Apparatus for controlling fuel cell vehicle and method thereof

Abstract

A fuel cell vehicle control device according to one embodiment of the present invention may include a fuel cell stack, an air supplyer that supplies air to the fuel cell stack, an air supplyer control unit that determines a regenerative braking execution cycle of the air supplyer based on the RPM speed of the air supplyer motor, and a fuel cell control unit that determines whether to continue the regenerative braking of the air supplyer based on the voltage difference before and after regenerative braking when the air supplyer performs regenerative braking.

Description

Technology Field

[0001] The present invention relates to a fuel cell vehicle control device and method. Background Technology

[0002] The air supply unit of a fuel cell vehicle can be operated at a maximum of 100,000 RPM, and for air supply control, the air supply unit can be operated by frequently increasing or decreasing between the minimum RPM and the maximum RPM.

[0003] Meanwhile, when the air supply unit performs regenerative braking, regenerative energy is inevitably generated, and this generated regenerative energy must be stored or consumed somewhere; otherwise, a problem of voltage rise caused by the regenerative energy may occur.

[0004] Conventionally, the method involved performing regenerative braking first and then stopping the regenerative braking operation when the bus voltage was detected to be above a certain voltage. However, since the control to stop the regenerative braking operation is performed after the voltage has already risen, an overvoltage exceeding the upper limit management voltage range is induced in the actual bus, which can cause damage to various components due to overvoltage. The problem to be solved

[0005] One objective of the present invention is to prevent the problem of voltage rise caused by regenerative energy in situations where the regenerative energy generated by the air supply cannot be consumed or received during regenerative braking of the air supply, and to provide a fuel cell vehicle control device and method that prevents the problem of overvoltage occurring during regenerative braking by improving the regeneration timing during regenerative braking of the air supply to a PWM duty regeneration method in which the duty is varied based on the RPM speed of the air supply.

[0006] The technical problems of the present invention are not limited to those mentioned above, and other unmentioned technical problems will be clearly understood by those skilled in the art from the description below. means of solving the problem

[0007] A fuel cell vehicle control device according to one embodiment of the present invention may include a fuel cell stack, an air supplyer that supplies air to the fuel cell stack, an air supplyer control unit that determines a regenerative braking execution cycle of the air supplyer based on the RPM speed of the air supplyer motor, and a fuel cell control unit that determines whether to continue the regenerative braking of the air supplyer based on the voltage difference before and after regenerative braking when the air supplyer performs regenerative braking.

[0008] In one embodiment, the air supply control unit can set the regenerative braking execution cycle of the air supply to be shorter as the RPM speed of the air supply motor is relatively higher.

[0009] In one embodiment, the air supply control unit can set the regenerative braking execution cycle of the air supply to be longer as the RPM speed of the air supply motor is relatively lower.

[0010] In one embodiment, the fuel cell control unit can compare the voltage before and after regenerative braking of the air supply unit for each cycle of the regenerative braking execution cycle of the air supply unit.

[0011] In one embodiment, the fuel cell control unit can maintain regenerative braking if the voltage of the air supply before regenerative braking is greater than the voltage after regenerative braking.

[0012] In one embodiment, the fuel cell control unit may stop regenerative braking if the voltage of the air supply unit after regenerative braking is greater than the voltage before regenerative braking.

[0013] A fuel cell vehicle method according to another embodiment of the present invention may include the steps of determining a regenerative braking execution cycle of an air supplyer based on the RPM speed of an air supplyer motor that supplies air to a fuel cell stack, checking the voltage difference before and after regenerative braking when the air supplyer performs regenerative braking, and determining whether to continue the regenerative braking of the air supplyer based on the voltage difference before and after regenerative braking of the air supplyer.

[0014] In one embodiment, the step of determining the regenerative braking execution cycle of the air supplyer based on the RPM speed of the air supplyer motor supplying air to the fuel cell stack may include the step of setting the regenerative braking execution cycle of the air supplyer to be shorter as the RPM speed of the air supplyer motor is relatively higher.

[0015] In one embodiment, the step of determining the regenerative braking execution cycle of the air supplyer based on the RPM speed of the air supplyer motor supplying air to the fuel cell stack may include the step of setting the regenerative braking execution cycle of the air supplyer to be longer as the RPM speed of the air supplyer motor is relatively lower.

[0016] In one embodiment, the step of checking the voltage difference before and after regenerative braking when the air supply performs regenerative braking may include the step of comparing the voltage before and after regenerative braking of the air supply for each cycle of the regenerative braking performance cycle of the air supply.

[0017] In one embodiment, the step of determining whether to continue regenerative braking of the air supply based on the voltage difference before and after regenerative braking of the air supply may include the step of maintaining regenerative braking if the voltage before regenerative braking of the air supply is greater than the voltage after regenerative braking.

[0018] In one embodiment, the step of determining whether to continue regenerative braking of the air supply based on the voltage difference before and after regenerative braking of the air supply may include the step of stopping regenerative braking if the voltage after regenerative braking of the air supply is greater than the voltage before regenerative braking. Effects of the invention

[0019] This technology is intended to prevent the problem of voltage rise caused by regenerative energy in situations where the regenerative energy generated by the air supply cannot be consumed or received during regenerative braking of the air supply. By improving the regeneration timing during regenerative braking of the air supply to a PWM duty regeneration method that varies the duty based on the RPM speed of the air supply, the problem of overvoltage occurring during regenerative braking can be prevented.

[0020] In addition, various effects identified directly or indirectly through this document may be provided. Brief explanation of the drawing

[0021] FIG. 1 is a configuration diagram showing a fuel cell vehicle control device according to one embodiment of the present invention, and FIGS. 2 and 3 are drawings for explaining the air supply control operation in a fuel cell vehicle control device according to an embodiment of the present invention, and FIG. 4 is a flowchart illustrating the air supply control process in a fuel cell vehicle control method according to one embodiment of the present invention. Specific details for implementing the invention

[0022] Hereinafter, various embodiments of the present invention are described with reference to the accompanying drawings. However, this is not intended to limit the present invention to specific embodiments and should be understood to include various modifications, equivalents, and / or alternatives of the embodiments of the present invention.

[0023] The various embodiments of this document and the terms used therein are not intended to limit the technical features described in this document to specific embodiments, and should be understood to include various modifications, equivalents, or substitutions of said embodiments.

[0024] In relation to the description of the drawings, similar reference numerals may be used for similar or related components. The singular form of the noun corresponding to an item may include one or more of said items unless the relevant context clearly indicates otherwise.

[0025] In this document, each of the phrases such as "A or B", "at least one of A and B", "at least one of A or B", "A, B or C", "at least one of A, B and C", and "at least one of A, B, or C" may include any one of the items listed together in the corresponding phrase, or all possible combinations thereof.

[0026] Terms such as “first,” “second,” or “first” or “second” may be used simply to distinguish a component from another component and do not limit the components in any other aspect (e.g., importance or order). Where any (e.g., first) component is referred to as “coupled” or “connected” to another (e.g., second) component, with or without the terms “functionally” or “communicationally,” it means that said component may be connected to said other component directly (e.g., wired), wirelessly, or through a third component.

[0027] Various embodiments of this document may be implemented as software (e.g., a program) comprising one or more instructions stored in a storage medium (e.g., internal memory or external memory) readable by a machine. For example, the machine may call at least one of the one or more instructions stored in the storage medium and execute it. This enables the machine to be operated to perform at least one function according to the at least one called instruction.

[0028] The above one or more instructions may include code generated by a compiler or code that can be executed by an interpreter.

[0029] A device-readable storage medium may be provided in the form of a non-transitory storage medium. Here, 'non-transitory' simply means that the storage medium is a tangible device and does not contain a signal (e.g., electromagnetic waves), and this term does not distinguish between cases where data is stored semi-permanently and cases where it is stored temporarily.

[0030] According to one embodiment, the method according to the various embodiments disclosed herein may be provided as included in a computer program product. The computer program product may be traded between a seller and a buyer as a product. The computer program product may be distributed in the form of a device-readable storage medium (e.g., compact disc read-only memory (CD-ROM)), or distributed online (e.g., download or upload) through an application store or directly between two user devices. In the case of online distribution, at least a portion of the computer program product may be temporarily stored or temporarily created on a device-readable storage medium, such as the memory of a manufacturer's server, an application store's server, or a relay server.

[0031] According to various embodiments, each component (e.g., module or program) of the components described above may include a singular or multiple entities, and some of the multiple entities may be separately disposed of in other components.

[0032] According to various embodiments, one or more of the aforementioned components or operations may be omitted, or one or more other components or operations may be added.

[0033] Generally or additionally, multiple components (e.g., modules or programs) may be integrated into a single component. In this case, the integrated component may perform one or more functions of each of the multiple components in the same or similar manner as those performed by the corresponding component among the multiple components prior to the integration.

[0034] According to various embodiments, operations performed by a module, program, or other component may be executed sequentially, in parallel, iteratively, or heuristically, or one or more of the operations may be executed in a different order, omitted, or one or more other operations may be added.

[0035] FIG. 1 is a configuration diagram showing a fuel cell vehicle control device according to one embodiment of the present invention.

[0036] Referring to FIG. 1, a fuel cell vehicle control device according to one embodiment of the present invention may include a fuel cell stack (110), a high-voltage battery (115), a drive motor (120), a fuel cell control unit (130), an air supply unit (140), and an air supply unit control unit (150).

[0037] The fuel cell stack (110) is a type of power generation device that generates electrical energy through an electrochemical reaction by supplying hydrogen supplied from a hydrogen supply device (not shown) and oxygen supplied from an air supply device (140) to a humidifier, which is the main power source for driving a fuel cell vehicle.

[0038] The high-voltage battery (115) is an auxiliary power source connected in parallel with the fuel cell stack (110) via a bus terminal, and can be charged / discharged to drive the drive motor (120) and high-voltage components.

[0039] In addition to the fuel cell stack (110), a high-voltage battery (115) capable of charging and discharging is provided as an auxiliary power source, so that the vehicle can be driven by the power of the auxiliary power source as needed (driving in EV mode where the drive motor (120) is driven solely by the output of the auxiliary power source is possible), and it is possible to recover energy during braking as an auxiliary power source (regenerative braking) through the generation of power from the drive motor (120).

[0040] A bidirectional high voltage DC / DC converter (BHDC) (not shown) may be further connected to the high voltage battery (115) to enable output control of the high voltage battery (115), and a DC / DC converter (not shown) that converts the output voltage of the fuel cell stack (110) or the output voltage of the bidirectional power converter to a low voltage may be further included.

[0041] An inverter (not shown) may be further connected to the bus terminal, which is the output side of the high-voltage battery (115), and a drive motor (140) may be connected to the inverter.

[0042] The drive motor (120) drives the fuel cell vehicle by receiving power generated from the fuel cell stack (110) or power from the high-voltage battery (115), and can provide power generated through regenerative braking to the high-voltage battery (115).

[0043] The fuel cell control unit (130) detects the State of Charge (SOC) of the high-voltage battery (115) and can determine whether to continue regenerative braking of the air supply unit (140) based on the difference in bus terminal voltage immediately before and after regenerative braking when regenerative braking of the air supply unit (140) is performed.

[0044] The fuel cell control unit (130) can output a command to stop the operation of the air supply unit (140) when there is a need to reduce the amount of power generated in the fuel cell stack (110), such as when the SOC of the high-voltage battery (115) exceeds a preset SOC standard.

[0045] This may apply when the high-voltage battery (115) is already fully charged, because it is necessary to limit the voltage generated by regenerative braking to prevent overvoltage.

[0046] The air supply unit (140) can supply oxygen required for the electrochemical reaction to the fuel cell stack (100) by driving a motor equipped with itself.

[0047] Meanwhile, when the amount of power generated in the fuel cell stack (110) is reduced or power generation is stopped, the operation of the air supply unit (140) can also be stopped. When the operation of the air supply unit (140) is stopped and the RPM speed of the motor is reduced, the air supply unit (140) can perform regenerative braking to generate regenerative braking energy.

[0048] The air supply control unit (150) can control the operation of the air supply motor (140), and when it receives a command to stop the operation of the air supply (140) from the fuel cell control unit (130), it can stop the operation of the air supply motor (40).

[0049] At this time, the air supply motor (140) does not stop immediately but can perform regenerative braking while reducing the RPM speed, and the air supply control unit (150) can determine the duty cycle for performing regenerative braking of the air supply (140) based on the RPM speed of the air supply motor (140).

[0050] FIGS. 2 and FIGS. 3 are drawings for explaining the air supply control operation in a fuel cell vehicle control device according to one embodiment of the present invention.

[0051] Referring to FIGS. 2 and FIGS. 3, regenerative braking of the air supply unit (140) can be performed by varying the duty of a PWM signal based on the RPM speed of the air supply unit (140) motor.

[0052] By performing regenerative braking of the air supply unit (140) based on the duty cycle of the PWM signal, the amount of regenerative braking energy generated during regenerative braking can be controlled.

[0053] That is, at the same duty value, the higher the RPM of the air supply motor (140), the more regenerative braking energy can be generated.

[0054] In addition, since regenerative braking can be performed for the duty cycle of the PWM signal, the amount of regenerative braking energy can be adjusted by varying the duty cycle of the PWM signal. That is, at the same RPM of the air supply motor (140), more regenerative braking energy can be generated as the duty cycle of the PWM signal is longer.

[0055] The air supply control unit (150) can set the regenerative braking duty of the air supply (140) to be shorter as the RPM speed of the air supply (140) motor is relatively higher, and can set the regenerative braking cycle of the air supply (140) to be longer as the RPM speed of the air supply (140) motor is relatively lower.

[0056] For example, at the point when the operation of the air supply unit (140) is stopped by receiving a command to stop the operation of the air supply unit (140) from the fuel cell control unit (130), that is, when regenerative braking of the air supply unit (140) motor starts, the RPM speed of the air supply unit (140) motor can be at the maximum speed state.

[0057] Accordingly, if the maximum RPM speed of the air supply motor (140) is 100,000 RPM, the duty cycle of the PWM for performing regenerative braking can be set to 10% (see FIG. 2 (a) and FIG. 3).

[0058] In addition, regenerative braking of the air supply unit (140) is continuously performed, and as time passes, the RPM speed of the air supply unit (140) motor can be continuously lowered. At this time, if the RPM speed of the air supply unit (140) motor is 10,000 RPM, the duty cycle of the PWM for performing regenerative braking can be set to 90% (see FIG. 2(b) and FIG. 3).

[0059] Referring to FIG. 3, if the RPM speed of the air supply motor (140) is 75,000 RPM, the duty of the PWM for performing regenerative braking can be set to 30%, if the RPM speed of the air supply motor (140) is 50,000 RPM, the duty of the PWM for performing regenerative braking can be set to 50%, and if the RPM speed of the air supply motor (140) is 25,000 RPM, the duty of the PWM for performing regenerative braking can be set to 70%.

[0060] By doing this, if the duty cycle for regenerative braking is set short at high RPM of the air supply motor (140), the voltage check time is also shortened, so that if overvoltage occurs, it can be checked immediately to prevent overvoltage, and since the duty cycle is short, the voltage level at which overvoltage is generated can be kept low.

[0061] On the other hand, at low RPM of the air supply motor (140), the amount of energy generated during regenerative braking is relatively small, so the duty cycle for performing regenerative braking is set long, and the voltage check time can also be extended.

[0062] Voltage checks for regenerative braking of the air supply unit (140) can be performed at the start and end points of the duty cycle of the PWM for regenerative braking.

[0063] For example, checking the voltage at the duty start point of the PWM checks the voltage value immediately before regenerative braking is performed, and the voltage value at the rising edge of the PWM output pulse can be checked.

[0064] In addition, checking the voltage at the end of the PWM duty cycle checks the voltage value immediately after regenerative braking is performed, and the voltage value at the falling edge of the PWM output pulse can be verified.

[0065] The fuel cell control unit (130) can check the immediate voltage (A) of the bus terminal at the rising edge of the PWM output pulse immediately before regenerative braking of the air supply unit (140), and when regenerative braking is performed for a duty of the PWM signal based on the RPM speed of the air supply unit (140) motor, it can check the immediate voltage (B) of the bus terminal at the falling edge of the PWM output pulse immediately after regenerative braking of the air supply unit (140).

[0066] The fuel cell control unit (130) can check the voltage immediately before (A) and the voltage immediately after (B) of the air supply unit (140) for each duty of the regenerative braking performance duty of the air supply unit (140) and compare them according to Equation 1.

[0067]

[0068] The fuel cell control unit (130) can maintain the generation of regenerative braking energy while performing regenerative braking by decelerating the air supply motor (140) through mathematical formula 1 if the voltage (A) immediately before regenerative braking of the air supply (140) is greater than the voltage (B) immediately after regenerative braking.

[0069] This can indicate that the regenerative braking energy is stored in a battery system including a high-voltage battery (115), or is normally consumed in an HDC system such as a bidirectional power converter (BHDC) or a load system.

[0070] Meanwhile, the fuel cell control unit (130) can stop the regenerative braking of the air supply unit (140) immediately if the voltage (B) immediately after regenerative braking of the air supply unit (140) is greater than the voltage (B) immediately before regenerative braking through mathematical formula 1.

[0071] This means that the regenerative braking energy generated by the air supply unit (140) may not be consumed or accepted due to a failure of the battery system including the high-voltage battery (115), a failure of the HDC system such as the bidirectional power converter (BHDC), or a failure of the load system, and if regenerative braking continues to be performed in this state, an overvoltage problem may occur due to the generated regenerative braking energy.

[0072] Accordingly, the fuel cell control unit (130) can stop the regenerative braking of the air supply unit (140) and perform inertia braking, so that the motor can decelerate without generating regenerative braking energy even when the motor decelerates.

[0073] In addition, although not shown in the drawings, according to the embodiments, the fuel cell vehicle control device may further include a storage unit.

[0074] The storage unit may store commands, control command codes, control data, or user data for controlling a fuel cell vehicle control unit. For example, the storage unit may include at least one of an application program, an operating system (OS), middleware, or a device driver.

[0075] The storage unit may include one or more of volatile memory or non-volatile memory.

[0076] Volatile memory may include DRAM (dynamic random access memory), SRAM (static RAM), SDRAM (synchronous DRAM), PRAM (phase-change RAM), MRAM (magnetic RAM), RRAM (resistive RAM), FeRAM (ferroelectric RAM), etc.

[0077] Non-volatile memory may include ROM (read only memory), PROM (programmable ROM), EPROM (electrically programmable ROM), EEPROM (electrically erasable programmable ROM), flash memory, etc.

[0078] The storage unit may further include non-volatile media such as hard disk drives (HDD), solid state disks (SSD), embedded multimedia cards (eMMC), and universal flash storage (UFS).

[0079] Hereinafter, a fuel cell vehicle method according to another embodiment of the present invention will be described in detail with reference to FIG. 4.

[0080] FIG. 4 is a flowchart illustrating the air supply control process in a fuel cell vehicle control method according to one embodiment of the present invention.

[0081] In the following, it is assumed that the fuel cell vehicle control device of FIG. 1 performs the process of FIG. 4.

[0082] First, the fuel cell control unit (130) can output a command to stop the operation of the air supply unit (140) when there is a need to reduce the amount of power generated in the fuel cell stack (110), such as when the SOC of the high-voltage battery (115) exceeds a preset SOC standard (S110).

[0083] Next, the air supply control unit (150) can control the operation of the air supply motor (140), and when it receives a command to stop the operation of the air supply (140) from the fuel cell control unit (130), it can stop the operation of the air supply motor (40).

[0084] At this time, the air supply motor (140) does not stop immediately but can perform regenerative braking while reducing the RPM speed, and the air supply control unit (150) can determine the duty cycle for performing regenerative braking of the air supply (140) based on the RPM speed of the air supply motor (140) (S120) (S130).

[0085] Next, the fuel cell control unit (130) can check the immediate voltage (A) of the bus terminal at the rising edge of the PWM output pulse just before the regenerative braking of the air supply unit (140) is performed (S140).

[0086] Next, when regenerative braking is performed for a duty cycle of the PWM signal based on the RPM speed of the air supply motor (140) (S150), the voltage (B) immediately after the bus terminal is checked at the falling edge of the PWM output pulse immediately after the regenerative braking of the air supply motor (140) is performed (S160).

[0087] Next, the fuel cell control unit (130) can check the voltage immediately before (A) and the voltage immediately after (B) of the air supply unit (140) for each duty of the regenerative braking performance duty of the air supply unit (140) and compare them according to Equation 1 (S170).

[0088] Next, the fuel cell control unit (130) can maintain the generation of regenerative braking energy while performing regenerative braking by decelerating the air supply motor (140) through Equation 1 if the voltage (A) immediately before regenerative braking of the air supply (140) is greater than the voltage (B) immediately after regenerative braking.

[0089] This can indicate that the regenerative braking energy is stored in a battery system including a high-voltage battery (115), or is normally consumed in an HDC system such as a bidirectional power converter (BHDC) or a load system.

[0090] Meanwhile, the fuel cell control unit (130) can stop the regenerative braking of the air supply unit (140) immediately if the voltage (B) immediately after regenerative braking of the air supply unit (140) is greater than the voltage (B) immediately before regenerative braking through mathematical formula 1 (S180).

[0091] This means that the regenerative braking energy generated by the air supply unit (140) may not be consumed or accepted due to a failure of the battery system including the high-voltage battery (115), a failure of the HDC system such as the bidirectional power converter (BHDC), or a failure of the load system, and if regenerative braking continues to be performed in this state, an overvoltage problem may occur due to the generated regenerative braking energy.

[0092] Accordingly, the fuel cell control unit (130) can stop the regenerative braking of the air supply unit (140) and perform inertia braking, so that the motor can decelerate without generating regenerative braking energy even when the motor decelerates.

[0093] As explained above, according to the present invention, the technology is intended to prevent the problem of voltage rise caused by regenerative energy in situations where the regenerative energy generated by the air supply cannot be consumed or received during regenerative braking of the air supply. By improving the regeneration timing during regenerative braking of the air supply to a PWM duty regeneration method that varies the duty based on the RPM speed of the air supply, the problem of overvoltage occurring during regenerative braking can be prevented.

[0094] The above description is merely an illustrative explanation of the technical concept of the present invention, and those skilled in the art to which the present invention pertains will be able to make various modifications and variations within the scope of the essential characteristics of the present invention.

[0095] Accordingly, the embodiments disclosed in this invention are intended to illustrate, not limit, the technical concept of the invention, and the scope of the technical concept of the invention is not limited by these embodiments. The scope of protection of this invention shall be interpreted by the claims below, and all technical concepts within an equivalent scope shall be interpreted as being included within the scope of rights of this invention.

Claims

Claim 1 A fuel cell vehicle control device comprising: a fuel cell stack; an air supply unit that supplies air to the fuel cell stack; an air supply unit that determines the regenerative braking execution cycle of the air supply unit based on the RPM speed of the air supply unit motor; and a fuel cell control unit that determines whether to continue the regenerative braking of the air supply unit based on the voltage difference before and after regenerative braking when the air supply unit performs regenerative braking, wherein the fuel cell control unit stops the regenerative braking and performs inertia braking if the voltage after the regenerative braking of the air supply unit is greater than the voltage before the regenerative braking. Claim 2 A fuel cell vehicle control device according to claim 1, wherein the air supply control unit sets the regenerative braking execution cycle of the air supply to be shorter as the RPM speed of the air supply motor is relatively higher. Claim 3 A fuel cell vehicle control device according to claim 1, wherein the air supply control unit sets the regenerative braking execution cycle of the air supply to be longer as the RPM speed of the air supply motor is relatively lower. Claim 4 A fuel cell vehicle control device according to claim 1, wherein the fuel cell control unit compares the voltage before and after regenerative braking of the air supplyer for each cycle of the regenerative braking execution cycle of the air supplyer. Claim 5 A fuel cell vehicle control device according to claim 1, wherein the fuel cell control unit maintains regenerative braking if the voltage of the air supply before regenerative braking is greater than the voltage after regenerative braking. Claim 6 delete Claim 7 A fuel cell vehicle control method comprising: a step of determining a regenerative braking execution cycle of an air supply motor based on the RPM speed of the air supply motor supplying air to a fuel cell stack; a step of checking the voltage difference before and after regenerative braking when the air supply performs regenerative braking; and a step of determining whether to continue the regenerative braking of the air supply based on the voltage difference before and after the regenerative braking of the air supply, wherein the step of determining whether to continue the regenerative braking of the air supply based on the voltage difference before and after the regenerative braking of the air supply includes a step of stopping regenerative braking and performing inertia braking if the voltage after regenerative braking of the air supply is greater than the voltage before regenerative braking. Claim 8 A fuel cell vehicle control method according to claim 7, wherein the step of determining the regenerative braking execution cycle of the air supplyer based on the RPM speed of the air supplyer motor supplying air to the fuel cell stack includes the step of setting the regenerative braking execution cycle of the air supplyer to be shorter as the RPM speed of the air supplyer motor is relatively higher. Claim 9 A fuel cell vehicle control method according to claim 7, wherein the step of determining the regenerative braking execution cycle of the air supplyer based on the RPM speed of the air supplyer motor supplying air to the fuel cell stack includes the step of setting the regenerative braking execution cycle of the air supplyer to be longer as the RPM speed of the air supplyer motor is relatively lower. Claim 10 A fuel cell vehicle control method according to claim 7, wherein the step of checking the voltage difference before and after regenerative braking when performing regenerative braking of the air supplyer includes the step of comparing the voltage before and after regenerative braking of the air supplyer for each cycle of the regenerative braking performance cycle of the air supplyer. Claim 11 A fuel cell vehicle control method according to claim 7, wherein the step of determining whether to continue performing regenerative braking of the air supply based on the voltage difference before and after regenerative braking of the air supply includes the step of maintaining regenerative braking if the voltage before regenerative braking of the air supply is greater than the voltage after regenerative braking. Claim 12 delete

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