Fuel cell vehicle

Abstract

To provide a fuel cell vehicle capable of accurately calculating fuel consumption based on the consumption of anode gas in a fuel cell.SOLUTION: A supply system configured to supply an anode gas and a cathode gas such that a flow rate of each of the anode gas and the cathode gas to be supplied is lower during deactivation than during power generation; The fuel consumption calculation device includes a first calculator that calculates a use amount of the anode gas based on a value obtained by integrating a power generation current with respect to time, a second calculator that calculates a lost amount of the anode gas lost due to crossover, a third calculator that calculates a consumption amount of the anode gas based on a total value of the use amount and the lost amount, and a fourth calculator that calculates a fuel consumption based on the consumption amount.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a fuel cell vehicle. [Background technology]

[0002] There is a technique for calculating the amount of anode gas consumed in a fuel cell, taking into consideration the amount of anode gas lost due to crossover, when anode gas and cathode gas permeate the electrolyte membrane of the fuel cell (see, for example, Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2010-262841 Summary of the Invention [Problem to be solved by the invention]

[0004] In a fuel cell vehicle equipped with such a fuel cell, it is conceivable to calculate the fuel efficiency of the fuel cell vehicle based on the amount of anode gas consumed. In a fuel cell vehicle, the fuel cell repeatedly generates power and pauses power generation while traveling. With the above technology, the amount of anode gas lost due to crossover is calculated even during such pauses in power generation. As a result, there is a risk that the amount of anode gas consumed by the fuel cell cannot be calculated accurately, and therefore the fuel efficiency cannot be calculated accurately.

[0005] Therefore, an object of the present invention is to provide a fuel cell vehicle that can accurately calculate fuel economy based on the amount of anode gas consumed by the fuel cell. [Means for solving the problem]

[0006] The object is to provide a fuel cell vehicle comprising: a fuel cell that repeatedly generates power and pauses power generation while the fuel cell is running; a supply system that supplies anode gas and cathode gas to the fuel cell so that the flow rates of the anode gas and cathode gas supplied while the fuel cell is paused are lower than when the fuel cell is generating power; a fuel efficiency calculation device that calculates the fuel efficiency of the fuel cell vehicle based on the amount of anode gas consumed by the fuel cell; and a notification unit that notifies the driver of the fuel efficiency, wherein the fuel efficiency calculation device comprises a first calculation unit that calculates the amount of anode gas used for power generation by the fuel cell based on a value obtained by integrating the power generation current by the fuel cell over time; The object can be achieved by a fuel cell vehicle having a second calculation unit that calculates the amount of anode gas lost due to crossover, which is when anode gas and cathode gas permeate an electrolyte membrane of the fuel cell; a third calculation unit that calculates the amount of anode gas consumed in the fuel cell based on the sum of the amount used and the amount lost; and a fourth calculation unit that calculates the fuel efficiency of the fuel cell vehicle based on the amount consumed, wherein the second calculation unit calculates the amount of anode gas lost per unit time due to crossover based on a value obtained by integrating the amount of anode gas lost per unit time due to crossover over a power generation time excluding time when power generation of the fuel cell is suspended.

[0007] The present invention may further include an acquisition unit that acquires at least one value of the anode gas pressure, the humidity of the electrolyte membrane, and the temperature of the electrolyte membrane, and the second calculation unit may set the amount of loss per unit time to a larger value as the at least one value increases.

[0008] The amount of loss per unit time may be set in advance to a larger value as the area of ​​the electrolyte membrane increases, the number of electrolyte membranes increases, and the thickness of the electrolyte membrane decreases. [Effects of the Invention]

[0009] A fuel cell vehicle can be provided that can accurately calculate fuel economy based on the amount of anode gas consumed in the fuel cell. [Brief explanation of the drawings]

[0010] [Figure 1] FIG. 1 is a schematic configuration diagram of a vehicle. [Figure 2] FIG. 2 is a cross-sectional view of a single cell. [Figure 3] 4 is a flowchart illustrating a fuel efficiency calculation control executed by an ECU. [Figure 4] 4 is a timing chart illustrating an example of the transition of the amount of anode gas used and the amount of gas lost; [Figure 5] 10 is a flowchart showing a modified example of fuel efficiency calculation control executed by the ECU. [Figure 6] FIG. 4 is a diagram illustrating a map defining the relationship between anode gas pressure and the amount of loss per unit time. DETAILED DESCRIPTION OF THE INVENTION

[0011] [Configuration of fuel cell vehicle] FIG. 1 is a schematic diagram of a fuel cell vehicle 1. The fuel cell vehicle 1 includes an ECU (Electronic Control Unit) 3, a fuel cell (hereinafter referred to as FC) 4, a secondary battery (hereinafter referred to as BAT) 8, a cathode gas supply system 10, an anode gas supply system 20, and a power control system 30. The fuel cell vehicle 1 also includes a cooling system (not shown) that circulates coolant through the FC 4 to cool it. The fuel cell vehicle 1 also includes a driving motor 50, wheels 5, an accelerator position sensor 6, and a display (hereinafter referred to as DP) 7. The DP 7 is provided, for example, on the instrument panel of the fuel cell vehicle 1.

[0012] The FC4 is made up of a stack of solid polymer electrolyte unit cells 4s that generate electricity by receiving a supply of cathode gas and anode gas. The FC4 includes a cathode flow path 4c through which the cathode gas flows and an anode flow path 4a through which the anode gas flows.

[0013] FIG. 2 is a cross-sectional view of a single cell 4s. The single cell 4s includes a membrane electrode assembly 41, a cathode gas diffusion layer 44c, an anode gas diffusion layer 44a, a cathode separator 45c, and an anode separator 45a. The membrane electrode assembly 41 is sandwiched between the cathode gas diffusion layer 44c and the anode gas diffusion layer 44a. The membrane electrode assembly 41, the cathode gas diffusion layer 44c, and the anode gas diffusion layer 44a are sandwiched between the cathode separator 45c and the anode separator 45a. The cathode flow path 4c is defined mainly between the membrane electrode assembly 41 and the cathode separator 45c, and is a space through which the cathode gas can flow within the cathode gas diffusion layer 44c. The anode flow path 4a is defined mainly between the membrane electrode assembly 41 and the anode separator 45a, and is a space through which the anode gas can flow within the anode gas diffusion layer 44a. The membrane electrode assembly 41 includes an electrolyte membrane 42, a cathode catalyst layer 43c formed on the surface of the electrolyte membrane 42 facing the cathode flow channel 4c, and an anode catalyst layer 43a formed on the surface of the electrolyte membrane 42 facing the anode flow channel 4a.

[0014] The cathode gas supply system 10 supplies air containing oxygen as a cathode gas to the FC4, and includes a supply pipe 11, a discharge pipe 12, a bypass pipe 13, an air compressor 14, a three-way valve 15, and a back-pressure valve 17. The supply pipe 11 is connected to the cathode inlet manifold of the FC4. The operation of the air compressor 14, the three-way valve 15, and the back-pressure valve 17 is controlled by the ECU 3. The discharge pipe 12 is connected to the cathode outlet manifold of the FC4. The bypass pipe 13 connects the supply pipe 11 and the discharge pipe 12. The three-way valve 15 is provided at the connection between the supply pipe 11 and the bypass pipe 13. The three-way valve 15 switches the communication state between the supply pipe 11 and the bypass pipe 13. The air compressor 14 and the three-way valve 15 are arranged on the supply pipe 11 in this order from the upstream side. The back pressure valve 17 is disposed on the discharge pipe 12 upstream of the connection between the discharge pipe 12 and the bypass pipe 13 .

[0015] The air compressor 14 supplies air containing oxygen as cathode gas to the FC4 via a supply pipe 11. The cathode gas supplied to the FC4 is discharged via a discharge pipe 12. A back pressure valve 17 adjusts the back pressure on the cathode side of the FC4. The ECU 3 can adjust the flow rate of the cathode gas supplied to the FC4 by controlling the rotation speed of the air compressor 14. The ECU 3 can also adjust the flow rate of the cathode gas supplied to the FC4 and the flow rate of the bypassed cathode gas by controlling the opening of the three-way valve 15 and the back pressure valve 17. Note that instead of the three-way valve 15, a seal valve may be provided on the supply pipe 11 and a diverter valve may be provided on the bypass pipe 13.

[0016] The anode gas supply system 20 supplies hydrogen gas as an anode gas to the FC4, and includes a tank 20T, a supply pipe 21, a discharge pipe 22, a circulation pipe 23, a tank valve 24, a pressure regulating valve 25, an injector (hereinafter referred to as INJ) 26, a gas-liquid separator 27, a drain valve 28, and a circulation pump 29. The operation of the tank valve 24, the pressure regulating valve 25, the INJ 26, and the drain valve 28 is controlled by the ECU 3. The tank 20T and the anode inlet manifold of the FC4 are connected by a supply pipe 21. Hydrogen gas, which is the anode gas, is stored in the tank 20T. The tank valve 24, the pressure regulating valve 25, and the INJ 26 are arranged in this order from the upstream side of the supply pipe 21. One end of the circulation pipe 23 is connected to the anode outlet manifold of the FC4, and the other end of the circulation pipe 23 is connected to the supply pipe 21. A gas-liquid separator 27 is arranged midway along the circulation pipe 23. One end of the discharge pipe 22 is connected to the lower end of the gas-liquid separator 27 in the direction of gravity, and the other end of the discharge pipe 22 is connected to the discharge pipe 12 of the cathode gas supply system 10, and a drain valve 28 is provided midway along the discharge pipe 22.

[0017] With the tank valve 24 open, the aperture of the pressure regulating valve 25 is adjusted, and the INJ 26 is opened to inject the anode gas. The anode gas injected from the INJ 26 flows through the supply pipe 21 and is supplied to the FC4. A pressure sensor S is provided in the supply pipe 21 downstream of the INJ 26 and upstream of the anode inlet manifold of the FC4. The pressure sensor S detects the pressure in the supply pipe 21 downstream of the INJ 26 as a value representative of the pressure of the anode gas supplied to the FC4. The gas-liquid separator 27 separates and stores moisture from the anode gas discharged from the FC4. The water stored in the gas-liquid separator 27 is discharged to the outside of the fuel cell vehicle 1 via the discharge pipes 22 and 12 when the drain valve 28 opens. The circulation pipe 23 is a pipe for returning the anode gas discharged from the FC4 to the FC4. The anode gas discharged from the FC4 is caused to flow into the supply pipe 21 by the circulation pump 29 and is supplied to the FC4 together with the anode gas injected from the INJ 26.

[0018] The power control system 30 controls the discharge of the FC4 and the charge and discharge of the BAT8. The power control system 30 includes a fuel cell DC / DC converter (hereinafter referred to as FDC) 32, a battery DC / DC converter (hereinafter referred to as BDC) 34, a motor inverter (hereinafter referred to as MINV) 38, and an auxiliary inverter (hereinafter referred to as AINV) 39. The FDC 32 controls the output current of the FC4 based on a required current value transmitted from the ECU 3, and adjusts the DC power from the FC4 and outputs it to the MINV 38 and the AINV 39. The BDC 34 adjusts the DC power from the BAT8 and outputs it to the MINV 38 and the AINV 39. The power generated by the FC4 can be charged to the BAT8. The MINV 38 converts the input DC power into three-phase AC power and supplies it to the motor 50. The motor 50 drives the wheels 5 to propel the fuel cell vehicle 1.

[0019] The ECU 3 includes a CPU (Central Processing Unit), a ROM (Read Only Memory), and a RAM (Random Access Memory). The ECU 3 is electrically connected to an accelerator position sensor 6, an air compressor 14, a three-way valve 15, a back pressure valve 17, a tank valve 24, a pressure regulating valve 25, an INJ 26, a drain valve 28, a circulation pump 29, an FDC 32, a BDC 34, and a pressure sensor S.

[0020] The ECU 3 calculates the output power required for the FC4 based on the detection value of the accelerator opening sensor 6, the driving states of the above-mentioned vehicle accessories and accessories for the FC4, the stored power of the BAT 8, etc., and calculates the current value required for the FC4 based on this output power required. Furthermore, the ECU 3 controls the air compressor 14, the INJ 26, and the circulation pump 29 in accordance with the output power required for the FC4 to control the flow rates of the cathode gas and anode gas supplied to the FC4, and controls the output current of the FC4 by controlling the FDC 32 based on the current value required for the FC4.

[0021] If the required output of the FC4 is less than a predetermined value, the ECU 3 suspends power generation by the FC4. While power generation by the FC4 is suspended, the ECU 3 stops injection of anode gas from the INJ 26, reduces the rotational speed of the air compressor 14, or controls the opening of the three-way valve 15 so as to reduce the flow rate of cathode gas supplied to the FC4. As a result, while power generation is suspended, the flow rates of the anode gas and cathode gas supplied to the FC4 are lower than during power generation. Note that while power generation is suspended, the air compressor 14 may be intermittently driven to intermittently supply cathode gas to the FC4 in order to maintain the open circuit voltage of the FC4 at or above a predetermined value. In this case, too, the flow rate of cathode gas supplied to the FC4 is lower while power generation is suspended than during power generation.

[0022] The ECU 3 calculates the fuel efficiency of the fuel cell vehicle 1 based on the amount of anode gas consumed by the FC 4. The amount of anode gas consumed is calculated based on the amount of anode gas used for power generation by the FC 4 and the amount of anode gas lost due to crossover. Crossover is a phenomenon in which anode gas and cathode gas permeate the electrolyte membrane 42. Anode gas that permeates from the anode side to the cathode side through the electrolyte membrane 42 does not contribute to power generation and is discharged to the outside through the exhaust pipe 12 of the cathode gas supply system 10. Oxygen in the cathode gas that permeates from the cathode side to the anode side through the electrolyte membrane 42 reacts with hydrogen in the anode gas on the anode side to produce water. This also causes the anode gas to be lost without contributing to power generation. In this way, crossover causes the anode gas to be lost without contributing to power generation. The ECU 3 is an example of a fuel efficiency calculation device. The ECU 3 performs the following fuel efficiency calculation control by functionally implementing a first calculation unit, a second calculation unit, a third calculation unit, and a fourth calculation unit.

[0023] [Fuel efficiency calculation control] FIG. 3 is a flowchart illustrating fuel efficiency calculation control executed by the ECU 3. The fuel efficiency calculation control is repeated while the ignition is on. The ECU 3 calculates the amount of anode gas used to generate electricity in the FC4 (step S1). The amount of gas used is calculated based on the value obtained by integrating the power generation current of the FC4 over time. Specifically, the amount of gas used is calculated based on the following equation (1): Amount used [g] = Generated current [A] × Time [sec] × Number of cells [pcs] × Faraday constant [A·sec / mol] / Number of hydrogen atoms [pcs] × Molecular weight of hydrogen [g / mol]…(1) The number of cells in equation (1) is the number of electrolyte membranes 42 of the FC4. The Faraday constant, the number of hydrogen atoms, and the molecular weight of hydrogen are predetermined fixed values. Therefore, in the above equation (1), the generated current and time are variable values. Step S1 is an example of a process executed by the first calculation unit.

[0024] Next, the ECU 3 calculates the amount of anode gas lost due to crossover (step S2). Specifically, the amount of loss is calculated based on the following equation (2). Loss [g] = Loss per unit time [g / sec] × Power generation time [sec]…(2) The amount of loss per unit time is the amount of anode gas lost due to crossover during power generation by FC4. The amount of loss per unit time is a value that does not depend on the generated current or generated voltage described above, and is a predetermined fixed value in this embodiment. Step S2 is an example of processing executed by the second calculation unit.

[0025] Next, the ECU 3 calculates the total value of the above-mentioned used amount and lost amount as the consumption amount [kg] of the anode gas (step S3).Step S3 is an example of a process executed by the third calculation unit.

[0026] Next, the ECU 3 calculates the fuel efficiency of the fuel cell vehicle 1 based on the anode gas consumption amount (step S4). For example, the ECU 3 calculates the fuel efficiency as the distance traveled by the fuel cell vehicle 1 relative to the amount of anode gas consumed [km / kg] based on the calculated anode gas consumption amount [kg] and the corresponding distance traveled by the fuel cell vehicle 1 [km]. Note that the distance traveled may be obtained, for example, based on a meter mounted on the fuel cell vehicle 1 that measures the distance traveled. Step S4 is an example of processing executed by the fourth calculation unit.

[0027] Next, the ECU 3 notifies the driver of the fuel efficiency by displaying the calculated fuel efficiency on the DP 7 (step S5). This allows the driver to understand the fuel efficiency of the fuel cell vehicle 1. The notification to the driver may be made by voice, for example, through a speaker mounted on the fuel cell vehicle 1. The DP 7 is an example of a notification unit. By repeating steps S1 to S5 as described above, the amount of use and amount of loss are accumulated as needed, and the fuel efficiency is updated to the latest value and displayed on the DP 7.

[0028] FIG. 4 is a timing chart illustrating the transitions in the amount of anode gas used and the amount of loss. FIG. 4 shows the transitions in the current generated by FC4, the amount of anode gas used, and the amount of anode gas lost. For ease of understanding, FIG. 4 depicts the current generated by FC4 as a square wave. When FC4 generates power from time t1 to time t2, the amount of power used during this period is calculated based on the value obtained by integrating the current generated during this period over the time from time t1 to time t2. The amount of power lost during this period is calculated based on the value obtained by integrating the amount of power lost per unit time over the power generation time from time t1 to time t2. Because power generation is stopped between times t2 and t3, both the amount of power used and the amount of power lost are calculated as zero. Between times t3 and t4, FC4 generates power at a higher current than between times t1 and t2. Therefore, the rate of increase in the amount of power used during this period is greater than between times t1 and t2. In contrast, the amount of power lost does not depend on the current generated, as described above, and therefore its rate of increase is the same as between times t1 and t2. The same applies to times t5 to t6 and t7 to t8.

[0029] As described above, the amount of anode gas lost due to crossover is not added when power generation is suspended. That is, the amount of loss due to crossover during power generation suspension is considered to be zero, and the loss amount is calculated. The reason why the amount of loss due to crossover during power generation suspension is considered to be zero is as follows. During power generation suspension, anode gas is not injected from INJ 26, and the hydrogen partial pressure in the anode flow path 4a decreases. Furthermore, during power generation suspension, the flow rate of cathode gas supplied to FC4 decreases, and the oxygen partial pressure in the cathode flow path 4c decreases. Furthermore, while water is generated during power generation by FC4, this water is not generated during power generation suspension, and the humidity of the electrolyte membrane 42 decreases. For the above reasons, the amounts of hydrogen and oxygen permeating the electrolyte membrane 42 decrease during power generation suspension, and the amount of anode gas lost due to crossover during power generation suspension is considered to be zero.

[0030] Because the amount of anode gas lost can be calculated accurately as described above, the amount of anode gas consumed can also be calculated accurately. This results in an accurate calculation of fuel economy, and the driver can check the DP7 to understand the accurately calculated fuel economy.

[0031] The above-mentioned unit time loss amount is preset to a larger value as the area of ​​the electrolyte membrane 42 increases, the number of electrolyte membranes 42 increases, and the thickness of the electrolyte membrane 42 decreases. This is because it is believed that the larger the area of ​​the electrolyte membrane 42, the greater the amount of hydrogen permeation and oxygen permeation due to crossover. Also, it is believed that the greater the number of electrolyte membranes 42, i.e., the greater the number of cells 4s in the FC4, the greater the permeation amount. Also, it is believed that the thinner the membrane thickness of the electrolyte membrane 42, the easier it is for hydrogen and oxygen to permeate.

[0032] [Modification of fuel consumption calculation control] Next, a modified example of fuel efficiency calculation control will be described. The ECU 3 executes the following modified example of fuel efficiency calculation control by functionally realizing first to fourth calculation units and an acquisition unit. FIG. 5 is a flowchart showing a modified example of fuel efficiency calculation control executed by the ECU 3. After executing step S1, the ECU 3 acquires the pressure of the anode gas based on the detection value of the pressure sensor S (step S2a). Step S2a is an example of processing executed by the acquisition unit.

[0033] Next, the ECU 3 calculates the loss amount based on the anode gas pressure (step S2b). Specifically, the ECU 3 calculates the unit time loss amount based on the anode gas pressure with reference to the map of FIG. 6, and then calculates the loss amount based on the calculated unit time loss amount. FIG. 6 is an example of a map that defines the relationship between the anode gas pressure and the unit time loss amount. The map of FIG. 6 defines that the unit time loss amount increases as the anode gas pressure increases. This is because the higher the anode gas pressure, the greater the amount of hydrogen that permeates the electrolyte membrane 42 due to crossover. In this way, the unit time loss amount is determined in accordance with changes in the anode gas pressure. Step S2b is an example of processing executed by the second calculation unit. Steps S3 to S5 are then executed. As a result, the loss amount is calculated with high accuracy, and as a result, the fuel efficiency is also calculated with high accuracy. Note that in the map of FIG. 6, the unit time loss amount changes linearly in accordance with the anode gas pressure, but this is not limited thereto. For example, the unit time loss amount may change in a curved manner or in a stepwise manner.

[0034] The ECU 3 may acquire the humidity of the electrolyte membrane 42 instead of the anode gas pressure, and calculate the loss amount by setting a larger value for the unit time loss amount as the humidity increases. This is because the higher the humidity of the electrolyte membrane 42, the greater the amount of hydrogen and oxygen that permeates the electrolyte membrane 42 due to crossover. The humidity of the electrolyte membrane 42 may be acquired based on the detection value of a humidity sensor provided in the supply pipe 21 of the anode gas supply system 20, for example. In this case, the unit time loss amount may also change linearly, curvedly, or stepwise.

[0035] The ECU 3 may acquire the temperature of the electrolyte membrane 42 instead of the anode gas pressure, and calculate the loss amount by setting a larger value for the unit time loss amount as the temperature increases. This is because the higher the temperature of the electrolyte membrane 42, the greater the amount of hydrogen and oxygen that permeates the electrolyte membrane 42 due to crossover. The temperature of the electrolyte membrane 42 may be acquired, for example, by acquiring the outlet temperature of the coolant based on a detection value of a temperature sensor that detects the outlet temperature of the coolant from the FC4, and acquiring this outlet temperature of the coolant as the temperature of the electrolyte membrane 42. In this case as well, the unit time loss amount may change linearly, may change curvilinearly, or may change stepwise.

[0036] The ECU 3 may acquire the anode gas pressure, the humidity of the electrolyte membrane 42, and the temperature of the electrolyte membrane 42, and set the amount of energy lost per unit time to a larger value as the anode gas pressure, the humidity of the electrolyte membrane 42, and the temperature of the electrolyte membrane 42 increase. The ECU 3 may acquire two of the anode gas pressure, the humidity of the electrolyte membrane 42, and the temperature of the electrolyte membrane 42, and set the amount of energy lost per unit time to a larger value as the acquired values ​​increase.

[0037] Although the preferred embodiments of the present invention have been described in detail above, the present invention is not limited to such specific embodiments, and various modifications and variations are possible within the scope of the gist of the present invention as set forth in the claims. [Explanation of symbols]

[0038] 1. Fuel cell vehicles 3 ECU (fuel consumption calculation device, first calculation unit, second calculation unit, third calculation unit, fourth calculation unit, acquisition unit) 4 Fuel cell stack (fuel cell) 7 Display (notification unit) 10 Cathode gas supply system (supply system) 20 Anode gas supply system (supply system) 42 Electrolyte membrane

Claims

1. a fuel cell that repeatedly generates power and pauses power generation while the vehicle is running; a supply system that supplies anode gas and cathode gas to the fuel cell so that the flow rates of the anode gas and cathode gas supplied during a period when power generation by the fuel cell is suspended are lower than those during power generation; a fuel consumption calculation device that calculates the fuel consumption of the fuel cell vehicle based on the amount of anode gas consumed in the fuel cell; a notification unit that notifies a driver of the fuel economy, The fuel efficiency calculation device a first calculation unit that calculates the amount of the anode gas used for power generation in the fuel cell based on a value obtained by integrating the power generation current in the fuel cell over time; a second calculation unit that calculates the amount of the anode gas lost due to crossover when the anode gas and the cathode gas permeate through an electrolyte membrane of the fuel cell; a third calculation unit that calculates the amount of anode gas consumed in the fuel cell based on the sum of the amount used and the amount lost; a fourth calculation unit that calculates the fuel efficiency of the fuel cell vehicle based on the consumption amount, The second calculation unit calculates the amount of anode gas lost per unit time due to the crossover based on a value obtained by integrating the amount of anode gas lost per unit time over a power generation time excluding time during which power generation by the fuel cell is stopped.

2. an acquisition unit that acquires at least one value of the pressure of the anode gas, the humidity of the electrolyte membrane, and the temperature of the electrolyte membrane; The fuel cell vehicle according to claim 1 , wherein the second calculation unit sets the amount of loss per unit time to a larger value as the at least one value is higher.

3. 3. The fuel cell vehicle according to claim 1, wherein the amount of loss per unit time is preset to a larger value as the area of ​​the electrolyte membrane increases, the number of electrolyte membranes increases, and the thickness of the electrolyte membrane decreases.

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