Source: https://patents.google.com/patent/JP2018137900A/en
Timestamp: 2019-10-22 01:53:58
Document Index: 487058877

Matched Legal Cases: ['art 49', 'art 49', 'art 50', 'art 50', 'art 50', 'art 60', 'art 51', 'art 57', 'art 52', 'art 50', 'art 63', 'art 49', 'art 50', 'art 65', 'art 70', 'art 71']

JP2018137900A - Fuel cell vehicle and control method for the same - Google Patents
Fuel cell vehicle and control method for the same Download PDF
JP2018137900A
JP2018137900A JP2017030851A JP2017030851A JP2018137900A JP 2018137900 A JP2018137900 A JP 2018137900A JP 2017030851 A JP2017030851 A JP 2017030851A JP 2017030851 A JP2017030851 A JP 2017030851A JP 2018137900 A JP2018137900 A JP 2018137900A
JP2017030851A
弘幸 坂大
Hiroyuki Sakadai
智彦 水越
Tomohiko Mizukoshi
2017-02-22 Application filed by トヨタ自動車株式会社, Toyota Motor Corp filed Critical トヨタ自動車株式会社
2017-02-22 Priority to JP2017030851A priority Critical patent/JP2018137900A/en
2018-08-30 Publication of JP2018137900A publication Critical patent/JP2018137900A/en
239000000446 fuel Substances 0 abstract title 6
238000010248 power generation Methods 0 abstract 1
Even when a high load state continues, an excessive increase in fuel cell temperature is suppressed. A fuel cell vehicle includes a cooling system and a cooling system control unit. When it is determined that the temperature of the fuel cell is out of the reference temperature range using at least one of the temperature of the fuel cell, the power generation amount, and the load request, the cooling system control unit A normal control mode for changing the cooling capacity of the cooling system is provided. The control method includes a first step of estimating a load applied to the own vehicle when traveling on the estimated route using current traffic flow information in addition to the estimated route, and an estimated route using the estimated load. A second step for determining whether or not an overload region exists; and if it is determined that an overload region exists, the vehicle is set in the normal control mode before the vehicle reaches the overload region. And a third step for increasing the cooling capacity over the cooling capacity to be performed. [Selection] Figure 3
The present invention relates to a fuel cell vehicle and a control method thereof.
The fuel cell exhibits sufficient power generation performance in a specific temperature range determined by the properties of the electrolyte layer and the like, and has a property of generating heat with power generation. Therefore, normally, by providing a cooling device for circulating the refrigerant inside the fuel cell, the temperature at the time of power generation of the fuel cell is controlled to be within the specific temperature range.
In a vehicle equipped with such a fuel cell as a drive energy source, when the high load state continues, the amount of heat generated in the fuel cell particularly increases. Therefore, when the temperature of the fuel cell rises excessively after the high load state continues, generally, control for increasing the cooling capacity of the cooling device is performed. As an example of such a configuration, it is determined whether or not the fuel cell is in a high-temperature and high-load continuation state. If it is determined that the fuel cell is in a high-temperature and high-load continuation state, cooling means (a radiator fan or a cooling water pump) A configuration that increases the cooling capacity by increasing the driving amount has been proposed (for example, see Patent Document 1).
JP 2012-209109 A JP 2012-244713 A
In such a fuel cell vehicle described in Patent Literature 1, the temperature of the fuel cell and the measurement state of the load are detected to determine whether or not the high temperature and high load continuation state is present. After it is determined that the high-temperature and high-load continuation state is maintained, the cooling capacity of the fuel cell is increased by increasing the speed of the radiator fan, the speed of the cooling water pump, or the like. However, since the performance of the cooling means mounted on the vehicle is limited, when the high temperature and high load state continues for a longer time, the cooling by the cooling means becomes insufficient and the temperature of the fuel cell rises excessively. there is a possibility. Therefore, there has been a demand for a technique that can suppress an excessive increase in the fuel cell temperature even when the high load state continues.
SUMMARY An advantage of some aspects of the invention is to solve at least a part of the problems described above, and the invention can be implemented as the following forms.
(1) According to one aspect of the present invention, there is provided a method for controlling a fuel cell vehicle in which a fuel cell is mounted as at least one of driving energy sources. The fuel cell vehicle includes a cooling system that cools the fuel cell, and a cooling system control unit that controls the cooling capacity of the cooling system; the cooling system control unit controls the cooling capacity of the cooling system. As a control mode, a reference temperature range in which the temperature of the fuel cell is determined in advance using at least one of the temperature of the fuel cell, the power generation amount in the fuel cell, and the load request in the fuel cell vehicle. When it is determined that the temperature of the fuel cell falls outside the reference temperature range, a normal control mode for changing the cooling capacity of the cooling system so that the temperature of the fuel cell falls within the reference temperature range is provided. In this fuel cell vehicle control method, in addition to the estimated route that the vehicle that is the fuel cell vehicle is estimated to travel, traffic flow information indicating the current traffic flow on the estimated route, the past on the estimated route Of the traffic flow information of the vehicle, the driving history of the host vehicle, and a parameter that represents a habit of driving in the past of the host vehicle, and a parameter that represents a driving tendency that is a driving tendency different from other vehicles A first step of using at least one to estimate a load applied to the host vehicle when traveling on the estimated route; and using the estimated load, the fuel cell has an appropriate temperature on the estimated route. A second step of determining whether or not there is an overload region that can exceed the range; and when it is determined that the overload region exists, the host vehicle reaches the overload region. It comprises; prior to, and a third step of executing the increasing process for increasing the cooling capacity of the cooling system. The increase process is a process of increasing the cooling capacity of the cooling system over the cooling capacity to be set in the normal control mode at the time when the increase process is executed.
According to the control method of the fuel cell vehicle of this aspect, when the overload region exists on the estimated route, the cooling to be set in the normal control mode before the host vehicle reaches the overload region. Increase processing for increasing the cooling capacity rather than the capacity is executed. Therefore, it is possible to suppress an excessive increase in the temperature of the fuel cell.
(2) In the fuel cell vehicle control method according to the above aspect, the first step includes current traffic flow information on the estimated route, past traffic flow information on the estimated route, travel history of the host vehicle, and Estimating the load applied to the host vehicle when traveling on the estimated route using at least one of the parameters representing the driving tendency of the host vehicle; and the parameter representing the driving tendency of the host vehicle. And a step of correcting a result of estimating the load. According to the control method of the fuel cell vehicle of this embodiment, the accuracy of estimating the load applied to the fuel cell can be increased, and the increase process can be performed more appropriately.
(3) In the control method for a fuel cell vehicle according to the above aspect, the estimated route is a branch point that branches at the destination of the host vehicle using traffic flow information indicating at least one of the current and past traffic flows. It may be estimated by determining the branch destination most likely to be selected at the branch destination where the host vehicle travels. According to the control method for a fuel cell vehicle of this aspect, even when there is no input regarding the destination of the host vehicle, the increase process is executed before the host vehicle reaches the overload region, and the fuel cell It is possible to increase the possibility that the control for suppressing the excessive temperature rise can be appropriately performed.
(4) In the control method for a fuel cell vehicle according to the above aspect, the third step maximizes the cooling capacity of the cooling system before the cooling capacity of the cooling system is maximized in the normal control mode. It is good. According to the control method of the fuel cell vehicle of this aspect, the effect of suppressing the temperature of the fuel cell from excessively rising can be enhanced.
(5) In the control method for a fuel cell vehicle according to the above aspect, the cooling system includes a refrigerant that cools the fuel cell, and a radiator that cools the refrigerant; and the third step is power generation of the fuel cell. A first temperature rise amount in which the temperature of the refrigerant rises due to the above, a second temperature rise amount in which the temperature of the refrigerant rises due to factors other than power generation of the fuel cell, and a heat dissipation capability in the radiator, Using the first temperature rise amount, the second temperature rise amount, and the heat dissipation capability, the fuel when the host vehicle travels on the estimated route in the normal control mode. Deriving the highest temperature that is the highest temperature reached by the battery, and comparing the highest temperature and the FC upper limit temperature preset as the upper limit temperature of the fuel cell, If the temperature is below the FC upper temperature limit, it is also possible not to perform the increasing process even if the is determined that the overload region is present in said second step. With such a configuration, the operation of suppressing the temperature of the fuel cell below the FC upper limit temperature can be accurately performed.
The present invention can be implemented in various forms other than the above. For example, the present invention can be realized in the form of a fuel cell vehicle, an external server, a computer program that realizes a control method of the fuel cell vehicle, a non-temporary recording medium that records the computer program, and the like. Alternatively, it can be realized as a control system including a fuel cell vehicle, a vehicle other than the fuel cell vehicle, and an external server.
It is explanatory drawing showing schematic structure of a control system. It is explanatory drawing showing the schematic structure of the own vehicle. It is explanatory drawing showing the outline | summary of a pre-cooling control process. It is explanatory drawing showing the functional block of a control system. It is a flowchart showing the own vehicle control processing routine. It is a flowchart showing an external server control processing routine. It is a flowchart showing an overload driving | running | working determination processing routine. It is explanatory drawing which represents notionally the operation | movement in an overload driving | running determination part. It is a flowchart showing a driving | running state calculation process routine. It is a flowchart showing the water temperature calculation process routine at the time of an overload driving | running | working. It is a flowchart showing a pre-cooling period calculation processing routine. It is explanatory drawing which shows the relationship between the maximum cooling start time and the maximum value of the raise temperature of a refrigerant | coolant. It is explanatory drawing which shows the effect of pre-cooling.
(A-1) Overall configuration of control system:
FIG. 1 is an explanatory diagram showing a schematic configuration of a control system 10 according to the first embodiment of the present invention. The control system 10 of the present embodiment is a control system related to a fuel cell cooling system in a vehicle in which the fuel cell is mounted as one of driving energy sources. The control system 10 according to the present embodiment automatically communicates with individual traveling vehicles to thereby provide information on the traveling state of each vehicle (for example, information including the position, vehicle speed, acceleration, and navigation information of each vehicle). Is used to derive a load applied to the specific vehicle when the specific vehicle travels on the estimated route, and to change the control of the cooling system of the fuel cell in the specific vehicle. is there. In the control system 10, information relating to the traveling state of the traveling vehicle is automatically collected in the whole society or at least in a specific area.
Control system 10 includes a vehicle 20, a vehicle 21, and a network 25 that communicates with these vehicles 20, 21. The network 25 includes a wireless communication network for communicating with the vehicle 20 and the vehicle 21. The network 25 of this embodiment has a form of cloud computing including an external server 26. However, the external server 26 only needs to be able to communicate via a network, and an external server having a form different from that of cloud computing can be used.
The vehicle 20 is a fuel cell vehicle equipped with a fuel cell as one of driving energy sources. Below, the vehicle 20 is also called the own vehicle 20. The vehicle 21 is a vehicle other than the host vehicle 20 that travels in an area where communication with the network 25 is possible. Hereinafter, the vehicle 21 is also referred to as another vehicle 21. The other vehicle 21 is any one of a fuel cell vehicle, an electric vehicle having only a battery as a driving energy source, a hybrid vehicle having both a battery and an internal combustion engine, a vehicle having only an internal combustion engine as a driving energy source, and the like. There may be. The other vehicle 21 only needs to be able to communicate with the network 25 and to be able to automatically transmit information related to the traveling state of the other vehicle 21 itself to the network 25. The other vehicle 21 does not have to be all of the traveling vehicles other than the own vehicle 20 traveling in an area where communication with the network 25 is possible, but the other vehicle 21 that communicates with the network 25 in the traveling vehicle. The higher the ratio is, the more accurate the derivation of the estimated route of the own vehicle 20 described later and the derivation of the load applied when the own vehicle 20 travels the estimated route. Each of the other vehicles 21 can also be a host vehicle 20 having a function to be described later by having the same configuration as the host vehicle 20. The own vehicle 20 and the other vehicle 21 may be, for example, a large vehicle such as a bus or a two-wheeled vehicle, in addition to a private vehicle.
(A-2) General configuration of own vehicle:
FIG. 2 is an explanatory diagram illustrating a schematic configuration of the host vehicle 20. The own vehicle 20 is equipped with a fuel cell system 30 including a fuel cell 31. The own vehicle 20 travels by driving a drive motor (not shown) using power (electric energy) output from the fuel cell 31 and a secondary battery (not shown) as a drive energy source.
The fuel cell 31 has a stack structure in which a plurality of single cells as power generators are stacked. In the present embodiment, the fuel cell 31 is a polymer electrolyte fuel cell, but other types of fuel cells may be used. Each single cell includes an electrolyte membrane and an anode and a cathode that are electrodes formed on each surface of the electrolyte membrane. In each single cell, an in-cell fuel gas flow path that is a flow path for fuel gas containing hydrogen is formed on the anode, and a cell that is a flow path for the oxidizing gas containing oxygen is formed on the cathode. An inner oxidizing gas flow path is formed. An inter-cell refrigerant flow path through which cooling water as a refrigerant flows is formed between adjacent single cells.
The fuel cell system 30 includes a fuel gas supply unit including a hydrogen tank in order to supply fuel gas to the fuel cell 31. The illustration and detailed description of the fuel gas supply unit are omitted.
The fuel cell system 30 includes an air compressor 32 in order to supply an oxidizing gas to the fuel cell 31. The air compressor 32 and the fuel cell 31 are connected by an oxidizing gas passage 34. The oxidizing gas supplied to the fuel cell 31 through the oxidizing gas channel 34 is distributed to the in-cell oxidizing gas channel of each single cell and used for power generation, and then discharged outside the fuel cell 31. A heat exchanger 33 is provided in the oxidizing gas flow path 34. The heat exchanger 33 cools the oxidizing gas (air) whose temperature has been increased by being compressed by the air compressor 32 prior to supply to the fuel cell 31 by exchanging heat with the refrigerant. The heat exchanger 33 is also called an intercooler (I / C).
The fuel cell system 30 includes a cooling system 40 for cooling the fuel cell 31. The cooling system 40 includes an FC radiator 41, a refrigerant channel 44, a refrigerant flowing in the refrigerant channel 44, a cooling fan 45, a fan controller 46, and a valve 47. In the cooling system 40, the fuel cell 31 is cooled by circulating the coolant between the fuel cell 31 and the FC radiator 41 via the coolant channel 44. In the FC radiator 41, the refrigerant is cooled by using the traveling wind that flows from the outside of the vehicle when the host vehicle 20 is traveling and the cooling fan 45. The fan controller 46 controls driving of the cooling fan 45. In the cooling system 40, a branch channel 48 that branches from the refrigerant channel 44 and passes through the heat exchanger 33 described above is provided. That is, the cooling system 40 cools the oxidizing gas supplied to the fuel cell 31 along with the cooling of the fuel cell 31. The refrigerant flow path 44 is provided with the above-described valve 47 that is an electromagnetic valve. Of the refrigerant cooled by the FC radiator 41 by the valve 47, the amount of refrigerant that passes through the fuel cell 31 and the heat exchanger 33, and the amount of refrigerant that bypasses without passing through the fuel cell 31 and the heat exchanger 33 Is adjustable.
When the host vehicle 20 travels, the temperature of the fuel cell 31 is based on the temperature of the fuel cell 31 so that the temperature of the fuel cell 31 becomes a reference temperature range that is a temperature range preset as a control target for the temperature of the fuel cell 31. Each part of the cooling system 40 is driven and controlled. In the present embodiment, the temperature sensor 35 is provided in the refrigerant flow path 44 in the vicinity of the connection portion with the fuel cell 31 and at a portion where the refrigerant is discharged from the fuel cell 31. In the own vehicle 20, each part of the cooling system 40 is driven and controlled using the temperature detected by the temperature sensor 35 (refrigerant temperature) as the temperature of the fuel cell 31. That is, when the temperature detected by the temperature sensor 35 exceeds the reference temperature range, the cooling capacity in the cooling system 40 is improved. Specifically, at least one of an increase in the driving amount of the cooling fan 45 and an increase in the refrigerant flow rate via the fuel cell 31 by switching the valve 47 are performed. Further, when the temperature detected by the temperature sensor 35 falls below the reference temperature range, the cooling capacity in the cooling system 40 is reduced. Specifically, at least one of the reduction of the driving amount of the cooling fan 45 and the reduction of the refrigerant flow rate via the fuel cell 31 by switching the valve 47 are performed.
Such a change in the cooling capacity in the cooling system 40 may be performed using information other than the temperature of the fuel cell 31. Specifically, when at least one of the temperature of the fuel cell 31, the power generation amount in the fuel cell 31, and the load request in the host vehicle 20 is used, the temperature of the fuel cell 31 is within the reference temperature range. If it is determined that the cooling system 40 is out of the range, the cooling capacity of the cooling system 40 may be changed as described above.
As described above, the temperature of the fuel cell 31 is set to the reference temperature range by using at least one of the currently input load request, the current power generation amount of the fuel cell 31, and the temperature of the fuel cell 31. Hereinafter, the control mode for changing the cooling ability by the cooling system 40 is also referred to as a normal control mode. The operation of changing the cooling capacity in the normal control mode can be performed in stages. In this embodiment, as a reference temperature for improving the cooling capacity, a high temperature reference value lower than the upper limit value of the reference temperature range (hereinafter also referred to as a control upper limit value) is set in a plurality of stages, and the higher high temperature reference value is set. The driving amount of the cooling fan 45 and the opening degree of the valve 47 are changed so that the effect of improving the refrigerant capacity increases as the time reaches. In addition, as a reference temperature for reducing the cooling capacity, low temperature reference values higher than the lower limit value of the reference temperature range are set in a plurality of stages, and the lower the low temperature reference value, the more the refrigerant capacity lowering effect increases. Thus, the drive amount of the cooling fan 45 and the opening degree of the valve 47 are changed. When the normal control mode is adopted in the host vehicle 20, when the high load continues and the temperature of the fuel cell 31 reaches the control upper limit value, the cooling capacity of the cooling system 40 is changed so that the cooling capacity becomes maximum. The
The own vehicle 20 of the present embodiment further includes an EV radiator 42 and an air conditioner condenser 43 at a position close to the FC radiator 41. When the host vehicle 20 travels, the traveling wind flowing into the host vehicle 20 passes through the air conditioner condenser 43, EV radiator 42, and FC radiator 41 in this order. That is, when the refrigerant flowing through the refrigerant flow path 44 is cooled by the FC radiator 41, traveling wind that has been heated by passing through the air conditioner condenser 43 and the EV radiator 42 is used. The FC radiator 41, the EV radiator 42, and the air conditioner condenser 43 are collectively referred to as a heat exchanging unit 49. The heat exchanging part 49 is cooled by the passing air generated in the heat exchanging part 49 by the action of the traveling wind and the cooling fan 45.
The air conditioner condenser 43 is a device for cooling the refrigerant used for air conditioning of the host vehicle 20. The EV radiator 42 is a device that cools a refrigerant for cooling a heat generating member included in the fuel cell system 30 of the host vehicle 20. The heat generating member included in the fuel cell system 30 includes, for example, various devices constituting a DC / DC converter for boosting the output voltage of the fuel cell 31, an inverter for driving the air compressor 32, and the fuel cell 31. It may include at least one of inverters for driving a hydrogen pump that supplies hydrogen as fuel gas. The heating members included in the fuel cell system 30 and cooled by the EV radiator 42 are collectively referred to as an EV unit below. The calorific value of the EV unit cooled by using the EV radiator 42 increases as the calorific value of the fuel cell 31 increases.
The own vehicle 20 further includes a control unit 50. The control unit 50 includes a CPU, a ROM, a RAM, and an input / output port. The control unit 50 performs power generation control of the fuel cell system 30, and controls the entire power supply apparatus including the fuel cell system 30 and the secondary battery and controls each unit of the host vehicle 20. The control part 50 acquires the output signal from the sensor provided in each part of the own vehicle 20, and also acquires the information regarding driving | operation of vehicles, such as an accelerator opening degree and a vehicle speed. And the control part 50 outputs a drive signal to each part which concerns on the electric power generation in the own vehicle 20, and driving | running | working. Specifically, for example, as shown in FIG. 2, drive signals are output to the air compressor 32, the valve 47, and the fan controller 46. Note that the control unit 50 that performs the above-described function need not be configured as a single control unit. For example, the control unit includes a plurality of control units such as a control unit related to the operation of the fuel cell system 30, a control unit related to the traveling of the host vehicle 20, and a control unit that controls a vehicle auxiliary machine not related to the traveling. Necessary information may be exchanged between the control units. The control unit 50 also functions as a cooling system control unit 52 (see FIG. 4 described later) that executes control for realizing the above-described normal control mode as a control mode for controlling the cooling capacity of the cooling system 40. To do.
The own vehicle 20 further includes a transmission / reception unit 51. The transmission / reception unit 51 is connected so as to be able to exchange various information with the control unit 50 and can communicate with the network 25. The transmission / reception unit 51 can also be said to be an acquisition unit that acquires a signal including a signal indicating a driving state of the host vehicle 20 described later from the external server 26.
(A-3) Overview of pre-cooling control process:
FIG. 3 is an explanatory diagram showing an outline of the pre-cooling control process executed by the control system 10 of the present embodiment. Some of the steps shown in FIG. 3 are executed by the control unit 50 of the host vehicle 20, and the other part is executed by the processing unit 60 described later provided in the external server 26 (cloud server) on the network 25. Is done. And the result of the process in the control part 50 of the own vehicle 20 and the process part 60 of the external server 26 is mutually exchanged via the network 25 and the transmission / reception part 51. First, an overview of the entire pre-cooling control process executed by the control unit 50 and the processing unit 60 will be described with reference to FIG. In the following description based on FIG. 3, the control unit 50 of the host vehicle 20 and the processing unit 60 of the external server 26 are collectively referred to as a system processing unit, and whether each processing subject is the host vehicle 20 side or the external server 26 side. Explain without distinction.
In the pre-cooling control process, the system processing unit first derives an estimated route that the host vehicle 20 is considered to travel (step S100). Thereafter, the system processing unit estimates the load applied to the host vehicle 20 when traveling on the estimated route, using the traffic flow information indicating the current traffic flow on the estimated route in addition to the estimated route estimated (step S110). ). The traffic flow information includes the average vehicle speed and the vehicle speed distribution of the other vehicle 21 that is traveling on the estimated route and can communicate with the external server 26. In step S110, the system processing unit estimates a traveling state including at least the vehicle speed of the host vehicle 20 when traveling on the estimated route using the traffic flow information, and travels on the estimated route using the estimated traveling state. The load on the host vehicle 20 is estimated. Step S110 is also referred to as a first step. Then, the system processing unit uses the estimated load applied to the host vehicle 20, and an overload region (hereinafter also simply referred to as an overload region), which is a region where the fuel cell 31 can exceed the appropriate temperature range, is on the estimated route. It is determined whether or not it exists (hereinafter also referred to as overload traveling determination) (step S120). Step S120 is also referred to as a second step.
In the present embodiment, the overload region is specifically a region on the estimated route, and when the normal control mode is adopted by increasing the load applied to the fuel cell 31, the fuel cell 31 It refers to a region where the temperature exceeds a predetermined upper limit value (hereinafter also referred to as FC upper limit temperature Tlim). The FC upper limit temperature Tlim is a value set in advance as a temperature at which the temperature of the fuel cell 31 is not further increased from the viewpoint of the durability of the fuel cell 31 and the like. In the present embodiment, the upper limit value (control upper limit value) of the reference temperature range described above used when controlling the cooling system 40 in the normal control mode is set lower than the FC upper limit temperature Tlim. When the own vehicle 20 controls the cooling system 40 in the normal control mode, if the high load state continues and the temperature of the fuel cell 31 reaches the upper limit value (control upper limit value) of the reference temperature range, As described above, the cooling capacity of the cooling system 40 is maximized. At this time, if the high load state continues further, the temperature of the fuel cell 31 may exceed the control upper limit value and reach the FC upper limit temperature Tlim. In step S120, using the estimated load on the host vehicle 20, it is determined whether or not there is an overload region where the temperature of the fuel cell 31 exceeds the FC upper limit temperature Tlim as described above.
If it is determined in the overload running determination in step S120 that the overload region exists on the estimated route, the system processing unit cools the cooling system 40 before the host vehicle 20 reaches the overload region. An increase process for increasing the performance is executed (step S130), and the pre-cooling control process is terminated. Specifically, the increasing process is a process of increasing the cooling capacity of the cooling system over the cooling capacity that should be set in the normal control mode at the time when the increasing process is executed. In this way, before the vehicle 20 reaches the overload region, the pre-cooling is executed to increase the cooling capacity of the cooling system 40 over the cooling capacity to be set in the normal control mode. Also called. In the increase process, in the cooling system 40, the driving force of the cooling fan 45 is increased by increasing the driving voltage of the cooling fan 45, and the flow rate of the refrigerant flowing through the fuel cell 31 by changing the opening of the valve 47 is increased. With at least one of the increase. Step S130 is also referred to as a third step.
If it is determined in step S120 that there is no overload region on the estimated route, the pre-cooling control process is terminated without performing pre-cooling. After executing the increase process in step S130, or after determining in step S120 that there is no overload region on the estimated route, the system processing unit returns to step S100 again and executes the pre-cooling control process.
(A-4) Specific operation of pre-cooling control process:
FIG. 4 is an explanatory diagram showing functional blocks of the control system 10. FIG. 5 is a flowchart showing a host vehicle control processing routine executed by the control unit 50 of the host vehicle 20. FIG. 6 is a flowchart showing an external server control processing routine executed by the processing unit 60 of the external server 26. In the above description based on FIG. 3, without distinguishing between the control unit 50 on the own vehicle 20 side and the processing unit 60 on the external server 26 side as the main body that executes the pre-cooling control process executed in the control system 10. explained. In the following, an example of details of the pre-cooling control process of FIG. 3 will be specifically described by distinguishing between a process executed on the control unit 50 side and a process executed on the processing unit 60 side.
First, based on FIG. 4, the functional structure of the control system 10 is demonstrated. As shown in FIG. 4 and FIG. 1 described above, the control system 10 includes a host vehicle 20, another vehicle 21, and an external server 26. In addition, the host vehicle 20 includes the control unit 50, the transmission / reception unit 51, and the cooling system 40 as described above. The control unit 50 of the host vehicle 20 includes a host vehicle information deriving unit 57 and a cooling system control unit 52. The own vehicle information deriving unit 57 derives information related to the state of the own vehicle 20 (own vehicle information). The own vehicle information is navigation information (including destination information input via the navigation device and a guidance route set by the navigation device) in the own vehicle 20, the current position of the own vehicle 20, and the current own vehicle 20. The vehicle speed, the current acceleration of the host vehicle 20, and the outside air temperature at the current position of the host vehicle 20 can be included. The cooling system control unit 52 includes a water temperature calculation unit 53, a pre-cooling necessity determination unit 54, a pre-cooling period calculation unit 55, and a cooling system drive unit 56. Each part which comprises the own vehicle information derivation | leading-out part 57 and the cooling system control part 52 is implement | achieved when CPU of the control part 50 reads a program from ROM, expand | deploys and executes it in RAM.
The other vehicle 21 has a control unit similar to the control unit 50 of the host vehicle 20, and this control unit includes an other vehicle information deriving unit 71. The other vehicle information deriving unit 71 derives information related to the state of the other vehicle 21 (other vehicle information). The other vehicle information can include the current position of the other vehicle 21, the current vehicle speed of the other vehicle 21, the current acceleration of the other vehicle 21, and the outside air temperature at the current position of the other vehicle 21. The other vehicle 21 further includes a transmission / reception unit 70 that can communicate with the external server 26. In addition, the own vehicle 20 and the other vehicle 21 always acquire information on the current position, which is a positioning result by GPS (Global Positioning System). Moreover, the own vehicle 20 and the other vehicle 21 are provided with an outside air temperature sensor, and always detect the outside air temperature.
The external server 26 (cloud server) is configured as a hardware server including a processor, a memory, and network communication capability. The memory of the external server 26 includes a storage / learning unit 64, and the processor of the external server 26 includes an information acquisition unit 65 and a processing unit 60. The processing unit 60 includes a travel route estimation unit 61, an overload travel determination unit 62, and an operation state calculation unit 63.
In the present embodiment, the host vehicle control processing routine shown in FIG. 5 is started and executed by the control unit 50 when the start switch of the host vehicle 20 is turned on. When the own vehicle control processing routine is activated, the control unit 50 transmits an overload travel determination request signal from the transmission / reception unit 51 to the external server 26 as indicated by an arrow (A) in FIG. 5 (step S200). ). This overload travel determination request signal is for requesting the external server 26 to execute the process for the overload travel determination shown as step S120 in FIG.
The external server control processing routine shown in FIG. 6 is started in the external server 26 when the external server 26 receives the overload travel determination request signal via the network 25 (step S300). When receiving the overload travel determination request signal, the external server 26 executes an overload travel determination process (step S310).
FIG. 7 is a flowchart showing the overload running determination processing routine of step S310. In this routine, first, the information acquisition unit 65 of the external server 26 acquires information including own vehicle information and traffic flow information (step S400).
The own vehicle information acquired in step S400 is the aforementioned own vehicle information derived by the own vehicle information deriving unit 57 of the own vehicle 20, and is transmitted to the external server 26 via the transmission / reception unit 51. The own vehicle information may be transmitted together with the overload traveling determination request signal in step S200, or may be transmitted separately.
The traffic flow information acquired in step S400 includes current and past traffic flow information. As described above, the traffic flow information includes the average vehicle speed and the vehicle speed distribution of the other vehicle 21 that can communicate with the external server 26. Such traffic flow information is derived from the above-described other vehicle information derived by the other vehicle information deriving unit 71 of each other vehicle 21 that can communicate with the external server 26. The other vehicle information of each other vehicle 21 is always transmitted from the transmission / reception unit 70 of the other vehicle 21 to the external server 26 while each other vehicle 21 is traveling. The external server 26 always derives the current traffic flow information using the other vehicle information acquired in this way. The external server 26 accumulates and stores the derived traffic flow information as past traffic flow information in the memory of the storage / learning unit 64 while being constantly updated.
Furthermore, the information acquired in step S400 may include past travel histories of the vehicle 20. The own vehicle 20 always transmits own vehicle information including the current position and the vehicle speed to the external server 26 while traveling. In the external server 26, the vehicle information acquired in this way is stored and stored in the memory of the storage / learning unit 64 for a certain period while being constantly updated. The storage / learning unit 64 further learns and stores a travel history of the host vehicle 20 using the stored host vehicle information. The travel history of the host vehicle 20 can include, for example, information that associates a travel time that the host vehicle 20 traveled in the past with a destination. Specifically, the storage / learning unit 64 may extract the relationship between the travel time of the host vehicle 20 and the destination, and associate the travel time with a frequently used destination and store it as a travel history. In addition, the travel history of the host vehicle 20 can include the transition of the average vehicle speed to the specific destination when the host vehicle 20 travels toward the specific destination in the past. In step S400, such a travel history of the host vehicle 20 may be derived from the storage / learning unit 64.
Further, the information acquired in step S400 may further include information related to the current road condition. The information relating to the current road condition can include, for example, information relating to a closed road section due to construction.
After step S400, the travel route estimation unit 61 of the external server 26 determines whether or not the navigation information of the host vehicle 20 exists in the information acquired in step S400 (step S410). If it is determined that there is navigation information, the travel route estimation unit 61 uses the guidance route set by the navigation device as the guidance route to the destination input to the navigation device of the host vehicle 20, and the estimated route of the host vehicle 20. (Step S470).
If it is determined in step S410 that there is no navigation information, the travel route estimation unit 61 derives an estimated route of the host vehicle 20 based on information other than the navigation information (step S420). Specifically, for example, at each branch point where the vehicle 20 travels, a selection is made using at least one of the current traffic flow information and the past traffic flow information acquired in step S400. It is possible to determine the branch destination that is most likely to be the branch destination where the host vehicle 20 travels, and to derive the estimated route of the host vehicle 20. The most likely route can be, for example, the route with the highest percentage of other vehicles 21 selecting the route. Alternatively, when the storage / learning unit 64 has learned a specific destination having a high frequency in association with the current time or the like and a route to the destination, the learned route is stored in the vehicle 20. An estimated path can be derived. When deriving the estimated route as described above, the most probable estimation is performed by appropriately setting the priority order for the above-mentioned possibility of selection at the branch point and the destination associated with time. What is necessary is just to select a route. Further, according to the information related to the current road condition acquired in step S400, when a route that is currently impassable is derived, such a route may be excluded and an estimated route may be selected. .
In step S410, it is possible to wait until the navigation information is input until the vehicle 20 starts traveling. Then, when the vehicle 20 starts to travel without input of navigation information and a predetermined time has elapsed, or when the vehicle 20 starts to travel without input of navigation information, When traveling a distance, it may be determined that there is no navigation information and the process may proceed to step S420.
When estimating a route based on the possibility of selection at a branch point derived using traffic flow information, it is difficult to specify a destination as in the case of using navigation information. . In such a case, a route from the current location of the vehicle 20 to a specific distance (hereinafter also referred to as an estimated distance) is derived as an estimated route. The estimated distance can be determined according to the current vehicle speed, for example. In the control of the present embodiment, as described above, pre-cooling is performed before the host vehicle 20 reaches the overload region. Then, as the current vehicle speed increases, the temperature of the fuel cell 31 rises faster, and when the overload region exists at the travel destination, the overload region is reached earlier. For this reason, in the present embodiment, the estimated distance of the estimated route is increased as the current vehicle speed of the host vehicle 20 increases.
In addition to the case where the estimated route is derived using the traffic flow information, the estimated route derived in step S470 also when the destination is input to the navigation device or when the learned destination is used. May be a range of the estimated distance described above.
Steps S420 and S470 described above correspond to step S100 in FIG.
After deriving the estimated route, the overload traveling determination unit 62 of the external server 26 estimates the vehicle speed of the host vehicle 20 on the derived estimated route (step S430). In the present embodiment, the current average vehicle speed of the other vehicle 21 on the estimated route is the estimated vehicle speed of the host vehicle 20. As described above, the current average vehicle speed of the other vehicle 21 on the estimated route is included in the current traffic flow information acquired in step S400.
After step S430, the overload travel determination unit 62 of the external server 26 acquires geographical information of the estimated route (step S440). In the present embodiment, information including road gradients at various locations is stored in the memory in the external server 26 as geographic information. In step S440, the overload travel determination unit 62 acquires geographic information including a road gradient from the memory. The information related to the road gradient may be stored in a server different from the external server and acquired via the network 25.
After step S440, the overload travel determination unit 62 of the external server 26 estimates a load (hereinafter also referred to as travel load) applied to the host vehicle 20 when traveling on the estimated route (step S450). It can be considered that the traveling load is approximately proportional to each of the vehicle speed and the road gradient. Therefore, in step S450, the traveling load is estimated by multiplying the vehicle speed estimated in step S430 and the road gradient acquired in step S440. In addition, when estimating a load by step S450, you may utilize the information which influences load further besides a vehicle speed and a road gradient. For example, when the geographical information acquired in step S440 includes road surface information (for example, whether it is an unpaved bad road where the load may increase), the estimated load value is corrected using the road surface information. May be. Step S450 corresponds to step S110 in FIG.
After step S450, the overload travel determination unit 62 of the external server 26 determines the presence / absence of the overload region, and the position of the overload region when the overload region exists (step S460), and this routine. Exit. In the present embodiment, the determination related to the overload region is performed based on the accumulated traveling load obtained by integrating the traveling loads estimated in step S450. Step S460 corresponds to the overload running determination in step S120 of FIG.
FIG. 8 is an explanatory diagram conceptually showing the operation in the overload running determination unit 62 from steps S430 to S460. The upper part of FIG. 8 shows the vehicle speed estimated in step S430 and the road gradient acquired in step S440. The middle part of FIG. 8 shows the travel load estimated in step S450. The lower part of FIG. 8 shows an integrated traveling load that is an integrated value of the traveling load estimated in step S450. The upper stage, the middle stage, and the lower stage of FIG. 8 are common in that the distance from the current location of the vehicle 20 is the horizontal axis.
In the example shown in FIG. 8, when the own vehicle 20 travels on the estimated route, the road gradient suddenly increases at a distance Dh from the current position. In the present embodiment, at the point of the distance Dh, the load is increased, the temperature of the fuel cell 31 is increased, and the cooling capacity in the cooling system 40 is maximized by reaching the control upper limit value. Then, by continuing to travel in a region with a large gradient, the temperature of the fuel cell 31 continues to rise thereafter. In step S460 of the present embodiment, the presence / absence and position of the overload region is determined based on the accumulated traveling load shown in the lower part of FIG. Specifically, as the determination value of the integrated traveling load, the value of the integrated traveling load when the possibility that the temperature of the fuel cell 31 reaches the FC upper limit temperature Tlim is set in advance, and the estimated route is integrated during traveling. When it is determined that the traveling load reaches the determination value, it is determined that there is an overload region. Further, the distance Do when the integrated traveling load reaches the determination value is determined as the position of the overload region.
When the overload travel determination process in step S310 ends, the external server 26 transmits the overload travel determination result obtained in step S310 to the host vehicle 20 as indicated by an arrow (B) in FIG. 6 ( Step S320).
As shown in FIG. 5, when the transmission / reception unit 51 of the host vehicle 20 receives the overload travel determination result (step S210), the control unit 50 of the host vehicle 20 estimates based on the received overload travel determination result. The presence / absence of an overload region in the route is determined (step S220). When determining that there is no overload area in the estimated route, the control unit 50 ends the own vehicle control processing routine.
When it is determined that an overload region exists in the estimated route, the control unit 50 of the host vehicle 20 requests the driving state calculation from the transmission / reception unit 51 to the external server 26 as indicated by an arrow (C) in FIG. A signal is transmitted (step S230).
As shown in FIG. 6, when the driving state calculation request signal is received (step S330), the driving state calculation unit 63 of the external server 26 executes a driving state calculation process (step S340).
FIG. 9 is a flowchart showing the operation state calculation processing routine of step S340. In this routine, first, the driving state calculation unit 63 of the external server 26 acquires from the storage / learning unit 64 the past driving tendency of the host vehicle 20 with respect to the other vehicle 21 (driving when driving) (step S500). .
The driving tendency of the host vehicle 20 in the past is a parameter indicating that the host vehicle 20 shows a tendency different from that of the other vehicle 21 when the host vehicle 20 travels. As described above, the external server 26 always receives the own vehicle information transmitted from the own vehicle 20 and the other vehicle information transmitted from each other vehicle 21. The storage / learning unit 64 of the external server 26 accumulates and stores these pieces of information for a certain period while being constantly updated. The storage / learning unit 64 always extracts the driving tendency of the host vehicle 20 derived from the host vehicle information and the other vehicle information, and stores the learning result. The driving tendency of the host vehicle 20 is, for example, the average value of the ratio of the vehicle speed of the host vehicle 20 to the average vehicle speed of the other vehicle 21 traveling in the same area, or the acceleration of the host vehicle relative to the average acceleration of the other vehicle 21 traveling in the same area. The average value of the ratio can be included. Further, the driving tendency of the host vehicle 20 can include the maximum speed of the host vehicle 20 when traveling on a specific section (for example, a general road or a highway).
Moreover, the driving | running state calculation part 63 of the external server 26 derives the current traffic flow information in an estimated route (step S510). The current traffic flow information on the estimated route is derived using the other vehicle information received from each other vehicle 21 traveling on the estimated route. And the driving | running state of the own vehicle 20 in an estimated path | route is derived | led-out using the derived | led-out traffic flow information (step S520). The driving state of the host vehicle 20 derived in step S520 is at least the transition of the estimated traveling load of the host vehicle 20 when traveling on the estimated route (the fluctuation of the predicted load when the host vehicle 20 travels on the estimated route). Pattern). In the present embodiment, the driving state of the host vehicle 20 further includes the transition of the estimated vehicle speed of the host vehicle 20 when traveling on the estimated route (the fluctuation pattern of the predicted vehicle speed when the host vehicle 20 travels on the estimated route). ) And the outside air temperature in the estimated route.
The estimated vehicle speed of the host vehicle 20 derived in step S520 is the average vehicle speed of the current other vehicle 21 traveling on the estimated route (included in the current traffic flow information), and the host vehicle 20 travels around. It is derived that the vehicle travels at the average speed of the other vehicle 21. Further, the estimated traveling load of the host vehicle 20 derived in step S520 is derived by multiplying the estimated vehicle speed and the road gradient on the estimated route included in the geographic information stored in the memory in the external server 26. The The outside air temperature in the estimated route derived in step S520 is extracted from the other vehicle information acquired by the external server 26 from the other vehicle 21 traveling on the estimated route.
Thereafter, the driving state calculation unit 63 corrects the driving state of the host vehicle 20 derived in step S520 using the driving tendency of the host vehicle 20 acquired in step S500 (step S530), and executes the driving state calculation processing routine. finish. Specifically, for example, the estimated vehicle speed of the host vehicle 20 derived in step S520 is corrected by multiplying the average value of the ratio of the vehicle speed of the host vehicle 20 to the average vehicle speed of the other vehicle 21 traveling in the same area. Or you may perform correction | amendment which makes the maximum speed of the own vehicle 20 at the time of drive | working the specific area mentioned above about the estimated vehicle speed derived | led-out by step S520 as an upper limit.
Note that the driving state of the host vehicle 20 obtained in the driving state calculation process of FIG. 9 is, for example, information relating to various factors that affect the load on the host vehicle 20 when traveling on the estimated route (hereinafter referred to as load fluctuation). Also referred to as information). For example, as the own vehicle information stored in the storage / learning unit 64 of the external server 26, information on the use state of the air conditioner with respect to the outside temperature in the own vehicle 20 (how much air conditioning is performed when the outside temperature is about) Can also be included). And when deriving the driving | running state of the own vehicle 20 by step S520, the air-conditioner use condition of the own vehicle 20 at the time of drive | working an estimated path | route is used using the said air-conditioner information and the external temperature in an estimated path | route. The estimation result may be included in the driving state of the host vehicle 20.
When the driving state calculation processing routine of step S340 is completed, the external server 26 sends the driving state calculation result obtained in step S340 (the vehicle 20's own vehicle 20) to the own vehicle 20 as indicated by an arrow (D) in FIG. (Also called a signal indicating the operating state) is transmitted (step S350), and the external server control processing routine is terminated.
As shown in FIG. 5, when the transmission / reception unit 51 of the host vehicle 20 receives the driving state calculation result (step S240), the control unit 50 of the host vehicle 20 uses the received driving state calculation result to perform overload running. An hour water temperature calculation processing routine is executed (step S250).
FIG. 10 is a flowchart showing the overload running water temperature calculation processing routine in step S250. This routine is executed in the water temperature calculation unit 53 (see FIG. 4) of the control unit 50 of the host vehicle 20. In the overload running water temperature calculation processing routine, the water temperature calculation unit 53 first acquires the operation state calculation result received in step S240 (step S600). Then, using the obtained operation state calculation result, the output transition of the fuel cell 31 is extracted (step S610), the transition of the rotation speed of the air compressor 32 of the host vehicle 20 is extracted (step S620), and the outside air temperature in the estimated route (Step S650), the transition of the air conditioner load of the host vehicle 20 when traveling on the estimated route (step S660), and the transition of the estimated vehicle speed of the host vehicle 20 when traveling on the estimated route (step) S690), extraction of the transition of the driving voltage of the cooling fan 45 when traveling on the estimated route (step S700), and extraction of the transition of the opening degree of the valve 47 when traveling on the estimated route (step S720).
In the host vehicle 20, the relationship between the load request and the output of the fuel cell 31 and the relationship between the output of the fuel cell 31 and the rotation speed of the air compressor 32 are determined in advance. The change in the output of the fuel cell 31 extracted in step S610 and the change in the rotation speed of the air compressor 32 extracted in step S620 are based on the estimated traveling load of the host vehicle 20 in the estimated route included in the operation state calculation result. This is obtained as a predicted variation pattern when the host vehicle 20 travels on the estimated route. The transition of the outside air temperature in step S650 and the transition of the vehicle speed in step S690 are included in the driving state calculation result received in step S240. The transition of the air conditioner load in step S660 is derived using the estimation result of the air conditioner usage state of the host vehicle 20 when traveling on the estimated route, which is included in the operation state calculation result. Further, in the host vehicle 20, the driving voltage of the cooling fan 45 and the opening degree of the valve 47 of the cooling system 40 are set according to the power generation amount (output) of the fuel cell 31, the vehicle speed of the host vehicle 20, and the outside temperature. Is done. Therefore, the transition of the driving voltage of the cooling fan 45 in step S700 and the transition of the opening degree of the valve 47 in step S720 include the estimated traveling load of the host vehicle 20 on the estimated route and the host vehicle 20 included in the operation state calculation result. The vehicle speed and the outside air temperature are derived.
Thereafter, the water temperature calculation unit 53 derives the change in the amount of heat generated in the fuel cell 31 using the output change of the fuel cell 31 in step S610, and uses the change in the rotation speed of the air compressor 32 in step S620. A change in the heat generation amount at 33 is derived (step S630). The amount of heat generated in the fuel cell 31 and the amount of heat generated in the heat exchanger 33 are included in a first temperature increase amount in which the refrigerant temperature increases due to power generation by the fuel cell 31.
Further, the water temperature calculation unit 53 derives a change in the amount of heat generated in the EV unit using the output change of the fuel cell 31 in step S610 and the change in the rotation speed of the air compressor 32 in step S620 (step S640). As described above, the EV unit is a heat generating member that is included in the fuel cell system 30 and is cooled by the EV radiator 42, and the heat generation amount increases as the heat generation amount of the fuel cell 31 increases. The EV unit according to the present embodiment includes an inverter for driving the air compressor 32. Therefore, the transition of the heat generation amount in the EV unit can be derived as described above. The calorific value in the EV unit is included in the first temperature rise amount in which the refrigerant temperature rises due to the power generation of the fuel cell 31.
Further, the water temperature calculation unit 53 calculates the transition of the wind speed of the passing air passing through the heat exchange unit 49 using the transition of the vehicle speed in step S690 and the transition of the driving voltage of the cooling fan 45 in step S700 ( Step S710). From the vehicle speed of the host vehicle 20, the magnitude of the traveling wind flowing toward the heat exchange unit 49 can be calculated. Further, the magnitude of the air flow generated in the heat exchanging section 49 by the cooling fan 45 can be calculated from the driving voltage of the cooling fan 45. Therefore, the above-described passing wind speed can be derived by adding the magnitude of the traveling wind and the magnitude of the air flow.
Further, the water temperature calculation unit 53 uses the transition of the outside air temperature (step S650), the transition of the air conditioner load (step S660), and the transition of the passing air speed of the heat exchanging unit 49 (step S710) to use the air conditioner condenser 43. The transition of the rising temperature of the passing air that passes through is calculated (step S670). The transition of the temperature of the air-conditioner cooling refrigerant flowing into the air-conditioner condenser 43 can be derived from the transition of the air-conditioner load (step S660). Further, the heat exchange efficiency (heat radiation capacity) in the air conditioner condenser 43 varies depending on the wind speed (step S710) of the passing air passing through the air conditioner condenser 43 and the outside air temperature (step S650). The control unit 50 of the present embodiment uses a map for deriving the degree of temperature rise of the passing air passing through the air conditioner condenser 43 in advance using the outside air temperature, the air conditioner load, and the passing air speed of the heat exchanging unit 49 as parameters. I remember it. In step S670, the transition of the rising temperature of the passing air due to passing through the air conditioner condenser 43 is derived by referring to this map. In step S670, the flow rate of the refrigerant for cooling the air conditioner passing through the air conditioner condenser 43 is constant. The rising temperature of the passing air passing through the air conditioner capacitor 43 is included in the second temperature increase amount in which the refrigerant temperature increases due to factors other than the power generation of the fuel cell 31.
Thereafter, the water temperature calculation unit 53 changes the EV unit calorific value (step S640), the rising temperature of the passing air passing through the air conditioner condenser 43 (step S670), and the passing air speed of the heat exchange unit 49 (step S670). And the transition of the rising temperature of the passing air passing through the EV radiator 42 arranged downstream of the air conditioner condenser 43 in the flow direction of the passing air (step S680). The transition of the temperature of the refrigerant for cooling the EV unit flowing into the EV radiator 42 can be derived from the transition of the EV unit heat generation amount (step S640). Further, the heat exchange efficiency (heat radiation capacity) in the EV radiator 42 varies depending on the wind speed of the passing air passing through the EV radiator 42 (passing wind speed of the heat exchanging section 49) and the temperature of the passing air passing through the EV radiator 42. To do. The temperature of the passing air passing through the EV radiator 42 can be calculated using the outside air temperature and the rising temperature of the passing air passing through the air conditioner condenser 43 calculated in step S670. The control unit 50 of the present embodiment uses the temperature of the passing air passing through the EV radiator 42, the EV unit heat generation amount, and the wind speed of the passing air passing through the EV radiator 42 as parameters, and the passing air passing through the EV radiator 42. A map for deriving the degree of temperature rise is stored in advance. In step S680, the transition of the rising temperature of the passing air passing through the EV radiator 42 is derived by referring to this map. In step S680, the flow rate of the refrigerant for cooling the EV unit that passes through the EV radiator 42 is constant.
Further, the water temperature calculation unit 53 uses the transition of the passing wind speed of the heat exchanging unit 49 (step S710) and the transition of the opening of the valve 47 (step S720) in the flow direction of the passing wind rather than the EV radiator 42. The transition of the heat radiation capacity in the FC radiator 41 arranged downstream is calculated (step S730). The flow rate of the refrigerant passing through the FC radiator 41 is determined by the opening degree of the valve 47. The heat radiation capacity of the FC radiator 41 varies depending on the speed of the passing air passing through the FC radiator 41 and the flow rate of the refrigerant flowing through the FC radiator 41. The control unit 50 of the present embodiment stores in advance a map for deriving the heat dissipation capability of the FC radiator 41 using the wind speed of the passing air passing through the FC radiator 41 and the opening degree of the valve 47 as parameters. In step S730, the transition of the heat radiation capability in the FC radiator 41 is derived by referring to this map.
Thereafter, the water temperature calculation unit 53 derives the transition of the rising temperature of the refrigerant passing through the FC radiator 41 (step S750). In step S750, the rise in temperature is derived from changes in the amount of heat generated in the fuel cell 31 and the heat exchanger 33 (step S630), changes in the rise temperature of the passing air passing through the EV radiator 42 (step S680), and the FC radiator. It is executed using the transition of the heat radiation capacity at 41 (step S730) and the capacity of the cooling system. Here, the capacity of the cooling system is the total amount of refrigerant flowing in the cooling system 40 stored in the memory in the control unit 50, and the water temperature calculation unit 53 acquires this from the memory in step S740.
The transition of the rising temperature of the refrigerant flowing into the FC radiator 41 can be derived from the transition of the calorific value in the fuel cell 31 and the heat exchanger 33 (step S630). The heat exchange capacity in the FC radiator 41 includes the temperature difference between the temperature of the refrigerant to be cooled and the temperature of the passing air used for cooling, and the heat dissipation capacity in the FC radiator 41 guided using the wind speed of the passing air and the refrigerant flow path. , Can be obtained using. The control unit 50 according to the present embodiment includes the heat generation amount in the fuel cell 31 and the heat exchanger 33 (step S630), the rising temperature of the passing air passing through the EV radiator 42 (step S680), and the heat radiation capacity ( A map for deriving the degree of the temperature rise of the refrigerant passing through the FC radiator 41 is stored in advance using step S730) as a parameter. In step S750, the transition of the rising temperature of the refrigerant passing through the FC radiator 41 is derived by referring to this map. The transition of the rising temperature of the refrigerant derived in step S750 can be referred to as the transition of the rising temperature of the fuel cell 31.
Along with the process of step S750, the water temperature calculation unit 53 acquires the current refrigerant temperature T 0 (step S760) in the cooling system 40. The current refrigerant temperature T 0 can be obtained from the detection signal of the temperature sensor 35 (see FIG. 2) provided in the cooling system 40.
After step S750, the water temperature calculation unit 53 uses the transition of the rising temperature of the refrigerant passing through the FC radiator 41 (step S750) and the current refrigerant temperature T 0 (step S760), and the refrigerant temperature of the cooling system 40. And the maximum refrigerant temperature Tmax are calculated (step S770), and the overload running water temperature calculation processing routine is terminated. In step S770, the current refrigerant temperature T 0 in the cooling system 40 is added to the transition of the rising temperature of the refrigerant passing through the FC radiator 41 (step S750), so that Can be sought. From the transition of the refrigerant temperature of the cooling system 40, the maximum temperature at which the refrigerant temperature reaches (the maximum temperature Tmax) is obtained. Since the refrigerant temperature of the cooling system 40 obtained as described above corresponds to the temperature of the fuel cell 31, the maximum temperature Tmax is the highest reached by the fuel cell 31 when traveling on the estimated route by performing normal control. It can be called temperature. In step S770, the maximum temperature reaching time tmax, which is the required time from the present time until the refrigerant temperature reaches the maximum reached temperature Tmax when the normal control is performed and the vehicle travels on the estimated route, is derived together with the maximum reached temperature Tmax. The
Returning to FIG. 5, when the overload running water temperature calculation process (step S250) ends, the pre-cooling necessity determination unit 54 (see FIG. 4) of the control unit 50 determines whether or not pre-cooling is necessary (step S260). . The pre-cooling necessity determination unit 54 determines that pre-cooling is necessary when the maximum temperature Tmax calculated in step S770 of FIG. 10 exceeds the FC upper limit temperature Tlim described above. Further, when the maximum temperature Tmax is equal to or lower than the FC upper limit temperature Tlim, it is determined that pre-cooling is unnecessary.
When it is determined in step S260 that pre-cooling is not necessary, the control unit 50 ends the own vehicle control processing routine. After it is determined in step S260 that pre-cooling is necessary, the control unit 50 performs pre-cooling period calculation processing (step S270).
FIG. 11 is a flowchart showing the pre-cooling period calculation processing routine in step S270. This routine is executed in the pre-cooling period calculation unit 55 (see FIG. 4) of the control unit 50 of the host vehicle 20. In the pre-cooling period calculation processing routine of FIG. 11, steps common to the overload running water temperature calculation processing routine of FIG. 10 are assigned the same step numbers, and detailed description thereof is omitted.
In the pre-cooling period calculation processing routine, the pre-cooling period calculation unit 55 first acquires the operation state calculation result received in step S240 (step S605). This step S605 is the same as step S600 in FIG. 10, but when the normal control is performed and the estimated route is traveled, the refrigerant temperature reaches the maximum temperature reaching time tmax, which is the time to reach the maximum temperature Tmax. It is different in that the operation state calculation result may be acquired. The maximum temperature reaching time tmax is derived in step S770 as described above. Further, in the following steps shown in FIG. 11, even when the same processing as that in FIG. 10 is performed, the period is reached until the maximum temperature reaching time tmax is reached.
Thereafter, the pre-cooling period calculation unit 55 uses the operation state calculation result acquired in step S605 to extract the transition of the output of the fuel cell 31 (step S610) and the air compressor 32 of the host vehicle 20 similarly to FIG. Of the change in the number of rotations of the vehicle (step S620), extraction of the change in the outside air temperature in the estimated route (step S650), extraction of the change in the air conditioner load of the host vehicle 20 when traveling on the estimated route (step S660), estimated route The transition of the estimated vehicle speed of the host vehicle 20 when traveling on the vehicle is extracted (step S690). Then, similarly to the overload running water temperature calculation processing routine of FIG. 10, the transition of the heat generation amount in the fuel cell 31 and the transition of the heat generation amount in the heat exchanger 33 are derived (step S630), and the EV radiator 42 The transition of the heat generation amount in the EV unit to be cooled is derived (step S640).
In addition, the pre-cooling period calculation unit 55 uses the operation state calculation result acquired in step S605 to extract the transition of the driving voltage of the cooling fan 45 (step S705) and the transition of the opening of the valve 47 ( Step S725) is performed. In step S705, as in step S700 of FIG. 10, the transition of the driving voltage of the cooling fan 45 when traveling on the estimated route in the normal control mode is extracted using the operation state calculation result acquired in step S605. Furthermore, the voltage of the cooling fan 45 (maximum value of the voltage of the cooling fan 45) when the cooling capacity of the cooling system 40 is maximized is acquired. In step S725, as in step S720 of FIG. 10, using the operation state calculation result acquired in step S605, the change in the opening degree of the valve 47 when traveling on the estimated route in the normal control mode is extracted. Furthermore, the opening degree of the valve 47 (the maximum value of the opening degree of the valve 47) when the cooling capacity of the cooling system 40 is maximized is acquired.
Thereafter, the pre-cooling period calculation unit 55 uses the transition of the vehicle speed in step S690 and the transition of the driving voltage of the cooling fan 45 in step S705 to change the heat exchange unit 49 in the same manner as in step S710 in FIG. The transition of the passing wind speed is calculated (step S715). Here, in step 705, the maximum value of the voltage of the cooling fan 45 is acquired together with the transition of the driving voltage of the cooling fan 45 when traveling on the estimated route in the normal control mode. When traveling in the normal control mode, the cooling capacity of the cooling system 40 is maximized before reaching the maximum temperature arrival time tmax (when reaching the distance Dh in FIG. 8). Hereinafter, the region where the cooling capacity of the cooling system 40 is maximized when traveling in the normal control mode is also referred to as a maximum cooling region. The maximum cooling start time when traveling in the normal control mode (the time required from the present time until the maximum cooling region is reached) is hereinafter also referred to as time th. In step S715, when the cooling capacity of the cooling system 40 is maximized before the time th elapses (when the voltage of the cooling fan 45 and the opening of the valve 47 are maximized), that is, when pre-cooling is performed. The transition of the passing wind speed passing through the heat exchanging portion 49 is obtained.
Specifically, in the present embodiment, an effective change that can reduce the refrigerant temperature (temperature of the fuel cell 31) passing through the FC radiator 41 by changing the cooling capacity of the cooling system 40 to the maximum. The minimum unit of time is set as ti. In step S715, when the cooling capacity is changed to the maximum time ti earlier than when the time th has elapsed, the cooling capacity is maximized earlier by time 2ti, the cooling capacity is maximized earlier by time 3ti, and so on. As described above, the transition of the passing wind speed passing through the heat exchanging portion 49 is calculated for a plurality of patterns whose timing for maximizing the cooling capacity is advanced. The number of patterns that advance the timing for maximizing the cooling capacity may be set to a specific value in advance so that the timing at which pre-cooling should be performed can be obtained, or set appropriately according to the current vehicle speed, etc. Also good. As described above, a plurality of patterns with a timing that maximizes the cooling capacity of the cooling system 40 (starting the pre-cooling) are collected by going back from the time th every time ti, and thereafter, the reverse lookup pattern Also called a group.
Further, the pre-cooling period calculation unit 55 uses the transition of the outside air temperature (step S650), the transition of the air conditioner load (step S660), and the transition of the passing air speed of the heat exchange unit 49 (step S715). Similarly to step S670 of FIG. 10, the transition of the rising temperature of the passing air passing through the air conditioner condenser 43 is calculated (step S675). Since the transition of the passing air speed of the heat exchanging part 49 obtained in step S715 is a reverse pattern group, the transition of the rising temperature of the passing air of the air conditioner condenser 43 calculated in step S675 is also a reverse pattern group.
Then, the pre-cooling period calculation unit 55 changes the EV unit heat generation amount (step S640), the rising temperature of the passing air through the air conditioner condenser 43 (step S675), and the transition of the passing air speed of the heat exchange unit 49 (step S675). 10 is used to calculate the transition of the rising temperature of the passing air passing through the EV radiator 42 disposed downstream of the air conditioner condenser 43 in the flow direction of the passing air, as in step S680 of FIG. (Step S685). The transition of the rising temperature of the passing air of the air conditioner condenser 43 (step S675) and the transition of the passing air speed of the heat exchanging portion 49 (step S715) are reverse pattern groups, and thus the EV radiator 42 calculated in step S685 is used. The transition of the rising temperature of the passing air is also a reverse pattern group.
Further, the pre-cooling period calculation unit 55 uses the transition of the passing air speed of the heat exchange unit 49 (step S715) and the transition of the opening of the valve 47 (step S725) in the same manner as step S730 of FIG. Then, the transition of the heat radiation capacity in the FC radiator 41 disposed downstream of the EV radiator 42 in the flow direction of the passing air is calculated (step S735). The transition of the passing air speed of the heat exchange unit 49 (step S715) is a reverse pattern pattern group. In step 725, the maximum value of the opening degree of the valve 47 is acquired together with the transition of the driving voltage of the opening degree of the valve 47 when traveling on the estimated route in the normal control mode. Therefore, in step S735, the transition of the heat radiation capability in the FC radiator 41 is calculated as a reverse lookup pattern group.
Thereafter, the pre-cooling period calculation unit 55 derives the transition of the rising temperature of the refrigerant passing through the FC radiator 41 (step S755). In step S755, the rise in temperature is derived from changes in the amount of heat generated in the fuel cell 31 and the heat exchanger 33 (step S630), changes in the rise temperature of the passing air passing through the EV radiator 42 (step S685), and FC radiator. This is executed in the same manner as in step S750 using the transition of the heat radiation capacity in step 41 (step S735) and the capacity of the cooling system (step S740). The transition of the rising temperature of the passing air of the EV radiator 42 (step S685) and the transition of the heat radiation capability of the FC radiator 41 (step S735) are reverse pattern groups. Therefore, the transition of the rising temperature of the refrigerant passing through the FC radiator 41 derived in step S755 is also a reverse pattern group.
In step S755, by deriving the transition of the rising temperature of the refrigerant passing through the FC radiator 41 as a reverse pattern group, the cooling capacity of the cooling system 40 is further maximized (pre-cooling is started) at each timing. The maximum value of the rising temperature of the refrigerant is derived.
FIG. 12 conceptually shows the relationship between the elapsed time from the present time until the cooling capacity in the cooling system 40 is maximized (hereinafter also referred to as the maximum cooling start time) and the maximum value of the rising temperature of the refrigerant. FIG. In FIG. 12, the horizontal axis represents the maximum cooling start time, and the vertical axis represents the maximum value of the rising temperature of the refrigerant. The case where the maximum cooling start time is time th indicates a case where only control in the normal control mode is performed without performing pre-cooling, as described above. By increasing the timing for starting the maximum cooling earlier, that is, by starting the pre-cooling earlier, the maximum value of the rising temperature of the refrigerant becomes lower. In FIG. 12, the maximum value of the rising temperature of the refrigerant when pre-cooling is not performed is shown as the rising temperature Th.
Along with the processing in step S755, the pre-cooling period calculation unit 55 acquires the FC upper limit temperature Tlim set in advance (step S765) and the normal control mode calculated in step S770 in FIG. 10 is adopted. The maximum reached temperature Tmax of the refrigerant at is acquired (step S775).
After step S755, the pre-cooling period calculation unit 55 performs the relationship between the maximum cooling start time and the maximum value of the refrigerant rising temperature shown in FIG. 12 (step S755), the FC upper limit temperature Tlim (step S765), and normal control. The start time of pre-cooling is set using the maximum temperature Tmax (step S775) of the refrigerant at the time of adopting the mode (step S780), and this routine is terminated.
Specifically, in step S780, the following processing is performed. By calculating the difference between the maximum attained temperature Tmax and the FC upper limit temperature Tlim, it is possible to determine how much the maximum value of the rising temperature of the refrigerant should be reduced by pre-cooling. Hereinafter, the difference between the maximum temperature Tmax and the FC upper limit temperature Tlim is also referred to as a decrease temperature Δt (see FIG. 12). Then, referring to the relationship between the maximum cooling start time and the maximum value of the refrigerant rising temperature shown in FIG. 12, the maximum value of the refrigerant rising temperature is the temperature Th that is the maximum value of the rising temperature when pre-cooling is not performed. The maximum cooling start time (time tst) at which the temperature Tst is lower by Δt is obtained. This time tst is the pre-cooling start time to be set in step S780.
Returning to FIG. 5, when the pre-cooling period calculation processing routine ends (step S270), the cooling system driving unit 56 of the control unit 50 outputs a driving signal to the cooling system 40 (step S280), and the own vehicle control processing routine. Exit. In step S280, a drive signal is output to each part of the cooling system 40 so that precooling is started at the precooling start time tst set in step S270. The processing in step S280 corresponds to step S130 in FIG.
In the control system 10, when the pre-cooling process shown in FIGS. 5 to 7 and FIGS. 9 to 11 is executed, the estimated path is derived in step S 420 of FIG. Separately from the processing, the control unit 50 of the host vehicle 20 compares the current position of the host vehicle 20 with the estimated route. Then, when the current position of the host vehicle 20 deviates from the estimated route, the control for pre-cooling is canceled. Specifically, when the distance between the current position of the host vehicle 20 and the estimated route becomes equal to or greater than a predetermined reference distance, or the time after the current position of the host vehicle 20 deviates from the estimated route. When the predetermined reference time is exceeded, the pre-cooling process is stopped by an interrupt process. When the host vehicle 20 determines that the host vehicle 20 has deviated from the estimated route and stops the process on the host vehicle 20 side in the pre-cooling process, a cancel signal is transmitted to the external server 26. The processing on the external server 26 side is also stopped. When the pre-cooling process is canceled halfway as described above, the pre-cooling process is started again, and the estimated route is derived again.
According to the control system 10 of the present embodiment configured as described above, when it is determined that an overload region exists in the estimated route of the host vehicle 20, the host vehicle 20 reaches the overload region. Prior to this, an increase process for increasing the cooling capacity of the cooling system 40 over the cooling capacity to be set in the normal control mode is executed. Therefore, it can suppress that the temperature of the fuel cell 31 rises excessively. Specifically, it is possible to suppress the temperature of the fuel cell 31 from reaching the FC upper limit temperature Tlim.
In the present embodiment, the upper limit value (control upper limit value) of the reference temperature range, which is the control target of the temperature of the fuel cell 31, is set so that the frequency of arrival is sufficiently low in a normally assumed traveling state. . In addition, the maximum cooling capacity in the cooling system 40 is such that even when the temperature of the fuel cell 31 reaches the control upper limit value, the temperature of the fuel cell 31 is set to the FC upper limit temperature by maximizing the cooling capacity of the cooling system 40. The frequency of reaching Tlim is set to be further sufficiently reduced. However, if the vehicle is traveling in the normal control mode when the high load traveling continues for a long time, such as when a long uphill continues, the temperature of the fuel cell 31 reaches the control upper limit value, and the cooling system 40 Even after the cooling capacity reaches the maximum, the temperature of the fuel cell 31 may continue to rise. In such a case, when the temperature of the fuel cell 31 becomes excessively high and exceeds an appropriate temperature range, the control for lowering the temperature of the fuel cell 31 may not be performed. In addition, the output of the fuel cell 31 may decrease when the fuel cell 31 becomes excessively hot and exceeds an appropriate temperature range. Alternatively, after the cooling capacity of the cooling system 40 reaches the maximum, the cooling capacity cannot be increased any more. For example, in order to suppress a decrease in durability due to an excessive temperature rise of the fuel cell 31, It may be necessary to limit the power generation amount of the fuel cell 31 (the output of the host vehicle 20).
According to the present embodiment, whether or not an overload region exists in the estimated route is determined in advance before the host vehicle 20 reaches the overload region and the maximum cooling region, and pre-cooling is performed. . Therefore, it is possible to suppress an excessive temperature rise of the fuel cell 31 due to insufficient cooling capacity of the cooling system 40. Further, since it is possible to suppress the temperature of the fuel cell 31 from excessively rising and the necessity of output limitation, it is possible to improve the drivability of the host vehicle 20. In addition, in order to ensure drivability, the cooling system 40 of the host vehicle 20 does not need to have an excessive cooling capacity that can cope with the maximum excessive load, and thus the configuration of the cooling system 40 can be simplified.
In particular, in the present embodiment, the cooling capacity of the cooling system 40 is maximized when performing pre-cooling that improves the cooling capacity of the cooling system 40 compared to the normal control mode. In this way, by maximizing the cooling capacity at the time of pre-cooling, it becomes possible to cope with a larger load or a longer-lasting high load, and to improve the reliability of control for suppressing the temperature of the fuel cell 31. Can do. However, in the pre-cooling, before the cooling capacity of the cooling system 40 becomes the maximum in the normal control mode, the cooling capacity may be increased more than that in the normal control mode, and the cooling capacity is smaller than the maximum cooling capacity of the cooling system. It may be increased.
In the present embodiment, when the control for improving the cooling performance of the cooling system 40 is performed, the maximum temperature Tmax (the maximum temperature that the fuel cell 31 reaches when traveling on the estimated route by performing the normal control). Δt, which is the difference between FC and FC upper limit temperature Tlim, is derived. The precooling is performed so that the difference between the maximum value of the rising temperature of the refrigerant when the precooling is not performed (the rising temperature Th) and the maximum value of the rising temperature of the refrigerant when the precooling is performed is Δt. A maximum cooling start time tst (a required time from the present until reaching the maximum cooling region), which is a start timing, is determined (see FIG. 12). Therefore, even when the host vehicle 20 travels in the overload region, the operation of setting the refrigerant temperature (the temperature of the fuel cell 31) to the FC upper limit temperature Tlim or less can be performed with high accuracy.
FIG. 13 is an explanatory view schematically showing the effect of making the temperature of the fuel cell 31 below the FC upper limit temperature Tlim by performing pre-cooling. In FIG. 13, with the elapsed time from the present as the horizontal axis, the transition of the driving force of the host vehicle 20 (corresponding to the amount of power generated by the fuel cell 31) and the refrigerant temperature of the cooling system 40 (temperature of the fuel cell 31). It shows the transition. In FIG. 13, a state (estimated driving force and estimated refrigerant temperature) when traveling on the estimated route in the normal control mode is represented by a broken line, and a state when pre-cooling is performed during traveling on the estimated route (driving force after pre-cooling and The refrigerant temperature after pre-cooling) is represented by a solid line.
In FIG. 13, when the time th elapses, the driving force of the host vehicle 20 is rapidly increasing due to the start of climbing on a slope. When traveling in the normal control mode, the cooling capacity of the cooling system 40 is maximized after the time th. When traveling in the normal control mode, the refrigerant temperature rises after time th and reaches the maximum temperature Tmax at the maximum temperature arrival time tmax. After the refrigerant temperature reaches the maximum temperature Tmax, it corresponds to the overload region described above.
On the other hand, when the pre-cooling is started at the pre-cooling start time tst set in the pre-cooling period calculation processing routine, the degree of the increase in the refrigerant temperature after the time tst is suppressed. The maximum temperature of the refrigerant that reaches time tmax is suppressed to the FC upper limit temperature Tlim.
In the present embodiment, the pre-cooling period is determined so that the maximum value of the rising temperature of the refrigerant is lower by Δt than the rising temperature Th that is a value when pre-cooling is not performed (see FIG. 12). ), The refrigerant temperature after pre-cooling becomes the FC upper limit temperature Tlim. On the other hand, for example, taking into account control responsiveness and the like, the precooling period is set longer (so that the precooling starts earlier) so that the reached temperature of the refrigerant temperature after precooling becomes lower. May be.
Further, according to the present embodiment, when deriving the estimated route of the host vehicle 20, a branch that branches at the travel destination of the host vehicle 20 using information including at least one of the current and past traffic flow information. The branch destination that is most likely to be selected at the point is determined as the branch destination where the host vehicle 20 travels. Further, the estimated route is derived using the learning result of the travel history of the host vehicle 20. Therefore, the estimated route of the own vehicle 20 can be derived with high accuracy even when the destination of the navigation device is not input in the own vehicle 20.
In the present embodiment, when the control related to the pre-cooling is performed, the output of the fuel cell 31 is estimated using the operation state including the estimated vehicle speed of the host vehicle 20 (step S610). The vehicle speed is estimated using current traffic flow information on the estimated route (step S510). And the vehicle speed of the said own vehicle 20 is correct | amended using the learning result (step S500) regarding the driving tendency of the own vehicle 20 with respect to the other surrounding vehicles 21 (step S530). Therefore, it is possible to improve the accuracy of estimating the output of the fuel cell 31, and as a result, it is possible to improve the reliability of the operation that suppresses an excessive temperature rise of the fuel cell 31 by performing pre-cooling. Note that the correction using the learning result regarding the driving tendency of the host vehicle 20 with respect to the surrounding other vehicle 21 may not be performed.
In the present embodiment, the load on the host vehicle 20 when traveling on the estimated route is estimated (step S450), and the presence or absence of a high load region is determined using the estimated load (step S460). When it is determined that the high load region exists, the first temperature increase amount (steps S630 and S640), the second temperature increase amount (step S670), and the heat dissipation capability of the FC radiator 41 (step S730) are used. Thus, the maximum temperature Tmax that is the maximum temperature that the refrigerant temperature reaches in the normal control mode is derived (step S770). Further, when the maximum attainment temperature Tmax is compared with the FC upper limit temperature Tlim and the maximum attainment temperature Tmax exceeds the FC upper limit temperature Tlim, the cooling capacity is increased to be higher than the cooling capacity to be set in the normal control mode. It is determined that processing (pre-cooling) is necessary (step S260). Then, using the detailed operation state calculation result (step S605), the pre-cooling period is calculated (step S270). Thus, first, using the result of a relatively light process of estimating the load on the host vehicle 20, the presence or absence of the high load region is determined and narrowed down, and when it is determined that the high load region exists, After that, processing that is heavier than the load estimation is performed to calculate the pre-cooling period. Therefore, when there is no high load region on the estimated route, it is not necessary to execute heavy processing using the operation state calculation result, and the entire processing for pre-cooling can be made lighter.
The operation related to the calculation of the pre-cooling period may be different from that in FIG. In the present embodiment, in the own vehicle 20, the air conditioner condenser 43 and the EV radiator 42 are arranged on the upstream side in the flow direction of the passing wind speed passing through the heat exchanging portion 49 with respect to the FC radiator 41. Therefore, when deriving the maximum temperature Tmax of the refrigerant in the cooling system 40, the amount of heat generated in the fuel cell 31 and the heat exchanger are used as the first temperature increase amount that the refrigerant temperature rises due to the power generation of the fuel cell 31. The calorific value at 33 and the calorific value at the EV unit are used (steps S630 and S640). Further, the temperature of the air conditioner cooling refrigerant flowing into the air conditioner capacitor 43 (step S670) is used as the second temperature rise amount at which the refrigerant temperature rises due to factors other than the power generation of the fuel cell 31. However, for example, when at least one of the air conditioner condenser 43 and the EV radiator 42 is not disposed on the upstream side of the FC radiator 41, the corresponding first temperature increase amount or second temperature increase amount is used. The maximum temperature Tmax of the refrigerant may be derived. Further, in the heat exchanger arranged on the upstream side of the FC radiator 41, when further cooling of other equipment is performed, the maximum attainment temperature Tmax of the refrigerant can be derived by further using the calorific value of the other equipment. Good.
In the first embodiment, the current traffic flow information on the estimated route is used in addition to the estimated route when estimating the load applied to the host vehicle 20 at the time of traveling on the estimated route in step S110 of FIG. It is good also as a different structure. A configuration using past traffic flow information instead of the current traffic flow information used in the first embodiment will be described below as a second embodiment. In the second embodiment, the configuration is the same as that of the first embodiment except for the operation (step S110) for estimating the load applied to the host vehicle 20 when traveling on the estimated route. Description is omitted.
In the second embodiment, the estimated route included in the past traffic flow information acquired in step S400 when estimating the vehicle speed of the host vehicle 20 in the estimated route in step S430 of the overload running determination process of FIG. Let the average vehicle speed of the other vehicle 21 in the past be the vehicle speed of the host vehicle 20. In step S450, the load on the host vehicle 20 when traveling on the estimated route is estimated using the vehicle speed of the host vehicle 20 estimated in step S430 and the road gradient acquired in step S440. Even with such a configuration, the same effect as in the first embodiment can be obtained.
A configuration in which the travel history of the own vehicle is used instead of the current traffic flow information used in the first embodiment in step S110 of FIG. 3 will be described below as a third embodiment. In the third embodiment, the configuration is the same as in the first embodiment except for the operation (step S110) for estimating the load applied to the host vehicle 20 when traveling on the estimated route. Description is omitted.
In the third embodiment, in step S430 of the overload travel determination process of FIG. 7, instead of estimating the vehicle speed of the own vehicle 20 using the current traffic flow information, the vehicle 20 previously uses the travel history of the own vehicle 20 in the past. An operation of extracting the transition of the average vehicle speed when the vehicle 20 travels on the estimated route is performed. In step S450, the load applied to the host vehicle 20 when traveling on the estimated route is estimated using the transition of the vehicle speed of the host vehicle 20 obtained in step S430 and the road gradient acquired in step S440. . In this case, the information including the transition of the average vehicle speed when the host vehicle 20 has traveled the estimated route in the past in the memory in the control unit 50 of the host vehicle 20 or the storage / learning unit 64 of the external server 26. Is stored and learned, and this information may be used in step S430. Even with such a configuration, the same effect as in the first embodiment can be obtained.
Further, when information indicating the load applied to the host vehicle 20 when the host vehicle 20 has traveled the estimated route in the past is stored as the travel history of the host vehicle 20, steps S430 and S450 are not performed. The load on the host vehicle 20 may be estimated directly from the travel history when traveling on the estimated route.
In step S110 of FIG. 3, instead of the current traffic flow information used in the first embodiment, the driving tendency of the host vehicle 20 in the past, that is, the driving tendency of the host vehicle 20 different from the other vehicle 21 is shown. A configuration that uses parameters to represent will be described below as a fourth embodiment. In addition, in 4th Embodiment, since it is the structure similar to 1st Embodiment except the operation | movement (step S110) which estimates the load concerning the own vehicle 20 when drive | working an estimated route, description of a common part is carried out. Is omitted.
In the fourth embodiment, in step S430 of the overload travel determination process of FIG. 7, parameters representing the driving tendency of the host vehicle 20 are used instead of estimating the vehicle speed of the host vehicle 20 using the current traffic flow information. Thus, the vehicle speed of the host vehicle 20 when traveling on the estimated route is estimated. The parameter that represents the driving tendency of the host vehicle 20 is a parameter that represents the driving habit of the host vehicle 20 in the past, and is a parameter that represents a driving tendency different from that of the other vehicle 21. Such parameters representing the driving tendency of the host vehicle 20 (hereinafter also simply referred to as driving tendency) may be stored in the storage / learning unit 64 of the external server 26 as described above.
The estimation of the vehicle speed of the host vehicle 20 using the driving tendency of the host vehicle 20 in step S430 can be performed, for example, as follows. In the memory in the external server 26, a plurality of stages of driving conditions (conditions including vehicle speed) are set in advance for each road appearing on the map. The driving conditions in a plurality of stages may be set, for example, by setting standard driving conditions as level 5 and setting from the slowest lepel 1 to the fastest level 10. Then, when the host vehicle 20 is traveling, the processing unit 60 of the external server 26 learns the driving tendency of the host vehicle 20. The driving tendency of the host vehicle 20 is, for example, based on the average value of the ratio of the vehicle speed of the host vehicle 20 to the average vehicle speed of the other vehicle 21 traveling in the same area, the level of the vehicle speed of the host vehicle 20 compared to the other vehicle 21. The vehicle speed may be classified and stored from the slowest level 1 to the fastest level 10. In step S430, the driving condition at the level learned as the driving tendency of the host vehicle 20 among the driving conditions at a plurality of stages set in advance on the estimated route is determined by the vehicle speed when the host vehicle 20 travels on the estimated route. What is necessary is just to presume that there exists. In step S450, the load on the host vehicle 20 when traveling on the estimated route is estimated using the vehicle speed of the host vehicle 20 estimated in step S430 and the road gradient acquired in step S440. Even with such a configuration, the same effect as in the first embodiment can be obtained.
In each embodiment described above, in step S110 of FIG. 3, when estimating the load applied to the host vehicle 20 during traveling on the estimated route, in addition to the estimated route, current traffic flow information on the estimated route, past information on the estimated route The traffic flow information, the travel history of the host vehicle 20, and the driving tendency of the host vehicle 20 are used, but different configurations may be used. In addition to the estimated route, at least one of the current traffic flow information on the estimated route, the past traffic flow information on the estimated route, the travel history of the host vehicle 20, and the driving tendency of the host vehicle 20 is used. That's fine.
For example, in step S430 of the first to fourth embodiments, the vehicle speed of the host vehicle 20 when traveling on the estimated route is estimated as described in the first to fourth embodiments. The estimated vehicle speed may be further corrected using the driving tendency of the host vehicle 20. Specifically, for example, the average value of the ratio of the vehicle speed of the own vehicle 20 to the average vehicle speed of the other vehicle 21 traveling in the same area is used as the driving tendency of the own vehicle 20, and the estimated vehicle speed is multiplied by the average value. Thus, the estimated vehicle speed of the host vehicle 20 can be corrected. Or you may perform correction | amendment which makes the maximum speed of the own vehicle 20 at the time of drive | working the specific area mentioned above about the said estimated vehicle speed as an upper limit. Thereby, the precision which estimates the load concerning the fuel cell 31 can be raised, and an increase process can be performed more appropriately.
Alternatively, as the estimated value of the vehicle speed of the host vehicle 20 obtained in step S430 of FIG. 7, the estimated vehicle speed of the host vehicle 20 (first embodiment) derived from the current traffic flow information on the estimated route, the past on the estimated route. The estimated vehicle speed of the host vehicle 20 derived from the traffic flow information (second embodiment), the estimated vehicle speed of the host vehicle 20 derived from the travel history of the host vehicle 20 (third embodiment), and the host vehicle You may use the average value of several estimated vehicle speed selected from the estimated vehicle speed (4th Embodiment) of the own vehicle 20 derived | led-out from 20 driving | running tendency.
In each of the above-described embodiments, the pre-cooling start period calculation process in FIG. 11 sets the pre-cooling start time that is the elapsed time from the current time when the pre-cooling should be started (step S780). Good. For example, instead of the pre-cooling start time, a pre-cooling start distance that is a travel distance from the current position where the pre-cooling should be started may be set. In this case, when deriving the first temperature increase amount (steps S630 and S640), the second temperature increase amount (step S675), and the heat radiation capability of the FC radiator 41 (step S735), the elapsed time from the present time. Instead of deriving a transition corresponding to time, a transition corresponding to the travel distance from the current position of the host vehicle 20 may be derived.
In each of the embodiments described above, the temperature at which the refrigerant temperature of the cooling system 40 reaches when the vehicle 20 travels on the estimated route in the normal control mode using the driving state calculated in the driving state calculation process of FIG. The pre-cooling start time is set so as to be equal to or lower than the FC upper limit temperature Tlim (see FIG. 11). On the other hand, the pre-cooling start time may be set without estimating the rising temperature of the refrigerant in the cooling system 40. For example, when it is determined whether pre-cooling is necessary using the transition of the estimated travel load of the host vehicle 20 when the host vehicle 20 travels on the estimated route, The pre-cooling start time may be set using the transition of. In this case, the signal indicating the driving state of the host vehicle 20 received in step S240 of FIG. 5 may include at least the transition of the estimated traveling load of the host vehicle 20 when traveling on the estimated route. For example, the pre-cooling start timing may be set earlier as the integrated load value obtained from the transition of the estimated traveling load is larger. When it is determined that an overload area exists on the estimated route, the cooling capacity of the cooling system 40 is set to be higher than the cooling capacity to be set in the normal control mode before the host vehicle 20 reaches the overload area. If the increasing process to increase is executed, the same effect can be obtained that suppresses an excessive increase in the fuel cell temperature.
In each embodiment described above, the cooling system 40 of the host vehicle 20 includes the refrigerant flowing in the refrigerant flow path 44, but may have a different configuration. For example, the fuel system may be cooled only by air cooling using a cooling fan without a cooling system that cools the fuel cell. Even in this case, when it is determined that the overload region exists on the estimated route, the cooling capacity of the cooling system should be set in the normal mode before the vehicle reaches the overload region. If an increase process for increasing the cooling capacity is executed, the same effect as in the embodiment can be obtained.
In each of the embodiments described above, a single estimated route is derived in step 420 of FIG. 7, but a different configuration may be used. For example, when selecting a branch destination that is most likely to be selected at a branch point using traffic flow information and deriving an estimated route, a plurality of higher-ranking candidates having the highest possibility The estimated route may be derived. In this case, the above-described pre-cooling period calculation process may be executed for each of the derived plurality of estimated paths. And about the presumed path | route which the position of the own vehicle 20 removed from the said several estimated path | route with driving | running | working of the own vehicle 20, the process for the pre-cooling which concerns on the said estimated route should just be stopped. Further, when all of the derived plurality of estimated routes deviate from the position of the host vehicle 20, the pre-cooling process may be started again and the estimated routes may be derived again.
With such a configuration, it is possible to reduce the possibility that the host vehicle 20 travels outside the estimated route for calculating the pre-cooling period. Therefore, it is possible to suppress the start of pre-cooling from being delayed more than necessary due to the position of the host vehicle 20 deviating from the estimated route and performing the pre-cooling process again.
In each of the above-described embodiments, a high load travel determination process (step S310, FIG. 7) related to derivation of an estimated route and identification of a high load region, and driving state calculation involving calculation of the driving state of the host vehicle 20 on the estimated route. The processing (step S340, FIG. 9) is executed by the processing unit 60 on the external server 26 side. Also, a high load running water temperature calculation process (step S250, FIG. 10) for deriving the maximum refrigerant temperature Tmax when traveling on the estimated route in the normal mode, and a precooling period calculation process for setting the precooling start time (Step S270, FIG. 11) is executed by the control unit 50 on the own vehicle 20 side. However, each of the above processes may be executed by either the processing unit 60 on the external server 26 side or the control unit 50 on the own vehicle 20 side. For example, all of the pre-cooling control processing shown in FIG. 3 may be executed by the processing unit 60 on the external server 26 side, and the control unit 50 on the own vehicle 20 side may receive only the processing result from the external server 26. Or the external server 26 transmits the information required for a process to the own vehicle 20, and the control part 50 of the own vehicle 20 may perform all the processes.
However, the acquisition of other vehicle information from the vast other vehicle 21, the derivation of the vast traffic flow information from the other vehicle information, and the storage of the vast traffic flow information are performed in the external server 26. Therefore, when the high load travel determination process and the driving state calculation process are executed on the external server 26 side as in the embodiment, a large amount of traffic flow information necessary for the process is transmitted from the external server 26 to the host vehicle 20. Since it is not necessary, it is desirable to reduce the communication load. The driving state calculation result transmitted from the external server 26 side to the host vehicle 20 for the high load traveling water temperature calculation process is information on the host vehicle 20 traveling on the specifically specified estimated route. The communication load is much lighter than when a large amount of traffic flow information around the current position is communicated.
The present invention is not limited to the above-described embodiments and modifications, and can be realized with various configurations without departing from the spirit thereof. For example, the technical features in the embodiments, examples, and modifications corresponding to the technical features in each embodiment described in the summary section of the invention are to solve some or all of the above-described problems, or In order to achieve part or all of the above effects, replacement or combination can be performed as appropriate. Further, if the technical feature is not described as essential in the present specification, it can be deleted as appropriate.
10 ... Control system 20 ... Vehicle (own vehicle)
21 ... Vehicle (other vehicle)
DESCRIPTION OF SYMBOLS 25 ... Network 26 ... External server 30 ... Fuel cell system 31 ... Fuel cell 32 ... Air compressor 33 ... Heat exchanger 34 ... Oxidation gas flow path 35 ... Temperature sensor 40 ... Cooling system 41 ... FC radiator 42 ... EV radiator 43 ... Air conditioner Capacitor 44 ... Refrigerant channel 45 ... Cooling fan 46 ... Fan controller 47 ... Valve 48 ... Branch channel 49 ... Heat exchange unit 50 ... Control unit 51 ... Transmission / reception unit 52 ... Cooling system control unit 53 ... Water temperature calculation unit 54 ... Pre-cooling Necessity determining unit 55 ... Pre-cooling period calculating unit 56 ... Cooling system driving unit 57 ... Own vehicle information deriving unit 60 ... Processing unit 61 ... Travel route estimating unit 62 ... Overload travel determining unit 63 ... Driving state calculating unit 64 ... Memory -Learning part 65 ... Information acquisition part 70 ... Transmission / reception part 71 ... Other vehicle information derivation part
A control method for a fuel cell vehicle equipped with a fuel cell as at least one of driving energy sources,
The fuel cell vehicle includes a cooling system for cooling the fuel cell, and a cooling system control unit for controlling the cooling capacity of the cooling system,
The cooling system control unit is at least one of a temperature of the fuel cell, a power generation amount in the fuel cell, and a load request in the fuel cell vehicle as a control mode for controlling the cooling capacity of the cooling system. When the temperature of the fuel cell is judged to be out of a predetermined reference temperature range using a normal, the cooling capacity of the cooling system is usually changed so that the temperature of the fuel cell falls within the reference temperature range. Has a control mode,
In addition to the estimated route on which the host vehicle that is the fuel cell vehicle is estimated to travel, traffic flow information indicating the current traffic flow on the estimated route, past traffic flow information on the estimated route, travel history of the host vehicle And using at least one of parameters representing driving habits of the vehicle in the past, which are driving trends different from those of other vehicles, A first step of estimating a load applied to the host vehicle when traveling;
A second step of determining whether or not an overload region, which is a region where the fuel cell can exceed an appropriate temperature range, exists on the estimated route using the estimated load;
When it is determined that the overload region exists, a third step of executing an increasing process for increasing the cooling capacity of the cooling system before the host vehicle reaches the overload region;
The method for controlling a fuel cell vehicle is a process for increasing the cooling capacity of the cooling system over the cooling capacity to be set in the normal control mode at the time of executing the increasing process.
A control method for a fuel cell vehicle according to claim 1,
The estimation using the current traffic flow information on the estimated route, the past traffic flow information on the estimated route, the travel history of the own vehicle, and a parameter representing the driving tendency of the own vehicle. Estimating a load applied to the vehicle when traveling along a route;
Using the parameter representing the driving tendency of the host vehicle, correcting the result of estimating the load;
A control method for a fuel cell vehicle comprising:
A control method for a fuel cell vehicle according to claim 1 or 2,
The estimated route uses the traffic flow information indicating at least one of the current and past traffic flows, and the branch destination that is most likely to be selected at a branch point that branches at the destination of the host vehicle, A method for controlling a fuel cell vehicle, which is estimated by determining that the host vehicle is a branch destination.
A control method for a fuel cell vehicle according to any one of claims 1 to 3,
The third step is a method for controlling a fuel cell vehicle, wherein the cooling capacity by the cooling system is maximized before the cooling capacity by the cooling system is maximized in the normal control mode.
A control method for a fuel cell vehicle according to any one of claims 1 to 4,
The cooling system includes a refrigerant that cools the fuel cell, and a radiator that cools the refrigerant,
A first temperature rise amount at which the temperature of the refrigerant rises due to power generation of the fuel cell; a second temperature rise amount at which the temperature of the refrigerant rises due to a factor other than power generation of the fuel cell; and the radiator A step of deriving the heat dissipation capability in
Using the first temperature rise amount, the second temperature rise amount, and the heat dissipation capability, the maximum temperature that the fuel cell reaches when the host vehicle travels on the estimated route in the normal control mode. Deriving the highest temperature reached,
The maximum temperature reached is compared with the FC upper limit temperature preset as the upper limit temperature of the fuel cell. If the maximum temperature reached is the FC upper limit temperature or less, the excess temperature is exceeded in the second step. A control method for a fuel cell vehicle, wherein the increase process is not performed even when it is determined that a load region exists.
A fuel cell vehicle equipped with a fuel cell as at least one of driving energy sources,
A cooling system for cooling the fuel cell;
A cooling system control unit for controlling the cooling capacity of the cooling system, and as a control mode for controlling the cooling capacity, the temperature of the fuel cell, the power generation amount in the fuel cell, and the load request in the fuel cell vehicle, When the temperature of the fuel cell is determined to be out of a predetermined reference temperature range using at least one of the above, the cooling system is set so that the temperature of the fuel cell falls within the reference temperature range. A cooling system control unit having a normal control mode for changing the cooling capacity by,
An acquisition unit that acquires a signal indicating a driving state including a transition of an estimated traveling load of the own vehicle when traveling on an estimated route on which the own vehicle that is the fuel cell vehicle is estimated to travel;
When the cooling system control unit determines that there is an overload region on the estimated route, which is a region where the fuel cell can exceed an appropriate temperature range, using the signal, the vehicle is Prior to reaching the overload region, an increasing process for increasing the cooling capacity of the cooling system is performed,
The increase process is a process of increasing the cooling capacity of the cooling system more than the cooling capacity to be set in the normal control mode at the time of executing the increase process.
The fuel cell vehicle according to claim 6,
When it is determined that the overload region exists on the estimated path, the cooling system control unit determines the cooling capacity by the cooling system before the cooling capacity by the cooling system becomes maximum in the normal control mode. Maximize the fuel cell vehicle.
A fuel cell vehicle according to claim 6 or 7,
The cooling system controller is
A first temperature rise amount at which the temperature of the refrigerant rises due to power generation of the fuel cell; a second temperature rise amount at which the temperature of the refrigerant rises due to a factor other than power generation of the fuel cell; and the radiator The function of deriving the heat dissipation capability in
Using the first temperature rise amount, the second temperature rise amount, and the heat dissipation capability, the maximum temperature that the fuel cell reaches when the host vehicle travels on the estimated route in the normal control mode. A function for deriving the maximum temperature that is
Comparing the maximum attainable temperature with the FC upper limit temperature preset as the upper limit temperature of the fuel cell, and when the maximum attainable temperature is less than or equal to the FC upper limit temperature, the overload on the estimated path Even if it is determined that a region exists, the fuel cell vehicle does not perform the increase process.
JP2017030851A 2017-02-22 2017-02-22 Fuel cell vehicle and control method for the same Pending JP2018137900A (en)
JP2017030851A JP2018137900A (en) 2017-02-22 2017-02-22 Fuel cell vehicle and control method for the same
CN201810150706.4A CN108515852A (en) 2017-02-22 2018-02-13 Fuel-cell vehicle and its control method
DE102018103488.1A DE102018103488A1 (en) 2017-02-22 2018-02-16 Fuel cell vehicle and control method for it
US15/900,125 US20180236894A1 (en) 2017-02-22 2018-02-20 Fuel cell vehicle and control method thereof
JP2018137900A true JP2018137900A (en) 2018-08-30
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JP2017030851A Pending JP2018137900A (en) 2017-02-22 2017-02-22 Fuel cell vehicle and control method for the same
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CN108515852A (en) 2018-09-11
US20180236894A1 (en) 2018-08-23
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