JP2002326802A - Fuel reformer - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a technology which restrains the energy efficiency decline of the whole apparatus, when securing enough heat exchanging quantity in the heating section. SOLUTION: The evaporator 10 which vaporizes and heats a reforming fuel uses an anode waste gas emitted from the fuel cell 40 as the fuel for combustion, when combustion reaction for heating. The anode exhaust gas distributes and supplies to the evaporator 10 through 3 ways, which are consisted of No.1 combustion supply route 54 of fuel or No.3 combustion supply route 56 of fuel. The air is supplied from the blower 28 to the evaporator 10 for combustion reaction. By controlling the air quantity based on the temperature when the combustion reaction progresses, the temperature distribution in the evaporator 10 is brought close to a desired state.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a fuel reformer for reforming a hydrocarbon fuel to generate hydrogen.

[0002]

2. Description of the Related Art A reforming reaction performed when reforming a hydrocarbon-based fuel to generate hydrogen is a chemical reaction that proceeds at a predetermined high temperature. Therefore, usually in a fuel reformer,
A heating section is provided upstream of a reformer provided with a catalyst for promoting a reforming reaction, and the hydrocarbon-based fuel is supplied to the reformer after being sufficiently heated in advance. As such a heating section, there is known a heating section including a first flow path through which a hydrocarbon-based fuel passes, and a second flow path through which catalytic combustion of combustion fuel containing hydrogen is performed (for example, Japanese Patent Application Laid-Open (JP-A) No. 2002-131131). 2000-220805
Issue publication).

[0003]

However, in the conventional apparatus, since the speed of the hydrogen combustion reaction is very high,
There is a problem that most of the combustion reaction ends in the upstream part of the second flow path. Therefore, the temperature may increase excessively in the upstream part of the second flow path, while the temperature may not sufficiently increase in the downstream part of the second flow path.
Such non-uniformity in temperature is not desirable because it leads to a shortage of heat exchange in the heating unit, a decrease in durability of a region to be overheated, and the like.

[0004] Therefore, conventionally, by increasing the amount of oxygen supplied into the second flow path, the flow rate of the entire fluid flowing in the second flow path has been increased to prevent the above-mentioned inconvenience. That is, by increasing the amount of supplied oxygen, the flow velocity of the entire flow path increases, so that a sufficient combustion reaction can be ensured even on the downstream side of the second flow path. However, if an attempt is made to increase the amount of oxygen supplied into the second flow path, more power is required for that purpose, and the energy efficiency of the entire apparatus may be reduced.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-mentioned conventional problems, and does not require excessive power for supplying oxygen for heating and combustion to a heating section of reformed fuel. An object of the present invention is to provide a technique for securing a sufficient heat exchange amount in a heating unit.

[0006]

In order to achieve the above object, a first fuel reforming apparatus according to the present invention comprises a fuel reformer for reforming a hydrocarbon-based fuel to produce hydrogen. An apparatus, wherein a reformer in which a reaction for reforming the hydrocarbon-based fuel proceeds, a reformed fuel flow path through which a reformed fuel containing at least the hydrocarbon-based fuel passes, and a combustion fuel containing hydrogen A combustion fuel flow path for burning the reformed fuel using a catalyst, wherein the heating section raises the temperature of the reformed fuel prior to supplying the reformed fuel to the reformer, and the combustion fuel flow path A combustion fuel supply unit that supplies the combustion fuel therein, and an oxygen supply unit that supplies oxygen into the combustion fuel passage, wherein the combustion fuel passage is located at a different position along the flow of the combustion fuel. A plurality of supply ports provided, wherein the combustion fuel supply unit is Through the number of supply ports is summarized in that the dispensing of the combustion fuel.

[0007] In the first fuel reforming apparatus of the present invention configured as described above, the combustion reaction proceeds in a state of being dispersed at a plurality of locations corresponding to the plurality of supply ports in the combustion fuel flow path. Therefore, the efficiency of heat exchange performed between the reformed fuel and the combustion fuel can be improved in the entire heater. This makes it possible to secure a sufficient heat exchange amount in the heating unit without excessively requiring power for supplying oxygen for heating and combustion to the heating unit for the reformed fuel.

In the first fuel reforming apparatus according to the present invention, a sensor for measuring a specific measured quantity related to a state of the combustion reaction progressing in the combustion fuel flow path; At least one of the oxygen supply unit and the oxygen supply unit may further include a first control unit that controls a fluid amount supplied by the supply unit based on a measurement result of the sensor.

[0009] In the first fuel reforming apparatus of the present invention, the sensor is provided in the vicinity of at least one of the plurality of supply ports in the combustion fuel flow path.
A first temperature sensor provided to detect a temperature in the combustion fuel flow path, wherein the first control unit controls a temperature detected by the first temperature sensor to be within a predetermined range. Alternatively, the fluid amount may be controlled.

With such a configuration, the state of the combustion reaction that proceeds in the heating section can be made closer to a more desirable state, and the heat exchange efficiency can be further improved. In addition, in a part where the combustion reaction actively proceeds in the combustion fuel flow path,
It is possible to effectively prevent the temperature from rising to an undesired extent.

Alternatively, in the above-described first fuel reforming apparatus of the present invention, the sensor includes a second temperature sensor for detecting a temperature of the reformed fuel discharged from the heating section, May control the fluid amount so that the temperature detected by the second temperature sensor falls within a predetermined range.

With such a configuration, it is possible to control the heating section so that the reformed fuel is heated to a desired temperature.

[0013] In the first fuel reforming apparatus of the present invention, the sensor for measuring a specific measured quantity related to the state of the combustion reaction progressing in the combustion fuel flow path, and the combustion fuel supply unit includes the sensor. When distributing and supplying the combustion fuel, a distribution amount adjustment unit that controls a distribution amount of the combustion fuel allocated to each of the plurality of supply ports based on a measurement result of the sensor may be further provided.

In the first fuel reforming apparatus of the present invention described above, the sensor is provided in the combustion fuel passage near at least one of the plurality of supply ports.
A first sensor provided for detecting a temperature in the combustion fuel passage;
The distribution amount adjustment unit may control the distribution amount such that the temperature detected by the first temperature sensor falls within a predetermined range.

With such a configuration, the state of the combustion reaction proceeding in the heating section can be made closer to a more desirable state, and the heat exchange efficiency can be further improved. In addition, in a part where the combustion reaction actively proceeds in the combustion fuel flow path,
It is possible to effectively prevent the temperature from rising to an undesired extent.

Alternatively, in the first fuel reforming apparatus described above, the sensor is a second temperature sensor for detecting a temperature of the reformed fuel discharged from the heating unit, and the distribution amount adjusting unit is The distribution amount may be controlled so that the temperature detected by the second temperature sensor falls within a predetermined range.

With this configuration, it is possible to control the heating section so that the reformed fuel is heated to a desired temperature.

In the first fuel reformer of the present invention, the oxygen supply unit supplies oxygen from a location near an entrance of the combustion fuel flow path, and the fuel reformer further includes the combustion fuel. In the flow path, a third temperature sensor for detecting a temperature of a predetermined portion between the first and second upstream supply ports of the plurality of supply ports, and the third temperature sensor detects the temperature. When the temperature is higher than a first predetermined temperature, the amount of oxygen supplied by the oxygen supply unit is increased, and when the temperature is lower than a second predetermined temperature, the amount of oxygen supplied by the oxygen supply unit is reduced. A second control unit may be provided.

With such a configuration, by increasing or decreasing the amount of oxygen supplied by the oxygen supply unit,
It is possible to reduce or increase the amount of combustion fuel supplied from the most upstream first supply port into the combustion fuel flow path. As a result, the temperature of the upstream portion of the combustion fuel flow path can be reduced or increased to be within a desired temperature range.

Further, in the first fuel reforming apparatus of the present invention, the oxygen supply unit supplies oxygen from a location near an entrance of the combustion fuel flow path, and the fuel reforming apparatus further comprises: A fourth temperature sensor for detecting a temperature in the vicinity of a most downstream supply port of the plurality of supply ports in the combustion fuel flow path; and a temperature detected by the fourth temperature sensor being a first predetermined temperature. A lower control unit that increases the amount of oxygen supplied by the oxygen supply unit when the temperature is lower than the second predetermined temperature, and decreases the amount of oxygen supplied by the oxygen supply unit when the temperature is higher than a second predetermined temperature. It is good.

With this configuration, by increasing or decreasing the amount of oxygen supplied by the oxygen supply section, the amount of combustion fuel supplied from the most downstream supply port can be increased or decreased. As a result, the temperature in the downstream portion of the combustion fuel flow path can be raised or lowered to be within a desired temperature range.

The second combustion reformer of the present invention is a fuel reformer for reforming a hydrocarbon-based fuel to generate hydrogen, wherein a reforming reaction for reforming the hydrocarbon-based fuel proceeds. The reformer, the reformed fuel passage through which the reformed fuel containing at least the hydrocarbon-based fuel passes, and the combustion fuel passage through which the predetermined combustion fuel passes and the combustion reaction proceeds are substantially orthogonal to each other. And a heating unit configured to raise the temperature of the reformed fuel prior to supplying the reformed fuel to the reformer, and supplying the combustion fuel to the combustion fuel flow path. A combustion fuel supply unit, and an oxygen supply unit that supplies oxygen into the combustion fuel flow path, wherein the combustion fuel flow path has a bent portion in which the direction in which the combustion fuel flows is substantially opposite,
The gist is that the combustion fuel supply unit supplies a part of the combustion fuel into the combustion fuel flow path at the bent portion.

In the second fuel reforming apparatus of the present invention configured as described above, the combustion fuel is distributed and supplied to a plurality of locations in the combustion fuel flow path, and the combustion reaction proceeds while being distributed to the plurality of locations. . Therefore, the same effects as those of the first fuel reformer of the present invention can be obtained. Further, since a part of the fluid is supplied at the bent portion of the combustion fuel flow path, the distribution of the fluid can prevent the piping from becoming complicated.

[0024] In the second fuel reforming apparatus of the present invention, the combustion fuel supply section may have a 90 ° angle at the bent section with respect to the flow direction of the combustion fuel flowing from the upstream side of the bent section. A part of the combustion fuel may be supplied into the combustion fuel passage so as to form an angle of about 180 °. With such a configuration, it is possible to promote the mixing of the combustion fuel flowing from the upstream side of the bent portion and a part of the fluid supplied in the bent portion.

A fuel cell system according to the present invention includes the fuel reformer according to any one of claims 1 to 11, wherein the fuel cell is supplied with hydrogen generated by the fuel reformer to an anode side to generate power. The gist is that the combustion fuel supply unit uses at least hydrogen remaining in exhaust gas discharged from the anode side of the fuel cell as the combustion fuel.

[0026]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Next, embodiments of the present invention will be described based on examples in the following order. A. Overall configuration of device: Configuration of evaporator 10: C. Combustion fuel and air supply and temperature: Operation of control of combustion reaction: Effect: F. Modification:

A. Configuration of Apparatus: FIG. 1 is an explanatory view schematically showing the configuration of a fuel cell system 20 as an embodiment. The fuel cell system 20 includes a raw fuel tank 22 for storing a hydrocarbon-based liquid fuel and a water tank 24 for storing water.
And an evaporator 10 for evaporating and raising the temperature of the hydrocarbon-based liquid fuel and water, a reformer 32 for generating a hydrogen-rich gas by a reforming reaction, and carbon monoxide (CO) in the hydrogen-rich gas.
A CO reduction unit 36 for reducing the concentration, a fuel cell 40 for obtaining an electromotive force by an electrochemical reaction, a blower 38 for compressing air to supply the fuel cell 40, and a control unit 45 constituted by a computer are mainly included. It is a component.

The hydrocarbon-based liquid fuel stored in the raw fuel tank 22 is supplied to the evaporator 10 through the raw fuel passage 60 by the pump 23. Evaporator 1 from pump 23
The amount of the hydrocarbon-based liquid fuel supplied to the control unit 45 is
Is controlled by

The water stored in the water tank 24 is supplied to the pump 7
2, the water is supplied to the evaporator 10 through the water supply path 62. The amount of water supplied to the evaporator 10 from the pump 72 is
It is adjusted by the control unit 45. The water supply path 62 merges with the raw fuel flow path 60 to form a raw fuel supply path 63, in which the hydrocarbon-based liquid fuel and water are mixed by a predetermined amount and the evaporator 10 is mixed.
Supplied to

The evaporator 10 vaporizes water and the hydrocarbon-based liquid fuel to form a mixed gas, and the mixed gas is sufficiently heated and discharged. The configuration of the evaporator 10 will be described later in detail. The mixed gas discharged from the evaporator is supplied to the reformer 32 via the raw fuel gas supply path 64.

The raw fuel gas supply path 64 has an air supply path 3
The blower 37 is connected through the connection 9. Blower 37
Supplies oxygen required for the partial oxidation reaction that proceeds in the reformer 32. The air taken in by the blower 37 is mixed with the mixed gas in the raw fuel gas supply path 64 and supplied to the reformer 32.

In the reformer 32, a reforming reaction by the supplied mixed gas and air proceeds. This reformer 32
Has a reforming catalyst that promotes a steam reforming reaction and a partial oxidation reaction, and utilizes heat generated by the partial oxidation reaction to progress the steam reforming reaction to generate a hydrogen-rich gas. For example, a rhodium catalyst is used as the reforming catalyst. The hydrogen-rich gas generated by the reformer 32 is supplied to the CO reduction unit 36 via the reformed gas passage 65.

The CO reduction unit 36 is a device for reducing the concentration of carbon monoxide in the hydrogen-rich gas. The hydrogen-rich gas discharged from the reformer 32 usually contains a predetermined amount of carbon monoxide. On the other hand, when carbon monoxide is contained in the gas supplied to the fuel cell 40, carbon monoxide is adsorbed on the platinum catalyst provided in the fuel cell 40, which causes a decrease in cell performance. Therefore, a CO reduction unit 36 is provided to reduce the concentration of carbon monoxide in the hydrogen-rich gas supplied to the fuel cell 40. The CO reduction unit 36 reduces the concentration of carbon monoxide in the hydrogen-rich gas by oxidizing the carbon monoxide in preference to hydrogen abundantly contained in the hydrogen-rich gas. Examples of the carbon monoxide selective oxidation catalyst included in the CO reduction unit 36 include a platinum catalyst, a ruthenium catalyst, a palladium catalyst, a gold catalyst, and an alloy catalyst using these as the first element.

The fuel cell system 20 includes a blower 33 for compressing and taking in air from the outside in order to supply oxygen required for the carbon monoxide selective oxidation reaction that proceeds in the CO reduction unit 36. The blower 33 has an air supply path 34.
The compressed air is supplied to the CO reducing unit 36 through the reformed gas flow path 65 through the air passage.
The amount of air supplied from the blower 33 is adjusted by the control unit 45.

The hydrogen-rich gas whose carbon monoxide concentration has been reduced by the CO reduction unit 36 is guided to the fuel cell 40 by the fuel gas supply path 66 and is supplied to the anode-side cell reaction as a fuel gas. The anode exhaust gas after being subjected to the cell reaction in the fuel cell 40 is discharged to the fuel discharge passage 67. This anode exhaust gas is supplied to the evaporator 1 as described later.
At 0, it is used as combustion fuel. On the other hand, the fuel cell 40
The oxidizing gas related to the battery reaction on the cathode side of the is supplied as compressed air from the blower 38 via the oxidizing gas supply passage 68. The remaining cathode exhaust gas used for the battery reaction is discharged to the outside via the oxidizing exhaust gas passage 69.

The fuel cell 40 is a solid polymer electrolyte type fuel cell, and has a stack structure in which a plurality of unit cells as constituent units are stacked. By supplying a fuel gas containing hydrogen to the anode side and supplying an oxidizing gas containing oxygen to the cathode side of each single cell, an electrochemical reaction proceeds and an electromotive force is generated. The power generated by the fuel cell 40 is
The power is supplied to a predetermined load connected to the fuel cell 40.

The control section 45 is configured as a logic circuit mainly composed of a microcomputer, and includes a CPU, a ROM, an R
An AM or an input / output port for inputting / outputting various signals is provided. The control unit 45 receives detection signals from various sensors included in the fuel cell system 20 and outputs drive signals to the above-described blower, pump, and the like, and controls the operation state of the entire fuel cell system 20.

B. Configuration of evaporator 10: FIG.
FIG. The evaporator 10 includes a substantially rectangular parallelepiped heat exchange section 12, an entrance chamber 11a, and an exit chamber 11
b and bent portions 13 and 14. Heat exchange unit 1
2 has a structure in which three flow path portions 80 to 82 are stacked.

FIG. 3 shows a 3-3 section (longitudinal section) of FIG. 2, and FIG. 4 shows a 4-4 section (transverse section). As shown in these figures, each of the flow passage portions 80 to 82
The reformed fuel passage 15 through which the hydrocarbon-based liquid fuel and water (reformed fuel) supplied to the reformer 32 passes, and the combustion fuel passage 16 through which the heating combustion fuel passes are alternately stacked. It has a structure. The combustion fuel flow path 16 has a combustion catalyst inside, and is supplied with anode exhaust gas as combustion fuel. The heat generated by the combustion of the anode exhaust gas is used for heating the reformed fuel.

The reformed fuel passage 15 and the combustion fuel passage 16 are arranged such that the directions of the flows of the fluid passing therethrough are orthogonal to each other. Specifically, the reformed fuel in the reformed fuel passage 15 flows in the vertical direction, while the combustion fuel in the combustion fuel passage 16 flows in the horizontal direction. Each of the reformed fuel passages 15 and each of the combustion fuel passages 16 are provided with fins 15f and 16f, respectively, in order to improve the heat exchange efficiency of the fluid passing therethrough.

FIG. 5 is an explanatory diagram showing the direction of the flow of the combustion fuel BF and the reformed fuel RF. The reformed fuel RF is supplied from a lower inlet of the evaporator 10 via a raw fuel supply passage 63 and discharged from an upper outlet to a raw fuel gas supply passage 64. In the raw fuel gas supply path 64, a temperature sensor 53 (T4) is provided near the outlet of the evaporator 10. The temperature of the reformed fuel (mixed gas composed of vaporized hydrocarbon liquid fuel and water vapor) discharged from the evaporator 10 is detected by the temperature sensor 53.

The combustion fuel passages 16 in the three passage portions 80 to 82 are shut off from each other by partition walls. First flow path section 80
One end of each combustion fuel flow path 16 inside the second flow path 8
One end of each combustion fuel flow path 16 in 1 is communicated via a bent portion 13. In addition, the second flow path unit 81
The other end of each combustion fuel flow path 16 inside the third flow path 8
One end of each combustion fuel flow path 16 in 2 is communicated via a bent portion 14. Bent part 13,1
4 is a hollow box-shaped body. Therefore, the combustion fuel BF that has passed through the plurality of combustion fuel passages 16 of the flow passage portion 80 once joins at the bent portion 13 and is again distributed to the plurality of combustion fuel passages 16 in the flow passage portion 81. Bent part 13,
Inside 14 are provided combustion fuel supply pipes 17, 18, respectively.

FIG. 6 schematically shows the flow of the fluid supplied to and discharged from the combustion fuel passage 16. Fuel discharge passage 67 through which anode exhaust gas is discharged from fuel cell 40
Is branched to a combustion fuel flow path 74 and a fuel discharge path 76 via a flow control valve 27. The combustion fuel passage 74 is
Further, it branches into a first combustion fuel supply path 54, a second combustion fuel supply path 55, and a third combustion fuel supply path 56.

A part of the anode exhaust gas is supplied to the entrance chamber 11a of the evaporator 10 through the first combustion fuel supply passage 54, and air is supplied by the blower 28 through the air supply passage 78. . The supplied anode exhaust gas (combustion fuel) is supplied to the combustion fuel passage 16 in the first passage portion 80.
After passing through, the flow direction is reversed by passing through the bent portion 13, and is supplied to the combustion fuel flow passage 16 in the second flow passage portion 81. The anode exhaust gas is replenished from the combustion fuel supply pipe 17 in the bent portion 13 through the second combustion fuel supply passage 55.

The combustion fuel is further supplied to the second flow path 81
After passing through the combustion fuel flow path 16 in the inside, the bent portion 14
The direction of the flow is reversed again by passing through
The fuel is supplied to the combustion fuel passage 16 in the passage 82. Here, from the combustion fuel supply pipe 18 in the bent portion 14,
The anode exhaust gas is replenished via the third combustion fuel supply path 56. Such combustion fuel is further supplied to the third flow path section 8.
After passing through the combustion fuel flow path 16 inside the fuel gas 2, it is discharged to the combustion gas discharge path 79.

FIG. 7 is an explanatory diagram showing a state in which the anode exhaust gas is supplied from the combustion fuel supply pipe 17 in the bent portion 13. The combustion fuel supply pipe 17 has a plurality of discharge ports 19 arranged in the longitudinal direction. The anode exhaust gas supplied to the combustion fuel supply pipe 17 through the second combustion fuel supply path 55 is supplied to the bent portion 13 from these discharge ports 19.
And mixed with the combustion fuel flowing from the upstream side of the combustion fuel passage 16. Here, the direction of the flow of the anode exhaust gas discharged from the discharge port 19 is the first flow path portion 80.
The direction is opposite to the direction of the flow of the combustion fuel flowing through the combustion fuel passage 16 in the inside. The bent portion 14 provided with the combustion fuel supply pipe 18 has the same configuration.

The flow control valve 27 in FIG. 6 adjusts the distribution of the amount of anode exhaust gas supplied to the evaporator 10 through the combustion fuel flow path 74 and the amount of anode exhaust gas supplied to the fuel discharge passage 76. . In addition, a flow sensor 57 that detects the flow rate of the anode exhaust gas supplied to the evaporator 10 is provided in the combustion fuel flow path 74. Further, the first flow path unit 8
The first temperature sensor 50 (T 1) is located upstream of the combustion fuel flow path 16 in the second fuel passage 16.
A second temperature sensor 51 (T2) is provided in an upstream portion of the combustion fuel passage 16 in the third passage portion 82, and a third temperature sensor 52 (T3) is provided in an upstream portion of the combustion fuel passage 16 in the third passage portion 82. The second combustion fuel supply path 55 and the third combustion fuel supply path 56 are provided with valves 58 and 59, respectively, which are set to a predetermined opening degree.

The combustion gas discharge path 79 and the fuel discharge path 76 are connected to an exhaust device 70. Exhaust device 7
0 has a combustion catalyst therein. The gas discharged to the combustion gas discharge passage 79 via the combustion reaction in the combustion fuel passage 16 and the anode exhaust gas passing through the fuel discharge passage 76 contain hydrogen and carbon monoxide. The exhaust device 70 is a device for oxidizing hydrogen and carbon monoxide in these gases prior to releasing these gases into the outside air.

C. Combustion fuel and air supply and temperature:
Hereinafter, the control of the amount of combustion fuel and air supplied to the evaporator 10, the distribution state of combustion fuel, and the distribution state of heat generated by the combustion reaction will be described. The amount of combustion fuel supplied to the evaporator 10 via each of the first combustion fuel supply passage 54 to the third combustion fuel supply passage 56 depends on the flow rate of the anode exhaust gas supplied to the evaporator 10 via the flow control valve 27. , The degree of opening of the valves 58 and 59, the amount of air supplied by the blower 28, and the like. FIG. 8 shows that when the amount of air supplied from the blower 28 is changed, the first combustion fuel supply path 5
An example of a state in which the amount of combustion fuel supplied to each of the fourth to third combustion fuel supply paths 56 changes. here,
It is assumed that the flow rate of the anode exhaust gas supplied to the evaporator 10 through the combustion fuel flow path 74 is maintained at a predetermined constant value. FIG. 8 shows the result obtained by calculating the amount of anode exhaust gas passing through each of the first combustion fuel supply passage 54 to the third combustion fuel supply passage 56 when the amount of air supplied from the blower 28 is changed. ing.

As shown in FIG. 8, when the flow rate of the combustion fuel supplied to the evaporator 10 through the combustion fuel flow path 74 is constant, the more the amount of air supplied by the blower 28 increases,
The amount of anode exhaust gas supplied via the first combustion fuel supply passage 54 decreases. That is, as the amount of air supplied by the blower 28 increases, the pressure in the upstream portion of the combustion fuel flow path 16 increases, and the flow path adjustment valve 27 and the first combustion fuel supply path 54
The pressure difference from the outlet of the fuel gas becomes relatively small, and the anode exhaust gas passing through the first combustion fuel supply passage 54
6 is difficult to enter. On the other hand, the amount of anode exhaust gas supplied through the third combustion fuel supply passage 56 is
8 increases as the amount of air supplied increases. This is because the amount of air supplied by the blower 28 increases and the pressure in the upstream part of the combustion fuel passage 16 increases, so that the pressure difference between the flow regulating valve 27 and the outlet part of the third combustion fuel supply passage 56 is increased. Is relatively large, and the anode exhaust gas passing through the third combustion fuel supply passage 56 is likely to enter. In addition, the amount of anode exhaust gas supplied from the intermediate portion of the combustion fuel passage 16 via the second combustion fuel supply passage 55 is increased by the increase in the amount of air supplied by the blower 28, so that the amount of anode exhaust gas is intermediate between the upstream and downstream portions. to be influenced.

In FIG. 8, since the pressure of the gas changes due to a change in conditions such as an increase in the amount of air, the flow rate of the gas shown on the vertical and horizontal axes is 1 at 0 ° C. and 1 atm.
The volume flowing per minute (NL (Normal Litter) / min) was used.

Generally, the rate of the combustion reaction of hydrogen is extremely high. Therefore, when hydrogen is supplied in the presence of a sufficient amount of oxygen, the combustion reaction proceeds promptly and ends in the vicinity of the portion to which hydrogen has been supplied. When the combustion combustion is distributed and supplied to a plurality of locations as in the combustion fuel passage 16 in the evaporator 10 of the present embodiment, the combustion reaction proceeds in each of the inflow portions into which the combustion fuel is distributed and flows. Fever. At this time, the amount of heat generated in each inflow section is an amount corresponding to the flow rate of the combustion fuel flowing into each inflow section. Therefore, as described above, by adjusting the amount of air supplied from the upstream portion of the combustion fuel passage 16 and controlling the amount of combustion fuel to be distributed, it is possible to control the amount of heat generated at each inflow portion. Become.

In the evaporator 10, as shown in FIG. 5, the upstream part of the combustion fuel flow path exchanges heat with the downstream part of the reformed fuel flow path 15, and the downstream part of the combustion fuel flow path is Reformed fuel channel 1
Heat exchange with the upstream part of 5. The upstream portion of the reformed fuel passage 15 requires a large amount of heat because the reformed fuel (hydrocarbon-based liquid fuel and water) is actively vaporized. Further, since the temperature of the downstream portion of the reformed fuel flow path 15 needs to be raised to a temperature suitable for supplying the reformed fuel to the reformer 32, it is necessary to sufficiently raise the temperature. Control unit 45 (FIG. 1)
Controls the blower 28 based on the detection results of the temperature sensors 50 to 52 shown in FIG. 6 to adjust the distribution amount of the combustion fuel, so that a desired amount of heat is generated at a desired portion of the combustion fuel passage 16. Control to obtain.

D. Operation of Combustion Reaction Control: FIG. 9 is a flowchart showing an evaporator operation control processing routine executed in the fuel cell system 20 of the present embodiment.
This routine is executed by the control unit 4 every predetermined time while the evaporator 10 performs the steady operation in the fuel cell system 20.
5 is performed.

When this routine is executed, first, the temperature of the reformed fuel discharged into the raw fuel gas supply passage is read by the temperature sensor 53 (step S100). Next, based on the temperature of the reformed fuel, the amount of combustion fuel supplied to the evaporator 10 via the combustion fuel flow path 74 and the amount of air supplied to the evaporator 10 by the blower 28 are determined (step). S110). Specifically, when the temperature of the reformed fuel is higher than a desirable temperature suitable for supplying to the reformer 32, the amount of combustion fuel supplied to the evaporator 10 is supplied at that time. The amount is determined to be smaller by a predetermined unit amount than the combustion fuel amount. If the temperature of the reformed fuel is lower than the desired temperature suitable for supplying to the reformer 32, the amount of combustion fuel supplied to the evaporator 10 is reduced by the amount of combustion fuel supplied at that time. The amount is determined to be larger by a predetermined unit amount than that. Further, the amount of air supplied by the blower 28 is determined so as to have a predetermined ratio with respect to the determined amount of combustion fuel. Step S110
Is determined by previously determining a molar ratio of the amount of air actually supplied by the blower 28 to the amount of air required for theoretically completely burning hydrogen in the combustion fuel. The value of the molar ratio is set to, for example, the value 4.

Next, the flow control valve 27 and the blower 28 are driven so that the amounts of combustion fuel and air determined in step S110 are actually supplied to the evaporator 10. The amount of combustion fuel supplied through the combustion fuel passage 74 is affected by not only the opening of the flow control valve 27 but also the amount of air supplied from the blower 28. Therefore, when the flow control valve 27 is driven to supply the amount of combustion fuel determined in step S110, the desired amount of combustion fuel is supplied while referring to the flow rate detected by the flow rate sensor 57. The flow control valve 27 is controlled.

Next, the internal temperature of the combustion fuel passage 16 detected by the first temperature sensor 50 and the third temperature sensor 52 is read (step S130). The temperature (T1) detected by the first temperature sensor 50 indicates a state of a combustion reaction that proceeds using the anode exhaust gas supplied via the first combustion fuel supply passage 54. Further, the temperature (T3) detected by the third temperature sensor 52 represents a state of a combustion reaction that proceeds using the anode exhaust gas supplied through the third combustion fuel supply path 56.

When these temperatures (T1, T3) are read, the temperature (T1) detected by the first temperature sensor 50 is read.
Is lower than the preset reference temperature (TL1). Further, at this time, the temperature (T3) detected by the third temperature sensor 52 is equal to the preset reference temperature (TH3).
It is determined whether it is higher than (Step S140).
When both conditions are satisfied, it is determined that the temperature near the first temperature sensor 50 is too low and the temperature near the third temperature sensor 52 is too high compared to the desirable state. Therefore, in such a case, the blower 2
8, the driving state of the blower 28 is changed so that the amount of air supplied is reduced by a predetermined unit amount (step S16).
0), end this routine. By reducing the amount of air in this manner, the amount of anode exhaust gas supplied through the first combustion fuel supply passage 54 increases, and the amount of anode exhaust gas supplied through the third combustion fuel supply passage 56 decreases. (See FIG. 8). As a result, the temperature rises near the first temperature sensor 50 where the combustion reaction using the anode exhaust gas supplied through the first combustion fuel supply passage 54 actively proceeds. In addition, the temperature decreases near the third temperature sensor 52 where the combustion reaction using the anode exhaust gas supplied through the third combustion fuel supply passage 56 actively proceeds.

In step S140, if the above two conditions are not satisfied, it is determined whether the temperature (T1) detected by the first temperature sensor 50 is higher than a preset reference temperature (TH1). At this time, it is determined whether the temperature (T3) detected by the third temperature sensor 52 is lower than a preset reference temperature (TL3) (step S150). When both conditions are satisfied, it is determined that the temperature near the first temperature sensor 50 is too high and the temperature near the third temperature sensor 52 is too low as compared to the desirable state. Therefore, in such a case, the driving state of the blower 28 is changed so that the amount of air supplied by the blower 28 increases by a predetermined unit amount (step S170), and this routine ends. By increasing the amount of air in this way, the amount of anode exhaust gas supplied via the first combustion fuel supply passage 54 decreases, and
The amount of anode exhaust gas supplied via the third combustion fuel supply path 56 increases (see FIG. 8). As a result, the temperature decreases in the vicinity of the first temperature sensor 50 where the combustion reaction using the anode exhaust gas supplied through the first combustion fuel supply passage 54 actively proceeds. Further, the third combustion fuel supply path 5
The temperature rises in the vicinity of the third temperature sensor 52 where the combustion reaction using the anode exhaust gas supplied via the anode 6 actively proceeds.

In step S150, when the above two conditions are not satisfied, the temperature (T1) detected by the first temperature sensor 50 and the temperature (T3) detected by the third temperature sensor 52 fall within an allowable temperature range. This routine is determined to be present, and this routine ends.

E. Effect: According to the fuel cell system 20 of the present embodiment configured as described above, the anode exhaust gas, which is the combustion fuel, is distributed and supplied to a plurality of locations. Therefore, when using a combustion fuel containing hydrogen, which has a very fast reaction rate of the combustion reaction, it is possible to disperse the region where the combustion reaction actively proceeds, and improve the heat exchange efficiency with the reformed fuel in the evaporator 10. Can be done. Further, since the combustion fuel required to vaporize and raise the temperature of the reformed fuel is dispersed and burned, it is prevented that the temperature is excessively locally increased in the combustion fuel passage 16 and the durability is impaired. be able to.

Further, when the combustion fuel is distributed and supplied as in the present embodiment, the energy consumption of the blower 28 that supplies air from the upstream side is higher than when the combustion fuel is supplied from the upstream side without distribution. This has the effect of reducing the number. That is, when the combustion fuel is supplied from the upstream side without being distributed, the combustion reaction proceeds further downstream of the combustion fuel flow path 16 so that the entire evaporator 10 is sufficiently heated.
The ratio of the amount of air to the amount of combustion fuel needs to be significantly increased. If the combustion fuel is distributed as in this embodiment,
Since the ratio of the amount of air to the amount of combustion fuel can be reduced, the amount of energy required to supply air can be reduced.

Further, in the present embodiment, when distributing and supplying the combustion fuel, the distribution amount of the combustion fuel is controlled based on the temperature in the combustion fuel passage 16, and the temperature distribution state in the combustion fuel passage 16 is controlled. , Closer to the desired state. Therefore, the efficiency of heat exchange in the evaporator 10 can be sufficiently ensured. Further, the reformed fuel heated to a desired temperature can be obtained efficiently.

The above-mentioned distribution amount of the combustion fuel determines the amount of the combustion fuel supplied through the combustion fuel flow path 74, and keeps the opening degrees of the valves 58 and 59 constant, and the air amount supplied by the blower 28. It is controlled by adjusting. That is,
The control is performed using a simple system using the pressure difference of the fluid. Therefore, it is possible to suppress the complexity of the entire apparatus and the control system in order to control the distribution amount of the combustion fuel.

Further, in this embodiment, when distributing and supplying the combustion fuel, the combustion fuel is supplied at the bent portions 13 and 14 provided with the combustion fuel supply pipes 17 and 18. Accordingly, in the evaporator 10, which is a heat exchanger in which two types of flow paths that exchange heat with each other are orthogonal, when the combustion fuel is distributed and supplied, it is possible to suppress the internal piping from becoming complicated.

In such bent portions 13 and 14,
At a plurality of discharge ports provided in the combustion fuel supply pipes 17 and 18, the combustion fuel is discharged in a direction opposite to the direction of the flow of the combustion fuel flowing from the upstream side of the combustion fuel passage 16. Therefore, the operation of mixing the combustion fuel added in the middle of the combustion fuel passage 16 can be further promoted. In order to enhance the mixing effect, the angle between the direction of the flow of the combustion fuel discharged from the plurality of discharge ports and the direction of the flow of the combustion fuel flowing from the upstream side is, for example, 90 ° to 18 °.
Desirably, it is 0 °.

F. Modifications: The present invention is not limited to the above-described examples and embodiments, and can be carried out in various modes without departing from the gist thereof. For example, the following modifications are also possible. is there.

F1. Modified Example 1 In the above embodiment, the first combustion fuel supply passage 54 is not provided with a valve, and the second combustion fuel supply passage 55 and the third combustion fuel supply passage 56 are each provided with a valve 5.
8, 59 are provided, and these valves are set to a predetermined opening degree in advance. Here, in these channels, different types of channel resistance elements may be provided. For example, instead of the valves 58 and 59, a shape resistance such as an orifice or a capillary can be used.

F2. Modification 2 FIG. 9 Performed in the Above Embodiment
In the control shown in (1), when both the detected temperatures of the first temperature sensor 50 and the third temperature sensor 52 deviate from the predetermined reference temperature, the air amount is increased or decreased (step S14).
0 and step S150). Such a step S1
In the processing of step S150 and step S150, the air amount may be controlled based on only the detection result of one of the first temperature sensor 50 and the third temperature sensor 52. Also, when increasing or decreasing the air volume,
The temperature detected by the second temperature sensor 51 in the middle of the combustion path may be further considered.

F3. Modification 3: In the above embodiment,
The amount of air supplied to the evaporator 10 is adjusted based on the internal temperature of the combustion fuel passage 16 to control the distribution and supply of combustion fuel. At this time, the detection result of the temperature sensor 53 is taken into consideration. Is also good. That is, based on the temperature of the reformed fuel discharged from the evaporator 10, the distribution supply amount through the third combustion fuel supply path 56 is controlled, and thereby the combustion reaction amount proceeding in the third flow path portion 82 is adjusted. can do. In this way, it is possible to bring the temperature of the reformed fuel closer to the desired temperature.

F4. Modification 4: Instead of setting the degree of opening of the valves 58 and 59 to a predetermined state in advance, these valves may be constituted by flow rate adjusting valves. That is, by adjusting the amount of air supplied from the blower 28, not only the distribution amount of the combustion fuel is controlled, but also the first
In the combustion fuel supply passage 54 to the third combustion fuel supply passage 56, the opening of the flow control valve may be adjusted to control the distribution amount of the combustion fuel. With such a configuration, the temperature distribution state and the heat exchange efficiency in the evaporator 10 can be made closer to the desired state. For example, the drive amount of the blower 28 is adjusted based on the detection result of the first temperature sensor 50, and the opening degree of the flow control valve provided in the third combustion fuel supply path 56 is adjusted based on the detection result of the third temperature sensor 52. The control of adjusting is considered.

F5. Modification 5: It is also possible to adopt a configuration in which the control of the combustion fuel distribution amount based on the internal temperature of the combustion fuel passage 16 or the like is not performed. For example, in the above-described embodiment, a predetermined ratio of air to the amount of combustion fuel supplied via the combustion fuel flow path 74 is supplied without performing the processing of steps S140 and S150 shown in FIG. It may be supplied. Also in this case, by distributing and supplying the combustion fuel, the heat exchange efficiency in the evaporator 10 can be improved, and the effect of reducing the energy consumption in the blower 28 can be obtained.

F6. Modification 6: In the above embodiment, the amount of anode exhaust gas supplied via the combustion fuel flow path 74 is controlled according to the temperature of the reformed fuel discharged from the evaporator 10,
The air amount was determined according to the anode exhaust gas amount (step S110 in FIG. 9). Here, the hydrogen concentration in the anode exhaust gas may be measured, and the air amount may be determined according to the hydrogen amount in the anode exhaust gas instead of the anode exhaust gas amount.

F7. Modification 7: A condenser is provided in the fuel discharge passage 67 or the combustion fuel passage 74, and water vapor in the anode exhaust gas to be supplied to the evaporator 10 as combustion fuel is removed prior to supplying the vapor to the evaporator 10. It is good.

F8. Modification 8: Alternatively, hydrogen may be separated from the anode exhaust gas and such hydrogen may be supplied to the evaporator 10 as combustion fuel. In order to separate hydrogen from the anode exhaust gas, for example, a hydrogen separation membrane (such as a membrane made of palladium or a palladium alloy) having a property of selectively permeating hydrogen can be used.

F9. Modification 9: The evaporator 10 of the above-described embodiment includes two bent portions 13 and 14 as a portion for supplying the combustion fuel in the middle of the combustion fuel flow path 16, and the number of such bent portions is increased. May be other than two places. FIG. 10 is an explanatory diagram illustrating the evaporator 110 including the one bent portion 113. In FIG.
Members common to the evaporator 10 shown in FIG. 4 are denoted by the same reference numerals. Even with such a configuration, the above-described effects of distributing and supplying the combustion fuel can be obtained. Of course, by providing three or more bends,
The combustion fuel may be distributed and supplied through them. Even if the evaporator has a configuration other than a heat exchanger in which two types of flow paths are orthogonal to each other, or an evaporator having no bent portion, the same effect can be obtained if the combustion fuel is distributed and supplied. Obtainable.

F10. Modification 10: In the evaporator 10 of the above-described embodiment, the air supplied by the blower 28 is supplied only from the upstream side of the combustion fuel flow path 16.
Air from 8 may also be distributed. If a sufficient amount of oxygen is present when the combustion fuel is supplied into the combustion fuel passage 16, the effect of distributing and supplying the combustion fuel can be obtained.

F11. Modification 11: In the above embodiment, a part of the anode exhaust gas is used as the combustion fuel used in the evaporator 10, but another kind of combustion fuel may be used. For example, when the load connected to the fuel cell 40 is increased and the combustion fuel is insufficient even when the entire amount of the anode exhaust gas is used, the hydrocarbon-based liquid fuel stored in the raw fuel tank 22 may be further used. Is also good. Any fuel that can be burned using a combustion catalyst can be used. In the fuel cell system 20 of the embodiment, the hydrocarbon-based liquid fuel stored in the raw fuel tank 22 is, for example, a hydrocarbon-based liquid fuel containing oxygen such as alcohol or aldehyde such as methanol, gasoline, or the like. A hydrocarbon-based liquid fuel such as isooctane can be used. Alternatively, a hydrocarbon gas fuel such as natural gas may be used in place of the hydrocarbon liquid fuel. It is possible to use these hydrocarbon-based fuels as raw fuels for the reforming reaction and to use them as combustion fuels. Here, if the hydrocarbon fuel used contains a sulfur component, a desulfurizer for removing the sulfur component may be provided prior to the reformer 32.

F12. Modification 12: Alternatively, at the time of starting the fuel cell system 20, for example, instead of the anode exhaust gas, the gas discharged from the reformer 32 or the CO reduction unit 36
It is also preferable to use a gas discharged from the fuel cell as a combustion fuel. When the fuel cell system is started, if the reformer 32 and the CO reduction unit 36 are not sufficiently warmed up, the reaction does not proceed sufficiently in these reaction units, and a fuel gas having a desired composition cannot be obtained. Therefore, since such a gas is not usually supplied to the fuel cell 40,
This gas can be supplied to the evaporator 10 and used for the warm-up operation of the evaporator 10. Thereby, when the anode exhaust gas cannot be used at the time of starting the fuel cell system 20, combustion fuel can be secured. Of course, even when the fuel cell system 20 is started, the raw fuel for the above-described reforming reaction can be used as the combustion fuel.

When the fuel cell system 20 is started, the combustion reaction can be started in a wider area in the evaporator 10 by distributing and supplying the combustion fuel, and the warm-up time can be further reduced. This has the effect.

[Brief description of the drawings]

FIG. 1 is an explanatory diagram showing a schematic configuration of a fuel cell system 20.

FIG. 2 is a perspective view illustrating an appearance of the evaporator 10. FIG.

FIG. 3 is a sectional view showing a state of a section taken along line 3-3 shown in FIG. 2;

FIG. 4 is a sectional view showing a state of section 4-4 shown in FIG. 2 in evaporator 10.

FIG. 5 is an explanatory diagram showing directions of flows of combustion fuel BF and reformed fuel RF.

FIG. 6 is an explanatory diagram schematically showing a state of a flow of a fluid supplied to and discharged from a combustion fuel flow path 16;

FIG. 7 shows a combustion fuel supply pipe 1 at a bent portion 13;
FIG. 7 is an explanatory diagram showing a state in which combustion fuel is further supplied via 7.

FIG. 8 shows a first combustion fuel supply path 5 when the air amount is changed.
FIG. 9 is an explanatory diagram showing a state in which the amount of combustion fuel supplied to each of fourth to third combustion fuel supply paths changes.

FIG. 9 is a flowchart illustrating an evaporator operation control processing routine.

FIG. 10 is an explanatory diagram illustrating a configuration of an evaporator 110 as a modified example.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 10 ... Evaporator 12 ... Heat exchange part 13, 14 ... Bent part 15 ... Reformed fuel flow path 15f ... Fin 16 ... Combustion fuel flow path 17, 18 ... Combustion fuel supply pipe 19 ... Discharge port 20 ... Fuel cell system 22 ... Raw fuel tank 23 Pump 24 Water tank 27 Flow control valve 28 Blower 32 Reformer 33, 37, 38 Blower 34 Air supply path 36 CO reduction unit 39 Air supply path 40 Fuel cell 45 ... Control part 50 ... First temperature sensor 51 ... Second temperature sensor 52 ... Third temperature sensor 53 ... Temperature sensor 54 ... First combustion fuel supply path 55 ... Second combustion fuel supply path 56 ... Third combustion fuel supply path 57 ... Flow sensors 58, 59 ... Valve 60 ... Raw fuel flow path 62 ... Water supply path 63 ... Raw fuel supply path 64 ... Raw fuel gas supply path 65 ... Reformed gas flow path 66 ... Fuel gas supply path 67 ... Fuel discharge 68 oxidizing gas supply path 69 oxidizing exhaust gas path 70 exhaust system 72 pump 74 combustion fuel flow path 76 fuel discharge path 78 air supply path 79 combustion gas discharge path 80 first flow path section 81 first 2 channel portion 82: third channel portion 110: evaporator 113: bent portion

 ──────────────────────────────────────────────────続 き Continued on the front page F term (reference) 4G040 EA02 EA03 EA06 EB03 EB12 EB31 EB43 EB46 5H027 BA01 BA09 BA17 KK42 MM01 MM13

Claims (12)

[Claims] 1. A fuel reformer for reforming a hydrocarbon fuel to generate hydrogen, comprising: a reformer in which a reaction for reforming the hydrocarbon fuel proceeds; and at least the hydrocarbon fuel. A reformed fuel flow path through which a reformed fuel containing hydrogen passes, and a combustion fuel flow path that burns combustion fuel containing hydrogen using a catalyst, wherein the reformed fuel is A heating unit that raises the temperature prior to supplying the fuel to the combustion vessel, a combustion fuel supply unit that supplies the combustion fuel into the combustion fuel passage, and an oxygen supply unit that supplies oxygen into the combustion fuel passage. The combustion fuel flow path includes a plurality of supply ports provided at different positions along the flow of the combustion fuel, and the combustion fuel supply unit supplies the combustion fuel through the plurality of supply ports. Distributing and supplying fuel reformer. 2. The fuel reforming apparatus according to claim 1, wherein the sensor measures a specific measured quantity related to a state of the combustion reaction progressing in the combustion fuel flow path, and the combustion fuel supply. A fuel control unit further comprising: a first control unit that controls a fluid amount supplied by the supply unit based on a measurement result of the sensor in at least one of the supply unit and the oxygen supply unit. . 3. The fuel reforming apparatus according to claim 2, wherein the sensor is configured to provide the combustion fuel flow path near at least one of the plurality of supply ports in the combustion fuel flow path. A first temperature sensor provided for detecting a temperature in the inside, wherein the first control unit controls the fluid amount so that a temperature detected by the first temperature sensor falls within a predetermined range. To control the fuel reformer. 4. The fuel reforming apparatus according to claim 2, wherein the sensor includes a second temperature sensor that detects a temperature of the reformed fuel discharged from the heating unit, The control unit is a fuel reformer that controls the fluid amount such that the temperature detected by the second temperature sensor falls within a predetermined range. 5. The fuel reformer according to claim 1, wherein a sensor for measuring a specific measured quantity related to a state of the combustion reaction progressing in the combustion fuel flow path, and the combustion fuel supply. And a distribution control unit configured to control a distribution amount of the combustion fuel allocated to each of the plurality of supply ports based on a measurement result of the sensor when the unit distributes and supplies the combustion fuel. apparatus. 6. The fuel reforming apparatus according to claim 5, wherein the sensor is provided in the combustion fuel flow path near at least one of the plurality of supply ports in the combustion fuel flow path. A first temperature sensor provided for detecting a temperature in the inside, wherein the distribution amount adjustment unit controls the distribution amount so that a temperature detected by the first temperature sensor falls within a predetermined range. Fuel reformer. 7. The fuel reforming apparatus according to claim 5, wherein the sensor is a second temperature sensor that detects a temperature of the reformed fuel discharged from the heating unit, and the distribution amount adjustment. The fuel reformer controls the distribution amount such that a temperature detected by the second temperature sensor is within a predetermined range. 8. The fuel reforming apparatus according to claim 1, wherein the oxygen supply unit is provided near the inlet of the combustion fuel flow path.
Supplying oxygen from a plurality of locations, the fuel reformer further includes: a temperature of a predetermined portion of the plurality of supply ports between the first and second upstream supply ports in the combustion fuel flow path. A third temperature sensor for detecting the temperature of the second temperature sensor, when the temperature detected by the third temperature sensor is higher than a first predetermined temperature, the amount of oxygen supplied by the oxygen supply unit is increased, When the temperature is lower than the second temperature, the second amount for decreasing the amount of oxygen supplied by the oxygen supply unit is reduced.
A fuel reformer comprising: a control unit; 9. The fuel reformer according to claim 1, wherein the oxygen supply unit includes a fuel supply passage near an inlet of the combustion fuel passage.
Supplying oxygen from a plurality of locations, the fuel reformer further includes: a fourth temperature sensor that detects a temperature near a most downstream supply port of the plurality of supply ports in the combustion fuel flow path; When the temperature detected by the fourth temperature sensor is lower than a first predetermined temperature, the amount of oxygen supplied by the oxygen supply unit is increased, and when the temperature is higher than a second predetermined temperature, the oxygen supply unit is increased. Third to reduce the amount of oxygen supplied by
A fuel reforming apparatus comprising: a control unit; 10. A fuel reformer for reforming a hydrocarbon-based fuel to generate hydrogen, comprising: a reformer in which a reaction for reforming the hydrocarbon-based fuel proceeds; and at least the hydrocarbon-based fuel. The reformed fuel flow path through which the reformed fuel containing, and the combustion fuel flow path through which the predetermined combustion fuel passes and the combustion reaction proceeds, are heat exchangers disposed so as to be substantially orthogonal to each other. A heating unit that raises the temperature of the reformed fuel prior to supplying the reformed fuel to the reformer; a combustion fuel supply unit that supplies the combustion fuel into the combustion fuel flow path; An oxygen supply unit for supplying oxygen to the passage, wherein the combustion fuel flow path has a bent portion in which the direction in which the combustion fuel flows is substantially opposite, and the combustion fuel supply unit is configured to supply the combustion fuel with A part is supplied into the combustion fuel passage at the bent portion. Fuel reformer. 11. The fuel reforming apparatus according to claim 10, wherein the combustion fuel supply section is provided at the bent portion with respect to a flow direction of the combustion fuel flowing from an upstream side of the bent portion. A fuel reformer for supplying a part of the combustion fuel into the combustion fuel flow path so as to form an angle of 90 ° to 180 °. 12. A fuel cell system including a fuel cell, comprising: the fuel reforming device according to claim 1; wherein the fuel cell supplies hydrogen generated by the fuel reforming device to an anode side. A fuel cell system that supplies power to generate power, and wherein the combustion fuel supply unit uses at least hydrogen remaining in exhaust gas discharged from the anode side of the fuel cell as the combustion fuel.