JP2002373684A - Fuel cell system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce the size and weight and shorten a starting time. SOLUTION: This fuel cell system has a fuel cell stack 1 for triggering electrochemical reaction of fuel with air to generate power, a fuel supply system 2 for supplying the fuel to the fuel cell stack 1, and an air-supply system 3 for supplying the air to the fuel cell stack 1. The fuel supply system 2 comprises a temperature increasing device 24 for heating the fuel to increase the temperature of the fuel cell stack 1 to a generating temperature, and the air supply system 3 comprises a temperature increasing device 24.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

[0001] The present invention relates to a fuel cell system.

[0002]

2. Description of the Related Art A fuel cell system is mounted on an electric assisted bicycle, which is a kind of hybrid electric bicycle, and a fuel cell stack for generating electricity by performing an electrochemical reaction between fuel and air, and a fuel cell stack. Some fuel supply systems include a fuel supply system that supplies fuel, an air supply system that supplies air to the fuel cell stack, and a fuel cell controller that controls the fuel cell stack, the fuel supply system, and the air supply system.

[0003]

As such a mobile fuel cell system, for example, a direct methanol fuel cell is preferable because of its small size and light weight. However, since the temperature of the fuel cell is low at the time of startup, the power generation of the fuel cell is difficult. Efficiency is poor and a desired output cannot be obtained. Therefore, in order to obtain a desired power generation output immediately after startup, it is necessary to raise the temperature of the fuel cell.

[0004] The present invention has been made in view of the above, and an object of the present invention is to provide a fuel cell system which is small and lightweight, and which can shorten a start-up time.

[0005]

Means for Solving the Problems In order to solve the above problems and achieve the object, the present invention has the following constitution.

According to the first aspect of the present invention, there is provided a fuel cell stack for generating electricity by performing an electrochemical reaction between fuel and air, a fuel supply system for supplying fuel to the fuel cell stack, and a fuel supply system. In a fuel cell system having an air supply system for supplying air to a cell stack, the fuel supply system includes a temperature increasing device that heats fuel to raise the temperature of the fuel cell stack to a power generation temperature. Fuel cell system. ].

According to the first aspect of the present invention, the fuel cell is heated by the temperature raising device to raise the temperature of the fuel cell stack to the power generation temperature, so that the fuel cell can efficiently generate power. It is possible to reduce the time required for starting up.

The invention according to claim 2 is characterized in that the fuel supply system includes a fuel circulation path for circulating fuel to the fuel cell stack, and the fuel circulation path includes the temperature raising device. The fuel cell system according to claim 1, wherein: ].

According to the second aspect of the present invention, the fuel is heated by the temperature raising device provided in the fuel circulation path to raise the temperature of the fuel cell stack to the power generation temperature, thereby achieving a small and lightweight configuration. Thus, the starting time of the fuel cell can be shortened, and electric power for the vehicle can be secured from the time of starting.

According to a third aspect of the present invention, there is provided a fuel cell system comprising: a heating device having a combustion catalyst device for generating heat by introducing a combustion catalyst fuel and air; The fuel cell system according to claim 1 or 2, wherein the fuel in the circulation path is heated. ].

According to the third aspect of the present invention, the fuel in the fuel circulation path is heated by the heat of the combustion catalyst device that generates heat by introducing the fuel for the combustion catalyst and air, thereby increasing the temperature-raising ability. And the startup time can be shortened.
Since the power from the battery is not used, the size of the battery is reduced, the weight of the entire vehicle equipped with the fuel cell can be reduced, and the running performance of the vehicle can be improved.

According to a fourth aspect of the present invention, there is provided a fuel cell stack for generating electricity by performing an electrochemical reaction between fuel and air, a fuel supply system for supplying fuel to the fuel cell stack, and the fuel cell. A fuel cell system having an air supply system for supplying air to the cell stack, wherein the air supply system includes a temperature raising device that heats air to raise the temperature of the fuel cell stack to a power generation temperature. Fuel cell system. ].

According to the fourth aspect of the present invention, the air supply system is provided with a temperature raising device, and the fuel cell stack is heated by high-temperature air capable of increasing the relative temperature with the fuel cell. By rapidly raising the temperature to the power generation temperature,
High heat-up capability, and can reduce the startup time.

According to a fifth aspect of the present invention, there is provided an apparatus according to the invention, wherein the temperature raising device is disposed on a fuel supply system side, and is configured to heat air in the air supply system and to heat fuel in the fuel supply system. The fuel cell system according to claim 4, wherein: ].

According to the fifth aspect of the present invention, the temperature raising device heats the air in the air supply system and also heats the fuel in the fuel supply system, so that the temperature raising capability is high and the startup time is reduced. Can be shortened.

According to a sixth aspect of the present invention, there is provided a method as described above, wherein the temperature raising device is disposed on a fuel supply system side, and heat is transferred to a methanol / water mixer for mixing methanol fuel and water disposed in the fuel supply system. 5. The fuel cell system according to claim 4, wherein the temperature raising device is configured to heat the air in the air supply system and heat the fuel in the fuel supply system. ].

According to the sixth aspect of the present invention, the temperature raising device is configured to be able to transfer heat to the methanol / water mixer,
By heating the air in the air supply system and heating the fuel in the fuel supply system, the temperature raising capability is high and the startup time can be shortened.

According to a seventh aspect of the present invention, there is provided an apparatus according to the invention, wherein the heating device has a combustion catalyst device for generating heat by introducing a fuel for combustion catalyst and air, and the air of the combustion catalyst device generates heat. The fuel cell system according to any one of claims 4 to 6, wherein the air in the supply system is heated. ].

According to the seventh aspect of the present invention, the heat of the combustion catalyst device is used to heat the air in the air supply system, so that the combustion heat can be used. Good.

The invention according to an eighth aspect of the present invention provides a fuel cell system according to the third or seventh aspect, wherein the combustion catalyst device is provided with a combustion catalyst heater for heating a combustion catalyst. ].

According to the eighth aspect of the present invention, since the combustion catalyst heating heater for heating the combustion catalyst is provided, the electric power only needs to partially heat the combustion catalyst to the reaction temperature. There is no need to increase the size.

According to a ninth aspect of the present invention, there is provided a fuel cell system according to the third or seventh aspect, wherein the fuel for the combustion catalyst is a fuel supplied to the fuel cell stack. ].

According to the ninth aspect of the present invention, since the fuel for the combustion catalyst is the fuel supplied to the fuel cell stack, it is not necessary to prepare another fuel.

According to a tenth aspect of the present invention, there is provided a fuel cell according to the first, second, or fourth aspect, wherein the temperature raising device is a heat-generating component constituting a fuel cell system. system. ].

According to the tenth aspect of the present invention, the temperature raising device is a heat generating component of the fuel cell system, and can raise the temperature by using heat generated by a battery, a motor driver, and the like. And the energy efficiency of the entire vehicle is improved.

[0026]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the fuel cell system according to the present invention will be described below with reference to the accompanying drawings.

FIG. 1 is a configuration diagram of the fuel cell system according to the first embodiment.

The fuel cell system according to this embodiment includes a fuel cell stack 1 for generating electricity by performing an electrochemical reaction between fuel and air, a fuel supply system 2 for supplying fuel to the fuel cell stack 1, And an air supply system 3 for supplying air to the battery cell stack 1.

The fuel cell stack 1 has a fuel electrode 10 and an air electrode 11, fuel is supplied to the fuel electrode 10, air is supplied to the air electrode 11, and an electrochemical reaction between the fuel and air is performed. The power obtained by the power generation is output from the power take-out unit 12.

The reaction in the fuel cell stack 1 is performed by the metal electrode CH_ThreeOH + H_TwoO → 6H⁺+ 6e^-+ CO_Two Cathode _{^{6H + + 3 / 2O 2 +}} 6e - → 3H 2 O  All CH_ThreeOH + 3 / 2O_Two→ 2H_TwoO + CO_TwoIt is.

The fuel supply system 2 includes a fuel tank 20 and a first
A fuel pump 21, a methanol / water mixer 22, a second fuel pump 23, a temperature raising device 24, and valves V1 to V6 are provided. The fuel tank 20 stores methanol fuel. A first fuel pump 21 and a valve V2 are arranged on a path P1 between the fuel tank 20 and the methanol water mixer 22, and a path P2a between the methanol water mixer 22 and the fuel electrode inlet 10a of the fuel cell stack 1 is provided.
, A second fuel pump 23 and a valve V4 are arranged, and a valve V6 and a temperature raising device 24 are arranged in a path P2b between the fuel electrode outlet 10b of the fuel cell stack 1 and the methanol-water mixer 22. . The upstream side of the valve V4 and the downstream side of the valve V6 are connected by a bypass path P2c.

The route P2a, the route P2b, and the bypass route P2c constitute a fuel circulation route P2. A valve V3 and a valve V5 are arranged in the bypass path P2c.

The methanol water mixer 22 has a water pump 2
By the drive of No. 5, water is supplied via the path P4. In the methanol water mixer 22, methanol fuel and water are mixed to obtain methanol water, and the fuel of the methanol aqueous solution is supplied to the fuel electrode 10 of the fuel cell stack 1 by driving the second fuel pump 23.

The methanol water mixer 22 includes a cooling fan 26
Cooled by. The cooling of the methanol-water mixer 22 may use traveling wind when the fuel cell system is mounted on a vehicle. Further, an air discharge pipe P5 is connected to the methanol / water mixer 22, and a methanol processor 27 and a valve V7 are arranged in the air discharge pipe P5. The methanol / water mixer 22 is provided with a concentration sensor S1 and a temperature sensor S2.

As described above, the fuel supply system 2 is provided with the fuel circulation path P2 for circulating the fuel to the fuel cell stack 1, and the fuel circulation path P2 heats the fuel to heat the fuel cell stack 1. Is provided with a temperature raising device 24 for raising the temperature to the power generation temperature. This heating device 24 introduces fuel for combustion catalyst and air, and outputs CH ₃ OH + 3/20 ₂ → 2
H ₂ O + reaction CO ₂ by generating heat combustion catalyst apparatus 2
40.

The combustion catalyst device 240 has a combustion catalyst 241 composed of an oxidation catalyst.
Methanol fuel is supplied via the path P <b> 6 by driving the fuel pump 21, and air is supplied by driving the first air pump 244, and is burned by the combustion catalyst 241. Further, the combustion catalyst device 240 is provided with a combustion catalyst heater 242 for heating the combustion catalyst 241, and the combustion catalyst heater 242 is driven by a battery 243. The combustion catalyst device 240 is provided with a temperature sensor S3.

When the fuel cell stack 1 is started, the first fuel pump 21 opens the valve V1 and moves the valve 21 toward the temperature raising device 24.
Methanol fuel is supplied, and after the temperature rises, the valve V1 is closed to supply methanol fuel corresponding to the generated current value to the fuel cell stack 1.

Combustion catalyst heater 2 for heating the combustion catalyst
By providing the battery 42, the electric power only needs to partially heat the combustion catalyst 241 to the reaction temperature.
There is no need to increase the size of 3. The fuel for combustion catalyst is
By using the fuel to be supplied to the fuel cell stack 1, it is not necessary to prepare another fuel.

Further, since the fuel circulation path P2 for circulating the fuel to the fuel cell stack 1 is isolated from the combustion catalyst 241 of the heating device 24, there is no deterioration of the raw material methanol fuel. Further, since the fuel concentration of the temperature raising device 24 is high, effective heating can be performed. Further, the fuel cell stack 1 may be heated by bringing the temperature raising device 24 into contact with the fuel cell stack 1.

As described above, the fuel is heated by the temperature raising device 24 provided in the fuel circulation path P, and the fuel cell stack 1 is heated.
By raising the temperature to the power generation temperature, the startup time can be reduced with a small size and light weight. Further, since almost no power is used at the time of startup, power for the vehicle can be secured from the time of startup.

Further, the heat of the combustion catalyst device 240 that generates heat by introducing the fuel for combustion catalyst and air is used to generate the fuel circulation path P.
By heating the fuel No. 2, the temperature raising capability is high, and the start-up time can be shortened.

The air supply system 3 is provided with a filter 30, a second air pump 31, and a steam separator 32. The filter 30 and the second air pump 31 are arranged in the path P10, and air taken in from the filter 30 by driving the second air pump 31 is supplied from the air electrode inlet 11a of the fuel cell stack 1 through the path P10. . The air containing moisture discharged from the air electrode outlet 11b of the fuel cell stack 1 passes through the steam-water separator 32 via the path P11.
Is discharged. In the water / water separator 32, the air and water are separated into air and water, and the air is discharged from the atmosphere discharge pipe P12 to the atmosphere. A methanol processor 33 and a valve V8 are arranged in the atmosphere discharge pipe P12. The water stored in the steam separator 32 is supplied to the methanol / water mixer 22 via the path P4 by driving the water pump 25.

Next, the operation of the fuel cell system will be described.

To start the fuel cell system, the catalyst is heated to a predetermined temperature H1 while the temperature sensor S3 monitors the temperature by turning on the combustion catalyst heater 242 of the temperature raising device 24. Next, the valve V1 is opened, and methanol fuel is supplied to the combustion catalyst device 240 by the first fuel pump 21 and air necessary for the reaction is supplied to the first air pump 2 at the same time.
Supply at 44.

When the oxidation reaction occurs and the temperature of the catalyst layer of the combustion catalyst 241 rises to the temperature H 2, the valves 2, 3, 5 and 7 are opened, and the second fuel pump 23 is driven to drive the temperature raising device 24. Supply methanol aqueous fuel.

The temperature of the aqueous methanol solution is measured by a temperature sensor S2.
The temperature of the methanol aqueous solution is increased to a predetermined temperature H3 while monitoring the temperature in step (1).

Next, the valve V3 is closed and the valve V4 is opened, the valve V5 is closed and the valve V6 is opened, an aqueous methanol solution is introduced into the fuel cell stack 1, and the valve V8 is closed to open the second air pump 31. To introduce air into the fuel cell stack 1 to start power generation.

The fuel of the methanol aqueous solution is heated to a predetermined temperature H4
The first fuel pump 21 and the first air pump 24
Stop valve 4 and close valve V1. The concentration of the aqueous methanol solution is monitored by the concentration sensor S1, and when the concentration is low, the valve V2 is opened and the first fuel pump 21 supplies the methanol fuel to the methanol / water mixer 22. When the concentration is high, the water pump 25 is operated to supply water.

Since the concentration sensor S1 can output an abnormal signal when it is not in contact with the aqueous methanol solution, it also serves as a liquid level sensor. Water is supplied only at the time of an abnormal signal to prevent overflow.

When the temperature of the fuel cell stack 1 rises due to the power generation of the fuel cell stack 1 and reaches a predetermined temperature H5, the cooling fan 26 is operated to cool the aqueous methanol solution to cool the fuel cell stack 1. Maintain the temperature within the power generation temperature (temperature H6 to H7).

To stop the fuel cell system, the second fuel pump 23 is stopped, and the methanol aqueous solution is returned to the methanol / water mixer 22 by its own weight. The second fuel pump 23 may be reversed. Next, the second air pump 31 is stopped, and the valve V8 is closed. The first fuel pump 21 is stopped, and the valve V
Close 2. After a certain time, the valves 4, 6 and 7 are closed.

FIG. 2 is a configuration diagram of a fuel cell system according to the second embodiment.

In the fuel cell system of this embodiment, the same components as those of the embodiment of FIG. In this embodiment, the path P1 of the air supply system 3
0 is provided with a temperature raising device 24, and the air is heated by the temperature raising device 24 and supplied to the air electrode 11 of the fuel cell stack 1 to raise the temperature of the fuel cell stack 1 to the power generation temperature. In the fuel cell stack 1, a temperature sensor S4 for detecting the temperature of the air electrode 11 is arranged. In this embodiment, the valve 3, the valve 5, and the temperature sensor S2 need not be provided.

As described above, the heating device 24 is connected to the air supply system 3.
By heating the air to raise the temperature of the fuel cell stack 1 to the power generation temperature, the startup time can be reduced in size and weight, and the startup time can be reduced. Power can be secured.

When the fuel cell stack 1 is started, the first fuel pump 21 supplies methanol fuel to the heating device 24 side, and after heating by the heating device 24, supplies methanol fuel according to the generated current value. I do. Further, the fuel cell stack 1 may be heated by bringing the temperature raising device 24 into contact with the fuel cell stack 1.

Methanol fuel may be added to the catalyst treatment capacity of the temperature raising device 24 or more, and unreacted components may be introduced to the air electrode 11 to be oxidized on the cathode catalyst to accelerate the temperature rise. Further, the temperature rise may be accelerated similarly by introducing excessive air in the air supply system 3.

In this embodiment, the temperature can be raised without adding any special auxiliary equipment, and the introduction into the fuel cell stack 1 is easy because of the heated air. further,
The heating amount can be adjusted only by controlling the flow rate, and the system is simple as a whole.

FIG. 3 is a configuration diagram of a fuel cell system according to the third embodiment.

In the fuel cell system of this embodiment, the same components as those of the embodiment of FIG. In this embodiment, in addition to the embodiment of FIG. 2, a path P13 for heating the fuel electrode 10 of the fuel cell stack 1 from the path P10 of the air supply system 3 is provided. By circulating, the temperature of the fuel cell stack 1 can be quickly raised. The heating path P13 may use the passage of the fuel electrode 10 as it is, or may be formed separately. In this embodiment, the valve 3, the valve 5, and the temperature sensor S2 need not be provided.

In this embodiment, the temperature can be raised without adding any special auxiliary equipment, and the heated air can be introduced into the fuel cell stack 1. In addition, the heating amount can be adjusted only by controlling the flow rate, and the system is simple as a whole. Furthermore, the temperature of the fuel cell stack 1 can be raised more quickly than in the embodiment of FIG.

FIG. 4 is a configuration diagram of a fuel cell system according to the fourth embodiment.

In the fuel cell system of this embodiment, the same components as those of the embodiment of FIG. In this embodiment, the path P1 of the air supply system 3
0 is provided with a heating device 24,
Reference numeral 4 denotes an air supply system which is disposed on the fuel supply system side and integrally forms a methanol water mixer 22 for mixing methanol fuel and water disposed in the fuel supply system 2 and a temperature raising device 24.
And the fuel in the fuel supply system 2 can be heated. In this embodiment, the valve 3,
The valve 5 and the temperature sensor S2 need not be provided.

As described above, the methanol water mixer 22 and the temperature raising device 24 are integrally formed to heat the air in the air supply system 3 and the fuel in the fuel supply system 2 to increase the temperature raising capacity. And the startup time can be reduced.

When the fuel cell stack 1 is started, the first fuel pump 21 supplies methanol fuel to the heating device side, and after the fuel cell stack 1 is heated, supplies methanol fuel according to the generated current value. I do. Also, the temperature raising device 24
May be brought into contact with the fuel cell stack 1 to heat the fuel cell stack 1. Methanol fuel may be added to the catalyst processing capacity of the temperature raising device 24 or more, unreacted components may be introduced to the air electrode 11 of the fuel cell stack 1 and oxidized on the catalyst of the air electrode 11 to accelerate the temperature rise. . The temperature rise may be accelerated by introducing excessive air. Although the methanol / water mixer 22 and the temperature raising device 24 are integrated, they are joined to each other so as to be able to transfer heat to each other or are arranged in the vicinity.

In this embodiment, the heat of the temperature raising device 24 can be effectively used, the thermal efficiency is improved, and the device is compact and lightweight and suitable for moving. Normally, the methanol-water mixer 22 can always be cooled by the reaction air of the air supply system 3.

Next, the operation of the fuel cell system according to the embodiment shown in FIGS. 2 to 4 will be described.

To start the fuel cell system, the combustion catalyst heater 242 of the temperature raising device 24 is turned on, and the catalyst is heated to a predetermined temperature H1 while monitoring the temperature with the temperature sensor S3.

Next, the valves 1 and 8 are opened, and the methanol fuel is supplied from the first fuel pump 21 to the combustion catalyst 24.
At the same time, the air required for the reaction is supplied by the second air pump 31. When the oxidation reaction occurs in the combustion catalyst device 240 and the temperature of the catalyst layer rises to the temperature H2, the first fuel pump 21 and the second
The fuel cell stack 1 is heated while adjusting the air pump 31.

When the temperature of the fuel cell stack 1 rises to a predetermined temperature H3, the valves 4 and 6 are opened to introduce an aqueous methanol solution into the fuel cell stack 1 and start power generation.

When the temperature of the fuel cell stack 1 reaches the predetermined temperature H4, the supply of methanol fuel to the temperature raising device 24 is stopped, and the valve V1 is closed.

The concentration of the aqueous methanol solution is measured by a concentration sensor S1.
When the concentration is low, the valve V2 is opened and the methanol fuel is supplied to the methanol / water mixer 22 by the first fuel pump 21.

Since the concentration sensor S1 can output an abnormal signal when it is not in contact with the aqueous methanol solution, it also serves as a liquid level sensor. Water is supplied only at the time of an abnormal signal to prevent overflow.

When the temperature of the fuel cell stack 1 rises by the power generation of the fuel cell stack 1 and reaches a predetermined temperature H5, the cooling fan 26 is operated to cool the methanol aqueous solution to cool the fuel cell stack. 1 is maintained within the power generation temperature (from the temperature H6 to the temperature H7).

To stop the fuel cell system, the second fuel pump 23 is stopped, and the methanol aqueous solution is returned to the methanol / water mixer 22 by its own weight. The second fuel pump 23 may be reversed. Next, the second air pump 31 is stopped, and the valve V8 is closed. The first fuel pump 21 is stopped, and the valve V
Close 2. After a certain time, the valves 4, 6 and 7 are closed.

FIG. 5 is a configuration diagram of a fuel cell system according to the fifth embodiment.

In the fuel cell system of this embodiment, a fuel tank 301 is disposed in a lower part of the cartridge 300, a fuel cell stack 302 is disposed in a central part, and a fuel cell controller 303 is disposed in an upper part. I have. The fuel cell system has a basic configuration in which the fuel cell stack 302, the fuel cell controller 303, and the fuel tank 301 are housed in a single box cartridge 300. The components are arranged in tandem and have an elongated shape. In addition, the shape can be easily incorporated into a narrow electric vehicle.

A cartridge-type fuel cell system weighs, for example, several kilograms in total. Therefore, it is easier to mount the fuel cell system on a load while standing upright. Sex rises. Therefore, when the fuel is hydrogen, as a layout at this time, the constituent units are arranged in tandem in the order of the fuel tank 301, the fuel cell main body, that is, the fuel cell stack 302, and the fuel cell controller 303 from the bottom. Fuel cell stack 30
From 2, heat is generated with power generation, and the upper portion is easily heated by air convection. Therefore, the fuel tank 301 is arranged at the lower portion of the fuel cell stack 302 to avoid heating of the fuel tank 301.

As described above, the fuel cell stack 30
2. If the fuel cell controller 303 or the like is unexpectedly heated, the upper part thereof is also heated by air convection, so that the fuel tank 301 is removed from the fuel cell cell stack 302 so that the fuel tank 301 is not excessively heated. ,
Although disposed below the fuel cell controller 303, when the fuel is liquid, the fuel tank 301 may be disposed above the fuel cell stack 302 and supply the fuel by natural fall.

That is, when the fuel is a liquid or the like, if the fuel tank 301 is arranged above the fuel cell stack 302, the fuel will naturally fall on the fuel cell stack 302 by gravity, and thus components such as a pump will be used. Becomes unnecessary, which is advantageous in terms of cost, mounting weight and the like. In this case, in order to prevent the fuel tank 301 from being heated by air convection due to cell waste heat, the cell storage space is provided with an isolated fuel tank storage space, and a heat insulating material is provided on the partition. Attach. Further, in order to prevent the heat insulating material from being ignited by higher temperature waste heat, the fuel tank storage space is further covered with a non-combustible material.

The fuel cell system includes an auxiliary battery 340. The auxiliary battery 340 is the fuel cell stack 3
To start the fuel cell controller 02, the fuel cell controller 303 is started by the main power supply circuit 341 to drive the air pump 321, open and close the fuel valve 316 via the actuator 317, and operate the fuel heater 315 constituting the temperature raising device. It drives or supplies power to the fuel cell controller 303. This auxiliary battery 340 is used for the fuel cell stack 30.
After the start-up of Step 2, the consumed power is supplied from the fuel cell stack 302 and charged.

The non-volatile memory 342 is provided in the fuel cell controller 303, and the non-volatile memory 342 stores fuel remaining amount data and the like. A fuel remaining amount display section 350 is provided at an upper portion of the fuel cell system, and the fuel in the fuel tank 301 is displayed by an LED. in this way,
The fuel cell controller 303 also serves as a fuel remaining amount display device, and the fuel remaining amount display unit 3
50 is laid out at the top.

The fuel tank 301 has a fuel tank storage case.
The fuel tank storage chamber 304a is disposed in the fuel tank storage chamber 304a formed by the
05 formed in the cartridge 300 through the
06 and an exhaust port 308 formed in the cartridge 300 via an exhaust duct 307.

The air guide port 306 is located on the front side in the vehicle traveling direction, the exhaust port 308 is located on the front side in the vehicle traveling direction, and the traveling wind introduced from the air guide port 306 flows through the fuel tank storage chamber 304 a via the introduction duct 305. , Exhaust duct 30
The fuel is exhausted from the exhaust port 308 through the exhaust port 7 so that the fuel temperature of the fuel tank 301 becomes the outside air temperature. In the event of a fuel gas leak, the fuel tank storage case 304 has a separate chamber structure interrupted by a partition wall in order to expedite gas diffusion into the atmosphere, and is provided with a ventilation port 306 and an exhaust port 308 which are ventilation holes for the outside air. I have. As described above, if the fuel tank storage space and the cell storage space are separated by the partition wall 311 and the direction of travel is provided at the upper part of the partition wall 311 and the air guide port is provided at the rear end thereof, hydrogen is lighter than air. The air is smoothly diffused backward into the atmosphere by the flow of the traveling wind.

Further, since the fuel gas is generally lighter than the air, the inner wall of the fuel tank storage chamber 304a is inclined rearward so as to be quickly diffused rearward when leaking, and the exhaust port 308 is also formed. Is laid out at a position higher than the air guide port 306, so that the gas is easily diffused backward.

As described above, when the fuel in the fuel tank 301 is a gas such as hydrogen gas, the gas storage from the fuel tank 301 is improved by assuming gas leakage from the fuel tank 301.
Open to the open air. Furthermore, if the inner wall of the partition wall 311 is inclined rearward and the rear exhaust port 308 is provided at a high position along the rear wall, the leaked gas is easily diffused rearward even when the vehicle is stopped.

The fuel tank storage case 304 is provided with a heat insulating material 309a and a non-combustible material 309b. By covering the fuel tank storage chamber 304a with the heat insulating material 309a, the fuel tank 30
1 can be prevented from being inadvertently heated. Further, by covering the fuel tank storage chamber 304a with the non-combustible material 309b, even if the periphery is heated by the short of the fuel cell stack 302 or the fuel cell controller 303, etc.
It does not reach the fuel tank 301. The fuel tank storage chamber 304a and the cell storage chamber 310 are separated from each other by a partition 311.
To reduce the influence of heat on the fuel tank 301.

The fuel tank storage case 304 is provided with a fuel tank attachment detection switch S61, a fuel remaining amount reset switch S62, and a fuel leak detector 312.
The fuel tank attachment detection switch S61 is connected to the fuel tank 30.
1 is detected, and this information is sent to the fuel cell controller 303. Fuel cell controller 30
In 3, fuel can be supplied from the fuel tank 301 to the fuel cell stack 302 by detecting attachment, and the actuator 317 of the fuel valve 316 can be detected by detecting removal.
Is operated, and the fuel valve 316 is closed.

The fuel remaining amount reset switch S62 operates when the fuel tank 301 is replaced, and sends fuel remaining amount reset information to the fuel cell controller 303 to reset the fuel remaining amount in the nonvolatile memory 342 of the fuel cell controller 303.

A fuel leak detector 312 (for hydrogen gas, a hydrogen gas sensor) is located downstream of the fuel tank 301, detects fuel leaks, sends fuel leak information to the fuel cell controller 303, Controller 3
03 closes the fuel valve 316 and stops power generation.

Further, a fuel tank mounting and fixing portion 313 is provided in the fuel tank storage chamber 304 to fix the replaceable fuel tank 301. This fuel tank attachment fixing portion 31
3 is provided with a fuel outlet 314, and the fuel taken out from the fuel outlet 314 is supplied to the fuel supply pipe 3.
18 to the fuel cell stack 302.

The fuel supply pipe 318 is provided with a fuel valve 316, which is opened and closed by an actuator 317. The actuator 317 controls the fuel supplied to the fuel cell stack 302 by opening and closing the fuel valve 316 based on a command from the fuel cell controller 303. Opening and closing of the fuel valve 316 is performed by the fuel cell controller 3.
03, the operation is automated by the actuator 317, the fuel valve 316 is opened in the normal operation, the fuel tank 301 is removed when the fuel runs out, or the fuel valve 316 is used in an unexpected situation such as some trouble. Close.

In order to improve the reactivity of the fuel cell stack 302, a fuel heater 315 is provided between the fuel tank 301 and the fuel cell stack 302, and the actuator 317 is controlled by the fuel cell controller 303.
The fuel heater 315 is turned on when necessary, and is turned off when unnecessary.

The fuel heater 315 uses electric power, and is supplied with electric power from both the auxiliary battery 340 and the fuel cell stack 302. By heating the fuel, the power generation performance of the fuel cell stack 302 increases, and the auxiliary battery 3
40 can be charged and power can be further supplied to the fuel heater 315, so that the fuel cell
2 power generation performance can be increased. On the other hand, if the temperature of the fuel cell stack 302 rises sufficiently, the fuel heater 3
02, the fuel naturally warms in the fuel cell stack 302 without heating. In this case, the fuel heater 315 is turned off by the fuel cell controller 303.

In the fuel cell system, a cooling air inlet 319a is provided on the front side in the vehicle traveling direction to communicate with the cell storage chamber 310, and the cooling air exhaust port 319 is provided on the rear side in the vehicle traveling direction.
b is provided in communication with the cell storage chamber 310. A cell cooling fan 320 is disposed in the cell storage room 310, and the cell cooling fan 320 is driven by the fuel cell controller 303. By driving the cell cooling fan 320, cooling air is forcibly taken into the cell storage chamber 310 from the cooling air inlet 319a, cools the fuel cell stack 302, is exhausted from the cooling air outlet 319b, and travels of the electric vehicle. Wind is used for cell cooling.

In the cell storage room 310, the air pump 32
The air pump 321 is driven by the fuel cell controller 303. This air pump 321
Is supplied to the fuel cell stack 302 via the air supply pipe 322.

The structure of the fuel cell stack 302 will be briefly described.
Is supplied as hydrogen to the fuel cell, air is supplied from an air pump 321 to an anode (anode) as an oxidizing agent, and an electrochemical reaction is performed by a catalyst to generate power. A polymer ion exchange membrane is interposed between the two electrodes. Water is supplied to the ion exchange membrane in order to secure the permeability of the hydrogen ions and to make the hydrogen ions move smoothly so as to move smoothly. The fuel cell stack 302 is configured by using such an electrode pair as a unit, and a plurality of cells are combined to form a fuel cell having a predetermined output obtained by summing the electromotive force of each cell. Heat generated by the electromotive force reaction of the fuel cell stack 302 is cooled by flowing air around the outer periphery of the fuel cell stack 302.

Hydrogen as a fuel is mixed with water, for example, using methanol as a primary fuel, heated and evaporated, decomposed into hydrogen and carbon dioxide by a catalytic reaction of a reformer, and then shifted to a shift converter or a selective oxidation reactor. The hydrogen gas is supplied to the anode electrode of the fuel cell stack 302 of the fuel cell after the concentration of the carbon monoxide generated in a small amount in the reformer is reduced. Alternatively, hydrogen gas may be supplied directly from a cylinder.

The electric power of the fuel cell stack 302 is taken out to the electric power take-out part 70 by electric power lines 330 and 331, and the power line 330 is connected to a diode D1 for preventing backflow. Further, the fuel cell stack 302 is provided with a cell temperature detection sensor S11, which detects the cell temperature and sends it to the fuel cell controller 303.

Further, the fuel cell controller 303
An external communication unit 351 is provided. This external communication unit 3
At 51, ON / OFF information of the main switch SW, external abnormality information, fuel cell controller start signal, fuel cell control signal, etc. are received from the external communication unit of the vehicle controller. The remaining amount reset switch information, the fuel cell temperature information, and the abnormality information of the fuel cell system are transmitted to the external communication unit of the vehicle controller.

As described above, the fuel cell controller 303
Has a function of communicating with the outside, and also serves as a switch for starting and turning off the fuel cell controller 303.
When there is no communication from the outside, the power supply to the main power supply circuit 341 is turned off after the fuel valve 316 is closed.

The main power supply circuit 341 is activated by the arrival of the data signal, and after the activation, necessary data is transmitted and received. In this embodiment, the main switch SW is turned on.
/ OFF information is received, and when it is OFF, the fuel valve 316
Is closed and released when it is ON. Further, the remaining fuel amount and the cell temperature are transmitted to the outside, and the external vehicle controller knows the decrease in the remaining fuel amount through communication, and reduces or stops the maximum output of the electric motor 121. By knowing the cell temperature, when the temperature is low, the output of the electric motor 121 is reduced to prevent the fuel cell stack 302 from deteriorating.

Further, the fuel consumption is calculated from the cell current value from the current detection sensor S12, the cell voltage value from the voltage detection sensor S13, the efficiency map based on the fuel consumption and the power generation, and the like, to obtain the remaining fuel. , And display it as fuel remaining amount display 3
The number is indicated by the number of lighting of the plurality of LEDs installed on the 50.
When the power is turned off, the current fuel remaining amount is stored in the non-volatile memory 342 in order to store it.

When the fuel cell stack 302 starts power generation, the cell temperature starts to rise, and the cell cooling fan 320 is driven to adjust the temperature in order to keep the cell temperature at an appropriate temperature. Below the proper temperature, the cell cooling fan 320 is stopped to save fuel consumption. Natural cooling by running wind,
Cooling air inlet 3 in the direction of travel for effective use
19a, and a cooling wind exhaust port 319b is provided at the rear.

The air pump 321 supplies air for reaction to the fuel cell stack 302 and indirectly adjusts the amount of air in order to adjust the amount of power generation by monitoring the cell voltage and cell current. Increasing the amount increases the amount of power generation, and decreasing it decreases the amount of power generation.

When the main switch SW is turned off, the fuel cell controller 303 determines that the remaining fuel amount is 0 (zero).
When the temperature of the cell is higher than the allowable value, the fuel tank 301 is removed, or when the fuel cell controller 303 malfunctions due to a failure or some other cause (when the fuel valve 316 is opened and closed by an excitation method, the fuel valve 316 is closed when the fuel valve is off). In this way, when the fuel cell controller 303 becomes uncontrollable and cannot be excited, the fuel valve 316 is automatically closed.), Or when an unexpected cell current / cell voltage is detected, etc. Closes automatically.

Next, the structure of a sixth embodiment of the fuel cell system will be described with reference to FIG. The fuel cell system according to this embodiment is of a cartridge type.
, A fuel cell controller 303 is disposed at the center, a fuel tank 301 is disposed at an upper portion, and a fuel remaining amount display section 350 is laid out at a side portion, which is different from the embodiment shown in FIG. The fuel cell system according to the present embodiment has the same reference numerals and description thereof is omitted.

In the fuel cell system of this embodiment, when the fuel is a liquid or the like, and the fuel tank 301 is disposed above the fuel cell stack 302, the fuel naturally falls on the fuel cell stack 302 by gravity. In addition, components such as a pump are not required, which is advantageous in terms of cost, mounting weight and the like. In this case, the fuel tank 301 is heated by the fuel tank storage case 304 to prevent the fuel tank 301 from being heated by air convection due to cell waste heat.
A fuel tank storage chamber 304a is provided separately from the fuel tank storage case 304, and a heat insulating material 3 is provided on the partition wall of the fuel tank storage case 304.
09a is attached. Also, due to higher temperature waste heat, etc.
In order to prevent the heat insulator 309a from firing, the fuel tank storage chamber 304a is further covered with a non-combustible material 309b.

In this embodiment, an auxiliary power supply 340 as a CPU power supply and an auxiliary battery 340 as a battery (small capacity) as a power supply for fuel cell actuation are provided, but a battery for auxiliary power (large capacity) is provided. ), The fuel cell stack 302, the fuel tank (hydrogen storage) 301, and the fuel cell controller 303 of the fuel cell system
Is housed in a container of the cartridge 300 to form a unit.
A part of the cartridge 300 has a holding portion for the electric vehicle, and a part of the cartridge 300 has a power terminal and a signal terminal. When the cartridge 300 is mounted and held on the electric vehicle, the power terminal and the signal terminal are each terminal on the electric vehicle side. And can be connected. As a result, maintenance and inspection of the fuel cell system and replenishment of fuel can be performed even in a place separated from the electric vehicle.

Further, by arranging the driving power supply auxiliary battery 340 of the fuel cell controller 303 in the container of the cartridge 300, the fuel cell system can be driven at a place other than the electric vehicle.

The auxiliary battery 340 for the driving power source of the fuel cell controller 303 may be removed from the container of the cartridge 300 and arranged on the electric vehicle side. As long as there is a small battery or a power source, the fuel cell system can be driven at a location other than the electric vehicle.

FIG. 7 is a control flowchart of the fuel cell controller.

The fuel cell controller 303 provided in the cartridge type fuel cell system determines whether there is a communication signal from the vehicle controller 400 (step a).
1) When there is a communication signal, it is determined whether or not the fuel cell system is in an activated state (step a2). In step a1, if there is no communication signal, the duration for which there is no communication signal is determined (step a3). If there is no allowable time communication signal, the process proceeds to step a4 and there is no allowable time communication signal in the nonvolatile memory 342. The main power supply circuit 341
Is turned off (step a5), and the process proceeds to step a6. In step a6, the mode is shifted to the low consumption mode to stop the operation.

If there is a communication signal within the allowable time, the activation state of the fuel cell system is judged (step a2). If not, the main power supply circuit 341 is turned on (step a2).
7) If it has been started, the process directly proceeds to step a8.

In step a8, the cell temperature is determined. If the fuel cell temperature is greater than the temperature T2 under the condition of temperature T2> temperature T1, the cell cooling fan 320 is turned on (step a9) and the temperature T2> If fuel cell temperature> temperature T1, cell cooling fan 320 is turned off and fuel heater 315 is turned off (step a10). If temperature T1> fuel cell temperature, cell cooling fan 320 is turned off.
FF is performed, and the fuel heater 315 is turned on (step a1).
1) In step a12, a main switch state and an abnormality flag are received from the vehicle controller 400.

Next, the state of the main switch is judged (step a13). If the main switch SW is OFF,
The process proceeds to step a25 to close the fuel valve 316. If the main switch SW is ON, an external abnormal state is determined (step a14). If it is abnormal, the process proceeds to step a25 to close the fuel valve 316. If not abnormal, the removal of the fuel tank 301 is detected (step a1).
5).

If the fuel tank 301 is in the detached state in step a15, the flow advances to step a25 to proceed to step a25.
16 is closed, the cell temperature is detected in the mounted state (step a16).
Then, the fuel valve 316 is closed, and if the temperature is appropriate, a fuel leak is detected (step a17).

If there is a fuel leak in step a17,
The process proceeds to step a25 to close the fuel valve 316. If there is no fuel leakage, the cell current and cell voltage of the fuel cell system are detected (step a18). Is checked (step a19).

If it is determined in step a19 that at least one of the cell current and the cell voltage is not expected, the process proceeds to step a25 to close the fuel valve 316. The quantity is calculated (step a20). The fuel consumption is calculated by calculating the cumulative fuel consumption from a cell current value, a cell voltage value, an efficiency map based on the fuel consumption-power generation amount, and the like, thereby obtaining a fuel remaining amount.

Next, it is determined whether or not the fuel remaining amount reset switch S62 has been pressed (step a21). When the fuel remaining amount reset switch is pressed, the fuel remaining amount is reset to 100% (step a22). In a21, if the remaining fuel reset switch S62 is not pressed, the presence or absence of the remaining fuel is detected in step a23.

If there is no remaining fuel in step a23,
The process proceeds to step a25, where the fuel valve 316 is closed, and if there is a remaining amount of fuel, an instruction to open the fuel valve 316 is issued (step a24).

Then, each abnormality in the cartridge 300 is calculated (step a26), and the remaining fuel amount is displayed by the number of lit LEDs of the plurality of LEDs installed in the remaining fuel amount display section 350 (step a27). The remaining fuel, the cell temperature, and the abnormality flag are transmitted to the vehicle controller (step a2).
8) The amount of reaction air is calculated based on the cell voltage, cell current, and cell temperature, and the air pump 321 is driven (step a2).
9) Go to step a1.

Next, a control system for an electric vehicle using a fuel cell system as a drive source will be described with reference to FIG. FIG. 8 is a block diagram of a control system of the electric vehicle.

The electric power extracted from the electric power extraction section of the fuel cell system is sent to the motor drive circuit 404 via the power lines 402 and 403. An electric motor 121 is connected to the motor drive circuit 404 via power lines 405 and 406, and the motor drive circuit 404 drives the electric motor 121 based on a control signal from the CPU 407. CP
The U 407 controls the motor drive circuit 404 based on the ON / OFF duty ratio and changes the output of the electric motor 121.

A current sensor S31 is provided on the power line 406. The current sensor S31 detects the electric motor current and sends it to the CPU 407 via the interface IF. The power lines 405 and 406 have CPU 407,
The auxiliary power supply 408 and the power supply circuit 410
04 is connected in parallel. The auxiliary power supply 408 is composed of a secondary battery, is a drive power supply for the CPU 407, and supplies an auxiliary power supply to the motor drive circuit 404 via the power supply circuit 410.

The ON / OFF signal of the main switch SW is sent to the CPU 407 via the interface IF. Further, the vehicle speed pulse from the vehicle speed sensor S51 is sent to the CPU 407 via the interface IF, and the torque sensor S detects the driving torque based on the pedaling force.
52, the input torque of C
It is sent to PU407. The CPU 407 controls the motor to change the output of the electric motor 121 so that the lower the vehicle speed is based on the vehicle speed based on the vehicle speed pulse and the pedaling force based on the input torque, the greater the assist ratio = motor output torque / input torque (0 to 1.5). The driving circuit 404 is controlled.

Further, information on the remaining amount of fuel from the CPU 407 is sent to the display device 71 via the interface IF. The CPU 407 has a nonvolatile memory 42
0, the remaining fuel reset switch 421 is connected, and the remaining fuel data is stored in the nonvolatile memory 420.

A voltage detection sensor S13 is connected to the power lines 330 and 331, detects the output voltage of the fuel cell, and sends it to the CPU 407 via the interface IF. Also,
A current detection sensor S12 is connected to the power line 330,
The output current of the fuel cell is detected and sent to the CPU 407 via the interface IF. The fuel cell temperature is sent from the cell temperature detection sensor S11 of the fuel cell stack 302 to the CPU 407 via the interface IF.

The CPU 407 controls the motor electric circuit 404 to supply the target motor required power calculated from the vehicle speed and the assist motor torque so that the assist motor torque is calculated from the input torque and the assist ratio determined by the vehicle speed and the like. Next, the supply output to the motor is calculated from the motor current detection value of the current detection sensor S71, and the motor electric circuit 404 is controlled so that the difference between the target motor required power value and the supply output value to the electric motor 121 approaches zero. CPU4
07 indicates the target motor required electric power value in the fuel cell stack 3
02 is controlled by the fuel cell controller 303. That is, the fuel cell control signal is set so that the difference between the fuel cell output voltage, which is the actual output from the fuel cell stack 302, and the fuel cell output value calculated from the fuel cell output current, and the target motor required power value approaches zero. From the external communication unit to the external communication unit 351 of the fuel cell controller 303
Send to The fuel cell controller 303 controls the fuel valve 316 via the air pump 321 and the actuator 317 based on the fuel cell control signal and the fuel cell temperature, and controls the output power of the fuel cell stack 302.

The power lines 402 and 403
2 and 423, a fuel heater 315 is connected.
And the fuel heater 315 is turned on when necessary.
Then, when unnecessary, the fuel heater 315 is turned off. The fuel heater 315 uses electric power, and the auxiliary battery 34
0, power is supplied from both the fuel cell stacks 302. By heating the fuel, the fuel cell stack 30 is heated.
2, the power generation performance of the fuel cell stack 302 can be quickly increased because the auxiliary power supply 340 can be charged and the power can be further supplied to the fuel heater 315. If the temperature rises sufficiently, the fuel naturally warms in the fuel cell stack 302 without being heated by the fuel heater 315. In this case, the fuel heater 315 is turned off by the CPU 407 of the vehicle controller 400.

Next, FIGS. 9 and 10 show a control system for a hybrid electric bicycle using a fuel cell system as a drive source.
It will be described based on. FIG. 9 is a block diagram of a control system of the hybrid electric bicycle.

Electric power extracted from the fuel cell system is supplied to the motor drive circuit 40 via power lines 402 and 403.
4 The electric motor 121 is connected to the motor drive circuit 404 via power lines 405 and 406,
The motor drive circuit 404 drives the electric motor 121 based on a control signal from the CPU 407. CPU 407
Controls the motor drive circuit 404 based on the ON / OFF duty ratio and changes the output of the electric motor 121.

Further, a secondary battery 500 is connected to power lines 402 and 403 via power lines 501 and 502. The secondary battery 500 is provided with a temperature sensor S71, detects the temperature of the secondary battery, and sends it to the CPU 407 via the interface IF.

A voltage sensor S72 is provided on the power lines 501 and 502, and detects the voltage of the secondary battery and sends it to the CPU 407 via the interface IF. Power line 5
01 is provided with a current sensor S73, detects a secondary battery current, and
Send to The CPU 407 calculates the capacity of the secondary battery 500 directly from the voltage value of the voltage sensor S72 or by integrating the current value of the current sensor S73 with time to calculate the capacity of the secondary battery 500.
The result is written to 0. The current value is negative during charging,
It is set to be positive during discharge.

An output controller 600 composed of a DC / DC converter is connected to the output side of the fuel cell system.
The secondary battery 500 is connected to the electric motor 121 in parallel with the fuel cell system.

Further, the voltage detection sensor S13 detects the output voltage of the fuel cell and outputs the CP voltage via the interface IF.
Send to U407. Further, the current detection sensor S12 detects the fuel cell output current and sends it to the CPU 407 via the interface IF.

The output control device 600 is of a variable output type, converts the voltage from the fuel cell system into a voltage required for driving the motor in accordance with an output control signal sent from the CPU 407 via the interface IF, and outputs the electric motor 12.
1 to supply power. With this output control device 600,
The distribution of electric power supplied from the fuel cell system and the secondary battery 500 to the electric motor 121 is adjusted and controlled according to the operating state, the capacity of the secondary battery 500, and the like.

The power lines 402 and 403 have a CPU
The power supply circuit 407 and the power supply circuit 410 are connected in parallel to the motor drive circuit 404, and the CPU 407 is activated via the power supply circuit 410.

The ON / OFF signal of the main switch SW is sent to the CPU 407 via the interface IF. Further, the vehicle speed pulse from the vehicle speed sensor S51 is sent to the CPU 407 via the interface IF, and the torque sensor S detects the human-powered torque based on the pedaling force.
52, the input torque of C
It is sent to PU407. The CPU 407 controls the motor drive circuit 404 based on the vehicle speed based on the vehicle speed pulse and the pedaling force based on the input torque, and changes the output of the electric motor 121. Further, fuel remaining amount information from the CPU 407 is sent to the display device 71 via the interface IF.

The CPU 407 sends a fuel cell control signal from the external communication unit to the external communication unit of the fuel cell controller 303 based on the fuel cell output voltage, fuel cell output current, and fuel cell temperature. The fuel cell controller 303 controls the fuel valve 316 via the air pump 321 and the actuator 317 based on the fuel cell control signal, and controls the output power of the fuel cell stack 302.

FIG. 10 is a control flowchart of the hybrid electric bicycle control system.

When the main switch SW is turned on, the control flow starts, and in step b1, the nonvolatile memory 4
The secondary battery capacity and the remaining amount of fuel are read from 20, a start signal of the fuel cell system is output (step b2), and the state of the main switch SW is determined (step b3).
If the main switch SW is OFF, the operation of writing the secondary battery capacity and the remaining fuel amount from the nonvolatile memory 420 is completed (step b4).

If the main switch SW is ON, the current, voltage and temperature of the fuel cell system are detected (step b).
5) In step b6, the current temperature of the fuel cell system is determined. If the temperature is higher than the allowable temperature, the fuel heater 315 is turned off.
FF is performed and the process proceeds to step b9 (step b7). If the temperature is equal to or lower than the allowable temperature, the fuel heater 315 is turned on and the process proceeds to step b9 (step b8).

At step b9, the output of the torque sensor S52, the motor current, and the output of the vehicle speed sensor S51 are detected, and it is determined whether or not there is an input torque from the torque sensor S52 when the pedal of the vehicle is depressed (step b10). If there is an input torque, it is determined whether or not the fuel cell system is being started (step b11).
It is determined whether or not this is the case (step b12). If the vehicle speed is equal to or lower than S2, it is determined whether or not the fuel cell system is being started (step b13). Calculate the value.

If there is no input torque at step b10, a stop signal of the fuel cell system is output after a lapse of a specified time at step b15, and the routine goes to step b12 (step b16). If the fuel cell system is not being started in step b11, a start signal of the fuel cell system is output, and the process proceeds to step b12 (step b17).

If the vehicle speed is equal to or higher than S2 in step b12, a stop signal of the fuel cell system is output after a lapse of a specified time in step b18, and the process proceeds to step b14 (step b19). If the fuel cell system is not being started in step b13, a start signal for the fuel cell system is output and the process proceeds to step b14 (step b2).
0).

At step b14, the motor current command value is calculated. At step b21, the motor duty output is performed to control the electric motor 121 so that the target motor current value obtained in this way is obtained.

Next, in step b22, the state of the fuel remaining amount reset switch S62 is determined, and if the fuel remaining amount reset switch S62 is pressed, the fuel is reduced to 100%.
Is reset (step b23), and the fuel consumption and remaining fuel of the fuel cell system are calculated (step b24).
In step b22, the fuel remaining amount reset switch S
If 62 has not been pressed, the fuel consumption and remaining fuel of the fuel cell system are calculated in step b24.

The fuel consumption is calculated by calculating the cumulative fuel consumption from the cell current value, the cell voltage value, the efficiency map based on the fuel consumption-power generation amount, and the like, to obtain the remaining fuel amount. The number of the LEDs installed on the fuel remaining amount display section 350 is displayed by the number of lighted LEDs.
1 and the process proceeds to step b3.

Next, a control system for a hybrid electric bicycle according to another embodiment using a fuel cell system as a drive source will be described with reference to FIG. FIG. 11 is a control flowchart of the control system for the hybrid electric bicycle. This embodiment shows a case where no output control device is provided.

When the main switch SW is turned on, the control flow starts. In step c1, the nonvolatile memory 4
The secondary battery capacity and the remaining amount of fuel are read from 20 and the state of the main switch SW is determined (step c2).
The secondary battery capacity and the remaining fuel amount are written from 20, and the operation is terminated (step c3).

If the main switch SW is ON, the current activation state of the fuel cell system is determined (step c).
4) If not activated, it is determined in step c5 whether or not the current secondary battery capacity is C2 (60%) or more. If the secondary battery capacity is less than C2 (60%), an ON command to start the fuel cell system is issued (step c6), and the current, voltage and temperature of the secondary battery are detected (step c7).

If the fuel cell system has been started in step c4, the current, voltage and temperature of the fuel cell system are detected (step c8), and the current temperature of the fuel cell system is determined in step c9 to allow If the temperature is higher than
The fuel heater 315 is turned off and the process proceeds to step c7 (step c10). If the temperature is equal to or lower than the allowable temperature, the fuel heater 315 is turned on and the process proceeds to step c7 (step c7).
11).

When the current, voltage and temperature of the secondary battery are detected in step c7, the secondary battery capacity is calculated (step c1).
3) The current capacity of the secondary battery 500 is determined (step c14).

In step c14, when the secondary battery capacity is C2
(60%) or more, if the fuel cell activation is OFF
A command is sent from vehicle controller 400 to fuel cell controller 303 (step c15). Step c1
6, the torque sensor S52, the motor current, the vehicle speed sensor S5
1 is detected.

In step c14, when the secondary battery capacity is C1
(40%) or less, a fuel cell activation ON command is sent from the vehicle controller 400 to the fuel cell controller 303 (step c15), and then step c
Move to 16.

At step c16, the torque sensor S52, the motor current, and the output of the vehicle speed sensor S51 are detected, and at step c18, the motor current command value is calculated. c
At 19, a motor duty output is performed to control the electric motor 121.

Next, in step c202, the state of the fuel remaining amount reset switch S62 is determined.
% (Step c21), and calculate the fuel consumption and remaining fuel of the fuel cell system (step c2).
2). If it is determined in step c20 that the fuel remaining amount reset switch S62 has not been pressed, the process proceeds to step c2.
In step 2, the fuel consumption and remaining fuel of the fuel cell system are calculated.

The fuel consumption is calculated by calculating the cumulative fuel consumption from the cell current value, the cell voltage value, the efficiency map based on the fuel consumption-power generation amount, and the like, to obtain the remaining fuel amount. The number of the LEDs installed on the fuel remaining amount display section 350 is displayed by the number of lighted LEDs.
1 and the process proceeds to step c2.

Next, the configuration of another embodiment of the fuel cell system will be described with reference to FIG.

The fuel cell system according to this embodiment is mounted on an electric vehicle. In this electric vehicle, a crankshaft 812 is rotatably supported at a connection portion with the seat post 609, and cranks 813 are attached to both left and right ends of the crankshaft 812, and a pedal is provided at an end of each crank 813. 814 is supported. The rotation of the pedal 814 causes the crankshaft 812 to rotate, and drives the rear wheel 623 via the chain 626. A power unit 720 is disposed on the axle 661 of the rear wheel 623. The power unit 620 includes a main drive system based on the pedaling force of the occupant and an auxiliary power system based on the electric motor 721.

The fuel cell system is disposed between the seat portion of the vehicle and the rear wheel 623, and is located behind the seat post 609 of the seat 800 and above the rear wheel 623. The vehicle control controller 632 of the fuel cell system and the fuel cell controller 604 are housed together in the control case 700. A secondary battery 601 is disposed at the lower part of the fuel cell system, and a fuel cell
2, the fuel cell stack 602 performs an electrochemical reaction with air and an aqueous methanol solution to generate power,
The air filter 610 and the air pump 611 are arranged above the fuel cell stack 602, and when the air pump 611 is driven, air is sucked from the air filter 610 and supplied to the fuel cell stack 602. A drain tank 612 is disposed behind the air filter 610.

The water discharged from the fuel cell stack 602 is stored in the drain tank 612,
The water on the water surface of the predetermined level 2 or more is discharged downward and backward through a drain pipe (not shown).

Further, the exhaust gas from the drain tank 612 is purified by a filter 614 having a catalyst and discharged to the atmosphere.

Further, a methanol-water mixer 620, a fuel heater 621, and a fuel pump 622 are provided. The fuel tank 701 is arranged above and the methanol-water mixer 6
20 is disposed below, and the amount of methanol supplied from the fuel tank 701 to the methanol / water mixer 620 is controlled.

Water is supplied to the methanol / water mixer 620 from a drain tank 612 disposed above, and methanol and water are mixed in the methanol / water mixer 620 to obtain an aqueous methanol solution. .

By driving the fuel pump 622, the aqueous methanol solution heated by the fuel heater 621 is supplied to the fuel cell stack 602. Methanol water mixer 6
The fuel cell stack 20 of the heat generation source 20 can increase the reactivity by increasing the temperature of the fuel.
2 rear positions.

The structure of the fuel cell stack 602 will be briefly described. An aqueous methanol solution serving as a fuel is supplied to a cathode, air is supplied as an oxidant to an anode, and an electrochemical reaction is carried out by a catalyst. Power generation. A polymer ion exchange membrane is interposed between the two electrodes. Water is supplied to the ion exchange membrane in order to secure the permeability of the hydrogen ions and to make the hydrogen ions move smoothly so as to move smoothly. A cell is configured with such an electrode pair as a unit, and a plurality of cells are combined to form a fuel cell having a predetermined output obtained by summing the electromotive forces of the cells. The electric power of the fuel cell stack 602 is charged in the secondary battery 601, and drives the electric motor 621 via the motor driver 633. A secondary battery controller 605 is arranged in front of the motor driver 633.

In this embodiment, the temperature raising device is a heat-generating component of the fuel cell system, and
(The battery) and the motor driver 633 generate heat, and the generated heat is used to heat the fuel cell stack 602 and the fuel supply system path P20 to increase the temperature. Efficiency is also improved.
Also, the secondary battery 601 (battery) and the motor driver 6
The running stability is good because the 33 is arranged at a low position.

Next, the configuration of another embodiment of the fuel cell system will be described with reference to FIG. The fuel cell system according to this embodiment includes a fuel cell stack 602 and an air pump 611 between a front wheel side and a seat post 609.
A fuel pump 622 is arranged along the front wheel side, a fuel tank 701 is arranged along the seat post 609, and a methanol-water mixer 620 and a secondary battery 601 (battery) are arranged therebetween. Seat post 6
Behind 09, a vehicle control controller 632 and a fuel cell controller 604 are housed and arranged together in a control case 700, and a motor driver 633 is arranged at a lower position.

In this embodiment, the heat generated by the secondary battery 601 (battery) heats the fuel supply system path P20 and the methanol-water mixer 620 to raise the temperature. Energy efficiency is also improved.

Also, the relatively heavy secondary battery 601
(Battery), motor driver 633, fuel tank 7
Since 01 is arranged low, running stability is good. Further, since the inseam of the occupant is used, the hybrid system can be mounted on the vehicle without sacrificing the space of the carrier for loading the load.

Next, the configuration of another embodiment of the fuel cell system will be described with reference to FIG. The fuel cell system according to this embodiment is configured in the same manner as the embodiment in FIG. 13, except that a secondary battery 601 (battery) is arranged in contact with the lower side of the methanol / water mixer 620. The heat generated by the secondary battery 601 (battery) causes the fuel supply system path P2
Since the temperature can be raised by heating the 0 or methanol-water mixer 620, the start-up time can be shortened and the energy efficiency of the entire vehicle can be improved.

Next, the configuration of another embodiment of the fuel cell system will be described with reference to FIG. The fuel cell system according to this embodiment is configured in the same manner as the embodiment of FIG. 13, except that the fuel tank 701 and the fuel cell stack 6
02 and the fuel tank 701 is arranged along the rear of the front wheel, and the fuel cell stack 602 is
It is arranged along the front of the seat post 609.

Next, the configuration of another embodiment of the fuel cell system will be described with reference to FIG. The fuel cell system according to this embodiment includes a fuel cell stack 602 and an air pump 611 between a front wheel side and a seat post 609.
The fuel tank 701, the secondary battery 601 (battery), the methanol-water mixer 620, the vehicle control controller 632, and the fuel cell controller 604 are housed together in the control case 700 behind the seat post 609. It is arranged. Methanol water mixer 620
A fuel pump 622 and a motor driver 633 are disposed below the vehicle control controller 632 and the fuel cell controller 604.

In this embodiment, the motor driver 63
The heat generated in Step 3 heats the fuel supply path P20 and the methanol-water mixer 620 to raise the temperature, so that the start-up time can be shortened and the energy efficiency of the entire vehicle is improved.

Further, the secondary battery 6 is stored in the fuel tank 701.
01 (battery), and a secondary battery 601
Fuel cell stack 6 utilizing heat generated by (battery)
Since the temperature can be increased by 02, the start-up time can be further effectively reduced.

Further, since the inseam of the occupant is used, the hybrid system can be mounted on the vehicle without sacrificing the space of the carrier for loading the load. Furthermore, the expensive vehicle control controller among the components of the hybrid system
By disposing the battery 632, the fuel cell controller 604, the motor driver 633, and the secondary battery 601 (battery) in the vicinity of the seat, it is possible to reduce economical disadvantages when the vehicle falls.

Next, the configuration of another embodiment of the fuel cell system will be described with reference to FIG. The fuel cell system according to this embodiment includes a seat post 609 and a rear wheel 623.
Between the fuel cell stack 602 and the air pump 61
1, fuel tank 701, secondary battery 601 (battery),
Methanol water mixer 620 and vehicle control controller 6
32 and the fuel cell controller 604 are housed and arranged together in the control case 700. A fuel pump 622 is provided below the methanol water mixer 620, the vehicle control controller 632, and the fuel cell controller 604.
And a motor driver 633.

In this embodiment, the motor driver 63
The heat generated in Step 3 heats the fuel supply path P20 and the methanol-water mixer 620 to raise the temperature, so that the start-up time can be shortened and the energy efficiency of the entire vehicle is improved.

Also, since the mounting is performed using the space between the rear wheel 623 and the loading platform 650, and the space below the loading platform 650 is used,
The hybrid system can be mounted on the vehicle without sacrificing the space for loading the luggage. Further, since the modification range of the vehicle body is small, the versatility of the frame is high, and the cost of the vehicle can be reduced.

[0181]

As is apparent from the above description, claim 1
According to the invention described in (1), the fuel cell stack is heated to the power generation temperature by heating the fuel by the temperature raising device, thereby shortening the startup time until the fuel cell can efficiently generate power. Can be.

According to the second aspect of the present invention, the fuel cell is heated by the temperature raising device provided in the fuel circulation path to raise the temperature of the fuel cell stack to the power generation temperature. The starting time of the vehicle can be shortened, and vehicle electric power can be secured from the time of starting.

According to the third aspect of the present invention, the fuel in the fuel circulation path is heated by the heat of the combustion catalyst device that generates heat by introducing the fuel for combustion catalyst and air, so that the temperature raising ability is high, The startup time can be shortened, and since the power from the battery is not used, the battery is reduced in size, the weight of the entire vehicle equipped with the fuel cell can be reduced, and the running performance of the vehicle can be improved. .

According to the fourth aspect of the present invention, the air supply system is provided with a temperature raising device, and the fuel cell stack is heated to the power generation temperature by heating with high-temperature air capable of increasing the relative temperature with the fuel cell. By raising the temperature, the ability to raise the temperature is high and the startup time can be reduced.

According to the fifth aspect of the present invention, the temperature raising device is
By heating the air in the air supply system and heating the fuel in the fuel supply system, the temperature raising capability is high and the startup time can be shortened.

According to the sixth aspect of the present invention, the temperature raising device is configured to be capable of transferring heat to the methanol-water mixer, and heats the air in the air supply system and heats the fuel in the fuel supply system. High heat-up capability, and can reduce the startup time.

According to the seventh aspect of the present invention, since the heat of combustion can be used by heating the air in the air supply system with the heat of the combustion catalyst device, the efficiency is higher than that of the method of heating with an electric heater.

According to the eighth aspect of the present invention, since the combustion catalyst heating heater for heating the combustion catalyst is provided, the electric power only needs to partially heat the combustion catalyst to the reaction temperature, so that the size of the battery is increased. No need.

According to the ninth aspect of the present invention, since the fuel for the combustion catalyst is the fuel supplied to the fuel cell stack, it is not necessary to prepare another fuel.

According to the tenth aspect of the present invention, the temperature raising device is a heat-generating component of the fuel cell system, and the temperature can be raised by utilizing heat generated by a battery, a motor driver, and the like. Also, the energy efficiency of the entire vehicle is improved.

[Brief description of the drawings]

FIG. 1 is a configuration diagram of a fuel cell system according to a first embodiment.

FIG. 2 is a configuration diagram of a fuel cell system according to a second embodiment.

FIG. 3 is a configuration diagram of a fuel cell system according to a third embodiment.

FIG. 4 is a configuration diagram of a fuel cell system according to a fourth embodiment.

FIG. 5 is a configuration diagram of a fuel cell system according to a fifth embodiment.

FIG. 6 is a configuration diagram of a fuel cell system according to a sixth embodiment.

FIG. 7 is a control flowchart of a fuel cell controller.

FIG. 8 is a block diagram of a control system of the electric vehicle.

FIG. 9 is a block diagram of a control system of the hybrid electric bicycle.

FIG. 10 is a control flowchart of a control system of the hybrid electric bicycle.

FIG. 11 is a control flowchart of another embodiment of the fuel cell system.

FIG. 12 is a diagram showing a configuration of another embodiment of the fuel cell system.

FIG. 13 is a diagram showing a configuration of another embodiment of the fuel cell system.

FIG. 14 is a diagram showing a configuration of another embodiment of the fuel cell system.

FIG. 15 is a diagram showing a configuration of another embodiment of the fuel cell system.

FIG. 16 is a diagram showing a configuration of another embodiment of the fuel cell system.

FIG. 17 is a diagram showing a configuration of another embodiment of the fuel cell system.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Fuel cell stack 2 Fuel supply system 3 Air supply system 24 Heating device

──────────────────────────────────────────────────の Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) B60L 11/18 B60L 11/18 G (72) Inventor Masahisa Kuranishi 2500 Shinkai, Iwata-shi, Shizuoka Yamaha Motor F term in reference (reference) 3D035 AA03 AA06 5H027 AA02 CC02 KK46 5H115 PA12 PG04 PI18 QE01 SE06 TO05 TU11

Claims (10)

[Claims] 1. A fuel cell stack for generating electricity by performing an electrochemical reaction between fuel and air, a fuel supply system for supplying fuel to the fuel cell stack, and an air for supplying air to the fuel cell stack. A fuel cell system having a supply system, wherein the fuel supply system includes a temperature raising device that heats fuel to raise the temperature of the fuel cell stack to a power generation temperature. 2. The fuel according to claim 1, wherein the fuel supply system includes a fuel circulation path for circulating fuel to the fuel cell stack, and the fuel circulation path includes the temperature raising device. Battery system. 3. The temperature raising device has a combustion catalyst device that generates heat by introducing fuel for combustion catalyst and air, and heats the fuel in the fuel circulation path with heat of the combustion catalyst device. The fuel cell system according to claim 1 or 2, wherein: 4. A fuel cell stack for generating electricity by performing an electrochemical reaction between fuel and air, a fuel supply system for supplying fuel to the fuel cell stack, and an air for supplying air to the fuel cell stack. A fuel cell system having a supply system, wherein the air supply system includes a temperature raising device that heats air to raise the temperature of the fuel cell stack to a power generation temperature. 5. The apparatus according to claim 4, wherein said temperature raising device is arranged on a fuel supply system side and heats air in said air supply system and heats fuel in said fuel supply system. 3. The fuel cell system according to item 1. 6. The temperature raising device is disposed on a fuel supply system side, and is configured to be capable of transferring heat to a methanol / water mixer for mixing methanol fuel and water disposed in the fuel supply system. The fuel cell system according to claim 4, wherein the air in the air supply system is heated and the fuel in the fuel supply system is heatable. 7. The heating device has a combustion catalyst device for generating heat by introducing fuel for combustion catalyst and air, and heating the air in the air supply system with the heat of the combustion catalyst device. The fuel cell system according to any one of claims 4 to 6, wherein: 8. The combustion catalyst device according to claim 3, further comprising a combustion catalyst heater for heating the combustion catalyst.
Or the fuel cell system according to claim 7. 9. The fuel cell system according to claim 3, wherein the fuel for the combustion catalyst is a fuel supplied to the fuel cell stack. 10. The fuel cell system according to claim 1, wherein the temperature raising device is a heat-generating component constituting a fuel cell system.