Fuel cell electric vehicle

Abstract

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

Description

Technical Field

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

Background Art

[0002] In the case of a fuel cell electric vehicle (hereinafter referred to as "FCEV"), power is generated in the fuel cell stack mounted on the FCEV, and the FCEV is driven by the obtained power. Here, after the drive of the fuel cell stack stops, moisture generated during the power generation process remains. In a low-temperature environment such as winter, leaving such moisture will cause the moisture to freeze, which has an adverse effect on the restart of the fuel cell stack.

[0003] Therefore, conventionally, in the case of a low-temperature environment, it has been proposed to scavenge the air in the fuel cell stack together with moisture from the exhaust passage to the outside of the vehicle after the FCEV stops. For example, Patent Document 1 discloses a technique for detecting the temperature of a fuel cell stack and scavenging the fuel cell stack according to the detected temperature. According to such a technique, freezing of moisture in the fuel cell stack can be prevented.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] When the fuel cell stack is scavenged, air containing moisture is discharged from the exhaust passage. This air is cooled by the outside air, and the water vapor is atomized, so that the exhaust becomes white smoke. Such white-smoke-like exhaust is harmless and does not contain harmful substances. However, since a third party around the FCEV cannot distinguish the nature of the smoke, there is a risk that the FCEV will be misunderstood as discharging harmful substances, giving the third party a sense of uneasiness.

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

[0007] A fuel cell electric vehicle disclosed herein comprises a fuel cell stack, a scavenging device that, after the fuel cell electric vehicle is stopped, scavenges the air in the fuel cell stack along with moisture to the outside of the vehicle through an exhaust passage, and a controller that controls the operation of the scavenging device, wherein the controller acquires the state of the surroundings of the fuel cell electric vehicle and, if it determines that scavenging is unsuitable based on the state of the surroundings, temporarily prohibits scavenging by the scavenging device.

[0008] This configuration prevents scavenging from being performed under unsuitable conditions that might cause anxiety among people around the FCEV, thus reducing anxiety among those nearby.

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

[0010] This configuration allows for an accurate estimation of the possibility of people being around the FCEV, thereby more effectively reducing the anxiety of those nearby.

[0011] Furthermore, the controller may also be provided with a communication interface to access an information provision service and obtain information, and the controller may analyze the information provided by the information provision service to obtain the state of the surrounding area.

[0012] This configuration allows for easy estimation of the likelihood of people being present around the FCEV.

[0013] Furthermore, the system includes an environmental sensor for sensing the external conditions of the fuel cell electric vehicle, and the controller analyzes the information sensed by the environmental sensor to obtain the surrounding conditions, and the environmental sensor may include at least one of a camera, Lidar, sonar, infrared sensor, and millimeter-wave radar.

[0014] This configuration allows for a more accurate determination of whether there are people around the FCEV, enabling scavenging to be performed at a more appropriate time.

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

[0016] This configuration effectively prevents the freezing of moisture within the fuel cell stack without causing anxiety to those around. [Effects of the Invention]

[0017] According to the FCEV disclosed herein, it is possible to reduce anxiety among people around the FCEV. [Brief explanation of the drawing]

[0018] [Figure 1] This is a block diagram showing the configuration of FCEV10. [Figure 2] This flowchart shows the flow from the shutdown of the FCEV10 to the completion of the scavenging process. [Figure 3] This figure shows an example of a timing chart for scavenging. [Figure 4] This flowchart shows an example of how to determine whether or not to perform scavenging treatment. [Figure 5] This flowchart shows another example of how to determine whether or not to perform scavenging. [Figure 6] This flowchart shows another example of how to determine whether or not to perform scavenging.

Best Mode for Carrying Out the Invention

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

[0020] The fuel cell system 12 includes a fuel cell stack 16 (hereinafter referred to as the "FC stack 16"). The FC stack 16 is a solid polymer fuel cell and has a stack structure in which a plurality of fuel cells are stacked. Each fuel cell has a membrane-electrode assembly and a pair of separators that sandwich the membrane-electrode assembly. The membrane-electrode assembly has an anode electrode disposed on one surface of the electrolyte membrane and a cathode electrode disposed on the other surface. The separator is formed with a gas channel for flowing a reaction gas (fuel gas, oxidizing gas) to the membrane-electrode assembly and a flow path for flowing a refrigerant. Each fuel cell receives a supply of hydrogen gas (fuel gas) at the anode electrode and a supply of oxygen gas (oxidizing gas) at the cathode electrode to generate electricity.

[0021] More specifically, in the FC stack 16, an oxidation reaction of Equation (1) occurs at the anode electrode, and a reduction reaction of Equation (2) occurs at the cathode electrode. As a whole, an electromotive reaction of Equation (3) occurs in the FC stack 16. By this electromotive reaction, electric power is generated and water is generated as a reaction product. H2 → 2H + + 2e- …(1) (1 / 2)O2 + 2H + + 2e- → H2O …(2) H2 + (1 / 2)O2 → H2O …(3)

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

[0023] The FC stack 16 is connected to an oxygen gas supply passage 20 and an exhaust passage 30. The oxygen gas supply passage 20 is a passage that guides air containing oxygen gas to the FC stack 16. The oxygen gas supply passage 20 is equipped with a filter 22 for removing dust and other particles contained in the air, and a compressor 24 for pressurizing the oxygen gas. The exhaust passage 30 is a passage that guides oxygen gas that did not participate in the electrochemical reaction (hereinafter referred to as "oxygen off-gas") to the outside of the vehicle along with the generated water and nitrogen. The bypass passage 32 is a passage that connects the oxygen gas supply passage 20 to the exhaust passage 30 without going through the FC stack 16. By adjusting the valve provided in this bypass passage 32, the amount of oxygen gas supplied to the FC stack 16 can be adjusted. The oxygen gas supply passage 20, the exhaust passage 30, and the compressor 24 also function as a scavenging device 19 that scavenges the air inside the FC stack 16 along with moisture to the outside of the vehicle, but this will be described later.

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

[0025] The circulation path 46 is a flow path that returns hydrogen gas that did not participate in the electrochemical reaction (hereinafter referred to as "hydrogen off-gas") to the hydrogen gas supply path 40. A gas-liquid separator 50 and a hydrogen pump 48 are located in the circulation path 46. The gas-liquid separator 50 separates water (liquid) from the fluid flowing through the circulation path 46. The separated water is output to the exhaust path 30 via the fluid piping 52. The fluid piping 52 is a flow path that connects the gas-liquid separator 50 and the exhaust path 30. The hydrogen pump 48 pressurizes the hydrogen off-gas flowing through the circulation path 46 and sends it to the hydrogen gas supply path 40. The hydrogen off-gas from which water has been removed is pressurized by the hydrogen pump 48 and returned to the hydrogen gas supply path 40.

[0026] A refrigerant flow path 60 is further connected to the FC stack 16. The refrigerant flow path 60 is a flow path for circulating refrigerant in order to cool the FC stack 16. A refrigerant pump 62 for pressurizing the refrigerant and a radiator 64 for exchanging heat between the refrigerant and the outside air are arranged in this refrigerant flow path 60. The FC stack 16 is cooled as the refrigerant circulates along the refrigerant flow path 60.

[0027] The controller 80 controls the operation of the FC stack 16. Specifically, the controller 80 controls the amount of power generated by the FC stack 16 by controlling the behavior of pumps and valves provided in each flow path. Furthermore, as will be explained in detail later, the controller 80 also controls the scavenging process after the FCEV 10 has stopped. Physically, the controller 80 is a computer having a processor 82 and memory 84. Although only one processor 82 and one memory 84 are shown in Figure 1, there may be multiple of them. For example, the controller 80 may be configured by combining multiple physically separated computers.

[0028] The FCEV10 further includes a position sensor 86, an environmental sensor 88, and a communication interface 90 (hereinafter referred to as "communication I / F90"). The position sensor 86 is a sensor that detects the current position of the FCEV10, and is, for example, a GPS. The position information detected by the position sensor 86 is input to the controller 80.

[0029] The environmental sensor 88 is a sensor that senses the FCEV 10 and the surrounding conditions. Such an environmental sensor 88 may be composed of a combination of multiple sensors. For example, the environmental sensor 88 includes at least one of a camera, Lidar, infrared sensor, sonar, and millimeter-wave radar sensor. The sensing results from the environmental sensor 88 are input to the controller 80. The controller 80 analyzes the sensing results and obtains the state of the vehicle's surroundings. The "state of the surroundings" includes, for example, the presence or absence of obstacles around the vehicle and the movement of those obstacles. Obstacles also include structures around the vehicle, other vehicles, and people.

[0030] The communication interface 90 accesses information provision services to acquire information. Such a communication interface 90 may include, for example, a receiver that receives FM radio waves and beacons provided by the Road Traffic Information Communication System (hereinafter abbreviated as "VICS"; "VICS" is a registered trademark). The communication interface 90 may also include a communication device that performs internet communication via mobile data communication provided by a mobile phone company or the like. The information provision services accessed by the communication interface 90 include, for example, at least one of VICS, map information services provided on the internet (e.g., "Google Maps" (registered trademark), etc.), and pedestrian flow analysis services provided on the internet (e.g., "BizXaaS" (registered trademark), etc.). The communication interface 90 provides the controller 80 with the information acquired from these information provision services.

[0031] Next, we will explain the scavenging process of the FC stack 16 in the FCEV10. As mentioned above, the FC stack 16 generates electricity through an electrochemical reaction between oxygen and hydrogen. Water is produced during this electrochemical reaction. Liquid water is discharged outside the vehicle through the exhaust passage 30 as needed. On the other hand, water that has turned into water vapor (gas) tends to remain inside the FC stack 16. If the FCEV10 stops in a low-temperature environment, this water vapor may cool and liquefy, potentially freezing inside the FC stack 16. If water freezes inside the FC stack 16, even if an attempt is made to restart the FC stack 16, gas may not be properly supplied to the FC stack 16, and the FC stack 16 may not be able to restart properly.

[0032] Therefore, conventionally, when the FCEV 10 stops in a low-temperature environment, a scavenging process is performed to expel the air inside the FC stack 16, along with any moisture, to the outside of the vehicle. Specifically, when scavenging is necessary, the controller 80 drives the compressor 24 to supply outside air as scavenging gas to the FC stack 16. As a result, any remaining moisture-containing air (i.e., exhaust) inside the FC stack 16 is released to the outside of the vehicle through the exhaust passage 30. This prevents the water inside the FC stack 16 from freezing.

[0033] Incidentally, in low-temperature environments such as winter, the FC stack 16 is often hotter than the ambient temperature immediately after the FCEV 10 is shut down. As a result, the exhaust gas discharged from the exhaust passage 30 is cooled by the outside air, and the water vapor contained in the exhaust gas may atomize. This atomization can cause the exhaust gas discharged from the exhaust passage 30 to appear as white smoke.

[0034] The white smoke is actually water, and the exhaust is harmless to humans. However, third parties near the FCEV10 cannot identify the components of the white smoke. As a result, third parties may mistakenly believe that harmful substances are being emitted from the FCEV10 or that the FCEV10 is malfunctioning. Consequently, performing scavenging treatment may cause anxiety among third parties near the FCEV10.

[0035] In this example, the controller 80 acquires the conditions around the vehicle and determines whether or not to perform the scavenging process based on these conditions. For example, if the controller 80 determines that there is a high probability of a third party being present around the vehicle, it determines that performing the scavenging process is inappropriate. If the controller 80 determines that performing the scavenging process is inappropriate, it temporarily disables the scavenging process of the FC stack 16.

[0036] Figure 2 is a flowchart showing the flow from the controller 80 stopping the FCEV 10 to the end of the scavenging process. As shown in Figure 2, the controller 80 monitors the status of the FCEV 10's power switch (S10). The power switch is a switch that starts the vehicle system and corresponds to the ignition switch in an engine-powered vehicle. If the power switch is turned off (Yes in S10), the controller 80 determines whether scavenging is necessary (S12). The controller 80 determines that scavenging is necessary if there is a risk of residual moisture in the FC stack 16 freezing. For example, the controller 80 determines that scavenging is necessary if the outside temperature is below a specified threshold. If it is determined that scavenging is not necessary (No in S12), the controller 80 terminates all processes.

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

[0038] Once the target scavenging volume can be calculated, the controller 80 determines whether or not to perform the scavenging process (S16). The controller 80 determines that it is inappropriate to perform the scavenging process if there is a high probability that a third party is present around the vehicle. The specific details of this determination of whether or not to perform the scavenging process will be described later.

[0039] If the determination indicates that the scavenging process is inappropriate, the controller 80 prohibits the scavenging process (Yes in S18). In this case, the controller 80 returns to step S16 and waits until it is possible to permit the scavenging process.

[0040] On the other hand, if scavenging is permitted in step S18, the controller 80 performs scavenging of the FC stack 16 (S20). Specifically, it drives the compressor 24 to supply air to the FC stack 16 as scavenging gas. With the supply of scavenging gas, any air remaining in the FC stack 16, along with moisture, is discharged outside the vehicle through the exhaust passage 30. Thus, the compressor 24, the oxygen gas supply passage 20, and the exhaust passage 30 function as a scavenging device 19 that scavenges the FC stack 16.

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

[0042] Figure 3 shows an example of a timing chart for this scavenging process. The first row in Figure 3 shows the state of the power switch, the second row shows the result of the judgment on whether or not the scavenging process is appropriate, and the third row shows the execution state of the scavenging process. In the example in Figure 3, the power switch is turned off at time t0. The controller 80 determines whether or not scavenging is necessary, and if it determines that scavenging is necessary, it then determines the target scavenging amount and whether or not to execute the scavenging process. In the example in Figure 3, the target scavenging amount is Δt, which is the cumulative execution time of the early process.

[0043] In the example shown in Figure 3, the controller 80 permits the execution of the scavenging process during the period from time t1 to time t2. During this permitted period, the controller 80 drives the compressor 24 and performs the scavenging process.

[0044] Subsequently, if a change occurs in the surrounding conditions of FCEV10 and it is determined at time t2 that the scavenging process is unsuitable, the controller 80 prohibits the scavenging process. In this case, the controller 80 stops the compressor 24 and temporarily suspends the scavenging process. At this point, the scavenging volume has not reached the target scavenging volume. Therefore, the controller 80 continues to monitor the surrounding conditions until it becomes possible to perform the scavenging process.

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

[0046] Next, we will explain how to determine whether or not to perform the scavenging process. Figures 4 and 5 are flowcharts illustrating an example of how to determine whether or not to perform the scavenging process. As repeatedly stated, the controller 80 determines that it is inappropriate to perform the scavenging process if there is a high probability that a third party is present around the FCEV 10. To determine the possibility of a third party being present, the controller 80 uses, for example, traffic congestion information of the roads around the FCEV 10. In this case, the controller 80 identifies the parking location of the FCEV 10 (S30), as shown in Figure 4. Subsequently, the controller 80 identifies the surrounding roads of the parking location by comparing it with map information (S32). These "surrounding roads" include, at a minimum, roads that are directly connected to the parking location of the FCEV 10 (e.g., a parking lot or roadside).

[0047] Next, the controller 80 acquires traffic congestion information for the identified surrounding roads (S34). This traffic congestion information can be obtained by the communication I / F 90 accessing VICS or a map information service on the Internet. The controller 80 analyzes the obtained traffic congestion information and calculates the traffic congestion level Pj (S36). The traffic congestion level Pj may be, for example, a weighted average of the traffic congestion levels J[i] for multiple points set on the surrounding roads. In this case, the greater the access distance from each point to the FCEV10, the smaller the weighting coefficient for that point may be.

[0048] If the congestion level Pj is high, there is a high probability that a third party is present around the FCEV10. Therefore, if the congestion level Pj is greater than or equal to a predetermined congestion threshold Pjth (No in S38), the controller 80 prohibits the execution of the scavenging process (S42). On the other hand, if the congestion level Pj is less than the congestion threshold Pjth (Yes in S38), the scavenging process is permitted (S40).

[0049] Alternatively, the controller 80 may determine the appropriateness of scavenging based on the congestion level Pc of the surrounding facilities of the FCEV10. In this case, as shown in Figure 5, the controller 80 identifies the parking location of the FCEV10 (S50) and searches for facilities around the parking location (S52). Surrounding facilities can be obtained, for example, by the communication I / F 90 accessing a map information service on the Internet. Such map information services often also provide congestion information for facilities registered on the map. The controller 80 uses such a map information service to obtain congestion information for the surrounding facilities of the FCEV10 (S54). Then, the controller 80 analyzes the obtained congestion information and calculates the congestion level Pc (S56). The congestion level Pc may be, for example, the weighted average of the congestion levels C[i] of one or more surrounding facilities around the FCEV10. In this case, the greater the access distance from the surrounding facility to the FCEV10, the smaller the weighting coefficient for that surrounding facility may be.

[0050] If the congestion level Pc is high, there is a high probability that a third party is present around the FCEV10. Therefore, if the congestion level Pc is greater than or equal to a predetermined congestion threshold Pcth (No in S58), the controller 80 prohibits the scavenging process (S62). On the other hand, if the congestion level Pc is less than the congestion threshold Pcth (Yes in S58), the scavenging process is permitted (S60).

[0051] Alternatively, the controller 80 may determine the appropriateness of scavenging based on information sensed by the environmental sensor 88. In this case, as shown in Figure 6, the controller 80 senses the surrounding environment of the FCEV 10 using the environmental sensor 88 (S70). Subsequently, the controller 80 analyzes the information sensed by the environmental sensor 88 and calculates the crowd density Pb ​​(S72). The information obtained through sensing includes, for example, image data captured around the vehicle and three-dimensional object detection information obtained by Lidar. By analyzing this information, the controller 80 determines the location, movement, and type of obstacles present around the vehicle. In particular, the controller 80 identifies the number, location, and movement of people and vehicles present around the vehicle.

[0052] The controller 80 then calculates the crowd density Pb ​​based on the obtained information about people and vehicles. The controller 80 may increase the crowd density Pb ​​if, for example, there are more people and vehicles around the FCEV 10, and if those people and vehicles are closer to the FCEV 10. Also, exhaust from the FC stack 16 is discharged outside the vehicle from the rear. If there are many people observing this exhaust, it is better to prohibit scavenging. Therefore, the crowd density Pb ​​may be set to be higher when people and vehicles are behind the vehicle than when they are in front of it.

[0053] In any case, once the crowd density Pb ​​can be calculated, the controller 80 compares the crowd density Pb ​​with a predetermined crowd density threshold Pbth (S74). If the crowd density Pb ​​is greater than or equal to the crowd density threshold Pbth (No in S74), the controller 80 prohibits the scavenging process (S78). On the other hand, if the crowd density Pb ​​is less than the crowd density threshold Pbth (Yes in S74), the controller 80 permits the scavenging process (S76).

[0054] As another approach, the appropriateness of performing scavenging may be determined based on parameters calculated by combining at least two of the aforementioned congestion level Pj, crowding level Pc, and noise level Pb. Alternatively, the appropriateness of performing scavenging may be determined based on parameters other than those mentioned above. In any case, by temporarily prohibiting scavenging when there is a high probability of a third party being present around the FCEV10, the likelihood of the third party seeing the white smoke generated by the scavenging is reduced. This effectively prevents the FCEV10 from causing anxiety to third parties.

[0055] Furthermore, as is clear from the explanation above, in this example, although early treatment is temporarily prohibited, scavenging is performed continuously or intermittently, avoiding the period during which scavenging is prohibited, until the target scavenging volume is reached. This configuration effectively prevents moisture from remaining in the FC stack 16 while preventing it from causing anxiety to third parties.

[0056] Furthermore, depending on the conditions at the location where the FCEV10 is parked, the prohibition of scavenging may continue for an extended period, potentially causing the moisture in the FC stack 16 to begin freezing before the process is completed. To avoid such freezing, if the scavenging process for the target amount is not completed within a predetermined time after the power switch is turned off, scavenging may be exceptionally permitted regardless of the surrounding conditions of the vehicle. In this case, the exhaust flow rate per unit time may be reduced compared to normal exhaust treatment in order to minimize the appearance of white smoke-like exhaust. [Explanation of symbols]

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

Claims

1. A fuel cell electric vehicle, Fuel cell stack and After the fuel cell electric vehicle is stopped, a scavenging device is provided to scavenge the air inside the fuel cell stack along with moisture to the outside of the vehicle through the exhaust passage, A controller that controls the operation of the aforementioned scavenging device, The controller acquires the surrounding conditions of the fuel cell electric vehicle, and if it determines that the scavenging is unsuitable based on the surrounding conditions, it temporarily prohibits scavenging by the scavenging device. The controller, after the fuel cell electric vehicle has stopped, determines a target amount of scavenging based at least on the ambient temperature, and performs the scavenging continuously or intermittently, while avoiding periods during which scavenging is prohibited, until the target amount of scavenging is reached. A fuel cell electric vehicle characterized by the following features.

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

3. A fuel cell electric vehicle according to claim 2, further, It is equipped with a communication interface to access information provision services and obtain information, The controller analyzes the information provided by the information provision service to obtain the state of the surrounding area. A fuel cell electric vehicle characterized by the following features.

4. A fuel cell electric vehicle according to claim 2, further, This includes an environmental sensor that senses the external conditions of the fuel cell electric vehicle, The controller analyzes the information sensed by the environmental sensor to obtain the surrounding conditions, The environmental sensor includes at least one of a camera, a Lidar, a sonar, an infrared sensor, and a millimeter-wave radar. A fuel cell electric vehicle characterized by the following features.

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