JP2013167291A - Fuel utilization system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a fuel utilization system that can prevent the occurrence of a failure.SOLUTION: In a fuel battery vehicle 100A including a primary pressure reduction valve 30 with a pressure reduction mechanism and a cutoff mechanism, if a fastening failure occurs in the primary pressure reduction valve 30, and a detection value P2 of a pressure sensor 52 provided in a pipe a6 exceeds a specific value set higher than a normal pressure region in the pipe a6 while hydrogen is filled from a hydrogen supply station 200 to a hydrogen tank 2, a control part 50 sends a filling stop signal to the hydrogen supply station 200 and executes processing for stopping the filling.

Description

  The present invention relates to a fuel utilization system equipped with a gas supply device using high-pressure gas as fuel.

  In Patent Document 1, gas replenishment is detected when replenishment of fuel gas is started from the replenishing device (external device) to the housing unit (fuel tank), and gas leakage from the housing unit and the replenishment path inside the moving body A fuel-based moving body to be detected is described. Such a mobile body is provided with a communication unit that communicates with an external replenishment device, and the communication unit transmits a control signal that stops replenishment of fuel gas from the replenishment device when a gas leak is detected. Then, supply of fuel gas from the supply device is stopped.

JP 2011-94652 A (FIGS. 1 and 3)

  However, the technique described in Patent Document 1 transmits a control signal for stopping fuel gas replenishment after detecting that the gas from the fuel gas replenishment path or the accommodating portion of the moving body has actually leaked. . For this reason, there is a problem that it is not possible to prevent gas leakage in advance, and it is impossible to cope with an abnormality other than gas leakage from the moving body.

  This invention solves the said conventional problem, and makes it a subject to provide the fuel utilization system which can prevent generation | occurrence | production of a malfunction beforehand.

  The present invention relates to a fuel utilization body that uses fuel gas, a storage section that stores the fuel gas, a filling port that is a connection port for sending fuel gas from an external device to the storage section, and a fuel gas from the storage section A first supply path for directing fuel toward the fuel utilization body, a regulator with a cutoff mechanism for depressurizing the fuel gas in the first supply path, and a fuel gas decompressed by the regulator with a cutoff mechanism toward the fuel utilization body A second supply path; a second supply path pressure sensor that detects a pressure in the second supply path; and a control unit that controls the external device, wherein the control unit transfers the external device to the storage unit. When the detected value of the second supply path pressure sensor exceeds a predetermined value set higher than the normal pressure region in the second supply path, the fuel gas is supplied by the external device. Stop And executes the management.

  By the way, when a high pressure is applied to the regulator with a cutoff mechanism during replenishment of fuel gas, if a cutoff failure has occurred in the regulator with a cutoff mechanism, the pressure of the second supply path located downstream of the first supply path is increased. To rise. For example, when a relief valve is provided in the second supply path, high pressure in the first supply path is applied to the second supply path, and the fuel gas leaks from the relief valve exceeding the fail set value of the relief valve. As a result, fuel gas leakage cannot be shut off and fuel gas continuously leaks from the relief valve.

  Therefore, according to the present invention, the detection value is detected in the normal pressure region of the second supply path by detecting the cutoff failure of the regulator with the cutoff mechanism based on the detection value of the second supply path pressure sensor during the fuel gas supply. When the predetermined value set higher than the predetermined value is exceeded, the fuel gas can be prevented from continuously leaking from the relief valve by controlling the external device to stop the supply of the fuel gas. Thus, since it can prevent that a fuel gas leak continues, the malfunction in the fuel utilization system (for example, fuel cell system) at the time of fuel gas replenishment can be prevented beforehand.

  In addition, a first supply path pressure sensor for detecting the pressure of the first supply path is provided, and the control unit detects the first supply path pressure sensor during the supply of fuel gas from the external device to the storage unit. When the value is the normal pressure region of the first supply path and the detected value of the second supply path pressure sensor exceeds a predetermined value set higher than the normal pressure region of the second supply path, It is determined that a problem has occurred in the regulator with a cutoff mechanism, and a process of stopping the supply of fuel gas by the external device is executed.

  According to this, since it can be determined that a malfunction has occurred in the regulator with the cutoff mechanism, subsequent maintenance work is facilitated.

  In addition, the first supply path serves as both a supply path from the storage part to the fuel utilization body and a supply path from the filling port to the storage part.

  According to this, the valve (main stop valve) provided in the storage unit by sharing the flow path through which the fuel gas passes between the supply path and the supply path, that is, the supply and supply of the fuel gas. Therefore, it is necessary for the regulator to be open at the time of replenishment, and a high pressure is inevitably applied to the regulator with a cutoff mechanism, so that it is possible to reliably detect a cutoff failure of the regulator with a cutoff mechanism.

  ADVANTAGE OF THE INVENTION According to this invention, the fuel utilization system which can prevent generation | occurrence | production of a malfunction beforehand can be provided.

It is a whole lineblock diagram showing the fuel cell vehicle carrying the fuel utilization system of this embodiment. It is a sectional side view which shows an example of the main stop valve provided in a fuel tank. It is a sectional side view which shows an example of a primary pressure-reduction valve. It is a flowchart which shows the operation | movement at the time of hydrogen filling. It is a graph which shows the relationship between the detected value of a pressure sensor, and time. It is a flowchart which shows another operation | movement at the time of hydrogen filling. It is a whole block diagram which shows the modification of a fuel cell vehicle.

  The present embodiment will be described in detail with reference to the drawings as appropriate. In the following, fuel cell vehicles 100A and 100B will be described as examples of vehicles using the fuel cell system among fuel utilization systems. However, the fuel cell vehicles are not limited to fuel cell vehicles 100A and 100B. It may be a moving body such as a ship or an aircraft equipped with the system, may be a stationary fuel cell system equipped with a hydrogen tank (reservoir) and appropriately filled, or hydrogen that uses fuel An engine system may be used. As shown in these examples, the present invention can be applied to various things using fuel.

FIG. 1 is an overall configuration diagram showing a fuel cell vehicle equipped with a fuel utilization system of the present embodiment.
The fuel cell vehicle 100A includes a fuel cell 1 (fuel utilization body), a hydrogen tank 2 (storage part), a filling port 3, a primary pressure reducing valve 30 (regulator with a cutoff mechanism), an intermediate pressure device 40, a control part 50, a pressure sensor. The fuel cell system includes 51 (first supply path pressure sensor), 52 (second supply path pressure sensor), and the like.

  The fuel cell 1 is, for example, a fuel cell stack configured by stacking a plurality of solid polymer type single cells (not shown), and is configured by electrically connecting a plurality of single cells in series. ing. The single cell includes an MEA (Membrane Electrode Assembly), and a conductive anode separator (not shown) and a cathode separator (not shown) sandwiching the MEA.

  The MEA includes an electrolyte membrane (solid polymer membrane) made of a monovalent cation exchange membrane (for example, perfluorosulfonic acid type), and an anode and a cathode sandwiching the electrolyte membrane. The anode and the cathode are mainly composed of a conductive porous material such as carbon paper, and contain a catalyst (Pt, Ru, etc.) for causing an electrode reaction in the anode and the cathode.

  The anode separator is formed with an anode flow path 1a formed by a groove for supplying and discharging hydrogen (fuel gas) to and from the anode of each MEA. The cathode separator is formed with a cathode channel 1b formed by a groove for supplying and discharging air (oxidant gas) to and from the cathode of each MEA.

  When hydrogen is supplied to each anode via the anode flow path 1a and air (oxygen) is supplied to each cathode via the cathode flow path 1b, a potential difference (OCV (Open Circuit Voltage) is generated in each single cell. ), Open circuit voltage). Next, when the fuel cell 1 and an external load (travel motor, high voltage battery, etc.) are electrically connected and current is taken out, the fuel cell 1 generates power.

FIG. 2 is a side sectional view showing an example of a main stop valve provided in the fuel tank.
The hydrogen tank 2 is filled with high-purity hydrogen gas at a high pressure, and is formed of, for example, an aluminum alloy, and has a liner (tank chamber) 2a (only part of which is shown) that stores the hydrogen gas at a high pressure therein. Cover the periphery of the liner 2a with a cover 2b (see, only part of which is shown) formed of CFRP (Carbon Fiber Reinforced Plastic) or GFRP (Glass Fiber Reinforced Plastic). It consists of

  Further, the hydrogen tank 2 has a main stop valve 20 made of a normally closed kick pilot solenoid valve attached to the opening 2c. The detailed structure of the main stop valve 20 will be described later.

  Returning to FIG. 1, the filling port 3 is a portion to which a filling nozzle 203 of an external hydrogen supply station 200 (external device) is connected when hydrogen is filled into the hydrogen tank 2, and is provided, for example, on the side of the vehicle. Yes. Moreover, the filling port 3 is connected to the main stop valve 20 via the pipe a2. The filling port 3 is provided with a check valve (not shown) that allows only the flow from the filling nozzle 203 to the hydrogen tank 2. This check valve is opened when the filling nozzle 203 is connected to the filling port 3 and the filling of hydrogen into the hydrogen tank 2 from the hydrogen supply station 200 is started. The pipe a2 may be provided with a check valve (a check valve that allows only the flow from the filling nozzle 203 to the hydrogen tank 2) different from the check valve of the filling port 3.

  The filling nozzle 203 is integrally provided with a communication connector 204 for communicating with the fuel cell vehicle 100 </ b> A. When the filling nozzle 203 is connected to the filling port 3, the communication connector 204 is located near the filling port 3. It is configured to be connected to the provided connector receiving portion 4. The connector receiver 4 is electrically connected to a controller 50 described later.

  The primary pressure reducing valve 30 has a function of reducing high pressure (for example, 35 MPa, 70 MPa, etc.) of hydrogen supplied from the hydrogen tank 2 to a predetermined pressure (for example, 1 MPa or less), and a pipe a4 (first supply). The main stop valve 20 is connected via a route). Further, the primary pressure reducing valve 30 is provided with a shutoff mechanism (shut-off mechanism) in addition to the pressure reducing mechanism, and has a function of blocking the flow of hydrogen downstream from the primary pressure reducing valve 30 when, for example, supplying hydrogen. Thus, it becomes possible to comprise the primary pressure-reduction valve 30 compactly by having both a pressure-reduction function and a cutoff function. The detailed structure of the primary pressure reducing valve 30 will be described later.

  The intermediate pressure device 40 includes, for example, a relief valve 41 and a secondary pressure reducing valve 42 in order from the upstream side, and is connected to the primary pressure reducing valve 30 via a pipe a6 (second supply path).

  The relief valve 41 is connected to the pipe a6 and has a pressure (for example, 1300 kPa) higher than a normal pressure region (for example, 300 to 1000 kPa) of a medium pressure line between the primary pressure reducing valve 30 and the secondary pressure reducing valve 42. It is configured to open when applied. Note that the normal pressure region is a pressure range that is normally used when the fuel cell vehicle 100A travels (power generation of the fuel cell 1) in the medium pressure line (pipe a6).

  The secondary pressure reducing valve 42 has a function of reducing the pressure of hydrogen reduced by the primary pressure reducing valve 30 so that the pressure of hydrogen supplied to a low pressure device (not shown) becomes an appropriate pressure (low pressure). In the secondary pressure reducing valve 42, for example, the pressure of air from the compressor 7 described later to the cathode flow path 1b is input as a signal pressure (pilot pressure), and the hydrogen pressure is adjusted based on the input air pressure. It comes to control. Further, the secondary pressure reducing valve 42 may be pressure-reduced by an electrical signal.

  For example, an ejector (not shown) is provided as a low pressure device in the pipe a8 connecting the secondary pressure reducing valve 42 and the inlet of the anode flow path 1a. The ejector returns the hydrogen off-gas (fuel off-gas) discharged from the anode flow path 1a of the fuel cell 1 to the pipe a8 again via the return pipe (not shown), merges with the hydrogen from the hydrogen tank 2, and recirculates it. It has a function.

  The control unit 50 is a control device that electronically controls the fuel cell vehicle 100A, and includes an electronic circuit (not shown) such as a CPU, ROM, RAM, and various interfaces. The control unit 50 controls various devices according to programs stored therein and executes various processes.

  When the hydrogen is filled in the hydrogen tank 2, the controller 50 communicates with a dispenser (hydrogen filling device) 202 provided in the external hydrogen supply station 200. That is, the control unit 50 communicates with the dispenser 202 of the hydrogen supply station 200 via the connector receiving unit 4 and the communication connector 204, and sends a filling start signal, a filling stop signal, and the hydrogen tank 2 to the dispenser 202. A signal relating to the allowable pressure (35 MPa, 70 MPa) is transmitted. The filling stop signal is transmitted based on a detection value P1 of the pressure sensor 51, which will be described later, or a detection value P1 of the pressure sensor 51 and a detection value P2 of the pressure sensor 52. Upon receiving the filling stop signal, the dispenser 202 stops the supply of hydrogen from the dispenser 202 to the filling nozzle 203 and stops filling the hydrogen tank 2 with hydrogen.

  As information (filling communication information) transmitted from the control unit 50 to the dispenser 202, in addition to a filling start signal and a filling stop signal, the hydrogen pressure and hydrogen temperature in the hydrogen tank 2 and the material of the hydrogen tank 2 (aluminum) Alloy, resin, etc.), allowable temperature and allowable pressure of the hydrogen tank 2 according to this material, expiration date of the hydrogen tank 2, the number of times of hydrogen filling, and the like. These pieces of information are stored in a storage unit (not shown) of the control unit 50, and are read from the storage unit (not shown) and transmitted to the dispenser 202 when performing communication.

  The pressure sensor 51 has a function of detecting the pressure of the pipe a4 (high pressure line) between the main stop valve 20 and the primary pressure reducing valve 30. Based on the detection value P1 of the pressure sensor 51, the control unit 50 determines whether or not the pressure of the pipe a4 is the normal pressure region of the high pressure line.

  The pressure sensor 52 has a function of detecting the pressure of the pipe a6 (intermediate pressure line) between the primary pressure reducing valve 30 and the secondary pressure reducing valve. Based on the detection value P2 of the pressure sensor 52, the controller 50 determines whether or not the pressure of the pipe a6 is in the normal pressure region (for example, 300 to 1000 kPa) of the intermediate pressure line.

  The pipe a10 connected to the upstream side of the cathode channel 1b is provided with a compressor 7 for taking in air containing oxygen from the outside (external), a humidifier (not shown), and the like in order from the upstream side. A pipe a12 connected to the downstream side of the cathode channel 1b has a back pressure control valve (not shown) for controlling the pressure of the air supplied to the cathode channel 1b (cathode pressure), a diluter (not shown). ) Etc. are provided in order from the upstream side. The pipe a14 connected to the downstream side of the anode flow path 1a is provided with a purge valve (not shown) for discharging hydrogen containing impurities from the anode circulation flow path. A pipe a14 downstream of the purge valve is connected to a diluter and dilutes hydrogen (fuel gas) contained in the anode off-gas (fuel off-gas) discharged from the anode circulation flow path with cathode off-gas (oxidant off-gas) outside the vehicle. It is configured to discharge (outside).

  Further, the fuel cell vehicle 100A includes an IG 53 and a fuel lid opener switch 54.

  The IG 53 is a start switch of the fuel cell vehicle 100A and is provided around the driver's seat. Incidentally, the control unit 50 is connected to the IG 53, and detects an ON / OFF signal of the IG 53.

  The fuel lid opener switch 54 is a switch for opening the fuel lid 14 and is provided around the driver's seat. The fuel lid opener switch 54 is not limited to an electrical system, and is a machine in which an open lever (not shown) provided around the driver's seat is connected to the fuel lid 14 via a wire cable (not shown). A typical method may be used.

Next, the hydrogen supply station 200 (external device) for supplying hydrogen as a fuel gas to the fuel cell vehicle 100A will be briefly described.
The hydrogen supply station 200 includes a hydrogen storage tank 201, a dispenser 202, a filling nozzle 203, and a communication connector 204.

  The hydrogen storage tank 201 stores hydrogen for supplying hydrogen to the fuel cell vehicle 100A at a high pressure.

  The dispenser 202 is connected to the hydrogen storage tank 201, and controls the start and stop of filling of hydrogen supplied to the hydrogen tank 2 of the fuel cell vehicle 100A, the pressure and flow rate when filling hydrogen, and the like. The dispenser 202 communicates with the control unit 50 via the connector receiving unit 4 and the communication connector 204 when the hydrogen tank 2 of the fuel cell vehicle 100A is filled with hydrogen. The dispenser 202 acquires information such as the hydrogen pressure and the hydrogen temperature in the hydrogen tank 2 through communication, and adjusts the pressure of the hydrogen supplied from the hydrogen storage tank 201 based on the information. The hydrogen tank 2 of the fuel cell vehicle 100A is filled with hydrogen.

  The filling nozzle 203 is connected to the hydrogen storage tank 201 via the dispenser 202, and is inserted into the filling port 3 when filling the hydrogen tank 2 of the fuel cell vehicle 100A. When the filling nozzle 203 is connected to the filling port 3, it is locked by a lock mechanism (not shown). Hydrogen supplied from the hydrogen storage tank 201 of the hydrogen supply station 200 is filled into the hydrogen tank 2 through the filling port 3, the pipe a <b> 2, and the main stop valve 20.

  As shown in FIG. 2, the main stop valve 20 includes a valve box 21, an on-off valve body 22, a pilot valve body 23, a solenoid 24, a coil spring 25 (biasing member), an interlock mechanism M, and the like.

  The valve box 21 has a substantially cylindrical housing portion 21s for housing the on-off valve body 22, pilot valve body 23, solenoid 24, coil spring 25, and interlocking mechanism portion M therein, and is an introduction path connected to the pipe a2. 20a and a lead-out path 20b connected to the pipe a4. Further, the valve box 21 includes a first communication hole 21 a that communicates with the introduction path 20 a and the lead-out path 20 b, and second communication holes 21 b and 21 b that communicate with the hydrogen tank 2. The second communication hole 21b is not limited to two places, and may be one place or three places or more.

  As described above, the main stop valve 20 includes a replenishment flow path (first communication hole 21a, on-off valve flow path Q2 and second communication hole 21b described later) when hydrogen is introduced into the hydrogen tank 2 from the filling port 3. In addition, the supply channel (second communication hole 21b, on-off valve channel Q2 and first communication hole 21a described later) when hydrogen is led out from the hydrogen tank 2 to the fuel cell 1 is also used (shared). It has become.

  Further, the valve box 21 has a thread groove formed on the outer peripheral surface, and the thread groove and the thread groove formed in the opening 2c of the hydrogen tank 2 are screwed together, whereby the main stop valve 20 is It is attached to the hydrogen tank 2. The hydrogen tank 2 and the main stop valve 20 are joined to each other via a seal member (not shown) such as an O-ring so that hydrogen in the hydrogen tank 2 does not leak to the outside.

  Further, the opening / closing valve body 22 sits inside the valve box 21 to block the first communication hole 21a and the hydrogen tank 2, and the opening / closing valve body 22 leaves the first communication hole 21a. An on-off valve seat 21c that communicates with the hydrogen tank 2 is provided. The opening / closing valve seat 21c has, for example, a concave portion 21e formed in a ring shape in the circumferential direction so that a concave surface faces the lower side in the figure in the valve box 21, and the concave portion 21e is made of rubber or resin. The seal member 21f is fitted and configured. Thus, the communication between the first communication hole 21a and the hydrogen tank 2 is blocked by the peripheral edge of the tip (upper end in the figure) of the on-off valve body 22 coming into contact with the seal member 21f.

  The on-off valve body 22 operates as a main valve of the main stop valve 20, and is formed, for example, in a substantially T shape in cross-section, and the tip (upper part in the drawing) of the on-off valve body 22 is the first communicating hole 21a. It is larger than the opening diameter and can contact the seal member 21f. In the present embodiment, the upper surface of the on-off valve body 22 that faces the first communication hole 21a is a pressure receiving surface 22p that receives hydrogen pressure (gas pressure) during gas filling.

  The on-off valve body 22 is formed with a pilot passage 22b penetrating along the axis O direction at the center in the radial direction. Further, the base end (one end, the lower end in the drawing) of the on-off valve body 22 is configured to function as a pilot valve seat 22c of a pilot valve body 23 described later.

  The pilot valve body 23 is disposed so as to be coaxial O with the on-off valve body 22, and is disposed at a position facing the pilot passage 22 b formed in the on-off valve body 22. The pilot valve body 23 is made of an elastic material such as rubber or resin, and has a diameter larger than the diameter of the pilot passage 22b. As described above, since the on-off valve body 22 and the pilot valve body 23 are arranged coaxially with each other, the radial dimension of the main stop valve 20 can be shortened, and the opening 2c of the hydrogen tank 2 can be reduced. The diameter can be reduced.

  The solenoid 24 generates a driving force when the on-off valve main body 22 and the pilot valve body 23 are opened, and includes a plunger 24a, a fixed core 24b, an electromagnetic coil 24c, and the like.

  The plunger 24a is made of a magnetic material and has a substantially cylindrical shape extending in a rod shape in the direction of the axis O. A pilot valve body 23 is fitted into the tip (one end, upper end in the figure) of the plunger 24a. The plunger 24a is also arranged so as to be coaxial with the on-off valve body 22 and the pilot valve body 23.

  The fixed core 24b is made of a magnetic material and is fixed to the bottom of the accommodating portion 21s formed in the valve box 21. The fixed core 24b has a substantially concave shape and is disposed to face the base end (the lower end in the drawing) of the plunger 24a so as to be coaxial with the plunger 24a.

  The electromagnetic coil 24c is configured to be wound around a bobbin (not shown), and is disposed so as to surround the plunger 24a and the fixed core 24b.

  One end of the coil spring 25 is inserted into and supported by a recess at the base end (the other end) of the plunger 24a, and the other end is inserted into and supported by a recess at the fixed core 24b, and presses the plunger 24a to open and close it. The valve body 22 is biased in the direction of the on-off valve seat 21c. It should be noted that the spring force of the coil spring 25 is an on-off valve when the hydrogen tank 2 reaches a preset filling target pressure (the tank fluid pressure is preset) during hydrogen filling (gas filling). The main body 22 is set to be closed. The filling target pressure is, for example, a pressure at which the inside of the hydrogen tank 2 becomes full.

  The interlocking mechanism M interlocks the opening / closing valve body 22 and the plunger 24a with a predetermined play, and includes a support member 26a, an engagement pin 26b, and a connecting hole 24s formed in the plunger 24a. It is configured.

  The support member 26 a is formed in a substantially cylindrical shape extending in the direction of the axis O, and is fitted and fixed to the on-off valve body 22. A part (upper part in the figure) of the plunger 24a is inserted into the support member 26a, and a gas flow part Q1 that allows hydrogen to flow between the support member 26a and the plunger 24a is formed.

  The engagement pin 26b extends in a direction orthogonal to the direction of the axis O, and is inserted through and fixed to the lower part of the support member 26a. On the other hand, a connecting hole 24s through which the engaging pin 26b is inserted is formed through the plunger 24a at the height position of the engaging pin 26b. The connection hole 24s is formed with a width (height) that allows the engagement pin 26b to move inside, and a clearance (on the opening / closing valve body 22 side, pilot valve body 23 side) above the engagement pin 26b. Play) S is formed.

  In addition, an on-off valve channel Q2 through which hydrogen flows when the on-off valve body 22 is opened is formed between the valve box 21, the on-off valve body 22 and the support member 26a. The on-off valve channel Q2 flows so that hydrogen is introduced from the second communication hole 21b after hydrogen is introduced from the first communication hole 21a when hydrogen is charged, and from the second communication hole 21b when hydrogen is supplied. After hydrogen is introduced, it flows so that hydrogen is led out from the first communication hole 21a. Thus, the on-off valve flow path Q2 shares the flow path when filling with hydrogen and when supplying hydrogen. Therefore, when the on-off valve body 22 is opened during hydrogen filling, the high pressure in the hydrogen tank 2 is always applied to the primary pressure reducing valve 30.

Next, the operation of the main stop valve 20 will be briefly described.
When the hydrogen tank 2 is filled with hydrogen, the pressure receiving surface 22p of the on-off valve body 22 is pressed by the pressure on the filling port 3 side, the on-off valve body 22 is separated from the on-off valve seat 21c, and the on-off valve Hydrogen is filled into the hydrogen tank 2 via the flow path Q2. When the pressure in the hydrogen tank 2 reaches a predetermined pressure set in advance (for example, a target filling pressure, a pressure at which the hydrogen tank 2 is full), the on-off valve body 22 is piloted by the urging force of the coil spring 25. When pressed together with the body 23, the on-off valve body 22 is seated on the on-off valve valve seat 21c, and hydrogen filling is completed.

  On the other hand, when hydrogen is supplied from the hydrogen tank 2 toward the fuel cell 1, the solenoid 24 is excited when the pressure is almost equal between the inside of the hydrogen tank 2 and the outside (pipe a 4) immediately after gas filling is completed. Without opening the pilot valve body 23, the on-off valve body 22 is immediately separated from the on-off valve seat 21c, and the on-off valve body 22 is opened. When hydrogen is supplied from the hydrogen tank 2 to the fuel cell 1, hydrogen is prevented from flowing to the filling port 3 side by a check valve (not shown) provided in the filling port 3 and the pipe a2.

  Further, in the hydrogen tank 2, when the differential pressure between the inside and the outside (pipe a4) is very large, when the solenoid 24 is excited, the plunger 24a is sucked downward in the figure, and the pilot valve body 23 is moved to the pilot valve seat 22c. The pilot valve body 23 is first opened. At this time, since the differential pressure across the on-off valve body 22 is very large, the on-off valve body 22 will not open even if the solenoid 24 is excited. Hydrogen in the hydrogen tank 2 flows out of the hydrogen tank 2 through the second communication hole 21b, the gas flow part Q1, the pilot passage 22b, and the first communication hole 21a. Thereafter, when the pressure in the pipe a4 increases and the pressure inside and outside the hydrogen tank 2 becomes substantially equal, the plunger 24a is further sucked by the suction force of the solenoid 24, and the on-off valve body 22 is separated from the on-off valve seat 21c. Sit down.

FIG. 3 is a side sectional view showing an example of the primary pressure reducing valve.
The primary pressure-reducing valve 30 includes a pressure-reducing mechanism that depressurizes hydrogen and a shut-off mechanism that shuts off hydrogen by holding the valve body 32 in the closed position.

  That is, the primary pressure reducing valve 30 includes a housing 31, a valve body 32 that reciprocates in the housing 31 in a predetermined direction (vertical direction in FIG. 3), and a diaphragm 33. The inside of the housing 31 is partitioned into a primary pressure chamber R1 and a secondary pressure chamber R2 by a partition wall 31a. Hydrogen in the pipe a4 flows into the primary pressure chamber R1, and hydrogen in the secondary pressure chamber R2 flows out into the pipe a6.

  The partition wall 31a is formed with a communication port 31b that communicates the primary pressure chamber R1 and the secondary pressure chamber R2, and a valve rod 32b, which will be described later, of the valve body 32 is loosely inserted into the communication port 31b. . An annular valve seat 31c is formed on the primary pressure chamber R1 side of the partition wall 31a surrounding the communication port 31b.

  The valve body 32 includes a disc-shaped valve head 32a disposed in the primary pressure chamber R1, and a rod-shaped valve rod 32b extending from the center of the valve head 32a to the secondary pressure chamber R2. When the valve head 32a is seated on the valve seat 31c, the primary pressure reducing valve 30 is closed, and when the valve head 32a is separated from the valve seat 31c, the primary pressure reducing valve 30 is opened.

  The diaphragm 33 is provided so that the front side thereof faces the secondary pressure chamber R2, and an air chamber R3 that communicates with the atmosphere is formed on the back side (the side opposite to the partition wall 31a). The central portion of the diaphragm 33 is sandwiched between an adapter 33a and an adapter 33b, and the adapter 33b is connected to the tip of the valve rod 32b. Thereby, the diaphragm 33 and the valve body 32 operate | move integrally and operate | move in the up-down direction of FIG.

  Further, the primary pressure reducing valve 30 includes a compression coil spring 34 interposed between the diaphragm 33 (adapter 33a) and the housing 31 in the atmospheric chamber R3. The compression coil spring 34 biases the valve body 32 in the opening direction (downward direction in FIG. 3) via the adapter 33a and the adapter 33b.

  The primary pressure reducing valve 30 includes a plunger 35, a compression coil spring 36, and a solenoid 37. The plunger 35 is disposed on the back side of the valve head 32a (on the side opposite to the valve seat 31c) so as to be movable back and forth on the same axis as the valve stem 32b. The compression coil spring 36 is interposed between the plunger 35 and the housing 31 and urges the plunger 35 toward the valve body 32. The solenoid 37 is controlled to be turned ON (energized) / OFF (non-energized) by the control unit 50, thereby moving the plunger 35 forward and backward.

  The cutoff mechanism of the primary pressure reducing valve 30 will be described. When the solenoid 37 is turned off, the plunger 35 urged by the compression coil spring 36 comes into contact with the back surface of the valve head 32a, and the valve head 32a is seated on the valve seat 31c. When the valve head 32a is seated on the valve seat 31c in this way, the valve body 32 is held in the closed position, and hydrogen is shut off.

  The pressure reducing mechanism of the primary pressure reducing valve 30 will be described. The pressure reducing mechanism functions in a state (not shown) in which the solenoid 37 is turned on and the plunger 35 is separated from the valve head 32a.

  The pressure in the secondary pressure chamber R2 is high, the hydrogen in the secondary pressure chamber R2 biases the diaphragm 33 upward in FIG. 3, and the hydrogen in the primary pressure chamber R1 moves the valve body 32 upward in FIG. When the compression force of the compression coil spring 34 urges the diaphragm 33 downward in FIG. 3, the valve head 32 a is seated on the valve seat 31 c and the primary pressure reducing valve 30 is closed. It becomes a state.

  Hydrogen is consumed in the fuel cell 1, the pressure in the secondary pressure chamber R2 decreases, the hydrogen in the secondary pressure chamber R2 urges the diaphragm 33 upward in FIG. 3, and the primary pressure chamber R1. When the resultant force of the hydrogen biasing the valve body 32 upward in FIG. 3 is smaller than the force of the compression coil spring 34 biasing the diaphragm 33 downward in FIG. 3, the valve head 32a moves away from the valve seat 31c. The seat is separated and the primary pressure reducing valve 30 is opened. Thereafter, when hydrogen flows from the primary pressure chamber R1 into the secondary pressure chamber R2, and the pressure in the secondary pressure chamber R2 increases, the primary pressure reducing valve 30 is closed.

  Here, the pressure at which the valve body 32 is seated / separated, that is, the secondary pressure of the primary pressure reducing valve 30 is appropriately set by changing the spring force of the compression coil spring 34. The spring force of the compression coil spring 34 can be varied by changing the thickness, material, etc. of the wire constituting the compression coil spring 34.

  As described above, the primary pressure reducing valve 30 can be reduced in size by integrally configuring the pressure reducing mechanism and the blocking mechanism in the primary pressure reducing valve 30.

FIG. 4 is a flowchart showing the operation at the time of hydrogen filling.
In step S110, the control unit 50 determines whether or not the IG 53 is in an off state. When the IG 53 is in the off state (Yes), the control unit 50 proceeds to step S120, and when the IG 53 is not in the off state (No), the control unit 50 repeats the determination in step S110.

  Incidentally, when the control unit 50 detects that the IG 53 is in the OFF state, the control unit 50 closes the main stop valve 20 and stops the compressor 7. Thereby, supply of hydrogen and air to the fuel cell 1 is stopped, and power generation in the fuel cell 1 is stopped. Further, if the energization of the solenoid 24c is cut off, the main stop valve 20 is closed regardless of the control of the control unit 50.

  In step S120, the control unit 50 determines whether or not the filling nozzle 203 is connected. That is, it is determined whether the fuel lid opener switch 54 is operated, the fuel lid 14 is opened, and the filling nozzle 203 of the hydrogen supply station 200 is connected to the filling port 3 of the fuel cell vehicle 100A. The fact that the filling nozzle 203 is connected to the filling port 3 means that the communication connector 204 is connected to the connector receiving portion 4 at the same time as the filling nozzle 203 is connected, and communication is possible between the fuel cell vehicle 100A and the hydrogen supply station 200. Judgment can be made by entering the correct state.

  In step S120, when it is determined that the filling nozzle 203 is connected (Yes), the control unit 50 proceeds to step S130, and when it is determined that the filling nozzle 203 is not connected (No), step S120. Repeat the determination.

  In step S130, the control unit 50 starts filling by transmitting a filling start signal. That is, the control unit 50 reads information including the hydrogen pressure and / or hydrogen temperature in the hydrogen tank 2 from a storage unit (not shown), and transmits the information to the dispenser 202 via the connector receiving unit 4 and the communication connector 204.

  When hydrogen is supplied from the filling nozzle 203, the main stop valve 20 is opened by the hydrogen filling pressure, and hydrogen is connected to the pipe a2, the introduction path 20a, the first communication hole 21a, the on-off valve flow path Q2, and the second communication hole. The hydrogen tank 2 is filled through 21b.

  In step S140, the control unit 50 determines whether or not the detection value P2 detected by the pressure sensor 52 exceeds a predetermined value. Incidentally, in the present embodiment, since the replenishment flow path and the supply flow path are combined, the main stop valve 20 must be opened at the time of hydrogen filling, and the pressure in the hydrogen tank 2 is led out. It acts on the primary pressure reducing valve 30 through 20b and the pipe a4. Therefore, when there is a malfunction in the shutoff mechanism of the primary pressure reducing valve 30 (when a cutoff failure has occurred), high-pressure hydrogen is introduced from the pipe a4 to the pipe a6 via the primary pressure reducing valve 30. . The defective deadline is, for example, a case where a malfunction occurs in the compression coil spring 36 and the valve body 32 is separated from the valve seat 31c when the solenoid 37 is not energized. Therefore, when the cutoff failure occurs in this way, the detection value P2 of the pressure sensor 52 provided in the pipe a6 increases.

  As shown in FIG. 5, the predetermined value is higher than the normal pressure region in the pipe a6 (intermediate pressure line, second supply path) and the pressure at which the relief valve 41 is opened (failure setting of the relief valve 41). The pressure is set lower than the value (not shown).

  In step S140, when the control unit 50 determines that the detection value P2 of the pressure sensor 52 exceeds the predetermined value (Yes), the control unit 50 proceeds to step S150 and determines that the detection value P2 does not exceed the predetermined value (No ), The process proceeds to step S170.

  In step S150, the control unit 50 transmits a filling stop signal to the dispenser 202 to stop filling. For example, as shown in FIG. 5, after filling starts at time t0, detection value P2 (thick solid line in FIG. 5) rises with hydrogen filling, exceeds the intermediate pressure line, and exceeds a predetermined value at time t1. When this happens, a filling stop signal is sent.

  As a result, the increase in the detection value P2 is stopped, and the pressure of the pipe a6 can be prevented from exceeding the opening setting pressure (failure setting value) of the relief valve 41. Therefore, it is possible to prevent hydrogen from continuously leaking through the relief valve 41.

  After the filling is stopped, in step S160, the control unit 50 alerts the driver, for example, by turning on a warning lamp (not shown). In addition, you may warn a filling operator and a driver | operator with an audio | voice together with the warning by a warning lamp.

  In step S170, the control unit 50 determines whether or not filling is completed. The filling amount and filling pressure in the hydrogen tank 2 are calculated based on the pressure and temperature in the hydrogen tank 2, the filling flow rate and filling time of hydrogen supplied from the dispenser 202, and the calculated filling amount is filled. When the control unit 50 receives from the dispenser 202 a filling completion signal indicating that the pressure in the hydrogen tank 2 has reached an allowable pressure in the hydrogen tank 2 (for example, 35 MPa, 70 MPa), it is determined that filling has been completed.

  In step S170, when it is determined that the hydrogen filling is not completed (No), the control unit 50 returns to step S140, and when it is determined that the hydrogen filling is completed (Yes), the hydrogen filling is performed. End the process.

  As described above, according to the fuel cell vehicle 100A of the present embodiment, the primary pressure reducing valve 30 (regulator with a cutoff mechanism) is provided, and the hydrogen supply station 200 (external device) is connected to the hydrogen tank 2 (reservoir). During supply (filling) of hydrogen (fuel gas), the detected value P2 of the pressure sensor 52 (second supply path pressure sensor) is a normal pressure region in the pipe a6 (second supply path, medium pressure line) (see FIG. 5). ), A process for stopping the supply of hydrogen by the hydrogen supply station 200 is executed. Therefore, even if a cutoff failure has occurred in the primary pressure reducing valve 30, the relief valve 41 The hydrogen filling can be stopped before the valve is opened, and the relief valve 41 can be opened to prevent the hydrogen from continuously leaking out of the vehicle (outside). In this way, it is possible to prevent problems in the fuel cell vehicle 100A during hydrogen filling.

  In the fuel cell vehicle 100A, the hydrogen supply path from the hydrogen tank 2 to the fuel cell 1 and the hydrogen replenishment path from the filling port 3 to the hydrogen tank 2 are combined. Since it is configured to pass through a common path (open / close valve flow path Q2) at the time of supply, it is necessary to open the main stop valve 20 of the hydrogen tank 2 when filling with hydrogen. A high pressure is applied, so that a cutoff failure of the primary pressure reducing valve 30 can be easily determined. Therefore, it becomes easy to prevent problems in the fuel cell vehicle 100A during hydrogen filling.

  FIG. 6 is another flowchart showing the operation of the fuel cell vehicle. In addition, about the process same as FIG. 4, the same step code | symbol is attached | subjected and the overlapping description is abbreviate | omitted.

  That is, in step S135, the control unit 50 determines whether or not the detection value P1 of the pressure sensor 51 is in the normal pressure region (normal pressure). Here, the normal pressure range is a pressure range that is normally used in the pipe a4 (high-pressure line, first supply path) when the fuel cell 1 generates power (when the fuel cell vehicle 100A travels). For example, a pressure equivalent to that in the hydrogen tank 2 acts.

  In step S135, when it is determined that the detected value P1 is the normal pressure region of the high pressure line (Yes), the control unit 50 proceeds to step S140 and determines that the detected value P1 is not the normal pressure region of the high pressure line. In the case (No), the process proceeds to step S150. Incidentally, the case where the detected value P1 is not in the normal pressure region of the high pressure line (S135, No) is, for example, the case where the main stop valve 20 does not open.

  In step S140, when it is determined that the detected value P2 exceeds the predetermined value (Yes), the control unit 50 proceeds to step S150, and when it is determined that the detected value P2 is equal to or smaller than the predetermined value (No). The process proceeds to step S170.

  According to the embodiment shown in FIG. 6, when the detected value P1 is the normal pressure region of the high pressure line (S135, Yes) and the detected value P2 exceeds the predetermined value (S140, Yes), 1 The charging can be stopped by determining that the next pressure reducing valve 30 (regulator with a cutoff mechanism) has failed (problem has occurred). Thus, since it can be determined reliably that the primary pressure reducing valve 30 has failed, the subsequent maintenance work is facilitated.

FIG. 7 is an overall configuration diagram showing a modification of the fuel cell vehicle.
The fuel cell vehicle 100B includes a hydrogen tank 2 to which a main stop valve 20A is attached. About the other structure except the main stop valve 20A, the same code | symbol is attached | subjected and the overlapping description is abbreviate | omitted.

  The main stop valve 20A includes a flow path during hydrogen filling (supply path) and a flow path during hydrogen supply (supply path) as separate flow paths, and a check valve 27 is connected to the pipe a2 side. A shutoff valve 28 is connected to the pipe a4 side.

  The check valve 27 has a valve structure in which hydrogen supplied via the filling port 3 flows in one direction toward the hydrogen tank 2. The shut-off valve 28 is, for example, an electromagnetically operated type, and is opened by a command from the control unit 50. Accordingly, the shutoff valve 28 is off (non-energized state) when hydrogen is charged, and is on (energized state) when hydrogen is supplied.

  Also in such a fuel cell vehicle 100B, when a cutoff failure has occurred in both the shutoff valve 28 and the primary pressure reducing valve 30 during hydrogen filling, the check valve 27 is supplied from the hydrogen supply station 200 (external device). The hydrogen filled in the hydrogen tank 2 through the pipe acts as a high pressure on the pipe a6 (secondary supply path, medium pressure line) via the pipe a4 (primary supply path, high pressure line) and the primary pressure reducing valve 30. Will do.

  Therefore, even in the case of the embodiment shown in FIG. 7, by applying the control shown in FIG. 4, the relief valve 41 can be prevented from opening even if the pressure in the pipe a <b> 6 rises during hydrogen filling. This makes it possible to prevent problems on the fuel cell vehicle 100B side during hydrogen filling.

  In addition, this invention is not limited to above-described embodiment, In the range which does not deviate from the main point of this invention, it can change suitably. For example, in this embodiment, although the case where the single hydrogen tank 2 (storage part) was provided was demonstrated, the structure provided with the some hydrogen tank 2 may be sufficient.

1 Fuel cell (fuel use body)
2 Hydrogen tank (storage part)
3 Filling port 4 Connector receiving portion 20, 20A Main stop valve 21a First communication hole (replenishment route, supply route)
21b Second communication hole (replenishment route, supply route)
30 Primary pressure reducing valve (Regulator with cutoff mechanism)
40 Medium Pressure Device 41 Relief Valve 42 Secondary Pressure Reduction Valve 50 Control Unit 51 Pressure Sensor (First Supply Path Pressure Sensor)
52 Pressure sensor (second supply path pressure sensor)
100A, 100B Fuel cell vehicle 200 Hydrogen supply station (external device)
201 Hydrogen storage tank 202 Dispenser 203 Filling nozzle 204 Communication connector a4 Piping (first supply path)
a6 Piping (second supply route)
Q2 On-off valve flow path (replenishment route, supply route)

Claims (3)

A fuel user using fuel gas;
A storage section for storing the fuel gas;
A filling port which is a connection port for sending fuel gas from an external device to the storage unit;
A first supply path for directing fuel gas from the reservoir to the fuel utilization body;
A regulator with a cutoff mechanism for depressurizing the fuel gas in the first supply path;
A second supply path for directing the fuel gas decompressed by the regulator with a cutoff mechanism toward the fuel utilization body;
A second supply path pressure sensor for detecting the pressure of the second supply path;
A control unit for controlling the external device,
While the fuel gas is being supplied from the external device to the storage unit, the control unit sets a predetermined value that is set to a value detected by the second supply path pressure sensor that is higher than a normal pressure region in the second supply path. When it exceeds, the fuel utilization system which performs the process which stops supply of the fuel gas by the said external device is performed. A first supply path pressure sensor for detecting the pressure of the first supply path;
During the supply of fuel gas from the external device to the storage unit, the control unit detects a value detected by the first supply path pressure sensor in the normal pressure region of the first supply path, and the second supply path When the detected value of the pressure sensor exceeds a predetermined value set higher than the normal pressure region of the second supply path, it is determined that a malfunction has occurred in the regulator with a cutoff mechanism, and the fuel from the external device The fuel utilization system according to claim 1, wherein a process for stopping the supply of gas is executed.   The said 1st supply path serves as both the supply path which goes to the said fuel utilization body from the said storage part, and the replenishment path | route which goes to the said storage part from the said filling port, The Claim 1 or Claim 2 characterized by the above-mentioned. The fuel utilization system described.

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