoke, they may mistakenly believe that the FCEV is emitting harmful substances, which may cause them to feel uneasy.

[0006] Therefore, this specification discloses an FCEV that can reduce the sense of anxiety felt by people around the FCEV. [Means for solving the problem]

[0007] The fuel cell electric vehicle disclosed in this specification comprises a fuel cell stack, a scavenging device that scavenges the air in the fuel cell stack together with moisture from the fuel cell stack to the outside of the vehicle through an exhaust path after the fuel cell electric vehicle is stopped, and a controller that controls the operation of the scavenging device, wherein the controller acquires the conditions surrounding the fuel cell electric vehicle, and if it determines that the scavenging is inappropriate based on the conditions surrounding the vehicle, it temporarily prohibits scavenging by the scavenging device.

[0008] With this configuration, scavenging is not performed under unsuitable conditions that may cause anxiety to people around the FCEV, thereby reducing the anxiety felt by people in the vicinity.

[0009] In this case, the surrounding conditions may include at least one of a traffic congestion state on roads surrounding the fuel cell electric vehicle, a crowd state around the fuel cell electric vehicle, and a congestion state of facilities surrounding the fuel cell electric vehicle.

[0010] With this configuration, it is possible to properly estimate the possibility that people are near the FCEV, and it is possible to more reliably reduce the anxiety felt by people in the vicinity.

[0011] The vehicle may further include a communications interface for accessing an information service to obtain information, and the controller may analyze the information provided by the information service to obtain the surrounding conditions.

[0012] With this configuration, it is possible to easily estimate the possibility that a person is present around the FCEV.

[0013] The vehicle may further include an environmental sensor that senses an external condition of the fuel cell electric vehicle, and the controller may analyze information sensed by the environmental sensor to obtain the surrounding condition, and the environmental sensor may include at least one of a camera, a lidar, a sonar, an infrared sensor, and a millimeter wave radar.

[0014] With this configuration, the possibility of the presence of people around the FCEV can be determined more accurately, allowing scavenging to be performed at a more appropriate time.

[0015] In addition, the controller may determine the target amount of scavenging based on at least the outside air temperature after the fuel cell electric vehicle is stopped, and perform the scavenging continuously or intermittently until the target amount of scavenging is reached, while avoiding periods during which scavenging is prohibited.

[0016] With this configuration, it is possible to effectively prevent water from freezing inside the fuel cell stack without causing anxiety to people in the vicinity. Effect of the Invention

[0017] The FCEV disclosed in this specification can reduce anxiety felt by people around the FCEV. [Brief description of the drawings]

[0018] [Figure 1] FIG. 2 is a block diagram showing the configuration of an FCEV10. [Diagram 2] 4 is a flowchart showing the flow from the stop of the FCEV 10 to the end of the scavenging process. [Diagram 3] FIG. 13 is a timing chart showing an example of a scavenging process; [Figure 4] 10 is a flowchart showing an example of a determination as to whether or not a scavenging process is to be performed. [Diagram 5] 10 is a flowchart showing another example of the determination of the suitability of execution of the scavenging process. [Figure 6] 10 is a flowchart showing another example of the determination of the suitability of execution of the scavenging process. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0019] The configuration of the FCEV 10 will now be described with reference to the drawings. Figure 1 is a block diagram showing the configuration of the FCEV 10. The FCEV 10 comprises a fuel cell system 12 and a controller 80 that controls the operation of the fuel cell system 12.

[0020] The fuel cell system 12 includes a fuel cell stack 16 (hereinafter referred to as "FC stack 16"). The FC stack 16 is a solid polymer electrolyte fuel cell, and has a stack structure in which a plurality of fuel cell cells are stacked. The fuel cell has a membrane-electrode assembly and a pair of separators that sandwich the membrane-electrode assembly. The membrane-electrode assembly is configured by disposing an anode electrode on one side of an electrolyte membrane and disposing a cathode electrode on the other side. The separator is formed with a gas channel for flowing reactant gases (fuel gas, oxidizing gas) through the membrane-electrode assembly and a flow path for flowing a coolant. Each fuel cell generates power by receiving a supply of hydrogen gas (fuel gas) to the anode electrode and a supply of oxygen gas (oxidizing gas) to the cathode electrode.

[0021] More specifically, in the FC stack 16, an oxidation reaction of formula (1) occurs at the anode, and a reduction reaction of formula (2) occurs at the cathode. An electromotive reaction of formula (3) occurs throughout the FC stack 16. This electromotive reaction generates electricity and produces water as a reaction product. H2→2H + +2e- …(1) (1 / 2)O2+2H + +2e-→H2O …(2) H2+(1 / 2)O2→H2O …(3)

[0022] The power generated in the FC stack 16 is stored in the battery 70 or supplied to the traction motor 76. The DC-DC converter 72 adjusts the output voltage of the FC stack 16 and controls the power supply distribution between the FC stack 16 and the battery 70. The inverter 74 converts the DC power supplied from the FC stack 16 or the battery 70 into AC power and supplies it to the traction motor 76.

[0023] An oxygen gas supply path 20 and an exhaust path 30 are connected to the FC stack 16. The oxygen gas supply path 20 is a flow path that guides air containing oxygen gas to the FC stack 16. A filter 22 for removing dust and the like contained in the air and a compressor 24 for pressurizing the oxygen gas are arranged in the oxygen gas supply path 20. The exhaust path 30 is a flow path that guides oxygen gas that has not been involved in the electrochemical reaction (hereinafter referred to as "oxygen off-gas") to the outside of the vehicle together with the generated water and nitrogen. The bypass flow path 32 is a flow path that connects the oxygen gas supply path 20 to the exhaust path 30 without passing through the FC stack 16. The amount of oxygen gas supplied to the FC stack 16 is adjusted by adjusting a valve provided in this bypass flow path 32. The oxygen gas supply path 20, the exhaust path 30, and the compressor 24 also function as a scavenging device 19 that scavenges the air in the FC stack 16 together with moisture to the outside of the vehicle, which will be described later.

[0024] A hydrogen gas supply path 40 and a circulation path 46 are further connected to the FC stack 16. The hydrogen gas supply path 40 is a flow path that supplies hydrogen gas filled in a hydrogen tank 42 to the FC stack 16.

[0025] The circulation path 46 is a flow path that returns hydrogen gas that was not involved in the electrochemical reaction (hereinafter referred to as "hydrogen off-gas") to the hydrogen gas supply path 40. A gas-liquid separator 50 and a hydrogen pump 48 are arranged in the circulation path 46. The gas-liquid separator 50 separates water (liquid) from the fluid flowing through the circulation path 46. The separated water is output to the exhaust path 30 via a fluid pipe 52. The fluid pipe 52 is a flow path that connects the gas-liquid separator 50 and the exhaust path 30. The hydrogen pump 48 pressure-feeds the hydrogen off-gas flowing through the circulation path 46 to the hydrogen gas supply path 40. The hydrogen off-gas from which the water has been removed is pressure-feed by the hydrogen pump 48 and returned to the hydrogen gas supply path 40.

[0026] A refrigerant flow path 60 is also connected to the FC stack 16. The refrigerant flow path 60 is a flow path that circulates a refrigerant in order to cool the FC stack 16. A refrigerant pump 62 that pressurizes the refrigerant, and a radiator 64 that exchanges heat between the refrigerant and the outside air are arranged in this refrigerant flow path 60. The FC stack 16 is cooled by circulating the refrigerant along the refrigerant flow path 60.

[0027] The controller 80 controls the operation of the FC stack 16. Specifically, the controller 80 controls the amount of power generation by the FC stack 16 by controlling the behavior of the pumps and valves provided in each flow path. As will be described in detail later, the controller 80 also controls the scavenging process after the FCEV 10 is stopped. The controller 80 is physically a computer having a processor 82 and a memory 84. Note that while only one processor 82 and one memory 84 are shown in FIG. 1, there may be multiple processors 82 and memories 84. For example, the controller 80 may be configured by combining multiple physically separated computers.

[0028] The FCEV 10 further includes a position sensor 86, an environmental sensor 88, and a communication interface 90 (hereinafter referred to as "communication I / F 90"). The position sensor 86 is a sensor, such as a GPS, that detects the current position of the FCEV 10. Position information detected by the position sensor 86 is input to the controller 80.

[0029] The environmental sensor 88 is a sensor that senses the FCEV 10 and the surrounding conditions. Such an environmental sensor 88 may be configured by combining a plurality of sensors. For example, the environmental sensor 88 includes at least one of a camera, a Lidar, an infrared sensor, a sonar, and a millimeter wave radar sensor. The sensing result of the environmental sensor 88 is input to the controller 80. The controller 80 analyzes the sensing result and obtains the surrounding conditions of the vehicle. The "surrounding conditions" include, for example, the presence or absence of obstacles around the vehicle and the movement of the obstacles. In addition, the obstacles include structures around the vehicle, other vehicles, and people.

[0030] The communication I / F 90 accesses an information providing service to acquire information. The communication I / F 90 may include, for example, a receiver for receiving FM radio waves or beacons provided by a road traffic information and communication system (hereinafter abbreviated as "VICS." Note that "VICS" is a registered trademark). The communication I / F 90 may also include a communication device for performing Internet communication via mobile data communication services provided by mobile phone companies and the like. The information providing services accessed by the communication I / F 90 include, for example, at least one of VICS, map information services provided on the Internet (for example, "Google Maps" (registered trademark) and the like), and people flow analysis services provided on the Internet (for example, "BizXaaS" (registered trademark) and the like). The communication I / F 90 provides the information acquired from these information providing services to the controller 80.

[0031] Next, the scavenging process of the FC stack 16 in the FCEV 10 will be described. As described above, the FC stack 16 generates electricity through an electrochemical reaction between oxygen and hydrogen. During this electrochemical reaction, water is produced. Liquid water is constantly discharged outside the vehicle through the exhaust path 30. Meanwhile, water that has become water vapor (gas) tends to remain inside the FC stack 16. If the FCEV 10 is stopped in a low-temperature environment, this water vapor may be cooled and liquefied, and may freeze inside the FC stack 16. If the water freezes inside the FC stack 16, even if an attempt is made to restart the FC stack 16, gas may not be properly supplied to the FC stack 16, and the FC stack 16 may not be properly restarted.

[0032] Therefore, conventionally, when the FCEV 10 stops in a low-temperature environment, a scavenging process is performed in which the air in the FC stack 16 is discharged outside the vehicle together with the moisture. Specifically, when scavenging is required, the controller 80 drives the compressor 24 to supply external air as scavenging gas to the FC stack 16. This causes the moisture-containing air (i.e., exhaust gas) remaining in the FC stack 16 to be discharged outside the vehicle through the exhaust path 30. This prevents the water in the FC stack 16 from freezing.

[0033] Incidentally, in low-temperature environments such as winter, the FC stack 16 is often hotter than the outside air temperature immediately after the FCEV 10 is stopped. As a result, the exhaust gas discharged from the exhaust path 30 is cooled by the outside air, and the water vapor contained in the exhaust gas may become atomized. This atomization may cause the exhaust gas discharged from the exhaust path 30 to turn into white smoke.

[0034] This white smoke is actually water, and the exhaust is harmless to humans. However, third parties around the FCEV 10 are unable to distinguish the components of the white smoke. As a result, third parties may mistakenly believe that harmful substances are being emitted from the FCEV 10, or that the FCEV 10 is malfunctioning. As a result, when scavenging processing is performed, third parties around the FCEV 10 may feel uneasy.

[0035] Therefore, in this example, the controller 80 acquires the state of the vicinity of the vehicle, and judges whether or not it is appropriate to execute the scavenging process based on this state of the vicinity. For example, if the controller 80 judges that there is a high possibility that a third party is present around the vehicle, it judges that it is inappropriate to execute the scavenging process. If the controller 80 judges that it is inappropriate to execute the scavenging process, it temporarily prohibits the scavenging process of the FC stack 16.

[0036] FIG. 2 is a flowchart showing the flow from when the controller 80 stops the FCEV 10 to when the scavenging process ends. As shown in FIG. 2, the controller 80 monitors the state of the power switch of the FCEV 10 (S10). The power switch is a switch that starts the vehicle system and corresponds to an ignition switch in an engine vehicle. When the power switch is turned off (Yes in S10), the controller 80 judges whether or not scavenging process is required (S12). The controller 80 judges that scavenging process is required when there is a risk of the remaining moisture in the FC stack 16 freezing. For example, the controller 80 judges that scavenging process is required when the outside air temperature is equal to or lower than a specified threshold. When it is judged that scavenging process is not required (No in S12), the controller 80 ends all processes.

[0037] On the other hand, if it is determined that scavenging processing is necessary, the controller 80 calculates a target scavenging amount (S14). The target scavenging amount is the amount of exhaust gas required to expel moisture, for example, the total flow rate of exhaust gas or the time to perform scavenging. Such a target scavenging amount may be a fixed value that is specified in advance, or may be a variable value that varies depending on conditions. For example, the target scavenging amount may be a variable value that increases as the outside air temperature decreases or as the difference between the internal temperature of the FC stack 16 and the outside air temperature increases.

[0038] If the target scavenging amount can be calculated, the controller 80 judges whether or not it is appropriate to execute the scavenging process (S16). If there is a high possibility that a third party is present around the vehicle, the controller 80 judges that it is inappropriate to execute the scavenging process. The specific processing content of the judgment on the appropriateness of the scavenging process will be described later.

[0039] If it is determined that the execution of the scavenging process is inappropriate, the controller 80 prohibits the scavenging process (Yes in S18). In this case, the controller 80 returns to step S16 and waits until a state in which the scavenging process can be permitted is reached.

[0040] On the other hand, if scavenging processing is permitted in step S18, the controller 80 executes scavenging processing of the FC stack 16 (S20). Specifically, the compressor 24 is driven to supply air as scavenging gas to the FC stack 16. As the scavenging gas is supplied, the air remaining in the FC stack 16 is exhausted together with moisture from the exhaust path 30 to the outside of the vehicle. Therefore, the compressor 24, the oxygen gas supply path 20, and the exhaust path 30 function as a scavenging device 19 that scavenges the FC stack 16.

[0041] Next, the controller 80 judges whether the scavenging amount has reached the target scavenging amount (S22). If the scavenging amount has not reached the target scavenging amount (No in S22), the controller 80 returns to step S16 and repeats steps S16 to S22 until the scavenging amount reaches the target scavenging amount. On the other hand, if the scavenging amount has reached the target scavenging amount (Yes in S22), the controller 80 ends all processing.

[0042] FIG. 3 is a diagram showing an example of a timing chart of such a scavenging process. The first row in FIG. 3 shows the state of the power switch, the second row shows the result of the determination of the adequacy of the scavenging process, and the third row shows the execution state of the scavenging process. In the example of FIG. 3, the power switch is turned off at time t0. The controller 80 determines whether the scavenging process is necessary, and if it is determined that the scavenging process is necessary, it then determines a target scavenging amount and determines whether the scavenging process is to be executed. In the example of FIG. 3, the target scavenging amount is that the accumulated execution time of the early process is Δt.

[0043] 3, the controller 80 permits the execution of the scavenging process during the period from time t1 to time t2. During this permitted period, the controller 80 drives the compressor 24 to execute the scavenging process.

[0044] Thereafter, if a change occurs in the conditions surrounding the FCEV 10 and it is determined at time t2 that it is not appropriate to execute the scavenging process, the controller 80 prohibits the scavenging process. In this case, the controller 80 stops the compressor 24 and temporarily suspends the scavenging process. At this point, the scavenging amount has not reached the target scavenging amount. Therefore, the controller 80 continues to monitor the conditions surrounding the FCEV 10 until it becomes possible to execute the scavenging process.

[0045] If it is determined at time t3 as a result of the monitoring that the execution of the scavenging process is appropriate, the controller 80 permits the execution of the scavenging process and resumes the scavenging process. Then, at time t4, if the accumulated execution time of the scavenging process reaches the time Δt of the target scavenging amount, the controller 80 stops the compressor 24 and ends the scavenging process. Furthermore, when the scavenging process for the target scavenging amount is completed, the controller 80 also ends the determination of the appropriateness of the scavenging process.

[0046] Next, the determination of the suitability of the scavenging process will be described. Figs. 4 and 5 are flow charts showing an example of the determination of the suitability of the scavenging process. As stated repeatedly, the controller 80 determines that it is inappropriate to perform the scavenging process when there is a high possibility that a third party is present around the FCEV 10. To determine the possibility of the presence of a third party, the controller 80 uses, for example, traffic congestion information on the roads around the FCEV 10. In this case, as shown in Fig. 4, the controller 80 identifies the parking position of the FCEV 10 (S30). Next, the controller 80 matches the parking position with map information to identify the surrounding roads of the parking position (S32). The "surrounding roads" include at least roads directly connected to the parking location of the FCEV 10 (for example, a parking lot or a roadside strip).

[0047] Next, the controller 80 acquires congestion information for the identified surrounding roads (S34). This congestion information can be acquired by the communications I / F 90 accessing VICS or a map information service on the Internet. The controller 80 analyzes the acquired congestion information and calculates a congestion degree Pj (S36). The congestion degree Pj may be, for example, a weighted average of the congestion degrees J[i] for multiple points set on the surrounding roads. In this case, the weighting coefficient for each point may be made smaller as the access distance from the point to the FCEV 10 increases.

[0048] When the congestion degree Pj is high, there is a high possibility that a third party is present around the FCEV 10. Therefore, the controller 80 prohibits the execution of the scavenging process (S42) when the congestion degree Pj is equal to or greater than a predefined congestion degree threshold Pjth (No in S38). On the other hand, when the congestion degree Pj is less than the congestion degree threshold Pjth (Yes in S38), the controller 80 permits the scavenging process (S40).

[0049] As another embodiment, the controller 80 may determine whether or not to perform scavenging processing according to the congestion level Pc of the facilities around the FCEV 10. In this case, as shown in FIG. 5, the controller 80 identifies the parking position of the FCEV 10 (S50) and searches for facilities around the parking position (S52). The surrounding facilities can be obtained, for example, by the communication I / F 90 accessing a map information service on the Internet. Such map information services often also provide congestion information for facilities registered on the map. The controller 80 uses such map information service to obtain congestion information for the facilities around the FCEV 10 (S54). The controller 80 then analyzes the obtained congestion information and calculates the congestion level Pc (S56). The congestion level Pc may be, for example, a weighted average value of the congestion levels C[i] of one or more facilities around the FCEV 10. In this case, the weighting coefficient for the surrounding facility may be smaller as the access distance from the surrounding facility to the FCEV 10 increases.

[0050] When the congestion level Pc is high, there is a high possibility that a third party is around the FCEV 10. Therefore, the controller 80 prohibits the scavenging process (S62) when the congestion level Pc is equal to or greater than a predefined congestion level threshold Pcth (No in S58). On the other hand, when the congestion level Pc is less than the congestion level threshold Pcth (Yes in S58), the controller 80 permits the scavenging process (S60).

[0051] As another embodiment, the controller 80 may determine whether or not the scavenging process is appropriate based on information sensed by the environmental sensor 88. In this case, as shown in FIG. 6, the controller 80 senses the surrounding environment of the FCEV 10 by the environmental sensor 88 (S70). Next, the controller 80 analyzes the information sensed by the environmental sensor 88 and calculates the crowding degree Pb (S72). Here, the information obtained by sensing includes, for example, image data captured around the vehicle and three-dimensional object detection information obtained by Lidar. The controller 80 analyzes such information to determine the position, movement, and type of obstacles present around the vehicle. In particular, the controller 80 identifies the number, positions, and movements of people and vehicles present around the vehicle.

[0052] The controller 80 then calculates the crowding level Pb based on the obtained information on people and vehicles. For example, the controller 80 may set a higher crowding level Pb the greater the number of people and vehicles around the FCEV 10 and the closer these people and vehicles are to the FCEV 10. Furthermore, exhaust from the FC stack 16 is discharged outside the vehicle from the rear of the vehicle. If there are many people observing this exhaust, it is better to prohibit scavenging. Thus, the crowding level Pb may be set higher when people and vehicles are at the rear of the vehicle than when they are at the front.

[0053] In either case, once the crowding level Pb has been calculated, the controller 80 compares the crowding level Pb with a predefined crowding level threshold Pbth (S74). If the crowding level Pb is equal to or greater than the crowding level threshold Pbth (No in S74), the controller 80 prohibits the scavenging process (S78). On the other hand, if the crowding level Pb is less than the crowding level threshold Pbth (Yes in S74), the controller 80 permits the scavenging process (S76).

[0054] As yet another embodiment, the appropriateness of performing the scavenging process may be determined based on a parameter calculated by combining at least two of the congestion level Pj, the congestion level Pc, and the crowd level Pb described above. The appropriateness of performing the scavenging process may also be determined based on a parameter other than the above. In any case, by temporarily prohibiting the scavenging process when there is a high possibility that a third party is present around the FCEV 10, the possibility that the third party will see the white smoke generated by the scavenging process decreases. This can effectively prevent the FCEV 10 from making third parties feel uneasy.

[0055] As is clear from the above explanation, in this example, although early processing is temporarily prohibited, the scavenging process is continuously or intermittently executed until the target scavenging volume is reached while avoiding the period during which the scavenging process is prohibited. With this configuration, it is possible to effectively prevent moisture from remaining in the FC stack 16 while preventing third parties from feeling uneasy.

[0056] Depending on the conditions of the place where the FCEV 10 is stopped, the prohibition of scavenging process may continue for a long period of time, and the moisture in the FC stack 16 may start to freeze before the early completion. To avoid such freezing of moisture, if scavenging process for the target scavenging volume is not completed within a predetermined reference time after the power switch is turned off, scavenging process may be exceptionally permitted regardless of the conditions around the vehicle. In this case, the exhaust flow rate per unit time may be made smaller than that of normal exhaust process to make white smoke-like exhaust less noticeable. [Explanation of symbols]

[0057] 10 FCEV, 12 fuel cell system, 16 FC stack, 19 scavenging device, 20 oxygen gas supply path, 22 filter, 24 compressor, 30 exhaust path, 32 bypass path, 40 hydrogen gas supply path, 42 hydrogen tank, 46 circulation path, 48 hydrogen pump, 50 gas-liquid separator, 52 fluid piping, 60 refrigerant path, 62 refrigerant pump, 64 radiator, 70 battery, 72 DCDC converter, 74 inverter, 76 driving motor, 80 controller, 82 processor, 84 memory, 86 position sensor, 88 environmental sensor, 90 communication I / F.

Claims

1. A fuel cell electric vehicle, A fuel cell stack; a scavenging device that scavenges the air in the fuel cell stack together with moisture from an exhaust path to the outside of the vehicle after the fuel cell electric vehicle is stopped; A controller for controlling the operation of the scavenging device; the controller acquires a surrounding condition of the fuel cell electric vehicle, and when it is determined that the scavenging is inappropriate based on the surrounding condition, temporarily prohibits scavenging by the scavenging device. A fuel cell electric vehicle.

2. 2. The fuel cell electric vehicle according to claim 1, A fuel cell electric vehicle, characterized in that the surrounding conditions include at least one of the traffic congestion conditions on roads surrounding the fuel cell electric vehicle, the crowd conditions around the fuel cell electric vehicle, and the congestion conditions of facilities surrounding the fuel cell electric vehicle.

3. 3. The fuel cell electric vehicle according to claim 2, further comprising: A communication interface is provided for accessing an information providing service to acquire information; The controller analyzes the information provided by the information providing service to acquire the surrounding state. A fuel cell electric vehicle.

4. 3. The fuel cell electric vehicle according to claim 2, further comprising: an environmental sensor for sensing a condition outside the fuel cell electric vehicle; The controller analyzes the information sensed by the environmental sensor to obtain the surrounding state; The environmental sensor includes at least one of a camera, a Lidar, a sonar, an infrared sensor, and a millimeter wave radar. A fuel cell electric vehicle.

5. 2. The fuel cell electric vehicle according to claim 1, the controller determines a target amount of scavenging based on at least an outside air temperature after the fuel cell electric vehicle is stopped, and performs scavenging continuously or intermittently while avoiding periods during which scavenging is prohibited until the target amount of scavenging is reached.

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