阅读说明：本技术 用于控制燃料电池车辆电力的系统及其方法 (System for controlling power of fuel cell vehicle and method thereof ) 是由 李承润 崔秉勋 朴贞圭 郑财训 承世璧 金孝俊 金东勋 廉翔喆 于 2020-10-21 设计创作，主要内容包括：本发明提供了一种用于控制燃料电池车辆电力的系统及其方法。该系统包括：燃料电池、蓄电池、传感器和控制器。所述燃料电池通过接收燃料和氧化气体而产生电能。所述蓄电池接收燃料电池的电能以使蓄电池充电,或使蓄电池放电用于提供电能。所述传感器感测车辆的行驶状态。所述控制器基于传感器感测到的行驶状态控制蓄电池的充电或放电。(The invention provides a system for controlling electric power of a fuel cell vehicle and a method thereof. The system comprises: a fuel cell, a battery, a sensor, and a controller. The fuel cell generates electric power by receiving fuel and oxidizing gas. The battery receives power from the fuel cell to charge the battery or to discharge the battery for providing power. The sensor senses a driving state of the vehicle. The controller controls charging or discharging of the storage battery based on the driving state sensed by the sensor.)

1. A system for controlling vehicle power having a fuel cell, comprising:

a fuel cell configured to generate electric power by receiving a fuel and an oxidizing gas;

a battery configured to receive electric power of the fuel cell to charge the battery or to discharge the battery for supplying the electric power;

a sensor configured to sense a driving state of the vehicle; and

a controller configured to control charging or discharging of the storage battery based on the driving state sensed by the sensor.

2. The system for controlling vehicle power having a fuel cell according to claim 1, wherein the sensor is configured to sense a gradient of a road on which the vehicle travels or an inclination of the vehicle.

3. The system for controlling vehicle electric power having a fuel cell according to claim 2, wherein:

the sensor is configured to sense that the vehicle travels uphill when a gradient of a road or an inclination of the vehicle is equal to or greater than a predetermined first reference value, and

the sensor is configured to sense that the vehicle travels downhill when a gradient of a road or an inclination of the vehicle is equal to or less than a predetermined second reference value.

4. The system for controlling vehicle electric power having a fuel cell according to claim 3, wherein:

the sensor is configured to sense that the vehicle travels uphill when a gradient of a road or an inclination of the vehicle remains equal to or greater than a predetermined first reference value for a predetermined reference time or longer, and

the sensor is configured to sense that the vehicle travels downhill when a gradient of a road or an inclination of the vehicle remains equal to or less than a predetermined second reference value for a predetermined reference time or more.

5. The system for controlling vehicle power having a fuel cell according to claim 2, wherein the sensor is configured to sense a gradient of a road on which the vehicle travels based on atmospheric pressure sensed by the vehicle, or sense an inclination of the vehicle based on vehicle acceleration sensed by the vehicle.

6. The system for controlling vehicle electric power having a fuel cell according to claim 1, wherein the controller is configured to set a target state of charge of the storage battery based on the sensed running state, and to control charging or discharging of the storage battery to correspond to the set target state of charge.

7. The system for controlling vehicle power having a fuel cell of claim 6, wherein the controller is configured to increase the target state of charge in response to the sensor determining that the vehicle is traveling uphill.

8. The system for controlling vehicle power having a fuel cell according to claim 6, wherein the controller is configured to reduce the target state of charge in response to the sensor determining that the vehicle is traveling downhill.

9. The system for controlling vehicle power having a fuel cell according to claim 6, wherein the controller is configured to continuously increase or decrease the target state of charge in response to the sensor sensing that the vehicle is continuously traveling uphill or downhill.

10. The system for controlling vehicle power having a fuel cell of claim 6, wherein the controller is configured to set the target state of charge to the predetermined state of charge in response to the sensor determining that the vehicle is traveling flat.

11. The system for controlling vehicle power having a fuel cell of claim 6, wherein the controller is configured to charge the battery in response to determining that the current state of charge of the battery is less than the target state of charge, and to discharge the battery in response to determining that the current state of charge of the battery exceeds the target state of charge.

12. The system for controlling vehicle electric power having a fuel cell according to claim 1, wherein the controller is configured to control electric power generation of the fuel cell to be stopped or continued based on a state of charge of the storage battery.

13. A method for controlling power of a vehicle having a fuel cell, comprising:

sensing, by a controller, a driving state of a vehicle;

setting, by the controller, a target state of charge of the battery based on the sensed driving state;

and controlling the charging or discharging of the storage battery through the controller based on the set target state of charge.

14. The method of claim 13, wherein sensing a driving state of the vehicle comprises:

the gradient of a road on which the vehicle travels or the inclination of the vehicle is sensed by the controller.

15. The method of claim 13, wherein setting a target state of charge of the battery comprises:

the target state of charge is increased by the controller in response to determining that the driving state of the vehicle is uphill driving.

16. The method of claim 13, wherein setting a target state of charge of the battery comprises:

the target state of charge is reduced by the controller in response to determining that the driving state of the vehicle is downhill driving.

17. The method of claim 13, wherein setting a target state of charge of the battery comprises:

the target state of charge is continuously increased or decreased by the controller in response to sensing that the vehicle is continuously traveling uphill or downhill while sensing that the vehicle is traveling uphill or downhill.

Technical Field

The present invention relates to a system and method for controlling the power of a vehicle having a fuel cell, and more particularly to a strategy for charging and discharging a high voltage battery according to the grade of the road on which the vehicle is traveling.

Background

A fuel cell is a power generation device that directly converts chemical energy generated by oxidation of fuel into electrical energy. A fuel cell is substantially the same as a chemical cell in terms of using a redox reaction, but is distinguished in that reactants are continuously supplied from the outside and reaction products are continuously removed from the system, unlike a chemical cell in which a cell reaction is performed in a closed system. In recent years, fuel cell power generation systems have been put into practical use, and since the reaction product of fuel cells is pure water, research into use thereof as an energy source for environmentally friendly vehicles has been actively conducted.

The fuel cell system includes a fuel cell stack that generates electric power through a chemical reaction, an air supply device that supplies air to a cathode of the fuel cell stack, and a hydrogen supply device that supplies hydrogen to an anode of the fuel cell stack. In other words, oxygen-containing air is supplied to the cathode of the fuel cell stack, while hydrogen is supplied to the anode of the fuel cell stack.

Further, the fuel cell system includes a high-voltage battery that stores electric energy generated by the fuel cell stack. The high-voltage battery is charged with electric power generated by the fuel cell stack and electric power recovered by the driving motor, and supplies electric power to assist the fuel cell stack at the time of discharge.

When power generation is not required, the fuel cell stack enters a Fuel Cell (FC) stop mode in which power generation is stopped, and in the FC stop mode, air supplied to the fuel cell stack is blocked. In particular, the case where the fuel cell stack is not required to generate power includes: parking; the high-voltage storage battery is used for driving; and recovering regenerative braking energy during downhill driving or deceleration.

In other words, in order to sufficiently assist the electric power of the fuel cell stack and maximally maintain the FC stop mode in which the power generation is stopped to ensure the durability of the fuel cell stack, the maximum rechargeable amount of the high-voltage battery of the fuel cell vehicle should be increased, but the weight and cost are also increased accordingly.

The above background is only for enhancement of understanding of the background of the invention and should not be taken as corresponding to the conventional art by a person skilled in the art.

Disclosure of Invention

The present invention provides a technology for effectively using a battery by sensing a driving state of a vehicle and adjusting a state of charge of the battery according to the driving state of the vehicle.

One aspect of the present invention provides a system for controlling electric power of a vehicle having a fuel cell, which may include a fuel cell configured to generate electric power by receiving fuel and oxidizing gas, a storage battery, a sensor, and a controller; the battery is configured to receive electric power of the fuel cell to charge the battery or to discharge the battery for providing the electric power; the sensor is configured to sense a driving state of the vehicle; the controller is configured to adjust charging or discharging of the storage battery based on the driving state sensed by the sensor.

The sensor may be configured to sense a gradient of a road on which the vehicle travels or an inclination of the vehicle. The sensor may be configured to sense that the vehicle travels uphill when a gradient of a road or an inclination of the vehicle is equal to or greater than a predetermined first reference value. In addition, the sensor may be configured to sense that the vehicle travels downhill when the gradient of the road or the inclination of the vehicle is equal to or less than a predetermined second reference value.

The sensor may be configured to sense that the vehicle travels uphill when a gradient of a road or an inclination of the vehicle remains equal to or greater than a predetermined first reference value for a predetermined reference time or more. The sensor may be configured to sense that the vehicle travels downhill when the gradient of the road or the inclination of the vehicle remains equal to or less than a predetermined second reference value for a predetermined reference time or more. In addition, the sensor may be configured to sense a gradient of a road on which the vehicle travels based on atmospheric pressure sensed by the vehicle, or sense an inclination of the vehicle based on vehicle acceleration sensed by the vehicle.

The controller may be configured to set a target state of charge of the storage battery based on the sensed driving state, and adjust charging or discharging of the storage battery to correspond to the set target state of charge. The controller may be configured to increase the target charge state when the sensor determines that the vehicle is traveling uphill. The controller may be configured to decrease the target state of charge when the sensor determines that the vehicle is traveling downhill.

In addition, the controller may be configured to continuously increase or decrease the target state of charge if the sensor senses that the vehicle is continuously driving uphill or downhill, in a case where the sensor senses that the vehicle is driving uphill or downhill. The controller may be configured to set the target state of charge to a predetermined state of charge when the sensor determines that the vehicle is traveling flat. The controller may be configured to charge the battery when the current state of charge of the battery is less than the target state of charge, and to discharge the battery when the current state of charge of the battery exceeds the target state of charge. The controller may be configured to control power generation of the fuel cell to be stopped or continued based on a state of charge of the battery.

Another aspect of the present invention provides a method for controlling power of a vehicle having a fuel cell, which may include: sensing a driving state of a vehicle; setting a target state of charge of the battery based on the sensed driving state; and charging or discharging the secondary battery based on the set target state of charge.

Sensing the driving state of the vehicle may include: the gradient of a road on which the vehicle travels or the inclination of the vehicle is sensed. The setting of the target state of charge of the battery may include: the target state of charge is increased in response to determining that the driving state of the vehicle is uphill driving. The setting of the target state of charge of the battery may include: the target state of charge is decreased in response to determining that the driving state of the vehicle is downhill driving.

Additionally, setting the target state of charge of the battery may include: when it is sensed that the vehicle continues to run uphill or downhill, the target state of charge is continuously increased or decreased. According to the system for controlling electric power of a fuel cell vehicle and the method thereof of the present invention, the state of charge of the battery can be increased or decreased by charging or discharging the battery based on the traveling state of the fuel cell vehicle, and the battery can be effectively used. In other words, the battery may be efficiently used by increasing or decreasing the state of charge of the battery within a limited maximum state of charge of the battery as needed. In addition, by reducing the frequency of entering or releasing the fuel cell from stopping the power generation, it is possible to improve the fuel efficiency while improving the durability of the fuel cell.

Drawings

The objects, features and advantages of the present invention will become more apparent from the following detailed description taken in conjunction with the accompanying drawings in which:

fig. 1 is a block diagram showing a power control system of a vehicle having a fuel cell according to an exemplary embodiment of the present invention.

Fig. 2 is a diagram illustrating a target state of charge according to a duration of uphill driving or downhill driving according to an exemplary embodiment of the present invention.

Fig. 3 is a diagram illustrating a target state of charge during vehicle travel according to an exemplary embodiment of the present invention.

Fig. 4 is a flowchart illustrating a method for controlling power of a fuel cell vehicle according to an exemplary embodiment of the present invention.

Detailed Description

It should be understood that the term "vehicle" or "vehicular" or other similar terms as used herein generally includes motor vehicles such as passenger automobiles including Sport Utility Vehicles (SUVs), buses, vans, various commercial vehicles, watercraft including various boats, ships, aircraft, and the like, and includes hybrid vehicles, electric vehicles, internal combustion engine vehicles, plug-in hybrid electric vehicles, hydrogen powered vehicles, and other alternative fuel vehicles (e.g., fuels derived from non-petroleum sources).

While the exemplary embodiments are described as performing an exemplary process using multiple units, it should be understood that the exemplary process can also be performed by one or more modules. Further, it should be understood that the term controller/control unit means a hardware device including a memory and a processor, and specifically programmed to perform the processes described herein. The memory is configured to store the modules, and the processor is specifically configured to execute the modules to perform one or more processes described further below.

Unless specifically stated or otherwise apparent from the context, the term "about" as used herein is understood to be within the normal tolerance of the art, e.g., within an average of 2 standard deviations. "about" can be understood to be within 10%, 9%, 8%, 7%, 6%, 5%, 4%, 3%, 2%, 1%, 0.5%, 0.1%, 0.05%, or 0.01% of the stated value. Unless otherwise clear from the context, all numbers provided herein are modified by the term "about".

Furthermore, the control logic of the present invention may be embodied as a non-transitory computer readable medium on a computer readable medium, which includes executable program instructions executed by a processor, controller/control unit, or the like. Examples of computer readable media include, but are not limited to, ROM, RAM, Compact Disc (CD) -ROM, magnetic tape, floppy disk, flash drive, smart card, and optical data storage. The computer readable recording medium CAN also be distributed over network coupled computer systems so that the computer readable medium is stored and executed in a distributed fashion, such as through a telematics server or Controller Area Network (CAN).

The specific structural and functional descriptions of the exemplary embodiments of the present invention disclosed in the specification or application are merely used to describe exemplary embodiments of the present invention, and the exemplary embodiments of the present invention may be embodied in various forms and should not be construed as limited to the exemplary embodiments described in the specification or application.

While exemplary embodiments of the invention are susceptible to various modifications and alternative forms, specific exemplary embodiments thereof have been shown in the drawings and are herein described in detail. It should be understood, however, that exemplary embodiments according to the concepts of the present invention are not limited to the specifically disclosed forms, but include all modifications, equivalents, and alternatives falling within the spirit and scope of the present invention.

It will be understood that, although the terms first, second, etc. may be used herein to describe various elements, these elements should not be limited by these terms. These terms are only used to distinguish one element from another, for example, a first element may be referred to as a second element, and similarly, a second element may be referred to as a first element, without departing from the scope of the inventive concept.

When an element is referred to as being "coupled" or "connected" to another element, it will be understood that the element may be directly coupled or connected to the other element or that the other element may be present therebetween. On the other hand, when an element is referred to as being "directly coupled" or "directly connected" to another element, it is understood that another element is not present therebetween. Other expressions describing the relationship between elements, i.e. "between … …" and "directly between … …" or "adjacent" and "directly adjacent" should also be construed in the same way.

The terminology used in the description is for the purpose of describing particular exemplary embodiments only and is not intended to be limiting of the invention. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. In this specification, it will be understood that the terms "comprises" and "comprising," or any combination thereof, are used to specify the presence of stated features, amounts, steps, operations, elements, components, or combinations thereof, but do not preclude the presence or addition of one or more other features, amounts, steps, operations, elements, components, or combinations thereof.

Unless otherwise defined, all terms used herein, including technical or scientific terms, have the same meaning as commonly understood by one of ordinary skill in the art. Terms defined in commonly used dictionaries should be interpreted as having a meaning that is consistent with their meaning in the context of the relevant art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings. Like reference symbols in the various drawings indicate like elements.

Fig. 1 is a block diagram showing a power control system of a vehicle having a fuel cell 10 according to an exemplary embodiment of the present invention. Referring to fig. 1, a system for controlling electric power of a vehicle having a fuel cell 10 according to an exemplary embodiment of the present invention may include: a fuel cell 10, a battery 20, a sensor 50, and a controller 60, the fuel cell 10 receiving fuel and oxidizing gas and generating electric power, the battery 20 receiving the electric power of the fuel cell 10 to be charged or discharged for supplying the electric power, the sensor 50 configured to sense a running state of the vehicle, and the controller 60 configured to adjust the charging or discharging of the battery 20 based on the running state sensed by the sensor 50.

The sensor 50 and the controller 60 according to an exemplary embodiment of the present invention may be implemented by a non-volatile memory (not shown) configured to store data regarding: an algorithm configured to control the operation of various components of the vehicle or software instructions for reproducing the algorithm, the processor being configured to utilize data stored in the memory for performing the operations described below. In particular, the memory and the processor may be implemented in the form of separate chips. Alternatively, the memory and the processor may be implemented in the form of a single chip integrated with each other. The processor may employ one or more types of processors.

The fuel cell 10 may be a fuel cell stack 10 that receives hydrogen and oxygen-containing air as fuel through an anode and a cathode, respectively, and generates electric power through a chemical reaction. In particular, the fuel cell 10 may have a plurality of unit cells stacked therein, wherein fuel and air are introduced into each unit cell to generate electric power, and the fuel cell 10 may output high-voltage electric power through the unit cells connected in series.

The battery 20 may be electrically connected to the fuel cell 10, the driving device 30, and the auxiliary machinery 40. As an exemplary embodiment, the fuel cell 10 may be connected to the driving device 30 and the auxiliary machine 40 in series through a main bus terminal, and the battery 20 may be connected in parallel with the main bus terminal. The battery 20 may be connected to the fuel cell 10 with a converter 21 interposed therebetween, and the converter 21 may be a bidirectional high-voltage direct current/direct current (DC/DC) converter (BHDC) configured to convert power in a direction in which the battery 20 is charged or a direction in which the battery 20 is discharged.

The controller 60 may be configured to operate the high voltage converter 21 to control charging or discharging of the battery 20. In particular, the controller 60 may be a Battery Management System (BMS) configured to regulate the charging or discharging of the battery 20. The sensor 50 may be configured to sense a running state of the fuel cell 10 vehicle. In particular, the sensor 50 may be configured to sense flat running, uphill running, or downhill running of the vehicle having the fuel cell 10, as described below.

In another exemplary embodiment, the sensor 50 may be configured to sense a stop, a low speed running, a high speed running, or a turning running of the vehicle having the fuel cell 10. The controller 60 may be configured to adjust the charge or discharge of the battery 20 based on the driving state sensed by the sensor 50. In other words, the controller 60 may be configured to increase the state of charge (SOC) of the battery 20 or decrease the SOC of the battery 20 and efficiently use the battery 20 by adjusting the charge or discharge of the battery 20 based on the running state of the fuel cell 10 vehicle.

Therefore, according to the present application, it is possible to effectively use the battery 20 by increasing or decreasing the SOC of the battery 20 within the limited maximum SOC of the battery 20 as needed. In particular, the sensor 50 may be configured to sense a gradient of a road on which the vehicle travels or an inclination of the vehicle. In other words, the sensor 50 may be configured to determine the gradient of the road to determine the running state of the vehicle running in contact with the ground, and the sensor 50 may be configured to directly sense the inclination of the vehicle to determine the running state of the vehicle.

As an exemplary embodiment, the sensor 50 may be configured to sense a grade of a road on which the vehicle is traveling based on atmospheric pressure sensed by the vehicle. An atmospheric pressure sensor 51 configured to measure atmospheric pressure outside the vehicle may be installed in the vehicle, and the sensor 50 may be configured to sense the height of a road on which the vehicle is traveling based on the atmospheric pressure sensed by the atmospheric pressure sensor 51, and may determine uphill traveling, downhill traveling, or flat traveling of the vehicle by sensing a change in the height.

In another exemplary embodiment, the sensor 50 may be configured to directly sense a change in atmospheric pressure sensed by the atmospheric pressure sensor 51, thereby determining uphill driving, downhill driving, or flat driving of the vehicle. As another exemplary embodiment, the sensor 50 may be configured to sense an inclination of the vehicle based on a vehicle acceleration sensed by the vehicle. The vehicle may include a G sensor 52 configured to sense gravitational acceleration or a gyro sensor for sensing yaw, roll, and pitch. The sensor 50 may be configured to determine the inclination of the vehicle using the acceleration of the vehicle sensed by the G sensor 52 or the gyro sensor.

In another exemplary embodiment, Global Positioning System (GPS) information and navigation information may be used to sense the grade of a road on which a vehicle is traveling. In particular, the slope of the road on which the vehicle is about to travel may be sensed in advance using the navigation information. The sensor 50 may be configured to sense that the vehicle travels uphill when the gradient of the road or the inclination of the vehicle is equal to or greater than a predetermined first reference value, and may be configured to sense that the vehicle travels downhill when the gradient of the road or the inclination of the vehicle is equal to or less than a predetermined second reference value.

The uphill driving may refer to a driving state of the vehicle on an uphill road, and the downhill driving may refer to a driving state of the vehicle on a downhill road. In particular, the first reference value may be preset to a gradient greater than 0 at which the driving force required for vehicle running is increased by a predetermined level, and the second reference value may be preset to a gradient less than 0 at which the driving force required for vehicle running is decreased by a predetermined level. In addition, the sensor 50 may be configured to sense whether the vehicle travels uphill or downhill when the gradient of the road or the inclination of the vehicle is equal to or greater than a predetermined first reference value or equal to or less than a predetermined second reference value and is maintained for a predetermined reference time T1 or longer.

In particular, the sensor 50 may be configured to sense that the vehicle travels uphill when the gradient of the road or the inclination of the vehicle is equal to or greater than a predetermined first reference value and remains on the uphill road for a predetermined reference time T1 or longer. In addition, the sensor 50 may be configured to sense that the vehicle travels downhill when the gradient of the road or the inclination of the vehicle is equal to or less than a predetermined second reference value and remains on the downhill road for a predetermined reference time T1 or more. In addition, the sensor 50 may be configured to sense that the vehicle travels on level ground when the gradient of the road or the inclination of the vehicle is less than a predetermined first reference value and greater than a predetermined second reference value.

Fig. 2 is a diagram illustrating a target state of charge according to a duration of uphill driving or downhill driving according to an exemplary embodiment of the present invention, and fig. 3 is a diagram illustrating a target state of charge during vehicle driving according to an exemplary embodiment of the present invention. Referring to fig. 2 and 3, the controller 60 may be configured to set a target state of charge of the battery 20 based on the sensed driving state, and adjust charging or discharging of the battery 20 to correspond to the set target state of charge.

According to the related art, the target state of charge of the battery 20 may be set to a predetermined state of charge based on the performance of the battery 20. According to the present application, the controller 60 may be configured to set a target state of charge of the battery 20 based on the driving state sensed by the sensor 50. In addition, the controller 60 may be configured to adjust the charge or discharge of the battery 20 to correspond to a target state of charge. In particular, the controller 60 may be configured to operate the battery 20 to charge when the current state of charge of the battery 20 is less than the target state of charge, and to operate the battery 20 to discharge when the current state of charge of the battery 20 is greater than the target state of charge.

In particular, the controller 60 may be configured to charge the battery 20 with electric power generated by the fuel cell 10, or charge the battery 20 with electric power recovered from the driving device 30 or the auxiliary machinery 40 through regenerative braking. On the other hand, the controller 60 may be configured to operate the battery 20 to discharge by driving the driving device 30 or the auxiliary machine 40, thereby reducing the electric power generated by the fuel cell 10. Controller 60 may be configured to increase the target charge state when sensor 50 determines that the vehicle is traveling uphill.

In particular, the controller 60 may be configured to increase the target state of charge to a state greater than before in response to determining that the vehicle is traveling uphill. As an exemplary embodiment, an increased state of charge greater than a predetermined state of charge may be set as the target state of charge in response to determining that the vehicle is traveling uphill. The controller 60 may be configured to decrease the target charge state when the sensor 50 determines that the vehicle is traveling downhill. As an exemplary embodiment, a reduced state of charge, which is less than a predetermined state of charge, may be set as the target state of charge in response to determining that the vehicle is traveling downhill. The controller 60 may be configured to continuously increase or decrease the target state of charge if the sensor 50 senses that the vehicle is continuously traveling uphill or downhill, in the event that the sensor 50 senses that the vehicle is traveling uphill or downhill.

As shown in fig. 2, the sensor 50 may be configured to sense uphill running or downhill running when the gradient of the road or the inclination of the vehicle remains on such a road for a predetermined reference time T1 or longer, and the controller 60 may be configured to increase or decrease the target state of charge. In addition, the controller 60 may be configured to continuously increase or decrease the target state of charge when the sensor 50 senses that the gradient of the road or the inclination of the vehicle is maintained for a predetermined reference time T1 or more in a state where the sensor 50 senses that the vehicle is driving uphill or downhill.

In particular, the controller 60 may be configured to continuously increase or decrease the target state of charge, or to increase or decrease the target state of charge in each predetermined step. However, the controller 60 may be configured to set the target state of charge to be less than or equal to a predetermined maximum state of charge (H/W maximum state of charge) and greater than or equal to a predetermined minimum state of charge (H/W maximum state of discharge).

In an exemplary embodiment, the controller 60 may be configured to set the target state of charge to a predetermined state of charge when the sensor 50 determines that the vehicle is traveling flat. In other words, the controller 60 may be configured to restore the target state of charge to the predetermined state of charge when the sensor 50 determines that the vehicle is traveling flat. In particular, referring to fig. 3, the controller 60 may be configured to first set the target state of charge to a predetermined state of charge.

The controller 60 may be configured to: when an uphill drive condition is satisfied (for example, the gradient of the road or the inclination of the vehicle is equal to or greater than a predetermined first reference value and is maintained for a predetermined reference time T1 or longer), the target charge state (r) is increased (+ α). The controller 60 may be configured to: in a state where the sensor 50 senses that the vehicle travels uphill, when the uphill traveling condition is satisfied again (for example, the gradient of the road or the inclination of the vehicle is equal to or greater than a predetermined first reference value and is maintained for a predetermined reference time T1 or longer), the (+ β) target state of charge is further increased (②).

The controller 60 may be configured to: even if the vehicle continues to travel uphill at the predetermined first reference value or more, the target state of charge is maintained without further increase when the vehicle does not continue to travel uphill for the predetermined reference time T1 or more (c). The controller 60 may be configured to: when a downhill driving condition (for example, the gradient of the road or the inclination of the vehicle is equal to or less than a predetermined second reference value and is maintained for a predetermined reference time T1 or longer) is satisfied, the (- β) target state of charge is lowered (r).

The controller 60 may be configured to: in a state where the sensor 50 senses that the vehicle is driving downhill, even if the vehicle continues driving downhill at a predetermined second reference value or less, when the vehicle does not continue driving downhill for a predetermined reference time T1 or more, the target state of charge is maintained without further reduction (a fifth). The controller 60 may be configured to: in the downhill driving state, even if the vehicle travels uphill at the predetermined first reference value or more, when the vehicle does not continue the uphill driving for the predetermined reference time T1 or more, the target state of charge is maintained without further increase (step (c)).

In addition, the controller 60 may be configured to: in the downhill driving state, even if the vehicle continues downhill driving at the predetermined second reference value or less, when the vehicle does not continue downhill driving for the predetermined reference time T1 or more, the target state of charge is maintained without further reduction (c). When the sensor 50 senses that the vehicle is traveling on flat ground, the controller 60 may be configured to restore the target state of charge to a predetermined state of charge ((r)).

Further, the controller 60 may be configured to control the power generation of the fuel cell 10 to be stopped or continued based on the state of electric quantity of the battery 20. In particular, the controller 60 may be configured to control the power generation of the fuel cell 10 according to whether the state of charge of the battery 20 is equal to or greater than the target state of charge or less than the target state of charge. In addition, the controller 60 may be configured to control the power generation of the fuel cell 10 based on the electric power required by the drive device 30 and the auxiliary machinery 40.

In an exemplary embodiment, the controller 60 may be configured to stop the power generation of the fuel cell 10 (for example, the FC stop mode) when the state of charge of the battery 20 is equal to or greater than the target state of charge and the electric power required by the drive device 30 and the auxiliary machinery 40 is equal to or less than a predetermined electric power. On the other hand, the controller 60 may be configured to resume power generation of the fuel cell 10 when the state of charge of the battery 20 is less than the target state of charge or the electric power required by the drive device 30 and the auxiliary machine 40 is equal to or greater than a predetermined electric power.

Therefore, the controller 60 may be configured to increase the target state of charge to decrease the FC stop mode of the fuel cell 10, thereby continuously maintaining power generation. In particular, when the vehicle is traveling uphill, the drive device 30 may require more electric power than the electric power generated by the fuel cell 10, and accordingly, the power generation of the fuel cell 10 may be continued without unnecessarily stopping the power generation of the fuel cell 10.

In addition, the controller 60 may be configured to increase the stop of the power generation of the fuel cell 10 by decreasing the target state of charge. In particular, when the vehicle is running downhill, the electric power required for the drive device 30 can be reduced and the electric power recovered by regenerative braking can be increased, thus improving the durability of the fuel cell 10 and improving the fuel efficiency while maintaining the FC stop mode by quickly stopping the power generation of the fuel cell 10. In other words, according to the present invention, the frequency of entering or releasing the stop of the power generation of the fuel cell 10 can be reduced, thereby improving the durability of the fuel cell 10 and improving the fuel efficiency.

Fig. 4 is a flowchart illustrating a method for controlling the vehicle power of the fuel cell 10 according to an exemplary embodiment of the invention. The method described below may be performed by a controller. Referring to fig. 4, a method for controlling vehicle power of the fuel cell 10 according to an exemplary embodiment of the present invention may include: sensing a running state of a vehicle (step S100); setting a target state of charge of the battery 20 based on the sensed running state (step S200); and controls the charge or discharge of the storage battery 20 based on the set target state of charge (step S300).

In the step S100 of sensing the traveling state of the vehicle, an inclination of the vehicle or a gradient of a road on which the vehicle travels may be sensed. In step S200 of setting the target state of charge of the battery 20, in response to determining that the running state of the vehicle is uphill running S110, the target state of charge may be increased (step S210). In step S200 of setting the target state of charge of the battery 20, in response to determining that the running state of the vehicle is downhill running S120, the target state of charge may be decreased (step S220).

In the step S200 of setting the target state of charge of the battery 20, in response to determining that the running state of the vehicle is the flat running S130, the target state of charge may be set to a predetermined state of charge (step S230). In the step S200 of setting the target state of charge of the battery 20, in the case where it is sensed that the vehicle performs the uphill driving S110 or the downhill driving S120, if it is sensed that the vehicle continues the uphill driving S110 or the downhill driving S120, the target state of charge may be continuously increased or decreased (steps S210 and S220).

Although one or more exemplary embodiments have been described with reference to the accompanying drawings, it will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope defined by the appended claims.