Fuel cell industrial vehicles and fuel cell systems

Abstract

To suppress an electric storage device provided in the rear stage of a fuel cell from being in an overdischarged state in a fuel cell vehicle and a fuel cell system.SOLUTION: A fuel cell vehicle Ve includes a fuel cell FC, a load Lo, a power storage device B connected between the fuel cell FC and the load Lo, and a travel control unit 3 that controls the travel of the fuel cell vehicle Ve, and the travel control unit 3 increases the generated power of the fuel cell FC from the current generated power when it is determined that the fuel cell vehicle Ve is running uphill on the basis of the required electric power Pr required from the fuel cell vehicle Ve to the power storage device B, the speed V of the fuel cell vehicle Ve, the accelerator opening O of the fuel cell vehicle Ve, and the acceleration A of the fuel cell vehicle Ve.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to power generation control of a fuel cell. [Background technology]

[0002] Some fuel cell vehicles are equipped with a power storage device between the fuel cell and a load, and when the current flowing from the fuel cell to the load continues for a predetermined time or more and exceeds a predetermined current level, the power generated by the fuel cell is increased from the current power level.

[0003] However, in the above fuel cell vehicle, there is a risk that the power storage device will enter an over-discharged state during the period from when the current flowing from the fuel cell to the load reaches or exceeds a predetermined current until this state continues for a predetermined period of time. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Patent No. 6765936 Summary of the Invention [Problem to be solved by the invention]

[0005] An object according to one aspect of the present invention is to prevent an electricity storage device provided downstream of a fuel cell in a fuel cell vehicle or fuel cell system from entering an over-discharge state. [Means for solving the problem]

[0006] A fuel cell vehicle according to one aspect of the present invention includes a fuel cell, a load, a power storage device connected between the fuel cell and the load, and a driving control unit that controls driving of the fuel cell vehicle.

[0007] When the driving control unit determines that the fuel cell vehicle is traveling uphill based on the required power requested by the fuel cell vehicle from the power storage device, the speed of the fuel cell vehicle, the accelerator opening degree of the fuel cell vehicle, and the acceleration of the fuel cell vehicle, it increases the generated power of the fuel cell from the current generated power.

[0008] As a result, there is no need to wait for a predetermined period of time for the current flowing from the fuel cell to the load to be equal to or greater than a predetermined current, so that the remaining capacity of the storage device can be rapidly increased even when the remaining capacity of the storage device is relatively small, thereby preventing the storage device from entering an over-discharge state.

[0009] The driving control unit may also be configured to increment a counter value when the required power is greater than or equal to a predetermined power, when the speed is less than or equal to a predetermined speed, when the accelerator opening is greater than or equal to a predetermined accelerator opening, and when the acceleration is less than or equal to a predetermined acceleration, and to decrement the counter value when the required power is less than the predetermined power, or when the speed is greater than the predetermined speed, or when the accelerator opening is less than the predetermined accelerator opening, or when the acceleration is greater than the predetermined acceleration, and to determine that the fuel cell vehicle is traveling uphill when the counter value is greater than a threshold value.

[0010] This makes it possible to prevent the fuel cell vehicle from being frequently determined to be traveling uphill due to fluctuations in the required power, speed, accelerator opening, or acceleration, thereby reducing the impact on the driving of the fuel cell vehicle caused by frequent determinations that the fuel cell vehicle is traveling uphill, and preventing the driver from feeling uncomfortable about the driving of the fuel cell vehicle.

[0011] The driving control unit may be configured to determine that the fuel cell vehicle is not driving uphill when the counter value becomes equal to or less than zero.

[0012] This prevents the fuel cell vehicle from frequently determining that it is not traveling uphill due to fluctuations in the required power, speed, accelerator opening, or acceleration, thereby reducing the impact on the driving of the fuel cell vehicle caused by frequent determinations that the fuel cell vehicle is not traveling uphill, and prevents the driver from feeling uncomfortable about the driving of the fuel cell vehicle.

[0013] In addition, the driving control unit may be configured to change the power generation power of the fuel cell between zero and maximum power generation power in accordance with the charge amount of the power storage device when it determines that the fuel cell vehicle is not traveling uphill, and to increase the power generation power of the fuel cell to the maximum power generation power when it determines that the fuel cell vehicle is traveling uphill. This makes it possible to optimize the power generation control of the fuel cell.

[0014] The driving control unit may be configured to gradually increase the power generated by the fuel cell up to the maximum power generated when it determines that the fuel cell vehicle is traveling uphill.

[0015] This makes it possible to prevent a sudden increase in the power applied from the fuel cell to the auxiliary machinery.

[0016] One embodiment of the fuel cell system according to the present invention is a fuel cell system mounted on a fuel cell vehicle, and includes a fuel cell, a power storage device connected between the fuel cell and a load mounted on the fuel cell vehicle, and a control unit that controls power generation of the fuel cell.

[0017] When the control unit determines that the fuel cell vehicle is traveling uphill based on the required power requested by the fuel cell vehicle from the power storage device, the speed of the fuel cell vehicle, the accelerator opening degree of the fuel cell vehicle, and the acceleration of the fuel cell vehicle, it increases the generated power of the fuel cell from the current generated power.

[0018] As a result, there is no need to wait for a predetermined period of time for the current flowing from the fuel cell to the load to be equal to or greater than a predetermined current, so that the remaining capacity of the storage device can be rapidly increased even when the remaining capacity of the storage device is relatively small, thereby preventing the storage device from entering an over-discharge state. Effect of the Invention

[0019] According to the present invention, in a fuel cell vehicle and a fuel cell system, it is possible to prevent an electricity storage device provided downstream of a fuel cell from being over-discharged. [Brief description of the drawings]

[0020] [Figure 1] 1 is a diagram illustrating an example of a fuel cell vehicle according to an embodiment. [Diagram 2] FIG. 2 is a diagram for explaining power generation control of a fuel cell. [Diagram 3] 5 is a flowchart showing an example of the operation of a travel control unit. [Figure 4] 10 is a flowchart showing an example of an operation of a control unit. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0021] Hereinafter, the embodiments will be described in detail with reference to the drawings. FIG. 1 is a diagram illustrating an example of a fuel cell vehicle according to an embodiment. A fuel cell vehicle Ve shown in FIG. 1 is a vehicle such as an automobile or an industrial vehicle such as a forklift, and includes a load Lo, a fuel cell system 1, an accelerator opening detection unit 2, and a driving control unit 3.

[0022] The load Lo is an inverter or electrical equipment for driving a motor such as a travel motor or a cargo handling motor, and is driven by power supplied from the fuel cell system 1. The load Lo also supplies regenerative power generated by the motors or the like to the fuel cell system 1.

[0023] The fuel cell system 1 includes a fuel cell FC, a hydrogen tank HT, an injector INJ, an air compressor ACP, a DCDC converter CNV, an electricity storage device B, a memory unit 4, and a control unit 5. Note that the fuel cell system 1 is not limited to the configuration shown in FIG.

[0024] A fuel cell FC is a fuel cell stack composed of multiple fuel cell units connected in series with each other, and generates electricity through an electrochemical reaction between hydrogen contained in a fuel gas (such as hydrogen gas) and oxygen contained in an oxidant gas (such as air).

[0025] The hydrogen tank HT is a storage container for fuel gas. The fuel gas stored in the hydrogen tank HT is supplied to the fuel cell FC via the injector INJ.

[0026] The injector INJ adjusts the flow rate of the fuel gas supplied to the fuel cell FC.

[0027] The air compressor ACP compresses the oxidant gas and supplies it to the fuel cell FC.

[0028] The DCDC converter CNV is provided at the rear of the fuel cell FC and supplies the electric power output from the fuel cell FC to the power storage device B. It is assumed that the remaining electric power output from the DCDC converter CNV after the electric power consumed by auxiliary devices such as the air compressor ACP is supplied to the power storage device B.

[0029] The power storage device B is provided between the DC-DC converter CNV and the load Lo, and supplies power to the load Lo and auxiliary devices such as the air compressor ACP. The power storage device B may be configured with a capacitor such as a lithium ion capacitor. Generally, a capacitor has a relatively small capacity among secondary batteries and has excellent charge and discharge characteristics, so by configuring the power storage device B with a capacitor, the charge and discharge characteristics of the fuel cell system 1 can be made relatively high.

[0030] The storage unit 4 is configured with memories such as a random access memory (RAM) and a read only memory (ROM), and stores a predetermined required electric power, a predetermined speed, a predetermined accelerator opening, a predetermined acceleration, and the like, which will be described later.

[0031] The control unit 5 is configured with a microcomputer and the like.

[0032] Furthermore, during normal power generation control, the control unit 5 controls the operation of the injector INJ, the air compressor ACP, and the like so that the power generated by the fuel cell FC becomes the target power generation Pt.

[0033] Furthermore, during normal power generation control, the control unit 3 changes the target power generation power Pt according to the charge amount of the storage device B. The charge amount is defined as the charge rate [%] of the storage device B (the ratio of the remaining capacity to the full charge capacity) or the open circuit voltage [V] of the storage device B when no current flows through the storage device B.

[0034] Furthermore, the control unit 5 may be configured to change the target power generation Pt in stages according to the charge amount of the power storage device B.

[0035] 2 is a diagram for explaining the power generation control of the fuel cell FC. Note that the first charge amount<second charge amount<third charge amount<fourth charge amount<fifth charge amount<sixth charge amount<seventh charge amount. Also, the first generated power<second generated power<third generated power<maximum generated power. Also, the difference between the first generated power and the second generated power, the difference between the second generated power and the third generated power, and the difference between the third generated power and the maximum generated power may be a constant value or an arbitrary value.

[0036] When the charge amount of the storage device B becomes smaller than the sixth charge amount, the control unit 5 changes the target power generation Pt from zero to the first power generation. When the charge amount of the storage device B becomes smaller than the fourth charge amount, the control unit 5 changes the target power generation Pt from the first power generation to the second power generation. When the charge amount of the storage device B becomes smaller than the second charge amount, the control unit 3 changes the target power generation Pt from the second power generation to the third power generation. When the charge amount of the storage device B becomes smaller than the first charge amount, the control unit 5 changes the target power generation Pt from the third power generation to the maximum power generation. When the charge amount of the storage device B becomes larger than the third charge amount, the control unit 5 changes the target power generation Pt from the maximum power generation or the third power generation to the second power generation. When the charge amount of the storage device B becomes larger than the fifth charge amount, the control unit 5 changes the target power generation Pt from the second power generation to the first power generation. Furthermore, when the amount of charge of power storage device B becomes greater than the seventh amount of charge, control unit 5 changes target generated power Pt from the first generated power to zero.

[0037] In addition, the accelerator opening detection unit 2 shown in FIG. 1 is composed of a potentiometer connected to the accelerator pedal, detects the amount of accelerator pedal operation by the driver as accelerator opening O, and sends the detected accelerator opening O to the cruise control unit 3.

[0038] The driving control unit 3 is configured with a microcomputer and the like, and controls the operation of the load Lo to thereby control the driving and loading and unloading of the fuel cell vehicle Ve.

[0039] Furthermore, the traveling control unit 3 determines the required power Pr (power necessary to drive the load Lo) to be requested of the power storage device B. For example, the traveling control unit 3 determines the required power Pr to be the multiplication value of the output voltage of the power storage device B and the current flowing from the power storage device B to the load Lo, or the power consumption of the load Lo predicted from the operational control of the load Lo.

[0040] The driving control unit 3 also determines the speed V [m / s] and acceleration A [m / s2] of the fuel cell vehicle Ve. For example, the driving control unit 3 determines the speed V as the result of calculating (travel motor rotation speed [rpm] × tire outer diameter [m] × pi) / (gear ratio × reduction ratio). The driving control unit 3 also determines the amount of change in speed V per second as acceleration A. Alternatively, the driving control unit 3 may be configured to determine the acceleration A based on the output value of an acceleration sensor (not shown) mounted on the fuel cell vehicle Ve or a torque sensor connected to the traveling motor.

[0041] In addition, the driving control unit 3 determines whether the fuel cell vehicle Ve is driving uphill (whether the fuel cell vehicle Ve is climbing a slope) based on the required power Pr, the speed V, the accelerator opening O, and the acceleration A.

[0042] In general, the greater the gradient [%] of the uphill road, the greater the power consumed by the traction motor. In particular, when the fuel cell vehicle Ve is an industrial vehicle, the weight of the fuel cell vehicle Ve is relatively large, and therefore the greater the gradient of the uphill road, the greater the power consumed by the traction motor. In addition, the greater the gradient of the uphill road, the slower the speed of the fuel cell vehicle Ve tends to be. In addition, when the fuel cell vehicle Ve is traveling uphill, the speed of the fuel cell vehicle Ve is slower than when traveling on a flat road, so the driver's psychology of trying to maintain the same speed as on a flat road tends to make the accelerator pedal operation amount relatively large. In addition, when the fuel cell vehicle Ve is traveling uphill, the speed of the fuel cell vehicle Ve tends to be constant, and therefore the acceleration of the fuel cell vehicle Ve tends to be relatively small. That is, when the fuel cell vehicle Ve is traveling uphill, the required power Pr and the accelerator opening O become relatively large, and the speed V and acceleration A become relatively small.

[0043] Therefore, the traveling control unit 3 of the embodiment determines that the fuel cell vehicle Ve is traveling uphill when the required power Pr is equal to or greater than a predetermined required power, the speed V is equal to or less than a predetermined speed, the accelerator opening O is equal to or greater than a predetermined accelerator opening, and the acceleration A is equal to or less than a predetermined acceleration. The traveling control unit 3 also determines that the fuel cell vehicle Ve is not traveling uphill when the required power Pr is smaller than the predetermined required power, or when the speed V is greater than a predetermined speed, or when the accelerator opening O is smaller than a predetermined accelerator opening, or when the acceleration A is greater than a predetermined acceleration. The predetermined accelerator opening is not limited to 100% (full accelerator opening), but is set based on an opening that is estimated to be opened when the driver travels uphill, which is experimentally and empirically obtained.

[0044] Furthermore, when the driving control unit 3 determines that the fuel cell vehicle Ve is traveling uphill, it notifies the control unit 5 of the fuel cell system 1 of this fact using a climbing flag, and increases the power generation of the fuel cell FC from the current power generation.

[0045] 3 is a flowchart showing an example of the operation of the driving control unit 3 during the climbing flag switching process. The climbing flag switching process shown in FIG. 3 is executed repeatedly at predetermined timings or at regular intervals.

[0046] First, if the required power Pr is equal to or greater than a predetermined required power, the speed V is equal to or less than a predetermined speed, the accelerator opening O is equal to or greater than a predetermined accelerator opening, and the acceleration A is equal to or less than a predetermined acceleration (step S11: Yes), the traveling control unit 3 increments the counter value of the counter (step S12).

[0047] Next, if the counter value is equal to or greater than the threshold value (step S13: Yes), the traveling control unit 3 sets the counter value to the same value as the threshold value, turns on the climbing flag (step S14), and ends the climbing flag switching process. Note that when the climbing flag is turned on, the traveling control unit 3 may determine that the fuel cell vehicle Ve is traveling uphill. This makes it possible to prevent frequent determinations that the fuel cell vehicle Ve is traveling uphill due to fluctuations in the required power Pr, the speed V, the accelerator opening O, or the acceleration A, thereby suppressing the impact on the traveling of the fuel cell vehicle Ve caused by frequent determinations that the fuel cell vehicle Ve is traveling uphill, and making it possible to prevent the driver from feeling uncomfortable about the traveling of the fuel cell vehicle Ve.

[0048] On the other hand, if the required power Pr is smaller than the predetermined required power, or if the speed V is greater than the predetermined speed, or if the accelerator opening O is smaller than the predetermined accelerator opening, or if the acceleration A is greater than the predetermined acceleration (step S11: No), the driving control unit 3 de-increments the counter value of the counter (step S15).

[0049] Next, if the counter value is equal to or less than zero (step S16: Yes), the traveling control unit 3 sets the counter value to zero and turns off the climbing flag (step S17), and ends the climbing flag switching process. Note that when the climbing flag is turned off, the traveling control unit 3 may determine that the fuel cell vehicle Ve is not traveling uphill. This makes it possible to prevent frequent determinations that the fuel cell vehicle Ve is not traveling uphill due to fluctuations in the required power Pr, the speed V, the accelerator opening O, or the acceleration A, thereby suppressing the impact on the traveling of the fuel cell vehicle Ve caused by frequent determinations that the fuel cell vehicle Ve is not traveling uphill, and making it possible to prevent the driver from feeling uncomfortable about the traveling of the fuel cell vehicle Ve.

[0050] Furthermore, if the counter value is smaller than the threshold value (step S13: No) or if the counter value is greater than zero (step S16: No), the traveling control unit 3 ends the climbing flag switching process.

[0051] FIG. 4 is a flowchart showing an example of the operation of the control unit 5.

[0052] First, when the climbing flag is off (step S21: No), the control unit 5 performs normal power generation control (step S22). For example, as normal power generation control, the control unit 5 switches the target power generation in stages according to the charge amount of the power storage device B, as shown in FIG.

[0053] On the other hand, if the climbing flag is on (step S21: Yes), the control unit 5 sets the target generated power to the maximum generated power (step S23). Note that when increasing the generated power of the fuel cell FC to the maximum generated power, the control unit 5 may be configured to gradually increase the generated power of the fuel cell FC to the maximum generated power. Specifically, when increasing the target generated power Pt from the current generated power, an upper limit may be set for the amount of change in the generated power. This makes it possible to prevent a sudden increase in the power applied from the fuel cell FC to the auxiliary equipment.

[0054] Next, if the climbing flag remains on (step S24: Yes) but the charge amount of the storage device B is smaller than the upper limit charge amount (step S25: No), or if the climbing flag has switched from the on state to the off state (step S24: No) but the charge amount of the storage device B is smaller than the lower limit charge amount (step S26: No), the control unit 5 continues to set the target power generation to the maximum power generation (step S23). For example, when the upper limit charge amount is the seventh charge amount shown in Fig. 2 and the lower limit charge amount is the third charge amount shown in Fig. 2, if the climbing flag continues to be on (step S24: Yes) but the charge amount of the power storage device B is smaller than the seventh charge amount (step S25: No), or if the climbing flag has switched from on to off (step S24: No) but the charge amount of the power storage device B is smaller than the third charge amount (step S26: No), the control unit 5 continues to set the target power generation to the maximum power generation (step S23). As a result, even if the fuel cell vehicle Ve continues to travel uphill and the power storage device B is likely to become overdischarged, the power storage device B can continue to be charged until the charge amount of the power storage device B reaches the upper limit charge amount while the fuel cell vehicle Ve is traveling uphill, and therefore it is possible to prevent the power storage device B from becoming overdischarged.

[0055] Furthermore, when the climbing flag remains on (step S24: Yes) and the charge amount of the power storage device B becomes equal to or exceeds the upper limit charge amount (step S25: Yes), the control unit 5 sets the target power generation power to zero and stops power generation of the fuel cell FC (step S27).

[0056] On the other hand, after the climbing flag is switched from on to off (step S24: No), when the charge amount of the power storage device B becomes equal to or greater than the lower limit charge amount (step S26: Yes), the control unit 5 sets the target power generation power to medium power generation power (step S28), and then transitions to normal power generation control (step S22). For example, when the medium power generation power is the second power generation power shown in FIG. 2, after the climbing flag is switched from on to off (step S24: No), when the charge amount of the power storage device B becomes equal to or greater than the lower limit charge amount (step S26: Yes), the control unit 5 sets the target power generation power to the second power generation power (step S28), and then transitions to normal power generation control (step S22). As a result, since the target power generation power is set to medium power generation power when the fuel cell vehicle Ve is traveling on a flat road after traveling uphill, it is possible to easily transition from the power generation control at the time of the climbing determination to the normal power generation control.

[0057] In this manner, the traveling control unit 3 of the embodiment is configured to increase the power generated by the fuel cell FC from the current power generated when it determines that the fuel cell vehicle Ve is traveling uphill, using the required power Pr, the speed V, the accelerator opening O, and the acceleration A. As a result, since it is not necessary to wait for a predetermined period of time for the current flowing from the fuel cell system 1 to the load Lo to be equal to or greater than a predetermined current, it is possible to rapidly increase the remaining capacity of the power storage device B even when the remaining capacity of the power storage device B is relatively small, and it is possible to prevent the power storage device B from entering an over-discharge state.

[0058] Moreover, the traveling control unit 3 of the embodiment is configured to determine whether or not the fuel cell vehicle Ve is traveling uphill using four parameters, namely, the required power Pr, the speed V, the accelerator opening O, and the acceleration A. This makes it possible to improve the accuracy of determining whether or not the fuel cell vehicle Ve is traveling uphill, compared to a case where at least three of the four parameters, namely, the required power Pr, the speed V, the accelerator opening O, and the acceleration A, are used to determine whether or not the fuel cell vehicle Ve is traveling uphill. Furthermore, since the four parameters, namely, the required power Pr, the speed V, the accelerator opening O, and the acceleration A, can be detected by existing sensors, there is no need to newly provide a gradient detection sensor, and an increase in the manufacturing cost of the fuel cell vehicle Ve can be suppressed.

[0059] Furthermore, the travel control unit 3 of the embodiment is configured to increase the power generated by the fuel cell FC from the current power generation when it is determined that the fuel cell vehicle Ve is traveling uphill. This makes it possible to keep the voltage of the power storage device B relatively high while the fuel cell vehicle Ve is traveling uphill or after the fuel cell vehicle Ve has traveled uphill, thereby making it possible to relatively reduce the current flowing from the power storage device B to the various auxiliary devices and reduce losses in the power storage device B.

[0060] Furthermore, the driving control unit 3 of the embodiment is configured to have two power generation control systems: a power generation control system that changes the power generation power of the fuel cell FC between zero and the maximum power generation power depending on the charge amount of the power storage device B when it is determined that the fuel cell vehicle Ve is not traveling uphill, and a power generation control system that prioritizes increasing the power generation power of the fuel cell FC to the maximum power generation power when it is determined that the fuel cell vehicle Ve is traveling uphill. In this way, when there are two power generation control systems, it is possible to optimize the power generation control of the fuel cell FC compared to when there is only one power generation control system (for example, a power generation control system that changes the power generation power of the fuel cell FC depending on the charge amount of the power storage device B).

[0061] The present invention is not limited to the above-described embodiment, and various improvements and modifications are possible without departing from the gist of the present invention.

[0062] <Modification> In the above embodiment, the determination as to whether the fuel cell vehicle Ve is traveling uphill is performed by the traveling control unit 3, but the determination as to whether the fuel cell vehicle Ve is traveling uphill may be performed by the control unit 5. When configured in this manner, the control unit 5 receives the required power Pr, speed V, accelerator opening O, and acceleration A periodically transmitted from the traveling control unit 3, and determines whether the fuel cell vehicle Ve is traveling uphill using the received required power Pr, speed V, accelerator opening O, and acceleration A.

[0063] Even with this configuration, there is no need to wait for a predetermined period of time for the current flowing from the fuel cell system 1 to the load Lo to be equal to or greater than a predetermined current. Therefore, even when the remaining capacity of the storage device B is relatively small, the remaining capacity of the storage device B can be rapidly increased, and the storage device B can be prevented from entering an over-discharge state. [Explanation of symbols]

[0064] 1. Fuel cell system 2 Accelerator opening detector 3. Driving control unit 4 Storage section 5. Control section Ve Fuel Cell Vehicle Lo load FC fuel cell HT Hydrogen Tank INJ Injector ACP Air Compressor CNV DC / DC Converter B Energy storage device

Claims

1. A fuel cell industrial vehicle equipped with a fuel cell, Load and a capacitor connected between the fuel cell and the load; A travel control unit that controls the travel of the fuel cell industrial vehicle; Equipped with The travel control unit determines that the fuel cell industrial vehicle is traveling uphill based on the power required by the fuel cell industrial vehicle for the capacitor, the speed of the fuel cell industrial vehicle, the accelerator opening of the fuel cell industrial vehicle, and the acceleration of the fuel cell industrial vehicle, and sets the target power generation of the fuel cell to a maximum power generation by shifting from normal power generation control to climbing power generation control, and then, if it determines that the fuel cell industrial vehicle is traveling uphill and the charge amount of the capacitor is less than an upper limit charge amount, it continues to set the target power generation to the maximum power generation, and if it determines that the fuel cell industrial vehicle is not traveling uphill and the charge amount of the capacitor is equal to or greater than a lower limit charge amount which is less than the upper limit charge amount, it sets the target power generation to an intermediate power generation less than the maximum power generation, and then shifts from the climbing power generation control to the normal power generation control. A fuel cell industrial vehicle.

2. 2. The fuel cell industrial vehicle according to claim 1, The traveling control unit is incrementing a counter value when the required power is equal to or greater than a predetermined power, the speed is equal to or less than a predetermined speed, the accelerator opening is equal to or greater than a predetermined accelerator opening, and the acceleration is equal to or less than a predetermined acceleration; decrementing the counter value when the required power is smaller than the predetermined power, or when the speed is greater than the predetermined speed, or when the accelerator opening is smaller than the predetermined accelerator opening, or when the acceleration is greater than the predetermined acceleration; When the counter value is equal to or greater than a threshold value, it is determined that the fuel cell industrial vehicle is traveling uphill. A fuel cell industrial vehicle.

3. 3. The fuel cell industrial vehicle according to claim 2, When the counter value becomes equal to or less than zero, the traveling control unit determines that the fuel cell industrial vehicle is not traveling uphill. A fuel cell industrial vehicle.

4. A fuel cell industrial vehicle according to any one of claims 1 to 3, The traveling control unit is When it is determined that the fuel cell industrial vehicle is not traveling uphill, the power generation of the fuel cell is changed in accordance with the charge amount of the capacitor between zero and the maximum power generation. When it is determined that the fuel cell industrial vehicle is traveling uphill, the power generation of the fuel cell is increased to the maximum power generation. A fuel cell industrial vehicle.

5. 5. The fuel cell industrial vehicle according to claim 4, When the driving control unit determines that the fuel cell industrial vehicle is traveling uphill, the driving control unit gradually increases the power generation of the fuel cell up to the maximum power generation. A fuel cell industrial vehicle.

6. A fuel cell system mounted on a fuel cell industrial vehicle, A fuel cell; a capacitor connected between the fuel cell and a load mounted on the fuel cell industrial vehicle; A control unit that controls power generation of the fuel cell; Equipped with When the control unit determines that the fuel cell industrial vehicle is traveling uphill based on the power required by the fuel cell industrial vehicle for the capacitor, the speed of the fuel cell industrial vehicle, the accelerator opening of the fuel cell industrial vehicle, and the acceleration of the fuel cell industrial vehicle, it sets the target power generation of the fuel cell to a maximum power generation power by switching from normal power generation control to climbing power generation control, and then, when it determines that the fuel cell industrial vehicle is traveling uphill and the charge amount of the capacitor is less than an upper limit charge amount, it continues to set the target power generation to the maximum power generation, and when it determines that the fuel cell industrial vehicle is not traveling uphill and the charge amount of the capacitor is equal to or greater than a lower limit charge amount which is less than the upper limit charge amount, it sets the target power generation to an intermediate power generation power which is less than the maximum power generation power, and then switches from the climbing power generation control to the normal power generation control. A fuel cell system comprising:

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