JP7151697B2 - FC system module and fuel cell system - Google Patents

Description

The present invention relates to an FC system module and a fuel cell system, and more particularly, a fuel cell system that includes a motor generator, a fuel cell, and a secondary battery, and does not include a DCDC converter for the fuel cell and a DCDC converter for the secondary battery. and a fuel cell system equipped with such an FC system module.

Vehicles powered by fuel cells generally
(a) a fuel cell (FC) for generating electrical power;
(b) a secondary battery (BAT) for temporarily storing power generated or regenerated by the FC or supplying the stored power to power consumption sources;
(c) a motor generator (MG) for driving the rotating shaft using power supplied from the FC or BAT, or for regenerating the load applied to the rotating shaft as power;
(d) a DCDC converter for a fuel cell that boosts the DC power supplied from the FC;
(e) a DCDC converter for BAT that boosts DC power supplied from BAT;
(f) an inverter (INV) that converts the DC power boosted by the DCDC converter for the fuel cell and/or the DCDC converter for the BAT into AC power and supplies it to the MG (see, for example, Patent Document 1).

Conventionally, a DCDC converter was considered essential in a fuel cell system with FC, MG, and BAT. The reason why the BAT DCDC converter is essential is to control the INV voltage V _H to a voltage that is efficient for MG with respect to the BAT voltage V _BAT . Also, the DCDC converter for FC is essential in order to reduce the number of stacks of FC and to reduce the cost. _VFC is proportional to the number of stacks, and if the number of _stacks is small, _VFC will be low. However, in the conventional fuel cell system, installation of a DCDC converter causes an increase in size and cost of the system.

On the other hand, omitting the DCDC converter is expected to reduce the size and cost of the fuel cell system. In practice, however, omitting the DCDC converter in the conventional system causes some problems in the operation of the fuel cell system. One of them is the ineffectiveness of the operating point control at sub-freezing start. Therefore, there is no conventional example of a proposed fuel cell system without a DCDC converter.

JP 2017-225271 A

The problem to be solved by the present invention is to omit a DCDC converter in a fuel cell system that includes a fuel cell, a motor generator, and a secondary battery, without causing problems during warm-up including starting below freezing. to do.
Another problem to be solved by the present invention is to provide an FC system module capable of realizing such a fuel cell system.

In order to solve the above problems, the FC system module according to the present invention has the following configuration.
(1) The FC system module is
a polymer electrolyte fuel cell (FC) for generating electric power;
FC auxiliary equipment (AUX) used when operating the FC;
a diode for preventing reverse flow of power supplied from the EV system to the FC system module to the FC side when the FC system module and the EV system are connected in parallel;
A heater for heating the FC, heating peripheral devices other than the FC, and/or performing air conditioning using power obtained from the FC;
and a first circuit connecting the FC and the AUX.
(2) the first circuit,
a first positive terminal and a first negative terminal for connecting the heater to the first circuit in parallel with the AUX;
a second positive terminal and a second negative terminal for connecting the EV system to the first circuit in parallel with the AUX between the heater and the AUX;
The heater is connected to the first circuit in parallel with the AUX via the first plus terminal and the first minus terminal.
(3) the diode is in series with the first circuit either between the first positive terminal and the second positive terminal or between the second negative terminal and the first negative terminal; It is connected.

A fuel cell system according to the present invention has the following configuration.
(1) The fuel cell system is
an FC system module according to the present invention;
an EV system;
a third circuit connecting the FC system module and the EV system in parallel;
and a control device for controlling the operation of the fuel cell system.
(2) The EV system
a secondary battery (BAT) for temporarily storing power generated by the FC or power obtained during regeneration, or for supplying the stored power to a power consumption source;
a motor generator (MG) for driving a rotating shaft using electric power supplied from the FC or the BAT, or for regenerating the load applied to the rotating shaft as electric power;
To convert the DC power supplied from the FC or the BAT into AC power and supply it to the MG, or convert the AC power supplied from the MG into DC power and supply it to the BAT or the AUX a second inverter (second INV) of
a second circuit connecting the BAT and the second INV;
It has
(3) The second circuit has a third positive terminal and a third negative terminal for connecting the FC system module and the EV system in parallel.
(4) The third circuit connects between the second plus terminal and the third plus terminal and between the second minus terminal and the third minus terminal, respectively, so that the FC system module and the EV It consists of connecting the system in parallel.

In the FC system module in which the FC and the AUX are connected by the first circuit, if the heater is connected in parallel with the AUX, the electric power generated by the FC can be consumed by the heater. At this time, if a diode is inserted in an appropriate position between the heater and the AUX, even if the EV system is connected to the FC system module, the power supplied from the EV system will not flow back to the FC. The power generated by the FC can be continuously consumed by the heater.

In a fuel cell system that includes such an FC system module and does not include a DCDC converter, when warming up (including starting below freezing), BAT is first used to start AUX and lower the FC. Operate at stoichiometric ratio. This causes the FC to self-heat. At this time, the surplus power generated by the FC is supplied to the heater and consumed for heating the FC, heating peripheral devices other than the FC, and/or air conditioning. Then, every time the temperature TFC of the cooling water of the _FC rises due to the self-heating of the _FC and the heat of the heater, the operation is performed at a stoichiometric ratio corresponding to TFC or a parameter correlated therewith. During that time, the IV characteristic approaches the IV characteristic after warm-up as the temperature of _TFC rises.

When TFC exceeds the threshold after a predetermined period of time has passed, the IV characteristic has also increased, and the difference between the voltage V BAT of _BAT and the voltage V _FC of _FC has become equal to or less than the threshold. Additionally, when VFC rises above VBAT, the power generated by _FC is supplied through diodes to AUX, _BAT , and/or MG. That is, by using an FC system module in which a diode is inserted between the connection part of the heater and the connection part of the EV system, warm-up operation becomes possible without a DCDC converter.

1 is a schematic diagram of a fuel cell system according to a first embodiment of the invention; FIG. FIG. 4 is a flowchart of a program for executing warm-up means; It is a control flow chart in normal operation mode. FIG. 2 is a schematic diagram of a fuel cell system according to a second embodiment of the invention; FIG. 4 is a schematic diagram of IV characteristics of a fuel cell; FIG. 4 is a schematic diagram of a method of performing warm-up operation while increasing the stoichiometric ratio in response to an increase in water temperature of the fuel cell.

An embodiment of the present invention will be described in detail below.
[1. Fuel cell system (1)]
FIG. 1 shows a schematic diagram of a fuel cell system according to a first embodiment of the invention. In FIG. 1, the fuel cell system 10a includes:
FC system module 20a;
an EV system 40;
a third circuit 60 that connects the FC system module 20a and the EV system 30 in parallel;
and a control device (not shown) that controls the operation of the fuel cell system 10a.

[1.1. FC system module]
The FC system module 20a is
a polymer electrolyte fuel cell (FC) 22 for generating electric power;
FC auxiliary equipment (AUX) 24 used when operating the FC 22;
a diode 26 for preventing the power supplied from the EV system 40 to the FC system module 20a from flowing back to the FC 22 side when the FC system module 20a and the EV system 40 are connected in parallel;
A heater 28 for heating the FC 22, heating peripheral devices other than the FC 22, and/or performing air conditioning using the power obtained from the FC 22;
A first circuit 30 connecting the FC 22 and the AUX 24 is provided.

[1.1.1. polymer electrolyte fuel cell (FC)]
The FC 22 is the main power source of the fuel cell system 10a and generates electric power required to operate the fuel cell system 10a. The structure of the FC22 is not particularly limited, and an optimum structure can be selected depending on the purpose.

[1.1.2. Auxiliary machine for FC (AUX)]
AUX 24 is auxiliary equipment used when operating FC 22 . The AUX 24 may include equipment driven by DC power, or equipment driven by AC power. If the AUX 24 includes equipment powered by DC power, the equipment is connected directly to the first circuit 30 . Devices driven by DC power include, for example, an air compressor (ACP) using a DC motor, a hydrogen compressor (HP), a cooling pump (WP), and an air conditioner (A/C).

On the other hand, when the AUX 24 includes a device driven by AC power, the AUX 24 converts DC power into AC power in addition to the device and supplies a first inverter (first INV) (not shown) to the device. ) further includes. A device driven by AC power is connected to the first circuit 30 via the first INV.

Examples of equipment driven by AC power include:
(a) an air compressor (ACP) for supplying air to the cathode of the FC22;
(b) a hydrogen compressor (HP) for supplying hydrogen to the anode of the FC22;
(c) a cooling pump (WP) for supplying cooling water to the cooling channel of the FC 22;
(d) an air conditioner (A/C) for air conditioning;
and so on.
The AUX 24 may contain any one of these, or may contain two or more.

[1.1.3. diode]
The diode 26 prevents the power supplied from the EV system 40 to the FC system module 20a from flowing back to the FC 22 side when the FC system module 20a and the EV system 40 are connected in parallel. Diode 26 is connected in series with first circuit 30 . The structure of the diode 26 is not particularly limited, and an optimum structure can be selected depending on the purpose.

In the case of a fuel cell system with a DCDC converter, the DCDC converter also has a function to prevent reverse current flow, so no diode is required. On the other hand, in the case of the fuel cell system 10a without the DCDC converter, it is necessary to use the diode 26 to prevent the reverse current flow to the FC22 side.
Also, in order to prevent reverse current flow to the FC 22 side using only the diode 26 , the diode 26 must be connected to a specific position on the first circuit 30 . The connection position of the diode 26 will be described later.

[1.1.4. heater]
The heater 28 uses power obtained from the FC 22 to heat the FC 22, heat peripheral devices other than the FC 22, and/or perform air conditioning. The structure of the heater 28 is not particularly limited, and an optimum structure can be selected according to the purpose. Heater 28 is connected to first circuit 30 in parallel with AUX 24 .
Peripheral devices other than the FC 22 heated by the heater 28 include, for example,
(a) a secondary battery (BAT) 42 provided in the EV system 40;
(b) Humidifier for humidifying ACP, HP, FC22, WP, and piping connecting these,
(c) Air conditioning (A/C) for air conditioning (heating),
and so on.

When operating the FC 22 in the warm-up mode, low stoichiometric ratio operation (low efficiency operation) is performed to cause the FC 22 to self-heat. In order to continue the low stoichiometric ratio operation, it is necessary to continue consuming the surplus power obtained from the FC 22 . A motor generator (MG) 44 of the EV system 40 may consume this surplus power. However, since the power consumption of the MG44 depends on the driver's operation, it is difficult to stably continue low stoichiometric ratio operation. In contrast, heater 28 power consumption is typically independent of driver operation. Therefore, if the surplus power is consumed by the heater 28, the low stoichiometric ratio operation can be stably continued.

[1.1.5. First circuit]
A first circuit 30 is for connecting the FC 22 and the AUX 24 .
The first circuit 30 is
(a) a first positive terminal 32a and a first negative terminal 32b for connecting the heater 28 to the first circuit 30 in parallel with the AUX 24;
(b) a second positive terminal 34a and a second negative terminal 34b for connecting the EV system 40 to the first circuit 30 in parallel with the AUX 24 between the heater 28 and the AUX 24;

The heater 28 is connected to the first circuit 30 in parallel with the AUX 24 via a first positive terminal 32a and a first negative terminal 32b.
Furthermore, in this embodiment, the diode 26 is connected in series with the first circuit 30 at a location between the first positive terminal 32a and the second positive terminal 34a. The diode 26 is connected in series with the first circuit 30 so that the direction of current supplied from the FC 22 is forward.

[1.1.6. Use of FC system module]
The FC system module 20a may be incorporated as a component of the fuel cell system 10a from the beginning.
On the other hand, since the system module 20a according to the present invention is modularized, it can be used as an add-on to an existing EV system. By adding the FC system module 20a to an existing EV vehicle according to the required cruising distance, a fuel cell vehicle with a long cruising range can be produced while reducing development costs compared to conventional fuel cell vehicles. can do.

[1.2. EV system]
The EV system 40 is
A secondary battery (BAT) 42 for temporarily storing the power generated by the FC 22 or the power obtained during regeneration, or for supplying the stored power to the power consumption source;
A motor generator (MG) 44 for driving the rotating shaft using power supplied from the FC 22 or BAT 42, or for regenerating the load applied to the rotating shaft as power;
A second inverter (second 2INV) 46;
a second circuit 48 connecting the BAT 42 and the second INV 46;
It has

[1.2.1. Secondary battery (BAT)]
A secondary battery (BAT) 42 is for temporarily storing power generated by the FC 22 or power obtained during regeneration, or supplying the stored power to a power consumption source. The structure of BAT42 is not particularly limited, and an optimum structure can be selected according to the purpose. In the fuel cell system 10a shown in FIG. 1, power consumption sources correspond to the MG 44, the AUX 24, the heater 28, a control device (not shown), and the like.

[1.2.2. Motor generator (MG)]
A motor generator (MG) 44 drives a rotating shaft (not shown) using power supplied from the FC 22 or BAT 42, or regenerates a load applied to the rotating shaft as power. The structure of MG44 is not particularly limited, and an optimum structure can be selected depending on the purpose.

[1.2.3. Second inverter (second INV)]
A second inverter (second INV) 46 converts the DC power supplied from the FC 22 or BAT 42 into AC power and supplies it to the MG 44, or converts the AC power supplied from the MG 44 into DC power and converts it into the BAT 42 or AUX 24. It is intended to supply The structure of the second INV 46 is not particularly limited, and an optimum structure can be selected depending on the purpose.

[1.2.4. Second circuit]
A second circuit 48 is for connecting the BAT 42 and the second INV 46 . The second circuit 48 has a third positive terminal 50a and a third negative terminal 50b for connecting the FC system module 20a and the EV system 40 in parallel.

[1.3. Third circuit]
The third circuit 60 is for connecting the FC system module 20a and the EV system 30 in parallel. Specifically, the third circuit 60 connects between the second plus terminal 34a and the third plus terminal 50a and between the second minus terminal 34b and the third minus terminal 50b, respectively, so that the FC system module 20a and the EV system 40 is connected in parallel.

[1.4. Control device]
A controller (not shown) is for controlling the operation of the fuel cell system 10a. The control device preferably includes warming-up means in addition to means for controlling the general operation of each part of the fuel cell system 10a.

Here, the "warm-up means" is
(A) Means A for determining whether or not a warm-up inrush condition is satisfied;
(B) When the warm-up inrush condition is satisfied, until the warm-up cancellation condition is met,
(a) driving AUX 24 using BAT 42;
(b) By operating the _FC 22 at a low stoichiometric ratio at a stoichiometric ratio corresponding to TFC and/or a parameter correlated with TFC such that the higher the temperature _TFC of the cooling water of the _FC 22, the larger the stoichiometric ratio. self-heating the FC 22, and
(c) Consume the surplus power obtained by the low stoichiometric ratio operation with the heater 28, use the heater 28 to heat the FC 22, heat the peripheral equipment other than the FC 22 (for example, the BAT 42), and / or air conditioning a means B for performing
(C) Means C for shifting to the normal operation mode when the conditions for canceling the warm-up operation are satisfied.
The details of the warm-up means will be described later.

[2. warm-up means]
FIG. 2 shows a flow chart of a program for executing the warm-up means.
First, in step 1 (hereinafter also simply referred to as "S1"), it is determined whether or not conditions for entering warm-up operation are satisfied (procedure A).

Here, the "warm-up entry condition" refers to a condition for determining whether or not to execute the warm-up operation. Specifically, whether or not to enter the warm-up operation is determined by the temperature T _FC of the cooling water of the fuel cell 22 and/or a parameter correlated with T _FC (hereinafter collectively referred to as “parameter (A )”) has exceeded a threshold value for entering warm-up operation.
Parameters correlated with _TFC include, for example,
(a) outside temperature;
(b) impedance of FC22;
(c) temperature of ACP, HP, WP, humidifier, and piping connecting them;
and so on. Any one of these may be used for the parameter (A), or two or more of them may be used in combination.

If the warm-up rush condition is not satisfied (S1: NO), it means that there is no need to perform warm-up. In this case, the process proceeds to S4 and shifts to the normal operation mode. On the other hand, if the warm-up inrush condition is satisfied (for example, if _TFC is below the threshold value _Tc ) (S1: YES), the process proceeds to S2.

In S2, first, AUX24 is driven using BAT42.
Then, the _FC 22 is operated at a low stoichiometric ratio at a stoichiometric ratio corresponding to TFC and/or a parameter correlated with TFC such that the higher the cooling water temperature _TFC of the _FC 22, the larger the stoichiometric ratio. As a result, the FC 22 self-heats.
Furthermore, the surplus power obtained by the low stoichiometric ratio operation is consumed by the heater 28, the heater 28 is used to heat the FC 22, the peripheral equipment other than the FC 22 (for example, the BAT 42), and / or air conditioning conduct.

Next, go to S3. In S3, it is determined whether or not a warm-up cancellation condition is satisfied.
Here, the "condition for canceling warm-up operation" refers to a condition for determining whether or not to end warm-up operation. Whether to terminate the warm-up operation is determined by a parameter for determining whether to terminate the warm-up operation (hereinafter also referred to as "parameter (B)"). It is determined whether or not the value has been exceeded.
The type of parameter (B) is not particularly limited, and an optimum one can be selected according to the purpose. As parameter (B), for example,
(a) Voltage VFC of _FC22 ,
(b) outside temperature;
(c) impedance of FC22;
(d) temperature of ACP, HP, WP, humidifier and piping connecting them;
(e) the SOC of BAT42;
(f) temperature of BAT42;
and so on.

If the warm-up cancellation condition is not satisfied (S3: NO), the process returns to S2, and the above steps S2 and S3 are repeated until the warm-up cancellation condition is met (procedure B).
On the other hand, when the warm-up cancellation condition is satisfied (for example, when the absolute value of the difference between the voltage V _FC of the FC 22 and the voltage V _BAT of the BAT 42 is less than the threshold value ε) (S3: YES), S4 to the normal operation mode (procedure C).

FIG. 3 shows a control flow diagram of the normal operation mode. Specifically, normal operation is performed as follows. That is, in S4.1, the state of charge (SOC) of BAT42 is controlled by the power generation amount of FC22. Specifically, the BAT 42 absorbs the power consumption of the MG 44 and power fluctuations due to regeneration. Since the SOC changes accordingly, the FC22 controls the SOC of the BAT42. For example, the power generation amount of the FC 22 is controlled so that the SOC is maintained substantially at the SOC center.

Next, go to S4.2. In _S4.2 , the heater 28 controls the temperature TFC of the cooling water of the _FC 22 to a predetermined temperature equal to or higher than Tc. This is to prevent _TFC from falling below _Tc due to outside air temperature and load conditions even in the normal operation mode.
Next, go to S4.3. At S4.3, it is determined whether or not to continue normal operation. When continuing (S4.3: YES), the process returns to S4.1 and repeats the steps S4.1 to S4.3 described above. On the other hand, if the normal operation is to be stopped (S4.3: NO), the control is ended.

[2. Fuel cell system (2)]
FIG. 4 shows a schematic diagram of a fuel cell system according to a second embodiment of the invention. 4, the same components as in FIG. 1 are given the same reference numerals as in FIG. In FIG. 4, the fuel cell system 10b
FC system module 20b;
an EV system 40;
a third circuit 60 that connects the FC system module 20b and the EV system 30 in parallel;
and a control device (not shown) that controls the operation of the fuel cell system 10b.

In FIG. 4, diode 26 is connected in series with first circuit 30 between second negative terminal 34b and first negative terminal 32b. The diode 26 is connected in series with the first circuit 30 so that the direction of current supplied from the FC 22 is forward. This point is different from the first embodiment. Other points regarding the fuel cell system 10b are the same as those of the first embodiment, so detailed description thereof will be omitted.

[3. action]
FIG. 5 shows a schematic diagram of IV characteristics of the fuel cell. During normal operation of the FC 22, the stoichiometric ratio is optimized so as to maximize efficiency (in other words, maximize the product of voltage V and current I). On the other hand, when the stoichiometric ratio is lowered, the efficiency is lowered and the FC 22 self-heats. If the stoichiometric ratio is intentionally lowered during warm-up operation, the self-heating of the _FC 22 increases the temperature TFC of the cooling water of the FC 22, so that the time required for warm-up can be shortened.

However, electric power is generated even during low stoichiometric ratio operation. Unless this power is consumed in some way, the low stoichiometric ratio operation suitable for warming up cannot be continued. In this case, it is conceivable to consume surplus power using MG44. However, since the power consumption of the MG44 depends on the driver's operation, it is difficult to continue low stoichiometric ratio operation suitable for warming up.
Furthermore, when operating at a low stoichiometric ratio, the voltage _VFC of _FC22 becomes lower than the voltage VBAT of _BAT42 . Independent control over _BAT is no longer possible. As a result, the operating point control becomes ineffective when starting below freezing.

In contrast, the power consumption of the heater 28 basically does not depend on the operation of the driver. Therefore, if the surplus electric power is consumed by the heater 28, it becomes easier to continue the low stoichiometric ratio operation suitable for warming up. Also, by inserting a diode 26 at a predetermined position in the system in which the FC 22 and the BAT 42 are connected in parallel, the voltage V _FC of the FC 22 and the voltage V _BAT of the BAT 42 can be independently controlled, and the operation at below-freezing temperature start-up is possible. Point control can be established.

Specifically, in the FC system modules 20a and 20b in which the FC 22 and the AUX 24 are connected by the first circuit 30, when the heater 28 is connected in parallel to the AUX 24, the electric power generated by the FC 22 is consumed by the heater 28. can be done. At this time, if the diode 26 is inserted in an appropriate position between the heater 28 and the AUX 24, even if the EV system 40 is connected to the FC system modules 20a and 20b, the electric power supplied from the EV system 40 will be reduced. The power generated by the FC 22 can continue to be consumed by the heater 28 without backflow to the FC 22 .

In the fuel cell systems 10a, 10b having such FC system modules 20a, 20b and not having a DCDC converter, when performing warm-up operation (including starting below freezing point), first, AUX 24 is turned off using BAT 42. Start and operate the FC 22 at a low stoichiometric ratio. As a result, the FC 22 self-heats. At this time, the surplus power generated in the FC 22 is supplied to the heater 28 and consumed for heating the FC 22, heating peripheral devices other than the FC 22, and/or air conditioning.
Then, as shown in FIG. 6, every time the temperature TFC of the cooling water of the _FC 22 rises due to the self-heating of the _FC 22 and the heat of the heater 28, the engine is operated at a stoichiometric ratio corresponding to TFC or a parameter corresponding thereto. . During this time, the IV characteristic approaches the IV characteristic after warm-up as _TFC increases.

When TFC exceeds the threshold value after the lapse of a predetermined time, the IV characteristic has also increased, and the difference between the voltage V _BAT of BAT 42 and the voltage V _FC of _FC 22 is below the threshold value. Additionally, power generated by _FC 22 is supplied through diode 26 to AUX 24, _BAT 42, and/or MG 44 when VFC rises above VBAT. That is, by using the FC system module 20 in which the diode 26 is inserted between the connecting portion of the heater 28 and the connecting portion of the EV system 40, warm-up operation becomes possible without a DCDC converter.

Although the embodiments of the present invention have been described in detail above, the present invention is by no means limited to the above-described embodiments, and various modifications are possible without departing from the gist of the present invention.

A fuel cell system according to the present invention can be used as a power source for a hybrid vehicle equipped with a fuel cell.
Also, the FC system module according to the present invention can be used as an add-on to an existing EV vehicle.

10a, 10b fuel cell system 20a, 20b FC system module 22 polymer electrolyte fuel cell (FC)
24 FC auxiliary machine (AUX)
26 diode 28 heater 30 first circuit 40 EV system 42 secondary battery (BAT)
44 motor generator (MG)
46 second inverter (second INV)
48 Second circuit 60 Third circuit

Claims (4)

FC system module with the following configuration.
(1) The FC system module is
a polymer electrolyte fuel cell (FC) for generating electric power;
FC auxiliary equipment (AUX) used when operating the FC;
a diode for preventing reverse flow of power supplied from the EV system to the FC system module to the FC side when the FC system module and the EV system are connected in parallel;
A heater for heating the FC, heating peripheral equipment other than the FC, and/or performing air conditioning using the power obtained from the FC during warm-up operation (including sub-zero start) of the FC. ,
and a first circuit connecting the FC and the AUX.
(2) the first circuit,
a first positive terminal and a first negative terminal for connecting the heater to the first circuit in parallel with the AUX;
a second positive terminal and a second negative terminal for connecting the EV system to the first circuit in parallel with the AUX between the heater and the AUX;
The heater is connected to the first circuit in parallel with the AUX via the first plus terminal and the first minus terminal.
(3) the diode is in series with the first circuit either between the first positive terminal and the second positive terminal or between the second negative terminal and the first negative terminal; It is connected.
(4) The FC system module does not have a DCDC converter. The AUX is
a first inverter (first INV) for converting DC power to AC power;
2. The FC system module according to claim 1, comprising an air compressor (ACP), a hydrogen compressor (HP), and/or a cooling pump (WP) driven by AC power supplied from the first INV. A fuel cell system with the following configuration.
(1) The fuel cell system is
The FC system module according to claim 1 or 2;
an EV system;
a third circuit connecting the FC system module and the EV system in parallel;
and a control device for controlling the operation of the fuel cell system.
(2) The EV system
a secondary battery (BAT) for temporarily storing power generated by the FC or power obtained during regeneration, or for supplying the stored power to a power consumption source;
a motor generator (MG) for driving a rotating shaft using electric power supplied from the FC or the BAT, or for regenerating the load applied to the rotating shaft as electric power;
To convert the DC power supplied from the FC or the BAT into AC power and supply it to the MG, or convert the AC power supplied from the MG into DC power and supply it to the BAT or the AUX a second inverter (second INV) of
a second circuit connecting the BAT and the second INV;
It has
(3) The second circuit has a third positive terminal and a third negative terminal for connecting the FC system module and the EV system in parallel.
(4) The third circuit connects between the second plus terminal and the third plus terminal and between the second minus terminal and the third minus terminal, respectively, so that the FC system module and the EV It consists of connecting the system in parallel.
(5) The fuel cell system does not have a DCDC converter. The control device comprises warm-up means,
The warm-up means is
(A) Means A for determining whether or not a warm-up inrush condition is satisfied;
(B) When the warm-up entry condition is met, until the warm-up cancellation condition is met,
(a) using the BAT to drive the AUX;
(b) reduce the stoichiometric ratio of the FC at a low stoichiometric ratio corresponding to the T _FC and/or a parameter correlated with the T _FC so that the higher the temperature T _FC of the cooling water of the FC, the larger the stoichiometric ratio; Self-heating the FC by operating at a constant rate, and
(c) The surplus power obtained by the low stoichiometric ratio operation is consumed by the heater, and the heater is used to heat the FC, heat peripheral equipment other than the FC, and/or perform air conditioning. means B;
4. The fuel cell system according to claim 3, further comprising: (C) means C for shifting to a normal operation mode when the condition for canceling the warm-up operation is satisfied.

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