JP2018081845A - Fuel cell system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a fuel cell system in which malfunction of each valve including a bypass passage is detected.SOLUTION: A fuel cell system 1 according to the present invention comprises a fuel cell 20, a cell monitor 22 that monitors the power generation state of the fuel cell 20, a supply path 44 through which oxidizing gas is supplied to the fuel cell 20, a first valve 43 that adjusts the flow rate of the oxidizing gas passing through the supply path 44, a discharge path 45 that discharges the oxidizing gas having passed through the fuel cell 20, a second valve 46 that adjusts the flow rate of the oxidizing gas passing through the discharge path 45, a bypass path 48 that connects the supply path 44 and the discharge path 45, a third valve 49 that adjusts the flow rate of the oxidizing gas passing through the bypass path 48, and a detection unit detecting that each of the valves is failed. The detection unit detects which valve has failed on the basis of the open/close state of each of the valves and the power generation state of the fuel cell 20.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a fuel cell system.

  In recent years, a system using a fuel cell that generates power by reacting a fuel gas and an oxidizing gas has been developed. This fuel cell includes an FC (Fuel Cell) stack. The FC stack is constructed by electrically connecting in series a plate-like “cell” consisting of two separators on both sides of a MEA (Membrane Electrode Assembly) with a solid polymer electrolyte membrane coated with a catalyst. Is done. In the cell, fuel gas is supplied to one separator, and oxidizing gas is supplied to the other separator. The cell generates power by reacting the fuel gas and the oxidizing gas supplied to the separator through the MEA. The voltage generated by one cell is about 1 volt, and the FC stack generates a voltage of several hundred volts by stacking several hundred cells.

  Such a fuel cell system includes a supply path for supplying fuel gas and oxidizing gas into the FC stack. Similarly, the fuel cell system includes a discharge path for discharging used gas. In addition, the fuel cell system includes a valve for adjusting the flow rate of the gas flowing through each supply path and discharge path. The fuel cell system operates the fuel cell system by adjusting valves provided in each supply path and each discharge path.

  In such a fuel cell system, there is provided means for detecting whether or not valves provided in each supply passage and each discharge passage are operating normally. In the fuel cell system described in Patent Document 1, pressure detection means is provided in a supply path between a gas source and an inlet side valve, and pressure is detected in a gas flow path between the inlet side sealing valve and the outlet side valve. Means are provided. A fuel cell system has been proposed in which an abnormal operation of the valve is detected by monitoring a time change in pressure detected by each detection means.

JP 2010-257859 A

  However, in such a fuel cell system, although it is possible to detect an abnormal operation of a valve, it may not be possible to specify which valve is causing the abnormal operation. For example, an FC stack and a bypass path are connected in parallel between an oxidizing gas supply path and a discharge path. The bypass passage is provided with a valve for adjusting the flow rate of the oxidizing gas passing through the bypass passage. In such a case, there is a possibility that it is not possible to specify which valve is operating abnormally only by monitoring the time variation of the pressure on the inlet side and the pressure on the outlet side.

  The present invention has been made to solve such a problem, and provides a fuel cell system that can detect abnormal operation of each valve including a bypass.

  A fuel cell system according to the present invention includes a fuel cell in which a plurality of cells that generate electricity by reacting a fuel gas and an oxidizing gas are electrically connected in series, a cell monitor that monitors the power generation state of the fuel cell, and the fuel cell A supply path for supplying oxidant gas to the fuel cell, a first valve for adjusting the flow rate of the oxidant gas passing through the supply path, and a discharge path for discharging the oxidant gas passing through the fuel cell, A second valve that adjusts the flow rate of the oxidizing gas that passes through the discharge passage, a bypass passage that connects the supply passage and the discharge passage, and a third valve that adjusts the flow rate of the oxidizing gas that passes through the bypass passage. And a detection unit that detects that the first to third valves are malfunctioning, wherein the detection unit includes the first to third valves. valve An opening and closing state from said power generation state of the fuel cell, among the first valve to the third valve, in which any valve to detect whether faulty.

  With such a configuration, the fuel cell system detects an abnormal operation of the valve based on the power generation state corresponding to the operation of each valve.

  The “power generation state” here refers to the power generation amount of the fuel cell 20 at the start of operation of each valve and the power generation amount of the fuel cell 20 when a predetermined time has elapsed from the start of operation of each valve. A relative change. The relative change includes a result of comparing the difference between the power generation state on the inlet side of the oxidizing gas in the fuel cell 20 and the power generation state on the outlet side of the oxidizing gas. For example, the power generation state includes the distribution of the power generation amount of each cell in the FC stack 21 before and after a predetermined time has elapsed.

  The present invention provides a fuel cell system that detects an abnormal operation of each valve including a bypass.

1 is a configuration diagram of a fuel cell system 1 according to an embodiment. FIG. It is a flowchart of the operation | movement check of the valve | bulb in the fuel cell system 1 concerning embodiment. It is a figure for demonstrating the closing operation | movement of entrance SV43 in the fuel cell system 1 concerning embodiment. It is a table | surface for demonstrating the valve | bulb operation | movement check pattern in the fuel cell system 1 concerning embodiment.

Embodiments Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a configuration diagram of a fuel cell system 1 according to an embodiment. The fuel cell system 1 is a system using a solid polymer fuel cell, which generates power by reacting hydrogen as a fuel gas and air as an oxidizing gas, and supplies the generated electricity to another system. Further, the fuel cell system 1 discharges water generated by such a reaction. The fuel cell system 1 includes a hydrogen tank 10, an injector 11, a hydrogen circulation path 12, a hydrogen circulation pump 13, an exhaust drainage unit 14, an exhaust drainage valve 15, a fuel cell 20, a radiator 30, a cooling water pump 31, a cooling water circulation path 32, An air cleaner 40, an air compressor 41, an intercooler 42, an inlet SV 43, an air supply path 44, an air discharge path 45, a pressure regulation SV 46, a muffler 47, a bypass path 48, a shunt SV 49, a pressure gauge 51 and a pressure gauge 52 are provided.

  Next, each configuration of the fuel cell system 1 will be described. The hydrogen tank 10 seals and stores hydrogen, which is a fuel gas, and is connected to an injector 11. The injector 11 is an on-off valve. By opening the valve, the hydrogen gas supplied from the hydrogen tank 10 is appropriately fed into the hydrogen circulation path 12.

  The hydrogen circulation path 12 is a fuel gas circulation path that is piped so that hydrogen sent from the injector 11 can be fed into the fuel cell 20. In addition, the hydrogen circulation path 12 is piped so that hydrogen gas that has not reacted in the fuel cell 20 and moisture generated in the fuel cell 20 can be recovered and then fed into the fuel cell 20 again. The hydrogen circulation path 12 is connected to a hydrogen circulation pump 13 and an exhaust drainage unit 14.

  The hydrogen circulation pump 13 is a circulation pump that controls the flow rate of hydrogen containing moisture in the hydrogen circulation path 12. The exhaust drainage unit 14 has a function of discharging water and hydrogen accumulated in the hydrogen circulation path 12. The exhaust drainage unit 14 is connected to the exhaust drainage valve 15. The exhaust drain valve 15 appropriately drains water and hydrogen accumulated in the exhaust drain section 14. The exhaust / drain valve 15 is connected to the muffler 47 and is piped so that the discharged water and hydrogen can be sent to the muffler 47.

  The fuel cell 20 includes an FC stack 21, a cell monitor 22, and an electrode 23. The FC stack 21 is configured by stacking a plurality of cells in which a MEA (Membrane Electrode Assembly) in which a catalyst is applied to a solid polymer electrolyte membrane is sandwiched between separators.

  The cell monitor 22 has a voltmeter and measures the voltage of each cell. The cell monitor 22 can calculate the power generation amount of the entire fuel cell 20 by measuring the voltage of each cell. In addition, the cell monitor 22 measures the voltage of each cell, thereby measuring the amount of power generated by the cell on the air inlet side and the amount of power generated by the cell on the air outlet side, respectively, and can compare them.

  The electrode 23 is an electrode for connecting the electricity generated by the fuel cell 20 to an external system. For example, a boost converter and a motor (not shown) are connected to the electrode 23. Thereby, the fuel cell 20 becomes a drive source for driving the motor.

  The radiator 30 is connected to the cooling water circulation path 32 and has a function of lowering the temperature of the heated cooling water by exchanging the heat accumulated in the cooling water with the heat of the outside air. The cooling water pump 31 is connected to the cooling water circulation path 32 and is a pump for circulating the cooling water. The cooling water circulation path 32 is connected to the radiator 30 and the cooling water pump 31 and is piped so that the cooling water passes through the fuel cell 20 and circulates again to the radiator 30. Moreover, the cooling water circulation path 32 is also connected to the intercooler 42 and cools the compressed air.

  The air cleaner 40 takes in outside air and sends the air into the air supply path 44. The air compressor 41 compresses the air taken in by the air cleaner 40 and sends it to the intercooler 42. The intercooler 42 receives the air compressed by the air compressor 41, and cools the heat of the compressed air with cooling water. The intercooler 42 is connected to the air supply path 44.

  The air supply path 44 is piped so that air can be supplied to the fuel cell 20. The air discharge path 45 is piped so that air that has not been used for power generation and water generated during power generation can be recovered and discharged to the muffler 47. The muffler 47 discharges the air and water supplied from the air discharge path 45 and the water and hydrogen sent from the exhaust drainage unit 14 to the outside.

  The bypass path 48 connects the air supply path 44 and the air discharge path 45, and the air supplied from the intercooler 42 branches off before entering the inlet SV, and passes to the muffler 47 without passing through the fuel cell 20. Piped to feed.

  The inlet SV 43 (SV = Shut-off Valve) is a valve provided in the air supply path 44. The inlet SV43 supplies air to the fuel cell 20 by opening. Further, the inlet SV43 is closed to shut off the supply of air to the fuel cell 20.

  The pressure adjustment SV 46 is a valve provided in the air discharge path 45. The pressure adjustment SV 46 opens to discharge air from the fuel cell 20. Further, the pressure regulation SV 46 closes to block the discharge of air from the fuel cell 20.

  The shunt SV 49 is a valve provided in the bypass passage 48. The shunt SV 49 opens to allow air to pass through the bypass passage 48. By opening the shunt SV 49, the pressure loss of the air passing through the bypass 48 is reduced. Further, the shunt SV 49 closes the bypass path by closing. When the pressure loss of the air passing through the bypass passage 48 is lower than the pressure loss of the air passing through the pressure regulation SV 46 from the inlet SV 43 via the fuel cell 20, the air sent out from the intercooler 42 passes through the bypass passage 48. A lot flows towards. Similarly, when the pressure loss of the air passing through the bypass passage 48 exceeds the pressure loss of the air passing through the pressure regulation SV 46 from the inlet SV 43 via the fuel cell 20, the air sent from the intercooler 42 is fuel A large amount flows toward the battery 20. Thus, the shunt SV 49 adjusts the flow rates of the air passing through the fuel cell 20 and the air passing through the bypass path 48.

  The pressure gauge 51 detects the pressure of the air sent from the intercooler 42. The pressure gauge 52 detects the pressure of air discharged from the fuel cell 20.

  The fuel cell system 1 includes a control unit (not shown) in addition to the configuration described above. The control unit controls the injector 11, the exhaust drain valve 15, the hydrogen circulation pump 13, the cooling water pump 31, the air compressor 41, the inlet SV 43, the pressure regulation SV 46, and the shunt SV 49.

  The fuel cell system 1 includes a detection unit (not shown). The detection unit detects abnormal operation of the inlet SV43, the pressure regulation SV46, and the shunt SV49 based on the operation state of each valve and the power generation state of the fuel cell 20 measured by the cell monitor 22.

Next, the outline of the power generation principle of the fuel cell 20 will be described. The FC stack 21 generates power by reacting hydrogen, which is a fuel gas, and air, which is an oxidizing gas, via the MEA. Specifically, a chemical reaction based on the following formula occurs in the FC stack 21.
Negative electrode: H ₂ → 2H ⁺ + 2e ⁻
Positive electrode: 4H ⁺ + O ₂ + 4e ⁻ → 2H ₂ O
In the negative electrode, the fuel gas, hydrogen, is divided into protons (H ⁺ ) and electrons (e ⁻ ). Protons move through the electrolyte membrane in the MEA to the positive electrode. Further, as can be seen from this equation, the FC stack 21 generates water (H ₂ O) during power generation. The water generated by the FC stack 21 is mainly discharged through the air discharge path 45.

  The voltage when the FC stack 21 generates power in one cell is, for example, about 1 volt. The FC stack 21 generates a voltage of several hundred volts by stacking several hundred cells and electrically connecting them in series.

  Next, the valve operation check process will be described with reference to FIGS. In the fuel cell system, when the opening / closing operation of the valve is broken, the broken valve not only interferes with the operation of the fuel cell system but also may cause a secondary failure of the air compressor or the like. For this reason, it is desirable to detect an abnormal operation of the valve before the failure expands secondarily. The valve operation check process is performed when the fuel cell system 1 is activated or in an idle state or the like.

  In the description of the present embodiment, the “open state” refers to the fully open state of the valve, and the “closed state” refers to the fully closed state of the valve. The “opening operation” refers to an operation for changing from a closed state to an open state, and the “closing operation” refers to an operation for changing from an open state to a closed state.

  First, the operation check process of the valve will be described with reference to FIG. FIG. 2 is a flowchart of valve operation check in the fuel cell system 1 according to the embodiment.

  First, the control unit operates a valve to be checked (step S101). As a specific example, when checking the closing operation of the inlet SV43, the control unit performs the closing operation of the inlet SV43. That is, the control unit changes the entrance SV43 from an open state to a closed state.

  Next, the control unit supplies air to the fuel cell 20 (step S102). Specifically, the control unit increases the rotation speed of the air compressor 41. As a result, the control unit performs an operation of sending a larger amount of air than the predetermined flow rate into the fuel cell 20.

  Next, the control unit confirms the power generation amount of the fuel cell 20 (step S103). Specifically, the control unit obtains the power generation amount of the entire fuel cell 20, the power generation amount on the inlet side of the FC stack, and the power generation amount on the outlet side of the FC stack, and calculates a change amount in a predetermined time.

  Next, the control unit determines whether or not the inspection result is normal based on the confirmed power generation amount (step S104). When the control unit determines that the post-inspection power generation amount is normal (step S104: Yes), the control unit notifies the user that the inspection has been normally completed (step S105). For example, when inspecting the closing operation of the inlet SV 43, if the inlet SV 43 normally closes, air is not sent to the fuel cell 20. Then, after a predetermined time has elapsed, the power generation amount after the start of the inspection is reduced by a predetermined amount as compared to before the start of the inspection. In such a case, the control unit notifies the user that there is no problem with the inspection target valve, and then ends the operation check process of the inspection target valve.

  On the other hand, when the control unit determines that the power generation state after the lapse of a predetermined time is not normal (step S104: No), the detection unit included in the control unit determines whether or not the operation of the inspection target valve is abnormal. (Step S106). For example, when the inlet SV 43 does not normally close and sticks in an open state, air continues to be sent to the fuel cell 20. Then, after a predetermined time has elapsed, the amount of power generation after the start of inspection rises from the amount of power generation before the start of inspection. In such a case, the power generation state of the fuel cell 20 is not normal.

  Subsequently, when the detection unit determines that the operation of the inspection target valve is abnormal (step S106: Yes), the control unit notifies the user to that effect (step S107). For example, as described above, when the inlet SV 43 does not normally close and is stuck in an open state, the control unit notifies the user that the closing operation of the inlet SV 43 has failed. .

  On the other hand, when it is determined that the power generation state of the fuel cell 20 is not normal and there is an abnormality other than the operation of the inspection target valve (step S106: No), the control unit notifies the user that there is an abnormality in the system ( Step S108).

  Next, the state of the main part in the operation check process will be described in more detail with reference to FIG. FIG. 3 is a diagram for explaining the closing operation of the inlet SV 43 in the fuel cell system 1 according to the embodiment. Here, the closing operation of the inlet SV 43, which is a specific example described with reference to FIG. 2, will be described in detail along the flow of time. In the uppermost part of FIG. 3, a graph showing a temporal change in the open / closed state of the inlet SV43 is shown. Shown below is a graph showing temporal changes in the rotational speed of the air compressor 41. Further shown below is a graph showing temporal changes in the inlet side voltage generated on the air inlet side, which is the side near the air supply path 44 in the fuel cell 20. The lowermost graph is a graph showing a temporal change in the outlet side voltage generated on the air outlet side, which is the side near the air discharge path 45 in the fuel cell 20. A solid line S1, a solid line Vok1, and a solid line Vok2 in each graph indicate a state in which the operation of the entrance SV43 is normal. The two-dot chain line S2, the two-dot chain line Vng1, and the two-dot chain line Vng2 indicate a state where the operation of the entrance SV43 is abnormal and does not change from the open state.

  First, the state when the operation of the entrance SV 43 is normal will be described. The fuel cell system 1 checks the operation of the inlet SV43 that is a valve to be inspected. Therefore, at time t0, the entrance SV43 is open.

  At time t1, as described in step S101 in FIG. 2, the control unit operates the inlet SV43 that is the inspection target valve. That is, the control unit starts the closing operation of the inlet SV43 at time t1, and completes the closing operation at time t2. At this time, as shown by the solid line S1, the inlet SV43 is in a closed state.

  Next, at time t2, as described in step S102 in FIG. 2, the control unit increases the rotation speed of the air compressor 41. That is, the rotational speed of the air compressor 41 increases from the rotational speed R1 at time t2 to the rotational speed R2 at time t3.

  Meanwhile, while the rotation speed of the air compressor 41 increases, the inlet SV43 is closed. Therefore, air is not sent into the fuel cell 20. Therefore, the inlet side voltage gradually decreases from time t2. That is, as shown by the solid line Vok1, the inlet side voltage gradually decreases from the voltage V0 at time t2, and becomes the voltage V2 at time t4. Similarly, as shown by the solid line Vok2, the outlet side voltage gradually decreases from the voltage V0 and becomes the voltage V4 at time t4.

  At time t4, the control unit confirms the power generation state as described in step S103 in FIG. In the case of the example described here, after the closing operation of the inlet SV43 that is the inspection target valve, that is, after a predetermined time (t4-t1) has elapsed, the inlet side voltage is the voltage V2, and the outlet side voltage is the voltage V4. It is. That is, at time t4, the power generation amount of the fuel cell 20 is lower than the power generation amount at time t1, and the difference between the inlet side voltage and the outlet side voltage is within a predetermined range. Based on this result, the control unit can determine that the closing operation of the inlet SV 43 is normal.

  Next, a case where the operation of the entrance SV 43 is abnormal and does not change from the opened state will be described.

  At time t1, as described in step S101 in FIG. 2, the control unit operates the inlet SV43 that is the inspection target valve. That is, the control unit starts the closing operation of the inlet SV43 at time t1, and completes the closing operation at time t2. At this time, the inlet SV43 remains open as indicated by a two-dot chain line S2.

  Next, at time t2, the control unit increases the rotational speed of the air compressor 41 from the rotational speed R1, and sets the rotational speed to R2 at time t3.

  In this example, since the inlet SV43 remains open, the rotation speed of the air compressor 41 increases and more air is sent into the fuel cell 20. Therefore, the inlet side voltage gradually increases from time t2. That is, the inlet side voltage gradually increases from voltage V0 at time t2 and becomes voltage V1 at time t4, as shown by a two-dot chain line Vng1. Further, the outlet side voltage is slightly delayed from the inlet side voltage and gradually rises from the voltage V0 as shown by a two-dot chain line Vng2, and becomes a voltage V3 at time t4.

  At time t4, the control unit confirms the power generation state as described in step S103 in FIG. In the case of the example described here, after the closing operation of the inlet SV43 that is the inspection target valve, that is, after a predetermined time (t4-t1) has elapsed, the inlet side voltage is the voltage V1, and the outlet side voltage is the voltage V3. It is. That is, at time t4, the power generation amount of the fuel cell 20 is higher than the power generation amount at time t1, and the difference between the inlet side voltage and the outlet side voltage is within a predetermined range. Based on this result, the control unit can determine that the closing operation of the inlet SV 43 has failed.

  Next, the operation check pattern of the inspection target valve will be described with reference to FIG. FIG. 4 is a table for explaining a valve operation check pattern in the fuel cell system 1 according to the embodiment. There are three types of valves to be checked: inlet SV43, branch flow SV49, and pressure regulation SV46. There are two types of operation patterns to be checked: a closing operation in which the valve changes from an open state to a closed state, and an opening operation in which the valve changes from a closed state to an open state. That is, the operation check pattern of the inspection target valve in the present embodiment includes a total of six patterns A to F obtained by multiplying the type of the check target valve and the operation pattern to be checked.

  Below, the relationship between the operation of the valve in each pattern and the power generation state of the fuel cell 20 will be described.

  In the table, pattern A shows the power generation state of the fuel cell 20 in the closing operation of the inlet SV43. This is as described in detail in FIG. That is, when the closing operation of the inlet SV 43 is normal, the air supplied to the fuel cell 20 is shut off, so that the amount of power generation is reduced and there is no voltage difference between the inlet side and the outlet side. However, when the closing operation of the inlet SV 43 is out of order, a large amount of air is supplied to the fuel cell 20, so that the amount of power generation increases. There is no voltage difference between the inlet side and the outlet side. Thereby, it is possible to determine whether or not the closing operation of the inlet SV 43 has failed.

  Pattern B shows the power generation state of the fuel cell 20 in the opening operation of the inlet SV43. When the opening operation of the inlet SV 43 is normal, the fuel cell 20 is supplied from a state where the air is shut off, so that the amount of power generation increases and there is no voltage difference between the inlet side and the outlet side. However, when the opening operation of the inlet SV 43 is out of order, air is not supplied to the fuel cell 20 and the power generation amount is reduced. There is no voltage difference between the inlet side and the outlet side. Thereby, it is possible to determine whether or not the opening operation of the inlet SV 43 has failed.

  Pattern C shows the power generation state of the fuel cell 20 in the closing operation of the shunt SV 49. When the closing operation of the shunt SV 49 is normal, the fuel cell 20 is supplied with more air, so the power generation amount increases and there is no voltage difference between the inlet side and the outlet side. However, when the closing operation of the shunt SV 49 is broken, air flows to the bypass passage 48, and therefore, the air supplied to the fuel cell 20 is less than the target. Therefore, the amount of power generation does not reach the target. In addition, after a predetermined time has elapsed, the voltage on the inlet side becomes higher than the voltage on the outlet side. Thereby, it is possible to determine whether or not the closing operation of the shunt SV 49 has failed.

  Pattern D shows the power generation state of the fuel cell 20 in the opening operation of the shunt SV 49. When the opening operation of the shunt SV 49 is normal, the air flowing through the bypass passage 48 increases and the air supplied to the fuel cell 20 decreases, so the power generation amount decreases, and the voltage difference between the inlet side and the outlet side is Absent. However, when the opening operation of the shunt SV 49 is broken, air does not flow to the bypass path 48, and the air supplied to the fuel cell 20 increases. Therefore, the power generation amount increases after a predetermined time has elapsed. Further, after a predetermined time has passed, there is no difference between the voltage on the inlet side and the voltage on the outlet side. Thereby, it can be determined whether or not the opening operation of the shunt SV 49 has failed.

  Pattern E shows the power generation state of the fuel cell 20 in the closing operation of the pressure regulation SV46. When the closing operation of the pressure regulating SV 46 is normal, the outlet of the fuel cell 20 is shut off after a lapse of a predetermined time, so that the supplied air is increased and the power generation amount is increased. There is no voltage difference between the inlet side and the outlet side. However, when the closing operation of the pressure regulation SV 46 is out of order, the amount of air discharged from the fuel cell 20 is larger than the air supplied to the fuel cell 20. Therefore, after a predetermined time has elapsed, the power generation amount decreases. Further, after a predetermined time has passed, there is no difference between the voltage on the inlet side and the voltage on the outlet side. Thereby, it is possible to determine whether or not the closing operation of the pressure regulation SV 46 has failed.

  Pattern F shows the power generation state of the fuel cell 20 in the opening operation of the pressure regulation SV46. When the opening operation of the pressure regulation SV 46 is normal, the amount of air discharged from the fuel cell 20 is larger than the air supplied to the fuel cell 20 after a predetermined time has elapsed. Therefore, the amount of power generation is reduced. There is no voltage difference between the inlet side and the outlet side. However, when the opening operation of the pressure adjusting SV 46 is out of order, the outlet of the air discharged from the fuel cell 20 is blocked, and the air supplied to the fuel cell 20 increases. Therefore, the power generation amount increases after a predetermined time has elapsed. In addition, after a predetermined time has elapsed, the amount of oxygen contained in the air on the outlet side decreases. Therefore, the voltage on the outlet side is smaller than the voltage on the inlet side. As a result, it is possible to determine whether or not the opening operation of the pressure regulation SV 46 has failed.

  Based on the patterns A to F described above, the control unit detects that the operation of the inspection target valve has failed.

  With such a configuration, the fuel cell system detects an abnormal operation of the valve based on the power generation state corresponding to the operation of each valve. Thereby, the fuel cell system which detects the operation | movement abnormality of each valve | bulb including a bypass path can be provided.

  Note that the present invention is not limited to the above-described embodiment, and can be changed as appropriate without departing from the spirit of the present invention.

1 Fuel Cell System 20 Fuel Cell 21 FC Stack 22 Cell Monitor 41 Air Compressor 43 Inlet SV
44 Air supply path 45 Air discharge path 46 Pressure regulation SV
47 Muffler 48 Bypass 49 Shunt SV

Claims (1)

A fuel cell in which a plurality of cells that generate electricity by reacting a fuel gas and an oxidizing gas are electrically connected in series;
A cell monitor for monitoring the power generation state of the fuel cell;
A supply path for supplying an oxidizing gas to the fuel cell; a first valve for adjusting a flow rate of the oxidizing gas passing through the supply path;
A discharge path for discharging the oxidizing gas that has passed through the fuel cell, a second valve that adjusts the flow rate of the oxidizing gas that passes through the discharge path, and
A bypass path connecting the supply path and the discharge path, a third valve for adjusting the flow rate of the oxidizing gas passing through the bypass path,
A fuel cell system comprising: a detection unit that detects that the first to third valves are out of order;
The detector is
Detecting which one of the first to third valves is malfunctioning from the open / closed states of the first to third valves and the power generation state of the fuel cell;
Fuel cell system.

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