Fuel cell vehicles

Abstract

To provide a fuel cell vehicle that can travel stably even when there are inclines or other obstacles along a specific route. [Solution] One aspect of the present disclosure provides a fuel cell vehicle 1 comprising: a GPS 14 for acquiring location information of the fuel cell vehicle 1 on a specific route; a target SOC storage unit 15 for storing a target SOC defined according to the location of the fuel cell vehicle 1; an SOC measurement unit 16 for measuring the actual SOC; and a power generation control unit 18 for controlling the power generation of the FC stack 11. The power generation control unit 18 controls the power generation state of the FC stack 11 based on the location of the fuel cell vehicle 1 acquired by the GPS 14, the target SOC stored in the target SOC storage unit 15, and the actual SOC measured by the SOC measurement unit 16.

Description

Technical Field

[0001] The present disclosure relates to a fuel cell vehicle equipped with a fuel cell.

Background Art

[0002] Patent Document 1 discloses a vehicle (EV bus) that charges a secondary battery (i.e., a battery) with electric power generated by a generator and drives a motor with the charged electric power to travel along a specific route.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] When there are inclinations or the like (e.g., inclines, unevenness, etc.) on a specific route, the power consumption required for the vehicle to travel changes at the positions where the inclinations or the like exist. Here, since the vehicle disclosed in Patent Document 1 does not charge the secondary battery according to the inclinations or the like of the specific route, there is a risk that the power (i.e., the SOC of the battery) may be insufficient depending on the driving state, and the vehicle may not be able to travel stably.

[0005] Therefore, the present disclosure has been made to solve the above problems, and an object thereof is to provide a fuel cell vehicle that can travel stably even when there are inclinations or the like on a specific route.

Means for Solving the Problems

[0006] One embodiment of the present disclosure made to solve the above problems is a fuel cell vehicle that travels along a specific route, comprising a fuel cell and a battery for charging electricity generated by the fuel cell, and comprising: a location information acquisition unit for acquiring location information of the fuel cell vehicle on the specific route; a target SOC storage unit for storing a target SOC which is a target SOC of the battery defined according to the location of the fuel cell vehicle; an SOC measurement unit for measuring the actual SOC which is the actual SOC of the battery; and a power generation control unit for controlling the power generation of the fuel cell, wherein the power generation control unit controls the power generation state of the fuel cell based on the location of the fuel cell vehicle acquired by the location information acquisition unit, the target SOC stored in the target SOC storage unit, and the actual SOC measured by the SOC measurement unit.

[0007] According to this embodiment, the power generation state of the fuel cell can be appropriately controlled according to the position of the fuel cell vehicle traveling along a specific route. Therefore, the State of Charge (SOC) of the battery can be controlled to an optimal value according to the conditions of the specific route (for example, the presence or absence of inclines, etc.). Consequently, the fuel cell vehicle can travel stably even when inclines, etc., exist on the specific route.

[0008] In the above embodiment, it is preferable to set up a plurality of checkpoints along the specific route, and for the power generation control unit to control the power generation state of the fuel cell based on the actual SOC and the target SOC at the next checkpoint.

[0009] According to this embodiment, if the actual SOC is less than the target SOC at the next checkpoint, the fuel cell will generate power, thereby ensuring that the battery's SOC is in advance of the amount needed at the next checkpoint. On the other hand, if the actual SOC is equal to or greater than the target SOC at the next checkpoint, the fuel cell will stop generating power, thereby preventing the battery's SOC from exceeding the amount needed at the next checkpoint. In this way, for example, if the next checkpoint is uphill, the battery's SOC will not become insufficient, and if the next checkpoint is downhill, the battery's SOC will not become full, allowing for regenerative braking.

[0010] In the above embodiment, when the power generation control unit completely stops the power generation of the fuel cell, if the position of the fuel cell vehicle acquired by the position information acquisition unit is the position of a predetermined stopping point where the power generation of the fuel cell is to be completely stopped, or a position near thereto, it is preferable that the state of charge (SOC) of the battery be charged to a predetermined SOC before completely stopping the power generation of the fuel cell.

[0011] According to this embodiment, when a fuel cell vehicle is stopped and the power generation of the fuel cell is completely stopped, a sufficient amount of battery state of charge (SOC) can be secured in advance for when the fuel cell vehicle is restarted. Therefore, the fuel cell vehicle can be restarted quickly.

[0012] In the above embodiment, it is preferable to have a target SOC correction unit that corrects the target SOC stored in the target SOC storage unit according to the difference between it and the actual SOC.

[0013] According to this embodiment, if the target SOC stored in the target SOC memory differs from the actual SOC, which changes due to the user's driving, and does not match the user's driving, the stored target SOC is corrected according to the difference with the actual SOC. By repeatedly correcting the target SOC in this way, it is possible to approach the optimal target SOC that matches the user's driving.

[0014] In the above embodiment, it is preferable that the target SOC correction unit performs a correction to raise the target SOC if the absolute value of the difference between the target SOC and the actual SOC is greater than or equal to a predetermined value, and performs a correction to lower the target SOC if the absolute value of the difference between the target SOC and the actual SOC is less than the predetermined value.

[0015] This configuration makes it possible to more reliably approach the optimal target SOC tailored to the user's driving style.

[0016] In the above embodiment, it is preferable that the target SOC correction unit performs a correction to increase the target SOC if the value obtained by subtracting the actual SOC from the target SOC is greater than or equal to a predetermined value, and performs a correction to decrease the target SOC if the value obtained by subtracting the actual SOC from the target SOC is less than the predetermined value.

[0017] This configuration makes it possible to more reliably approach the optimal target SOC tailored to the user's driving style.

[0018] In the above embodiment, it is preferable that the target SOC correction unit changes the amount of correction for the target SOC according to the magnitude of the value obtained by subtracting the actual SOC from the target SOC when performing a correction to lower the target SOC.

[0019] According to this embodiment, it is possible to more reliably perform corrections to lower the target SOC, bringing the target SOC closer to the optimal value that matches the user's driving style. [Effects of the Invention]

[0020] According to the fuel cell vehicle disclosed herein, stable driving is possible even when there are inclines or other obstacles on a specific route. [Brief explanation of the drawing]

[0021] [Figure 1] This is a schematic diagram of the fuel cell vehicle according to this embodiment. [Figure 2]This is a diagram showing an example of a specific route. [Figure 3] This is a diagram showing an example of the distance and altitude in the specific route of FIG. 2. [Figure 4] This is a diagram showing an example of a two-dimensional map defining the relationship between longitude, latitude, and the target SOC. [Figure 5] This is a flowchart showing the content of the control of the SOC of the battery performed in this embodiment. [Figure 6] This is a flowchart showing the content of the control performed when the key is off. [Figure 7] This is a flowchart showing the content of the control for adjusting the target SOC according to the user's driving. [Figure 8] This is a diagram showing an example of a two-dimensional map defining the relationship between longitude, latitude, and the differential SOC. [Figure 9] This is a flowchart showing the content of a modified example of the control for adjusting the target SOC according to the user's driving.

Mode for Carrying Out the Invention

[0022] An embodiment of the fuel cell vehicle of the present disclosure will be described. The fuel cell vehicle 1 of this embodiment is a vehicle that travels on a specific route (that is, a specific driving route). For example, like a community bus, a van, or a land car, the driving pattern is somewhat determined, and it is a vehicle that carries people and makes a round trip.

[0023] (Configuration of Fuel Cell Vehicle) As shown in FIG. 1, the fuel cell vehicle 1 includes a fuel cell system 10, a battery 12, a motor 13, a GPS 14, a target SOC storage unit 15, a SOC measurement unit 16, an ECU 17, and the like. Note that the FC stack 11 is an example of the "fuel cell" of the present disclosure. Also, the GPS 14 is an example of the "position information acquisition unit" of the present disclosure.

[0024] The fuel cell system 10 includes an FC stack 11 that generates electricity by receiving fuel gas from a fuel gas supply unit (not shown) and oxidant gas from an oxidant gas supply unit (not shown). In this embodiment, the fuel gas is hydrogen gas and the oxidant gas is air. The electricity generated by the FC stack 11 is supplied to the battery 12 and the motor 13.

[0025] Battery 12 is connected to the FC stack 11 and is a device that charges the power generated by the FC stack 11. Battery 12 is also connected to the motor 13 and supplies the charged power to the motor 13.

[0026] The motor 13 is a device that functions as an engine that generates mechanical power from electrical energy, and as a generator that generates electrical energy from mechanical energy. In other words, the motor 13 functions as an engine that generates power (i.e., mechanical power) to drive the fuel cell vehicle 1 using electricity (i.e., electrical energy) supplied from the battery 12. The motor 13 also functions as a generator that generates electricity (i.e., performs regenerative power generation) using the rotational power (i.e., mechanical energy) transmitted from the tires 19 (see Figure 1) of the fuel cell vehicle 1, and charges the battery 12 with that electricity (i.e., electrical energy).

[0027] GPS14, or Global Positioning System, is a global positioning system, and in this embodiment, it acquires information on the position (i.e., longitude and latitude) of the fuel cell vehicle 1 along a specific route.

[0028] The target SOC memory unit 15 is a memory that stores the target SOC of the battery 12 (hereinafter simply referred to as "target SOC") defined according to the location information of a specific route. For example, the target SOC memory unit 15 stores the target SOC of the battery 12 corresponding to the location (i.e., longitude and latitude) of the fuel cell vehicle 1 on a specific route in the form of a map as shown in Figure 4. The target SOC memory unit 15 is, for example, an EEPROM (Electrically Erasable Programmable Read Only Memory), a ROM (Read Only Memory), or a RAM (Random Access Memory).

[0029] The SOC measurement unit 16 is a sensor that measures the actual (current) SOC of the battery 12 (hereinafter simply referred to as "actual SOC").

[0030] The ECU17, or Electronic Control Unit, is a device that uses electronic circuits to control the entire fuel cell vehicle 1. In this embodiment, the ECU17 also functions as a power generation control unit 18 that controls the power generation of the FC stack 11, and a target SOC correction unit 21 that corrects the target SOC stored in the target SOC storage unit 15.

[0031] (Regarding the control of the battery's SOC) To reduce costs, weight, and space, we want to use the smallest possible capacity battery 12. However, as shown in Figures 2 and 3, for example, certain routes have inclines, i.e., uphill and downhill sections. In such cases, when driving uphill, the power consumption of battery 12 increases, potentially leading to insufficient State of Charge (SOC) for battery 12. Conversely, when driving downhill, regenerative power generation may fill battery 12's SOC to 100%, making regenerative power generation impossible and potentially rendering regenerative braking ineffective.

[0032] Therefore, in this embodiment, even when using a small-capacity battery 12, measures are taken to prevent a state of charge (SOC) shortage due to power consumption on uphill slopes, and a state where the SOC becomes full due to regenerative power generation on downhill slopes, causing regenerative braking to become ineffective.

[0033] Specifically, in this embodiment, as shown in Figure 2, multiple checkpoints corresponding to the position of the fuel cell vehicle 1 are set along a specific route. Then, as shown in Figure 4, the target SOC is set high at checkpoint B just before an uphill slope, and between checkpoint A and checkpoint B. Conversely, the target SOC is set low at checkpoint G just before a downhill slope, and between checkpoint F and checkpoint G.

[0034] The power generation control unit 18 then performs the control shown in Figure 5.

[0035] As shown in Figure 5, first, the power generation control unit 18 calculates the longitude and latitude of the position of the fuel cell vehicle 1 from the GPS 14, and then uses the calculated longitude and latitude to determine the target SOC on the 2D map shown in Figure 4 (step S1).

[0036] Next, the power generation control unit 18 determines whether the actual SOC is equal to or greater than the target SOC (step S2).

[0037] Then, if the actual SOC is equal to or greater than the target SOC (step S2: YES), the power generation control unit 18 performs an intermittent shutdown (step S3). Here, "performing an intermittent shutdown" means that, if the fuel cell system 10 is a DC-DC converter-less system, the power generation of the FC stack 11 is almost stopped. For example, while continuing to supply fuel gas to the FC stack 11, the power generation of the FC stack 11 is almost stopped by stopping or reducing the supply of oxidizer gas to the FC stack 11. Note that the fuel cell system 10 does not have to be a DC-DC converter-less system, so if the fuel cell system 10 is not a DC-DC converter-less system, in step S3, the power generation control unit 18 stops the power generation of the FC stack 11.

[0038] A DC-DC converter-less system is one in which a DC-DC converter (a device that converts voltage) is not placed between the FC stack 11 and the battery 12. Therefore, when the fuel cell system 10 is a DC-DC converter-less system, the FC voltage (the voltage of the power generated by the FC stack 11) is equal to (or approximately equal to) the voltage of the battery 12, and the FC current (the current of the power generated by the FC stack 11) depends on the voltage of the battery 12. In other words, when the fuel cell system 10 is a DC-DC converter-less system, the power generated by the FC stack 11 is supplied to the battery 12 without converting the FC voltage.

[0039] On the other hand, if the actual SOC is less than the target SOC (step S2: NO), the power generation control unit 18 performs spontaneous power generation (step S4). Here, "perform spontaneous power generation" means that, if the fuel cell system 10 is a DC-DC converter-less system, power generation from the FC stack 11 is performed spontaneously according to the voltage of the battery 12. If the fuel cell system 10 is not a DC-DC converter-less system, in step S4, the power generation control unit 18 performs power generation from the FC stack 11.

[0040] In this embodiment, the power generation control unit 18 controls the power generation state of the FC stack 11 based on the position of the fuel cell vehicle 1 acquired by the GPS 14, the target SOC stored in the target SOC storage unit 15, and the actual SOC measured by the SOC measurement unit 16.

[0041] This allows the power generation state of the FC stack 11 to be appropriately controlled according to the position of the fuel cell vehicle 1 traveling along a specific route. Therefore, the State of Charge (SOC) of the battery 12 can be controlled to an optimal value according to the conditions of the specific route (for example, whether or not there is a slope). Consequently, the fuel cell vehicle 1 can travel stably even if there is a slope on the specific route. Furthermore, even when using a small-capacity battery 12, it is possible to prevent situations where the SOC is insufficient due to power consumption on uphill slopes, or where the SOC becomes full due to regenerative power generation on downhill slopes, rendering the regenerative brakes ineffective.

[0042] The power generation control unit 18 then controls the power generation state of the FC stack 11 based on the actual SOC and the target SOC at the next checkpoint.

[0043] In this embodiment, if the actual SOC is less than the target SOC at the next checkpoint, the FC stack 11 generates power, thereby ensuring that the necessary amount of SOC in the battery 12 is secured in advance at the next checkpoint. On the other hand, if the actual SOC is equal to or greater than the target SOC at the next checkpoint, the FC stack 11 stops generating power, thereby preventing the amount of SOC in the battery 12 from exceeding the necessary amount at the next checkpoint. In this way, if the next checkpoint is uphill, the battery 12's SOC will not be insufficient, and if the next checkpoint is downhill, the battery 12's SOC will not be full, enabling regenerative braking. For example, the battery 12's SOC can be increased at checkpoint B just before an uphill slope, while being decreased at checkpoint G just before a downhill slope.

[0044] Furthermore, a hysteresis (for example, a 10% range) may be introduced into the target SOC. For example, if the target SOC is defined as 85% in Figure 4, a range may be introduced into the target SOC to control the SOC of battery 12 between 75% and 85%.

[0045] (Regarding the control performed when the key is turned off) If the battery 12 is not sufficiently charged when the key is turned off (i.e., when the start key (not shown) of the fuel cell vehicle 1 is turned off from the ON position), the fuel cell vehicle 1 may not be able to restart quickly. Note that when the key is turned off, for example, the fuel cell vehicle 1 is stopped at or near a land car base (i.e., a place where small cars used in golf courses or amusement parks are parked) and the power generation of the FC stack 11 is completely stopped.

[0046] Therefore, the power generation control unit 18 performs the control shown in Figure 6 when the key is turned off.

[0047] As shown in Figure 6, first, the power generation control unit 18 calculates the longitude and latitude of the fuel cell vehicle 1 from the GPS 14 when it is appropriate to switch the start key from on to off (step S11: YES), and determines whether the longitude and latitude calculated from the GPS 14 are at or near the land vehicle base (step S12).

[0048] Then, if the longitude and latitude calculated from GPS14 are the location of the land car base or its vicinity (step S12: YES), the power generation control unit 18 generates power until the State of Charge (SOC) reaches a predetermined SOC (e.g., 95%) in preparation for leaving the fuel cell vehicle 1 idle for a long period of time, and then performs a shutdown process (step S13). Here, "performing a shutdown process" means completely stopping the power generation of the FC stack 11.

[0049] If the longitude and latitude calculated from GPS14 are not the location of the land car base or its vicinity (step S12: NO), the power generation control unit 18 will proceed with the stop process (step S14).

[0050] Thus, in this embodiment, when the power generation control unit 18 completely stops the power generation of the FC stack 11, if the position of the fuel cell vehicle 1 obtained by GPS 14 is the location of the land vehicle base where the power generation of the FC stack 11 will be completely stopped, or a location near thereto, the unit charges the State of Charge (SOC) of the battery 12 to a predetermined SOC before completely stopping the power generation of the FC stack 11. Note that the land vehicle base is an example of a "predetermined stopping location" in this disclosure.

[0051] In this way, when the fuel cell vehicle 1 is stopped at or near the land vehicle base and the power generation of the FC stack 11 is completely stopped, a sufficient amount of state of charge (SOC) can be secured in advance as the state of charge (SOC) of the battery 12 for when the fuel cell vehicle 1 is restarted. Therefore, the fuel cell vehicle 1 can be restarted quickly.

[0052] (Regarding SOC control tailored to the user's driving) The way in which the fuel cell vehicle 1 is driven varies depending on the user. Therefore, in this embodiment, the target SOC is adjusted to approach the optimal value according to the user's driving style of the fuel cell vehicle 1. Specifically, the target SOC correction unit 21 performs the control shown in Figure 7.

[0053] As shown in Figure 7, first, the target SOC correction unit 21 calculates the longitude and latitude of the position of the fuel cell vehicle 1 from the GPS 14, and then calculates the difference SOC on the two-dimensional map shown in Figure 8 (step S21).

[0054] Next, the target SOC correction unit 21 determines whether |target SOC - actual SOC| (i.e., the absolute value of the difference between the target SOC and the actual SOC) is greater than or equal to a predetermined value a (for example, 30%) (step S22).

[0055] Then, if |Target SOC - Actual SOC| is greater than or equal to a predetermined value a (Step S22: YES), the Target SOC Correction Unit 21 calculates a new learning correction term by multiplying the current learning correction term by a predetermined value b (Step S23). The predetermined value b is greater than 1, for example, 1.01.

[0056] Next, the target SOC correction unit 21 adjusts the target SOC to a value of (50% + difference SOC × learning correction term) (i.e., the value obtained by multiplying the difference SOC obtained in step S21 by the learning correction term calculated in step S23 and adding this value to 50%) (step S24).

[0057] In this way, the target SOC correction unit 21 performs a correction to increase the target SOC.

[0058] On the other hand, if |Target SOC - Actual SOC| is less than a predetermined value a (Step S22: NO), the Target SOC Correction Unit 21 calculates a new learning correction term by multiplying the current learning correction term by a predetermined value c (Step S25). The predetermined value c is less than 1, for example, 0.998.

[0059] Next, the target SOC correction unit 21 adjusts the target SOC to a value of (50% + difference SOC × learning correction term) (i.e., the value obtained by multiplying the difference SOC obtained in step S21 by the learning correction term calculated in step S25, and adding this value to 50%) (step S24).

[0060] In this way, the target SOC correction unit 21 performs a correction to lower the target SOC.

[0061] In this way, the target SOC correction unit 21 corrects the target SOC stored in the target SOC storage unit 15 according to the difference from the actual SOC.

[0062] In this way, if the target SOC stored in the target SOC storage unit 15 differs from the actual SOC, which changes due to the user's driving, and does not match the user's driving, the stored target SOC is corrected according to the difference with the actual SOC. By repeatedly correcting the target SOC in this manner, it is possible to approach the optimal target SOC that matches the user's driving.

[0063] Furthermore, even if the battery 12 degrades, the target SOC can be repeatedly corrected in the same manner to approach the optimal target SOC that matches the degradation state of the battery 12.

[0064] The target SOC correction unit 21 then performs a correction to raise the target SOC if the absolute value of the difference between the target SOC and the actual SOC is greater than or equal to a predetermined value a, and performs a correction to lower the target SOC if the absolute value of the difference between the target SOC and the actual SOC is less than the predetermined value a.

[0065] In this way, when the difference between the target SOC and the actual SOC is large, a correction is made to raise the target SOC, while when the difference is small, a correction is made to lower the target SOC. This makes it possible to more reliably approach the optimal target SOC that matches the user's driving style.

[0066] As an alternative modification, the target SOC correction unit 21 may perform the control shown in Figure 9.

[0067] As shown in Figure 9, first, the target SOC correction unit 21 calculates the longitude and latitude of the position of the fuel cell vehicle 1 from the GPS 14, and then calculates the difference SOC on the two-dimensional map shown in Figure 8 (step S31).

[0068] Next, the target SOC correction unit 21 determines whether (target SOC - actual SOC) (i.e., the value obtained by subtracting the actual SOC from the target SOC) is greater than or equal to a predetermined value d (for example, 30%) (step S32).

[0069] Then, if (Target SOC - Actual SOC) is greater than or equal to a predetermined value d (Step S32: YES), the Target SOC Correction Unit 21 adds a predetermined value e to the original learning correction term and calculates a new learning correction term (Step S33). The predetermined value e is a value greater than 0, for example, 1%.

[0070] Next, the target SOC correction unit 21 sets the target SOC to a value of (50% + difference SOC + learning correction term) (i.e., the value obtained by adding the learning correction term calculated in step S33 to the difference SOC obtained in step S31, and then adding this value to 50%) (step S34).

[0071] In this way, the target SOC correction unit 21 performs a correction to increase the target SOC.

[0072] On the other hand, if (Target SOC - Actual SOC) is less than a predetermined value d (Step S32: NO), the Target SOC Correction Unit 21 determines whether (Actual SOC - Target SOC) (i.e., the value obtained by subtracting the Target SOC from the Actual SOC) is less than a predetermined value f (for example, 30%) (Step S35).

[0073] Then, if (actual SOC - target SOC) is less than a predetermined value f, (step S35: YES), the target SOC correction unit 21 subtracts a predetermined value g (for example, 1%) from the current learning correction term to calculate a new learning correction term (step S36). The predetermined value g is a value greater than 0, for example, 1%.

[0074] Next, the target SOC correction unit 21 adjusts the target SOC to a value of (50% + difference SOC + learning correction term) (i.e., the value obtained by adding the difference SOC obtained in step S31 and the learning correction term calculated in step S36 to 50%), while ensuring that it falls between the lower limit and the upper limit (step S34).

[0075] In this way, the target SOC correction unit 21 performs a correction to lower the target SOC.

[0076] On the other hand, if (actual SOC - target SOC) is greater than or equal to a predetermined value f (step S35: NO), the target SOC correction unit 21 calculates a new learning correction term by multiplying the current learning correction term by a predetermined value h (step S37). The predetermined value h is less than 1, for example, 0.998.

[0077] Next, the target SOC correction unit 21 adjusts the target SOC to a value of (50% + difference SOC + learning correction term) (i.e., the value obtained by adding the learning correction term calculated in step S37 to the difference SOC obtained in step S31, and then adding this value to 50%) (step S34).

[0078] In this way, the target SOC correction unit 21 performs a correction to lower the target SOC.

[0079] Thus, the target SOC correction unit 21 performs a correction to increase the target SOC if the value obtained by subtracting the actual SOC from the target SOC is greater than or equal to a predetermined value d. On the other hand, the target SOC correction unit 21 performs a correction to decrease the target SOC if the value obtained by subtracting the actual SOC from the target SOC is less than the predetermined value d.

[0080] By repeatedly correcting the target SOC in this way, it becomes possible to more reliably bring the target SOC closer to the optimal value that matches the user's driving style.

[0081] Furthermore, when the target SOC correction unit 21 performs a correction to lower the target SOC, it changes the amount of correction for the target SOC according to the magnitude of the value obtained by subtracting the actual SOC from the target SOC.

[0082] This allows for a more reliable adjustment to lower the target SOC, bringing it closer to the optimal value for the user's driving style.

[0083] It should be noted that the embodiments described above are merely illustrative examples and do not limit this disclosure in any way. Various improvements and modifications are possible without departing from the gist of the disclosure. [Explanation of Symbols]

[0084] 1. Fuel cell vehicle 10 Fuel cell systems 11 FC stack 12 batteries 13 Motors 14 GPS 15 Target SOC storage 16 SOC measurement section 17 ECU 18 Power Generation Control Unit 19 tires 21 Target SOC correction section A, B, C, D, E, F, G, H Checkpoints a,b,c,d,e,f,g,h Predetermined value

Claims

1. Fuel cells and The fuel cell has a battery for charging the electricity it generates, In fuel cell vehicles traveling on specific routes, A location information acquisition unit that acquires information on the location of the fuel cell vehicle along the specified route, A target SOC storage unit stores a target SOC which is the SOC of the battery of a target defined according to the position of the fuel cell vehicle, An SOC measurement unit for measuring the actual SOC of the aforementioned battery, The system includes a power generation control unit that controls the power generation of the fuel cell, The power generation control unit controls the power generation state of the fuel cell based on the position of the fuel cell vehicle acquired by the position information acquisition unit, the target SOC stored in the target SOC storage unit, and the actual SOC measured by the SOC measurement unit. A fuel cell vehicle characterized by [feature].

2. In the fuel cell vehicle of claim 1, By setting up multiple checkpoints along the aforementioned specific route, The power generation control unit controls the power generation state of the fuel cell based on the actual SOC and the target SOC at the next checkpoint. A fuel cell vehicle characterized by [feature].

3. In a fuel cell vehicle according to claim 1 or 2, When the power generation control unit completely stops the power generation of the fuel cell, if the position of the fuel cell vehicle acquired by the position information acquisition unit is at or near the predetermined stopping point where the power generation of the fuel cell will be completely stopped, the unit will charge the battery's State of Charge (SOC) to the predetermined SOC before completely stopping the power generation of the fuel cell. A fuel cell vehicle characterized by [feature].

4. In a fuel cell vehicle according to claim 1 or 2, The system includes a target SOC correction unit that corrects the target SOC stored in the target SOC storage unit according to the difference between it and the actual SOC. A fuel cell vehicle characterized by [feature].

5. In the fuel cell vehicle of claim 4, The aforementioned target SOC correction unit is: If the absolute value of the difference between the target SOC and the actual SOC is greater than or equal to a predetermined value, a correction is made to raise the target SOC. If the absolute value of the difference between the target SOC and the actual SOC is less than the predetermined value, a correction is made to lower the target SOC. A fuel cell vehicle characterized by [feature].

6. In the fuel cell vehicle of claim 4, The aforementioned target SOC correction unit is: If the value obtained by subtracting the actual SOC from the target SOC is greater than or equal to a predetermined value, a correction is made to increase the target SOC. If the value obtained by subtracting the actual SOC from the target SOC is less than the predetermined value, a correction is made to lower the target SOC. A fuel cell vehicle characterized by [feature].

7. In the fuel cell vehicle according to claim 6, The aforementioned target SOC correction unit is: When performing the correction to lower the target SOC, the amount of correction for the target SOC is changed according to the magnitude of the value obtained by subtracting the actual SOC from the target SOC. A fuel cell vehicle characterized by [feature].

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