JP2017157283A - Tank shut-off valve control method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce current required to open a plurality of tank shut-off valve.SOLUTION: A fuel cell system comprises: a fuel cell; an n-number of fuel tanks; a confluent passage connected to a fuel cell; an n-number of branch passages branching from the confluent passage and connected to respective fuel tanks; an n-number of shut-off valves that shut off release of fuel from a corresponding fuel tank to the fuel cell; and a control device that controls opening/closing of the n-number of tank shut-off valves. In the fuel cell system, each tank shut-off valve is able to open the valve with force corresponding to current that becomes smaller as the difference between the upstream pressure and downstream pressure becomes smaller. When supply of fuel to the fuel cell is started, the control device opens a first tank shut-off valve by supplying first current required to open the first tank shut-off valve from a state in which the n-number of tank shut-off valves are all closed. After opening the first tank shut-off valve, the control device opens an n-th tank shut-off valve from the second tank shut-off valve by supplying current smaller than the first current.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a tank shutoff valve control method for controlling the opening and closing of a tank shutoff valve that shuts off the release of fuel from a fuel tank in a fuel cell system.

  As a conventional fuel cell system, Patent Document 1 includes a plurality of fuel tanks connected in parallel to the fuel cell, and a plurality of tank shut-off valves that shut off fuel released for each fuel tank. When fuel is supplied to the battery, a configuration is disclosed in which all the shutoff valves are opened simultaneously.

JP 2008-128459 A

  A solenoid valve that is generally used as a tank shut-off valve maintains the current value of the energization current (also called “starting (starting) current” or “rush current”) required to open the valve and the open state. Therefore, the current value of the energization current required for this (referred to as “holding current”) is different. The starting current may be several times to 10 times or more the holding current depending on the type of solenoid valve, the usage environment, or the like. Therefore, when all the tank shut-off valves are opened at the same time, there is a problem that a large amount of electric power is required due to the occurrence of start-up currents of a plurality of tank shut-off valves. This problem becomes more prominent as the number of fuel tanks increases.

  SUMMARY An advantage of some aspects of the invention is to solve at least a part of the problems described above, and the invention can be implemented as the following forms.

(1) According to one aspect of the present invention, a fuel cell, n fuel tanks (n is an integer of 2 or more), a collecting channel connected to the fuel cell, and a branch from the collecting channel N branch passages connected to each fuel tank, n tank shutoff valves interposed in each branch passage and shutting off the release of fuel from the corresponding fuel tank to the fuel cell, And a control device that controls opening and closing of the n tank shut-off valves. A tank shut-off valve control method executed by the control device is provided. The tank shut-off valve can be opened with a force corresponding to a smaller current as the differential pressure between the upstream side and the downstream side is smaller. In this tank shut-off valve control method, when the supply of fuel to the fuel cell is started, the first tank shut-off valve is changed from the state where all the n tank shut-off valves are closed to the first tank shut-off valve. A step of opening the first tank shut-off valve by applying a first current required to open the valve, and a second to n-th tank shut-off valve after opening the first tank shut-off valve, respectively. And opening the valve by applying a current smaller than the current of
A relatively large current is required to open one or more tank shut-off valves when all n tank shut-off valves are closed, and a relatively small current is required to open another tank shut-off valve thereafter. The valve can be opened.
According to this tank shut-off valve control method, only the first tank shut-off valve is opened by energizing the first current required to open the first tank shut-off valve from the fully closed state. In order to open the n tank shut-off valves, it is possible to prevent the first currents from overlapping each other. In addition, since the second to nth tank shut-off valves are opened by applying a current smaller than the first current after the first tank shut-off valve is opened, the second to nth tank shut-off valves are opened. The current required to open the tank shut-off valve can be reduced. Therefore, it is possible to reduce the electric power required for valve opening compared with the case where n tank shut-off valves are simultaneously opened.

  The present invention can be realized in various forms. For example, the present invention can be realized in various forms such as a tank shutoff control method, a tank shutoff control device, a fuel cell system, and a fuel cell system control method.

It is the schematic which shows the structure of the fuel cell system as one Embodiment of this invention. It is a flowchart which shows the procedure of the valve opening control of the tank cutoff valve of 1st Embodiment performed in a tank control part. It is a time chart which shows the mode of the valve opening control of the tank cutoff valve of 1st Embodiment. It is a flowchart which shows the procedure of the valve opening control of the tank cutoff valve of 2nd Embodiment performed in a tank control part. It is a flowchart which shows the procedure of the valve opening instruction | command performed in a system control part. It is a time chart which shows the mode of the valve opening control of the tank cutoff valve-SVn of 2nd Embodiment.

A. Configuration of fuel cell system:
FIG. 1 is a schematic diagram showing a configuration of a fuel cell system 10 as an embodiment of the present invention. The fuel cell system 10 can be applied to various mobile bodies such as vehicles (also referred to as “fuel cell vehicles”) and various devices such as stationary power sources.

  The fuel cell system 10 includes a fuel cell (FC) 20, a fuel gas supply system 30, an oxidizing gas supply system 40, a load device 50, a system control unit 60, and a tank control unit 70. .

  The fuel cell 20 is a solid polymer fuel that generates electric power by receiving supply of hydrogen as a fuel gas (also referred to as “anode gas”) and air (strictly oxygen) as an oxidizing gas (also referred to as “cathode gas”). It is a battery. The fuel cell 20 has a stack structure in which a plurality of single cells 21 are stacked. In the fuel cell 20, a manifold for a reaction gas (fuel gas and oxidizing gas) and a refrigerant is formed as a through hole along the stacking direction, but the illustration is omitted.

  Although not shown, the unit cell 21 basically has a configuration in which a membrane-electrode assembly (MEA) as a power generator is sandwiched between separators. The MEA includes a polymer electrolyte membrane made of an ion exchange membrane (also simply called “electrolyte membrane”), an anode made of a catalyst layer and a gas diffusion layer formed on the anode side of the electrolyte membrane, and an electrolyte membrane. And a cathode composed of a catalyst layer and a gas diffusion layer formed on the surface on the cathode side. Further, a groove-like gas flow path for flowing an anode gas or a cathode gas is formed on the surface in contact with the separator and the gas diffusion layer. However, a gas flow path portion may be separately provided between the separator and the gas diffusion layer.

  The fuel gas supply system 30 connected n (n is an integer of 2 or more) fuel tanks Tg1 to Tgn, and the fuel tanks Tg1 to Tgn and an inlet of a fuel gas supply manifold (not shown) of the fuel cell 20. And a fuel gas flow path 31. The fuel gas flow path 31 includes a collective flow path CP connected to the fuel cell 20 and branch flow paths BP1 to BPn branched from the collective flow path CP into n crotches and connected to the fuel tanks Tg1 to Tgn. doing. In the collective flow path CP, for example, an injector 33 for adjusting the flow rate of the fuel gas supplied to the fuel cell 20 and a regulator 32 as a pressure reducing valve for adjusting the pressure of the fuel gas on the upstream side of the injector 33 are provided. The branch flow paths BP1 to BPn are arranged in parallel to the fuel cell 20 and are connected to corresponding fuel tanks Tg1 to Tgn. Corresponding tank cutoff valves SV1 to SVn are interposed in the branch flow paths BP1 to BPn. As the tank shut-off valves SV1 to SVn, electrically driven valves that can be opened with a force corresponding to a small current can be used as the differential pressure between the upstream side (fuel tank side) and the downstream side (fuel cell side) decreases. . Specifically, an electromagnetic valve, more specifically, an electromagnetic valve that is opened by an electromagnetic force by energization, a so-called normally closed electromagnetic valve can be used. The fuel gas pressure adjustment by the regulator 32 and the fuel gas flow rate adjustment by the injector 33 are controlled by a system control unit 60 described later. Opening and closing of the tank shut-off valves SV1 to SVn is controlled by a tank control unit 70 described later. The tank control unit 70 corresponds to a “control device”.

  A fuel exhaust gas discharge passage 35 is provided at the outlet of a fuel gas discharge manifold (not shown) of the fuel cell 20. The fuel exhaust gas discharge passage 35 discharges fuel exhaust gas (also referred to as “anode off-gas”) including unreacted gas (hydrogen, nitrogen, etc.) and drainage discharged from the anode of the fuel cell 20 without being used for power generation reaction. Do. In addition, you may make it have a circulation system which has a gas-liquid separation part, a circulation flow path, the pump for circulation, a drainage flow path, a drainage valve etc., and circulates unreacted gas.

  The oxidizing gas supply system 40 includes an oxidizing gas passage 41, an air flow meter 42, and an air compressor 43. The oxidizing gas channel 41 is a channel connected to the inlet of the oxidizing gas supply manifold of the fuel cell 20.

  The air compressor 43 is connected to the fuel cell 20 via the oxidizing gas passage 41. The air compressor 43 supplies air compressed by taking in outside air to the fuel cell 20 as an oxidizing gas. The air flow meter 42 measures the amount of outside air taken in by the air compressor 43 on the upstream side of the air compressor 43 and transmits it to the system control unit 60. The supply amount of the oxidizing gas to the fuel cell 20 is controlled by the system control unit 60 based on the measured value of the air flow meter 42.

  An oxidizing exhaust gas channel 45 is provided at the outlet of the oxidizing gas discharge manifold (not shown) of the fuel cell 20. The oxidation exhaust gas passage 45 discharges unreacted gas (oxygen, nitrogen, etc.) discharged from the cathode of the fuel cell 20 without being used for the power generation reaction, and oxidation exhaust gas (also referred to as “cathode off-gas”) including waste water. . The oxidation exhaust gas channel 45 is provided with a pressure regulating valve (not shown) for adjusting the pressure of the oxidation exhaust gas (back pressure on the cathode side of the fuel cell 20) in the oxidation exhaust gas channel 45, and the system control unit 60 Thus, the pressure of the oxidation exhaust gas is adjusted by controlling the opening degree of the pressure regulating valve.

  Although not shown, a refrigerant circulation channel, a radiator interposed between the refrigerant circulation channel and the refrigerant are provided between the inlet of the refrigerant supply manifold of the fuel cell 20 and the outlet of the refrigerant discharge manifold. A cooling system for circulating a refrigerant for cooling the fuel cell 20 by a circulation pump is provided.

  A load device 50 corresponding to a device to which the fuel cell system 10 is applied is connected to an output terminal of the fuel cell 20, and power generated by the fuel cell 20 is consumed by the load device 50. For example, in the case of a fuel cell vehicle, a drive motor that drives wheels, a drive circuit for the drive motor, and the like are connected as the load device 50.

  The system control unit 60 controls the power generation operation of the fuel cell 20. Specifically, the supply amount of the fuel gas by the regulator 32 and the injector 33 of the fuel gas supply system 30 is controlled, the supply amount of the oxidizing gas by the air compressor 43 of the oxidizing gas supply system 40 is controlled, and the load device The power generation of the fuel cell 20 is controlled by controlling the operation of 50. The tank control unit 70 controls the opening and closing of the tank shut-off valves SV1 to SVn in accordance with instructions from the system control unit 60. Specifically, when the reaction gas is supplied to the fuel cell 20 by the system control unit 60 or the power generation by the fuel cell 20 is started, the tank control unit 70 starts to supply the fuel gas from the fuel tanks Tg1 to Tgn. Therefore, in accordance with an instruction from the system control unit 60, tank shut-off valve control described later is executed to control the opening of the tank shut-off valves SV1 to SVn. Below, control of the tank cutoff valves SV1-SVn which the tank control part 70 performs is demonstrated.

B. Tank shutoff valve opening control of the first embodiment:
FIG. 2 is a flowchart showing a procedure of valve opening control of the tank shut-off valves SV1 to SVn of the first embodiment executed in the tank control unit 70.

  In step S102, the tank control unit 70 stands by until there is a valve opening command for the tank cutoff valves SV1 to SVn from the system control unit 60. When the valve opening command is received, in step S104, the tank control unit 70 sets the first tank cutoff valve SV1. The starting current Ioc is energized to open the first tank shut-off valve SV1. The starting current Ioc is the maximum pressure difference allowed as the pressure difference between the pressure on the upstream side (also referred to as “primary side”) and the pressure on the downstream side (also referred to as “secondary side”). Is a current required to open the tank shutoff valve, and is preferably set to a value obtained by adding a margin to the specification value. In this way, the first tank cutoff valve SV1 can be reliably opened from the state where all the n tank cutoff valves SV1 to SVn are closed.

  In step S106, the tank control unit 70 waits until the first tank shut-off valve SV1 is opened after the valve opening time toc has elapsed from the start of valve opening due to the energization of the starting current Ioc, and in step S108. , By applying a holding current Ihc to the 1st to nth tank shutoff valves SV1 to SVn, the first tank shutoff valve SV1 is held open, and the 2nd to nth tank shutoff valves SV2 to SVn are Open the valve. The opening time toc of the first tank shut-off valve SV1 is a specification of the response time required for the tank shut-off valve to be opened by energizing the specification value of the starting current under the above-mentioned allowable maximum pressure difference. The time is preferably set to a value obtained by adding a margin αo to the value treso. The holding current Ihc is a current required to hold the valve open state, and is preferably set to a value obtained by adding a margin to the specification value. The specification value of the holding current is a small value of 1/3 to 1/10 or less of the specification value of the starting current. Note that the holding current Ihc is not limited to this, and can be set to any value within a current range that is equal to or larger than the holding current specification value and smaller than the starting current Ioc. Alternatively, in step S108, the current value may be decreased to the holding current Ihc after energizing the tank shut-off valves SV1 to SVn with a current that is larger than the holding current Ihc and smaller than the starting current Ioc.

  Here, when the first tank shut-off valve SV1 is opened, the fuel gas is released from the first fuel tank Tg1, and the pressure downstream of the first tank shut-off valve SV1, that is, the branch flow paths BP1 to BP1. The pressure of the BPn and the upstream collecting passage CP of the regulator 32 is substantially equal to the pressure of the upstream side of the first tank cutoff valve SV1. In this case, the respective downstream pressures of the 2 to n-th tank shut-off valves SV2 to SVn are substantially equal to the respective upstream pressures, as in the case of the open state. For this reason, the 2nd to n-th tank cutoff valves SV2 to SVn can be opened by energizing a current smaller than the starting current Ioc as an energization current. Note that when the pressure on the upstream side and the pressure on the downstream side of the tank shut-off valve are approximately equal, the pressure drop that occurs depending on the pressure drop in the tank shut-off valve, the pressure drop in the branch flow path, the pressure difference between the fuel tanks, etc. It is a state including.

  Then, the tank control unit 70 stands by until all the tank shut-off valves SV1 to SVn are opened in step S110, and permits the system control unit 60 to consume fuel gas in step S112. The determination of the valve opening state can be made based on whether or not the valve opening time thc has elapsed from the time of opening of the valve due to energization. The valve opening time thc is the time until the tank shut-off valve is opened by energization in a state where the pressure on the upstream side and the pressure on the downstream side of the tank shut-off valve are substantially equal (a condition including a minimum allowable pressure difference). It is preferable to set a time obtained by adding a margin αh to a required response time specification value tresh. Instead of the valve opening time thc, the valve opening time toc by energizing the starting current Ioc may be used.

  The system controller 60 permitted to consume the fuel gas controls the regulator 32 and the injector 33 to control the supply of the fuel gas, and evenly consumes the fuel tanks stored in the fuel tanks Tg1 to Tgn. It can be carried out. Further, the operation of the load device 50 can be controlled, and the power generation by the fuel cell 20 can be started.

  FIG. 3 is a time chart showing the state of valve opening control of the tank cutoff valves SV1 to SVn of the first embodiment. As shown in FIG. 3 (a), when there is a valve opening command at time t1, as shown in FIGS. 3 (c1) to 3 (cn), only the energizing current Isv1 of the first tank shut-off valve SV1 is activated. The current is Ioc. As a result, as shown in FIGS. 3 (b1) to 3 (bn), only the first tank shut-off valve SV1 is opened between the valve opening start time t1 and the time t2 when the valve opening time toc elapses. It becomes a valve state. At time t2, as shown in FIG. 3 (c1), the energization current Isv1 of the first tank shut-off valve SV1 is changed from the starting current Ioc to the holding current Ihc, and as shown in FIG. 3 (b1). The open state of the first tank shut-off valve SV1 is maintained. At time t2, as shown in FIGS. 3 (c2) to 3 (cn), the energizing currents Isv2 to Isvn of the 2nd to nth tank shut-off valves SV2 to SVn are changed from 0 to the holding current Ihc, As shown in FIGS. 3 (b2) to 3 (bn), the 2nd to nth tank shut-off valves SV2 to SVn are opened. Further, as shown in FIG. 3E, fuel gas consumption is permitted at time t3 when the valve opening time thc has elapsed from time t2.

  In the valve opening control of the first embodiment described above, the first tank shut-off valve SV1 is opened by energizing the starting current Ioc, and then the second to n-th tank shut-off valves SV2 to SVn are held smaller than the starting current Ioc. The valve is opened by energizing Ihc. As a result, it is possible to prevent the start current Ioc from overlapping when the n tank cutoff valves SV1 to SVn are simultaneously opened. Further, as shown in FIG. 3D, the current consumed to open the tank cutoff valves SV1 to SVn (sum of energization currents ΣIsv) is the time when the first tank cutoff valve SV1 is opened. The starting current Ioc can be set between t1 and t2, and the holding current Ihc can be set to n times at the times t2 to t3 when the second to nth tank cutoff valves SV2 to SVn are opened. Thereby, compared with the case where n tank shut-off valves SV1-SVn are opened simultaneously, it is possible to reduce the electric power required for valve opening. In addition, it is possible to suppress restrictions on the size, weight, cost, and the like of a circuit (not shown) and connection wiring for energizing the tank cutoff valves SV1 to SVn with the starting current Ioc and the holding current Ihc.

  Further, since all the n fuel tanks Tg1 to Tgn are opened so that the fuel gas stored in each of them is evenly consumed, the pressure between the fuel tanks Tg1 to Tgn is almost the same, and each tank is shut off. Since the pressure on the downstream side (secondary side) of the valves SV1 and SV2 is substantially the same pressure, the pressure on the upstream side (primary side) and the pressure on the downstream side (secondary side) of each tank cutoff valve SV1 to SVn It becomes substantially the same pressure, and mechanical stress applied to the tank shut-off valves SV1 to SVn can be reduced.

  The starting current Ioc required for opening the first tank shut-off valve SV1 corresponds to the “first current”, and the holding current Ihc required for opening the second to n-th tank shut-off valves SV2 to SVn is “the first current”. 2 ".

C. Tank shutoff valve opening control of the second embodiment:
FIG. 4A is a flowchart showing a procedure of valve opening control of the tank shutoff valves SV1 to SVn of the second embodiment executed in the tank control unit 70.

  In step S142, the tank control unit 70 sets the object number “i” indicating the tank shutoff valve to be opened to the initial value “0”. And the tank control part 70 adds "1" to the object number i in step S144.

  Next, in step S146, the tank control unit 70 stands by until there is a valve opening command for the i-th tank cutoff valve SVi from the system control unit 60.

  FIG. 4B is a flowchart showing a procedure of a valve opening command executed in the system control unit 60. In step S162, the system control unit 60 sets the object number “i” indicating the tank shutoff valve to be opened to the initial value “0”. And the tank control part 70 adds "1" to the object number i in step S164.

  Next, the system control unit 60 generates a valve opening command for the i-th tank shut-off valve SVi in step S166, and waits until the i-th tank shut-off valve SVi is opened in step S168. The determination of the valve opening state can be made based on whether or not the valve opening time toc has elapsed since the valve opening start time by energization of the starting current Ioc described in the first embodiment.

  Then, the system control unit 60 repeatedly executes a valve opening command (step S166) from the first tank cutoff valve SV1 to the nth tank cutoff valve SVn.

  As described above, the system control unit 60 generates the next tank shut-off valve opening command every time the previous tank shut-off valve is opened, so that the n-th tank from the first tank shut-off valve SV1 is generated. The valve opening command to the shut-off valve SVn is generated in order.

  When the tank control unit 70 receives a command to open the i-th tank shut-off valve SVi, in step S148 of FIG. 4A, the tank control unit 70 energizes the i-th tank shut-off valve SVi with the starting current Ioc and supplies the i-th tank shut-off valve SVi. Open the valve. Then, in step S150, the tank control unit 70 waits until the valve opening time toc elapses from the start of valve opening due to the energization of the starting current Ioc and the i-th tank shut-off valve SVi is opened, and in step S152. The energization current of the i-th tank shut-off valve SVi is changed from the starting current Ioc to the holding current Ihc, and the open state of the i-th tank shut-off valve SVi is held.

  Then, the tank control unit 70 repeatedly performs the opening and holding (steps S148 to S152) from the first tank cutoff valve SV1 to the nth tank cutoff valve SVn. Thereafter, the tank control unit 70 waits until all the tank shut-off valves SV1 to SVn are determined to be opened in step S156, and permits the system control unit 60 to consume fuel gas in step S158. . The determination of the open state of all tank shut-off valves takes into account the response time toh of the change from the starting current Ioc to the holding current Ihc, and the response time from the start time of the change in the energization current of the nth tank shut-off valve SVn It can be determined by whether or not toh has passed. Note that, similarly to step S150, the determination may be made based on whether or not the valve opening time toc has elapsed from the time when the nth tank shut-off valve SVn is opened by energization of the starting current Ioc. In this case, since the process waits until the valve is already opened in step S150, the process in step S156 confirms that all the tank shut-off valves are opened. Therefore, the process of step S156 is not necessarily required and can be omitted.

  FIG. 5 is a time chart showing a state of valve opening control of the tank shut-off valves SV1 to SVn of the second embodiment. As shown in FIG. 5 (a1), when a valve opening command for the first tank shut-off valve SV1 is generated at time t11, the energization current of the first tank shut-off valve SV1 is shown in FIG. 5 (c1). Isv1 is set as the starting current Ioc. As a result, as shown in FIG. 5 (b1), the first tank shut-off valve SV1 is opened between the valve opening start time t11 and the time t12 when the valve opening time toc elapses. At time t12, as shown in FIG. 5 (c1), the energizing current Isv1 of the first tank shut-off valve SV1 is changed from the starting current Ioc to the holding current Ihc, and as shown in FIG. 5 (b1). While the first tank shut-off valve SV1 is kept open, a command to open the second tank shut-off valve SV2 is generated as shown in FIG. 5 (a2). When the opening command for the second tank shut-off valve SV2 is generated, the energization current ISV2 of the second tank shut-off valve SV2 is changed as shown in FIG. 5 (c2) as in the case of the first tank shut-off valve SV1. The starting current is Ioc. As a result, as shown in FIG. 5 (b2), the second tank shutoff valve SV2 is opened between the valve opening start time t12 and the time t13 when the valve opening time toc elapses. At time t13, as shown in FIG. 5 (c2), the energization current Isv2 of the second tank cutoff valve SV2 is changed from the starting current Ioc to the holding current Ihc, and as shown in FIG. 5 (b2). While the open state of the second tank shut-off valve SV2 is maintained, as shown in FIG. 5 (a3), a valve open command for the third tank shut-off valve SV3 is generated. Thereafter, similarly, as shown in FIG. 5 (a3) to FIG. 5 (an), the opening instructions for the third to nth tank shut-off valves SV3 to SVn are sequentially generated, and FIG. 5 (c3) to FIG. As shown in FIG. 5 (b3) to FIG. 5 (bn), the energization currents Isv1 to Isvn are changed to the starting current Ioc and changed from the starting current Ioc to the holding current Ihc. The third to nth tank shut-off valves SV3 to SVn are sequentially opened. Then, as shown in FIG. 5 (e), fuel gas consumption is permitted at time t21 when the response time toh for changing the energization current has elapsed from time tn + 1 when the nth tank cutoff valve SVn is opened.

  In the valve opening control of the second embodiment, one valve opening by energizing the starting current Ioc and holding of the opened state by the holding current Ihc are performed from the first tank cutoff valve SV1 to the nth tank cutoff valve SVn. It is done in order. As a result, it is possible to prevent the start current Ioc from overlapping when the n tank cutoff valves SV1 to SVn are simultaneously opened. Further, as shown in FIG. 5 (d), the current consumed to open the tank shut-off valves SV1 to SVn (sum of energization currents ΣIsv) is maintained at (n−1) times the starting current Ioc at the maximum. The sum of the currents Ihc can be obtained. Therefore, it is possible to reduce the electric power required for valve opening compared with the case where n tank shut-off valves SV1 to SVn are simultaneously opened. In addition, it is possible to suppress restrictions on the size, weight, cost, and the like of a circuit (not shown) and connection wiring for energizing the tank cutoff valves SV1 to SVn with the starting current Ioc and the holding current Ihc.

  Further, since all the n fuel tanks Tg1 to Tgn are opened so that the fuel gas stored in each of them is evenly consumed, the pressure between the fuel tanks Tg1 to Tgn is almost the same, and each tank is shut off. Since the pressure on the downstream side (secondary side) of the valves SV1 and SV2 is substantially the same pressure, the pressure on the upstream side (primary side) and the pressure on the downstream side (secondary side) of each tank cutoff valve SV1 to SVn It becomes substantially the same pressure, and mechanical stress applied to the tank shut-off valves SV1 to SVn can be reduced.

  In the valve opening control of the second embodiment, it has been described that the system control unit 60 executes the control (FIG. 4B) for sequentially generating the valve opening commands for the first to n-th tank cutoff valves SV1 to SVn. However, the present invention is not limited to this, and, as in the first embodiment, it is executed in the tank control unit 70 that has received a command to open the first to n-th tank cutoff valves SV1 to SVn from the system control unit 60. It may be.

  The present invention is not limited to the above-described embodiments and modifications, and can be realized with various configurations without departing from the spirit thereof. For example, the technical features in the embodiments and the modifications corresponding to the technical features in each embodiment described in the summary section of the invention are to solve some or all of the above-described problems, or In order to achieve part or all of the effects, replacement or combination can be performed as appropriate. Further, if the technical feature is not described as essential in the present specification, it can be deleted as appropriate.

DESCRIPTION OF SYMBOLS 10 ... Fuel cell system 20 ... Fuel cell 21 ... Single cell 30 ... Fuel gas supply system 31 ... Fuel gas flow path 32 ... Regulator 33 ... Injector 35 ... Fuel exhaust gas discharge flow path 40 ... Oxidation gas supply system 41 ... Oxidation gas flow path DESCRIPTION OF SYMBOLS 42 ... Air flow meter 43 ... Air compressor 45 ... Oxidation exhaust gas flow path 50 ... Load apparatus 60 ... System control part 70 ... Tank control part BP1-BPn ... Branch flow path CP ... Collective flow path SV1-SVn ... Tank shutoff valve Tg1-Tgn ... Fuel tank

Claims (1)

A fuel cell, n fuel tanks (n is an integer equal to or greater than 2), a collecting channel connected to the fuel cell, and n branches branched from the collecting channel and connected to each fuel tank A flow path, n tank shut-off valves interposed in each branch flow path for shutting off the release of fuel from the corresponding fuel tank to the fuel cell, and controlling the opening and closing of the n tank shut-off valves. A fuel cell system having a control device, a tank cutoff valve control method executed by the control device,
The tank shut-off valve can be opened with a force corresponding to a small current as the differential pressure between the upstream side and the downstream side is small.
When starting the supply of fuel to the fuel cell,
Opening the first tank shut-off valve by energizing a first current required to open the first tank shut-off valve from a state in which the n tank shut-off valves are all closed;
After opening the first tank shut-off valve, the second to n-th tank shut-off valves are each opened by applying a current smaller than the first current;
A tank shutoff valve control method comprising:

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