JP2019149247A - Fuel cell system - Google Patents

Abstract

To provide a technique for solving a problem, which may occur when opening/closing on-off valves provided in multiple tanks, in a fuel cell system including multiple subsystems.SOLUTION: A fuel cell system includes multiple subsystems, and an integrated control section, the multiple subsystems include a fuel cell stack, a high pressure tank, a fuel gas supply passage, a shut-down valve, and a control section, respectively. The fuel cell system also has a connection passage, and when a determination is made that there is no abnormality in the subsystems, the integrated control section executes valve opening of the shut-down valve after valve opening is instructed from all control sections, executes valve closing after valve closing is instructed from all control sections, and when a determination is made that there is an abnormality in at least any one subsystem, executes valve opening after valve opening is instructed from at least any one control section, and executes valve closing after valve closing is instructed from all control sections.SELECTED DRAWING: Figure 1

Description

  The present disclosure relates to a fuel cell system.

  Conventionally, a fuel cell system including a plurality of fuel cell subsystems is known (for example, Patent Document 1). The fuel cell subsystem includes a fuel cell, a plurality of tanks for storing fuel gas, and a fuel gas supply mechanism that supplies the fuel gas stored in the tank to the fuel cell. The fuel gas supply mechanisms provided in the plurality of fuel cell subsystems communicate with each other. Each of the plurality of tanks is provided with an on-off valve that switches the communication state with the fuel cell. This on-off valve is opened and closed in response to a request from the fuel cell subsystem.

Japanese Patent Laid-Open No. 2006-081724

  In the related art, due to the fact that the fuel cell system includes a plurality of fuel cell subsystems, problems that may occur when opening and closing the on-off valves provided in each of the plurality of tanks are not considered. For example, in the related art, when opening / closing instructions from a plurality of fuel cell subsystems are different, there is a problem of how to control the operation of the opening / closing valve.

  This indication is made in order to solve the above-mentioned subject, and can be realized as the following forms.

  According to one form of the present disclosure, a fuel cell system is provided. The fuel cell system includes a plurality of subsystems and an integrated control unit that controls the plurality of subsystems, and each of the plurality of subsystems includes a fuel cell stack that generates power using fuel gas, and A high-pressure tank for storing fuel gas supplied to the fuel cell stack, a fuel gas supply channel for communicating the fuel cell stack and the high-pressure tank, and a shut valve disposed in the fuel gas supply channel The shut-off valve that connects or disconnects the fuel cell stack and the high-pressure tank by opening and closing, the detection unit that detects the state of the subsystem, and the state corresponding to the state detected by the detection unit A control unit that determines whether or not there is an abnormality in the subsystem, and instructs the integrated control unit to open and close the shut valve; The fuel cell system further includes a connection flow path for communicating the fuel gas supply flow paths provided in the plurality of subsystems with each other, and the integrated control unit detects abnormality in the plurality of subsystems. If it is determined that there is no valve, the opening of the shut valves of the plurality of subsystems is executed after the opening of the valves is instructed by all of the controllers, and the closing of the valves is instructed from all of the controllers. The first control for closing the shut valves of the plurality of subsystems is performed, and if it is determined that there is an abnormality in at least one of the plurality of subsystems, the respective controls After opening of the shut valves of the plurality of subsystems is performed after instructed to open by at least any one of the control units, and after all of the control units are instructed to close the valves It performs a second control that performs the closing of the shut valve of the plurality of subsystems. According to the fuel cell system of this aspect, the integrated control unit performs the first control when the control unit determines that there is no abnormality in the plurality of subsystems, and each control unit includes at least one of the plurality of subsystems. If any one of them is abnormal, the second control is performed. For this reason, in this fuel cell system, when the valve opening is instructed only by some subsystems, if no abnormality is detected in the subsystem, the valve opening is not executed and the subsystem has an abnormality. If it is detected, the valve can be opened. Thus, it is possible to prevent fuel gas from being supplied to the fuel cell stack when power generation is performed in the fuel cell system. In addition, when the fuel cell system is instructed to close the valve only from some of the subsystems, the fuel cell system does not perform the valve closing regardless of whether or not the subsystem is abnormal. For this reason, it is possible to prevent the shut-off of the shut valve from being executed while some of the subsystems are generating power. Further, since the integrated control unit causes each shut valve provided in the plurality of subsystems to open, only a part of the shut valves performs the valve opening, so that the shut valve that is not performing the valve opening is not executed. Application of back pressure to the valve can be suppressed.

  The present disclosure can be realized in various forms other than the fuel cell system described above. For example, the present invention can be realized in the form of a control method for the fuel cell system described above and a mobile body such as a fuel cell vehicle, a ship, an airplane, or the like provided with the fuel cell system, or a stationary facility such as a house or a building.

1 is a schematic diagram of a fuel cell system according to a first embodiment. The flowchart which shows the opening / closing control of the shut valve performed by the integrated control part in the fuel cell system which concerns on 1st Embodiment. The flowchart which shows the process in 2nd control. The timing chart of the opening / closing instruction | indication of each control part and the opening / closing operation | movement of a shut valve in 1st control. The timing chart of the opening / closing instruction | indication of each control part and the opening / closing operation | movement of a shut valve in 2nd control. The flowchart which shows the opening / closing control of the shut valve performed by the integrated control part in the fuel cell system which concerns on 2nd Embodiment.

A. First Embodiment A1. Overview of Fuel Cell System FIG. 1 is a schematic diagram of a fuel cell system 10 according to the first embodiment. The fuel cell system 10 includes a first subsystem 10A and a second subsystem 10B, and generates power by a reaction between a fuel gas (anode gas) and an oxidant gas (cathode gas). The two subsystems 10A and 10B have the same configuration as each other, and are operated in a synchronized state in a normal operation state. The fuel cell system 10 is mounted on a large vehicle (large vehicle) such as a fuel cell bus, and is used as a power generation device that operates a drive motor and various auxiliary machines. In the present embodiment, the fuel cell system 10 is mounted on a fuel cell vehicle that is a fuel cell bus. The fuel cell system 10 is not limited to a large vehicle, and may be mounted on a vehicle other than a large vehicle such as a medium-sized vehicle or a normal vehicle. In addition to the fuel cell system 10, the fuel cell vehicle stores power generated by the fuel cell system 10, and uses the stored power to operate a secondary motor (not shown) that operates a drive motor and various auxiliary machines. Is provided.

  The two subsystems 10A and 10B include fuel cell stacks 100A and 100B, fuel gas storage mechanisms 200A and 200B, fuel gas supply mechanisms 300A and 300B, oxidant gas supply and discharge mechanisms 400A and 400B, and a refrigerant circulation mechanism, respectively. 500A, 500B and control units 600A, 600B. The fuel cell stacks 100A and 100B have a stack structure in which a plurality of fuel cell single cells (not shown) are stacked. In the present embodiment, the fuel cell single cells constituting the fuel cell stacks 100A and 100B are solid polymer fuel cells that generate electricity by an electrochemical reaction between oxygen and hydrogen.

  Each of the fuel gas storage mechanisms 200A and 200B includes high-pressure tanks 210A and 210B, shut valves 222A and 222B, supply branch channels 230A and 230B, supply side connection manifolds 240A and 240B, and charge branch channels 250A and 250B. The filling side connection manifolds 260A and 260B and the filling flow paths 270A and 270B are provided.

  The high pressure tanks 210A and 210B are tanks for storing fuel gas supplied to the fuel cell stacks 100A and 100B. Five high-pressure tanks 210A and 210B are provided for each of the subsystems 10A and 10B, and a total of ten high-pressure tanks 10A and 210B are provided. The high-pressure tank 210A is connected in communication with the supply branch channels 230A and 230B and the filling branch channels 250A and 250B.

  The supply branch channels 230A and 230B are channels that connect the high-pressure tanks 210A and 210B and the fuel gas supply mechanisms 300A and 300B, respectively. Shut valves 222A and 222B that connect or disconnect the high-pressure tanks 210A and 210B and the fuel gas supply mechanisms 300A and 300B by opening and closing are disposed in the supply branch channels 230A and 230B. Supply branch flow paths 230A and 230B and fuel gas supply mechanisms 300A and 300B are connected via supply side connection manifolds 240A and 240B. The fuel gas that has flowed from the high-pressure tanks 210A and 210B into the supply branch channels 230A and 230B is supplied to the fuel cell stacks 100A and 100B. Pressure sensors 242A and 242B are provided on the supply side connection manifolds 240A and 240B. The pressure sensors 242A and 242B detect the supply pressure of the fuel gas.

  The filling branch channels 250A and 250B are channels that connect the high-pressure tanks 210A and 210B and the filling channels 270A and 270B in a communicating state. The filling branch flow paths 250A and 250B and the filling flow paths 270A and 270B are connected via filling side connection manifolds 260A and 260B. The filling flow path 270A provided in the first subsystem 10A and the filling flow path 270B provided in the second subsystem 10B are connected so that the flow paths merge. The end of the filling channels 270A and 270B opposite to the end connected to the high-pressure tanks 210A and 210B is connected to a fuel gas filling device such as a hydrogen station to receive fuel gas filling. A receptacle 280 is attached. The fuel gas filled from the receptacle 280 side is filled into the high-pressure tanks 210A and 210B through the filling passages 270A and 270B and the filling branch passages 250A and 250B. The filling side connection manifolds 260A and 260B are provided with pressure sensors 262A and 262B for detecting the filling pressure of the fuel gas.

  The fuel gas supply mechanisms 300A and 300B include main flow paths 310A and 310B, fuel gas circulation paths 360A and 360B, and fuel gas discharge paths 390A and 390B. The fuel gas supply mechanisms 300A and 300B supply fuel gas to the fuel cell stacks 100A and 100B, and circulate or discharge the supplied fuel gas to the outside.

  The main flow paths 310A and 310B are flow paths through which the fuel gas supplied to the fuel cell stacks 100A and 100B flows. Regulators 320A and 320B and injectors 340A and 340B are arranged in the main flow paths 310A and 310B. The regulators 320A and 320B and the injectors 340A and 340B are valve mechanisms for adjusting the pressure applied to the fuel gas, respectively. Pressure sensors 330A, 330B, 350A, 350B are disposed in the main flow paths 310A, 310B. The pressure sensors 330A and 330B are disposed between the regulators 320A and 320B and the injectors 340A and 340B, and detect the pressure applied to the fuel gas decompressed by the regulators 320A and 320B. The pressure sensors 350A and 350B are disposed between the injectors 340A and 340B and the fuel cell stacks 100A and 100B, and detect the pressure applied to the fuel gas supplied to the fuel cell stacks 100A and 100B. The pressure sensors 350A and 350B function as detection units for detecting an abnormality in the fuel gas supply mechanisms 300A and 300B of the fuel cell system 10. The main flow path 310A provided in the first sub-system 10A and the main flow path 310B provided in the second sub-system 10B are connected in a communication state by the connection flow path 312 upstream of the regulators 320A and 320B. Has been. The supply branch flow paths 230A and 230B, the supply side connection manifolds 240A and 240B, and the main flow paths 310A and 310B described above are the fuel gas supply flow that connects the fuel cell stacks 100A and 100B and the high pressure tanks 210A and 210B. Form a road.

  The fuel gas circulation channels 360A and 360B are channels that collect unreacted fuel gas from the fuel gas supplied to the fuel cell stacks 100A and 100B and allow it to flow into the main channels 310A and 310B again. Pumps 380A and 380B for pumping the fuel gas are disposed in the fuel gas circulation channels 360A and 360B. Gas-liquid separators 370A and 370B for separating liquid water contained in the fuel gas are disposed in the fuel gas circulation channels 360A and 360B. The liquid water separated by the gas-liquid separators 370A and 370B is opened to the outside through the fuel gas discharge passages 390A and 390B and the mufflers 470A and 470B together with the fuel gas when the on-off valves 375A and 375B are opened. Discharged.

  The oxidant gas supply / discharge mechanism 400A, 400B has a function of supplying air, which is an oxidant gas, to the fuel cell stacks 100A, 100B and discharging the oxidant gas discharged from the fuel cell stacks 100A, 100B to the outside. . The oxidant gas supply / discharge mechanisms 400A and 400B include oxidant gas supply channels 410A and 410B, oxidant gas discharge channels 420A and 420B, and bypass channels 430A and 430B. The oxidant gas supply channels 410A and 410B are channels connected to the fuel cell stacks 100A and 100B, and circulate the oxidant gas supplied to the fuel cell stacks 100A and 100B. The oxidant gas discharge flow paths 420A and 420B are flow paths connected to the fuel cell stacks 100A and 100B, and discharge the oxidant gas to the outside. The bypass channels 430A and 430B are channels that connect the oxidant gas supply channels 410A and 410B and the oxidant gas discharge channels 420A and 420B, and the fuel that flows through the oxidant gas supply channels 410A and 410B. The gas is caused to flow into the oxidant gas discharge passages 420A and 420B without passing through the fuel cell stacks 100A and 100B. In the oxidant gas supply channels 410A and 410B, air compressors 440A and 440B that pump the oxidant gas and three-way valves 450A and 450B that adjust the amount of the oxidant gas flowing into the bypass channels 430A and 430B are arranged. ing. Pressure regulating valves 460A and 460B for adjusting the pressure of the oxidant gas flowing through the fuel cell stacks 100A and 100B are disposed in the oxidant gas discharge channels 420A and 420B. The oxidant gas discharge channels 420A and 420B merge with the fuel gas discharge channels 390A and 390B. The oxidant gas flowing through the oxidant gas discharge passages 420A and 420B is discharged to the outside through the mufflers 470A and 470B.

  The refrigerant circulation mechanisms 500A and 500B adjust the fuel cell stacks 100A and 100B to appropriate temperatures by circulating a refrigerant (for example, water). The refrigerant circulation mechanisms 500A and 500B include radiators 510A and 510B for cooling the refrigerant, refrigerant supply channels 520A and 520B, refrigerant recovery channels 530A and 530B, and refrigerant bypass channels 540A and 540B. The refrigerant supply channels 520A and 520B are connected to the fuel cell stacks 100A and 100B. The refrigerant supplied to the fuel cell stacks 100A and 100B flows through the refrigerant recovery channels 530A and 530B. Refrigerant pumps for sending the refrigerant to the fuel cell stacks 100A and 100B are arranged in the refrigerant supply channels 520A and 520B. The refrigerant recovery channels 530A and 530B are connected to the fuel cell stacks 100A and 100B, and recover the refrigerant discharged from the fuel cell stacks 100A and 100B. The refrigerant recovered by the refrigerant recovery passages 530A and 530B moves to the refrigerant supply passages 520A and 520B through the refrigerant bypass passages 540A and 540B or the radiators 510A and 510B. Three-way valves 560A and 560B for adjusting the amount of refrigerant flowing into the refrigerant bypass channels 540A and 540B are disposed at the connection between the refrigerant recovery channels 530A and 530B and the refrigerant bypass channels 540A and 540B.

  For example, the control units 600A and 600B control opening and closing of the shut valves 222A and 222B. The first controller 600A controls the shut valve 222A provided in the first subsystem 10A, and the second controller 600B controls the shut valve 222B provided in the second subsystem 10B. Further, the control units 600A and 600B determine the presence / absence of an abnormality in each of the subsystems 10A and 10B using, for example, the pressure values acquired by the pressure sensors 350A and 350B. In the present embodiment, the controllers 600A and 600B determine that there is an abnormality when the pressure detected by the pressure sensors 350A and 350B is equal to or greater than a predetermined threshold. When the pressure applied to the fuel gas supplied to the fuel cell stacks 100A and 100B is large, the amount of fuel gas supplied to the fuel cell stacks 100A and 100B is adjusted due to, for example, malfunction of the regulators 320A and 320B. There is a risk that it is not done properly. Further, when the pressure applied to the fuel gas supplied to the fuel cell stacks 100A and 100B is large, the fuel cell stacks 100A and 100B may be damaged. The first control unit 600A and the second control unit 600B are communicably connected to each other, and perform control and the like in a synchronized state in a normal use state.

  In the present embodiment, the first controller 600A has a function as an integrated controller 610 that integrates opening / closing instructions to the shut valves 222A and 222B from the first controller 600A and the second controller 600B. In addition, the integrated control unit 610 determines whether there is an abnormality in the entire fuel cell system 10 according to whether there is an abnormality in each subsystem 10A, 10B notified from each control unit 600A, 600B.

  FIG. 2 is a flowchart showing opening / closing control of the shut valves 222A and 222B executed by the integrated control unit 610 in the fuel cell system 10 according to the first embodiment. This opening / closing control is started, for example, when the start switch is pushed by a passenger of a fuel cell vehicle (fuel cell bus) on which the fuel cell system 10 is mounted and the fuel cell system 10 is activated. Here, the start switch is a switch that switches between starting and stopping of the fuel cell system 10.

  When the opening / closing control is started, the integrated control unit 610 notifies the communication state between the two subsystems 10A and 10B and the notification of the presence / absence of abnormality determination from the first control unit 600A and the second control unit 600B. Are confirmed (step S101). The integrated control unit 610 determines whether or not the communication state between the two subsystems 10A and 10B is normal according to the communication state confirmed in step S101 (step S102). If the communication state is not normal (step S102: No), either the second control (step S120) or the failsafe mode (step S130) is executed. Details of the second control (step S120) and the fail-safe mode (step S130) will be described later.

  If the communication state is normal (step S102: Yes), the integrated control unit 610 determines whether there is an abnormality in each of the subsystems 10A and 10B in response to the notification of the presence / absence of the abnormality confirmed in step S101. Is determined (step S103).

  If there is no abnormality in both subsystems 10A and 10B, the first control (step S110) is executed. When the first control (step S110) is started, the integrated control unit 610 checks whether or not there is a valve opening instruction from the first control unit 600A and the second control unit 600B (step S111).

  When valve opening is not instructed by both the first controller 600A and the second controller 600B (step S111: No), the integrated controller 610 again communicates between the controllers 600A and 600B. And notification of the presence / absence of abnormality determination from each of the control units 600A and 600B (step S101). When the valve opening is instructed from both the first control unit 600A and the second control unit 600B (step S111: Yes), the shut valves 222A and 222B are instructed to open (step S112). Accordingly, the integrated control unit 610 can control the opening of the shut valves 222A and 222B in a state where the first subsystem 10A and the second subsystem 10B are synchronized.

  After instructing the shut valves 222A and 222B to open (step S112), the integrated control unit 610 confirms whether or not there is a valve closing instruction from the first control unit 600A and the second control unit 600B (step S113). . When the valve closing is not instructed by both the first control unit 600A and the second control unit 600B (step S113: No), the integrated control unit 610 again performs the first control unit 600A and the second control unit 600A. The presence or absence of a valve closing instruction from the control unit 600B is confirmed (step S113). If the first controller 600A and the second controller 600B both instruct to close the valve (step S113: Yes), the shut valves 222A and 222B are instructed to close (step S114). Accordingly, the integrated control unit 610 can control the closing of the shut valves 222A and 222B in a state where the first subsystem 10A and the second subsystem 10B are synchronized.

  After instructing the shut valves 222A and 222B to close (Step S114), the integrated control unit 610 confirms whether or not the end of the operation of the fuel cell system 10 is instructed (Step S115). The operation end instruction is executed, for example, when the start switch is turned off by a passenger of the fuel cell vehicle on which the fuel cell system 10 is mounted. When the end of the operation of the fuel cell system 10 is not instructed (step S115: No), the integrated control unit 610 confirms the communication state between the first control unit 600A and the second control unit 600B again. The acquisition of input values from various sensors is executed (step S101). When the end of the operation of the fuel cell system 10 is instructed (step S115: Yes), the open / close control is ended.

  If the communication state between the first control unit 600A and the second control unit 600B is normal (step S102) and the communication state is not normal (step S102: No), the fuel cell stack 100A. , 100B is determined whether or not power generation is possible (step S104). Whether or not power generation by the fuel cell stacks 100A and 100B is possible is determined (step S104) according to information notified from the control units 600A and 600B. Each control unit 600A, 600B determines whether or not power generation is possible, for example, according to the output value of a temperature sensor (not shown) that acquires the temperature of the fuel cell stacks 100A, 100B. When the determination is made according to the output value of the temperature sensor, for example, when the output value of the temperature sensor is equal to or greater than a predetermined value, each control unit 600A, 600B determines the temperature of the fuel cell stacks 100A, 100B. It is determined that power generation is impossible due to an abnormality. Further, when the integrated control unit 610 cannot execute the opening / closing instruction to the shut valves 222A and 222B, it is determined that power generation is impossible. When power generation by all the fuel cell stacks 100A and 100B is impossible (step S104: No), the fail safe mode is executed (step S130). In the present embodiment, the fail safe mode is a process of stopping power generation by the fuel cell system 10 and operating a drive motor or the like using electric power supplied by a secondary battery mounted on the fuel cell vehicle. When the fail-safe mode is executed (step S130), the integrated control unit 610 is configured to shut down the shut valves 222A, 222A, even when the first control unit 600A and the second control unit 600B are instructed to open the valves. The valve opening of 222B is not executed. When the stop of power generation by the fuel cell system 10 is completed and the fail-safe mode is started, the opening / closing control ends.

  As a result of determining whether or not power generation by the fuel cell stacks 100A and 100B is possible (step S104), when power generation by at least one of the fuel cell stacks 100A and 100B is possible (step S104: Yes) Second control (step S120) is executed.

  FIG. 3 is a flowchart showing processing in the second control (step S120). When the second control (step S120) is started, the integrated control unit 610 determines whether at least one of the first control unit 600A and the second control unit 600B instructs opening of the valve. Confirmation (step S121). When neither the first control unit 600A nor the second control unit 600B instructs opening of the valve (step S121: No), the integrated control unit 610 again performs the first control unit 600A and the second control unit 600A. It is confirmed whether at least one of the controller 600B instructs opening of the valve (step S121). When at least one of the first control unit 600A and the second control unit 600B instructs opening of the valve (step S121: Yes), all the shut valves 222A and 222B are instructed to open. (Step S122). Accordingly, the integrated control unit 610 can control the opening of the shut valves 222A and 222B in a state where the synchronization between the first subsystem 10A and the second subsystem 10B is released.

  After instructing the shut valves 222A and 222B to open (step S122), the integrated control unit 610 confirms whether there is a valve closing instruction from the first control unit 600A and the second control unit 600B (step S123). . When the valve closing is not instructed from at least one of the first control unit 600A and the second control unit 600B (step S123: No), the integrated control unit 610 again returns to the first control unit 600A. And the presence or absence of the valve closing instruction | indication from the 2nd control part 600B is confirmed (step S123). When closing is instructed by both the first control unit 600A and the second control unit 600B (step S123: Yes), the shut valves 222A and 222B are instructed to close (step S124). Accordingly, the integrated control unit 610 can control the closing of the shut valves 222A and 222B in a state where the first subsystem 10A and the second subsystem 10B are synchronized. After instructing the shut valves 222A and 222B to close (Step S114), the integrated control unit 610 issues a close instruction to the shut valves 222A and 222B (Step S124), and then ends the operation of the fuel cell system 10. Is instructed (step S125).

  When the end of the operation of the fuel cell system 10 is not instructed (step S125: No), the integrated control unit 610 again has at least one of the first control unit 600A and the second control unit 600B. It is confirmed whether or not the valve opening is instructed (step S121). When the end of the operation of the fuel cell system 10 is instructed (step S125: Yes), the second control (step S120) is ended, and the open / close control (FIG. 2) is ended.

  As shown in FIG. 2, when it is determined whether or not each subsystem 10A or 10B has an abnormality (step S103), at least one of the subsystems 10A and 10B has an abnormality (step S103: No). In step S105, the integrated control unit 610 determines whether synchronization is possible between the subsystems 10A and 10B. If synchronization is possible (step S105: Yes), the integrated control unit 610 executes the first control (step S110). When the synchronization is possible (step S105: Yes), for example, the abnormality occurring in the subsystems 10A and 10B is minor, which affects the opening / closing control of the shut valves 222A and 222B in the subsystems 10A and 10B. This is the case when no value is given. If synchronization is not possible (step S105: No), the integrated control unit 610 executes the second control (step S120).

  FIG. 4 is a timing chart of the opening / closing instructions of the controllers 600A, 600B, 610 and the opening / closing operations of the shut valves 222A, 222B in the first control (step S110). In FIG. 4, the opening / closing operation of the shut valves 222A and 222B, the opening / closing instruction of the integrated control unit 610, the opening / closing instruction of the first control unit 600A, and the opening / closing instruction of the second control unit 600B from the upper side of the page. The situation is shown. At time T10, the start switch of the fuel cell system 10 is turned on, and opening / closing control is started. Before time T10, since the start switch of the fuel cell system 10 is OFF, the opening / closing control by the control units 600A, 600B, 610 is not executed. When the opening / closing control is not executed, the shut valves 222A and 222B are closed. From time T10 to time T11, all the control units 600A, 600B, 610 instruct to close the valves. Therefore, the shut valves 222A and 222B are closed between time T10 and time T11.

  At time T11, the second controller 600B maintains the valve closing instruction, and the first controller 600A switches from the valve closing instruction to the valve opening instruction. In this case, the integrated control unit 610 maintains the valve closing instruction and does not execute the valve opening instruction. At time T12, in addition to the second control unit 600B, the first control unit 600A also switches the instruction from the valve closing instruction to the valve opening instruction. In this case, the integrated control unit 610 switches from a valve closing instruction to a valve opening instruction. The shut valves 222 </ b> A and 222 </ b> B perform a valve opening operation when instructed to open by the integrated control unit 610. When executing the valve opening operation, the integrated control unit 610 instructs all the shut valves 222A and 222B provided in the two subsystems 10A and 10B to open the valves simultaneously.

  At time T13, the first controller 600A maintains the valve opening instruction, and the second controller 600B switches from the valve closing instruction to the valve closing instruction. In this case, the integrated control unit 610 maintains the valve opening instruction and does not execute the valve closing instruction. At time T14, in addition to the first control unit 600A, the second control unit 600B also switches the instruction from the valve opening instruction to the valve closing instruction. In this case, the integrated control unit 610 switches from a valve opening instruction to a valve closing instruction. When the integrated control unit 610 is instructed to close the valve, the shut valves 222A and 222B perform a valve closing operation. For this reason, the shut valves 222A and 222B are open from time T12 to time T14.

  FIG. 5 is a timing chart of the opening / closing instructions of the controllers 600A, 600B, 610 and the opening / closing operations of the shut valves 222A, 222B in the second control (step S120). In FIG. 5, as in FIG. 4, the opening / closing operation of the shut valves 222 </ b> A and 222 </ b> B, the opening / closing instruction of the integrated control unit 610, the opening / closing instruction of the first control unit 600 </ b> A, and the second control unit 600 </ b> B The opening and closing instructions are shown. At time T20, the start switch of the fuel cell system 10 is turned on, and opening / closing control is started. Between time T20 and time T21, the shut valves 222A and 222B are closed.

  At time T21, the second control unit 600B maintains the valve closing instruction, and the first control unit 600A switches from the valve closing instruction to the valve opening instruction. In the second control, since the subsystems 10A and 10B are not synchronized when the valve opening is performed, the integrated control unit 610 executes the valve opening instruction. The shut valves 222 </ b> A and 222 </ b> B perform a valve opening operation when instructed to open by the integrated control unit 610. At time T22, the first control unit 600A also switches the instruction from the valve closing instruction to the valve opening instruction. However, since the integrated control unit 610 has already executed the valve opening instruction, Keep instructions.

  At time T23, the first controller 600A maintains the valve opening instruction, and the second controller 600B switches from the valve closing instruction to the valve closing instruction. In this case, the integrated control unit 610 maintains the valve opening instruction and does not execute the valve closing instruction. At time T24, in addition to the first control unit 600A, the second control unit 600B also switches the instruction from the valve opening instruction to the valve closing instruction. In this case, the integrated control unit 610 switches from a valve opening instruction to a valve closing instruction. The shut valves 222 </ b> A and 222 </ b> B perform a valve closing operation when instructed to close by the integrated control unit 610. Therefore, the shut valves 222A and 222B are open from time T21 to time T24.

  According to the first embodiment described above, the integrated control unit 610 simultaneously opens all the shut valves 222A and 222B provided in the two subsystems 10A and 10B when performing the valve opening operation. Instruct to do. For this reason, when the shut valves 222A and 222B are opened, it is possible to suppress the pressure on the supply branch flow paths 230A and 230B from becoming larger than the pressure on the high pressure tanks 210A and 210B with the shut valves 222A and 222B interposed therebetween. As a result, when the valve opening is performed, a reverse pressure, which is a pressure generated when fuel gas tries to flow from the high pressure tanks 210A and 210B to the supply branch flow paths 230A and 230B, is applied to the shut valves 222A and 222B. The risk of being damaged can be reduced. Therefore, deterioration of the shut valves 222A and 222B due to the reverse pressure can be suppressed. The case where the pressure on the supply branch flow path 230A, 230B side becomes larger than the pressure on the high pressure tank 210A, 210B side can occur, for example, when only some of the plurality of shut valves 222A, 222B are opened. . In this case, the fuel gas flows out from the high-pressure tanks 210A and 210B connected to the opened shut valves 222A and 222B, so that the supply branch flow paths 230A and 230B in the shut valves 222A and 222B that are not opened The pressure increases.

  Moreover, according to 1st Embodiment demonstrated above, the fuel cell system 10 performs 1st control (step S110), when abnormality of subsystem 10A, 10B is not detected. Further, the fuel cell system 10 performs the second control (step S120) when an abnormality is detected in at least one of the subsystems 10A and 10B. For this reason, when no abnormality is detected in the subsystems 10A and 10B, the fuel cell system 10 executes the valve opening when both subsystems 10A and 10B are instructed to open the valves. For this reason, the occurrence of fuel gas leakage or the like can be suppressed by performing valve opening after confirming that no abnormality has occurred in both subsystems 10A and 10B. Further, when an abnormality is detected in at least one of the subsystems 10A and 10B, the valve is opened even when only one of the subsystems 10A and 10B is instructed to open the valve. . Therefore, the shut valves 222A and 222B can be opened even when the subsystems 10A and 10B in which the abnormality has occurred and the subsystems 10A and 10B in which the abnormality has not occurred have different opening / closing instructions. It is. Therefore, when the fuel cell system 10 performs power generation, it is possible to prevent the fuel gas from being supplied to the fuel cell stacks 100A and 100B because the shut valves 222A and 222B cannot be opened.

  Further, according to the first embodiment described above, in the first control (step S110) and the second control (step S120), the integrated control unit 610 is instructed to close the valve by the two control units 600A and 600B. If so, the shut valves 222A and 222B are instructed to close (steps S114 and S124). For this reason, the fuel cell system 10 can synchronize between the two subsystems 10A and 10B when the valve closing is performed regardless of whether or not an abnormality of the subsystems 10A and 10B is detected. As a result, it is possible to prevent the shut valves 222A and 222B from being closed while one of the subsystems is generating power. Therefore, deficiency of fuel gas due to consumption of fuel gas by subsystems 10A and 10B while fuel gas supply is stopped can be suppressed.

B. Second Embodiment FIG. 6 is a flowchart showing opening / closing control of the shut valves 222A and 222B executed by the integrated control unit 610 in the fuel cell system 10 according to the second embodiment. In the second embodiment, in the open / close control of the shut valves 222A and 222B, after determining that the fuel cell system 10 is normal (step S103: Yes), it is determined whether or not there is a fuel gas leak (step S201) and freezing. This is different from the first embodiment in that the presence / absence determination (step S202) is performed. In the following, the same components as those in the first embodiment are denoted by the same reference numerals, and detailed description thereof is omitted.

  In the open / close control in the present embodiment, the integrated control unit 610 first determines whether or not there is a leak of fuel gas after determining that the fuel cell system 10 is normal (step S103: Yes) (step S201). The determination of the presence or absence of fuel gas leakage by the integrated control unit 610 is performed in response to the notification of the presence or absence of fuel gas leakage from the first control unit 600A and the second control unit 600B. Moreover, each control part 600A, 600B determines that there is a fuel gas leak when the supply pressure acquired by the pressure sensors 242A, 242B is less than a predetermined threshold value. If fuel gas leakage has occurred (step S201: Yes), the integrated control unit 610 again determines the communication status between the control units 600A and 600B and whether or not there is an abnormality from each of the control units 600A and 600B. Is confirmed (step S101).

  If no fuel gas leakage has occurred (step S201: No), the integrated control unit 610 determines whether or not freezing has occurred (step S202). Here, in this embodiment, freezing means freezing of the shut valves 222A and 222B. When the shut valves 222A and 222B are frozen, the shut valves 222A and 222B may not operate normally. For example, when some of the shut valves 222A and 222B cannot be opened in response to a valve opening instruction, there is a possibility that deterioration due to back pressure or the like may occur. Determination of the presence or absence of freezing by the integrated control unit 610 is performed in response to a notification from the first control unit 600A and the second control unit 600B regarding the determination of the presence or absence of freezing. Moreover, each control part 600A, 600B determines the presence or absence of freezing according to the temperature acquired by the temperature sensor (not shown) arrange | positioned in the vicinity of shut valve 222A, 222B, for example. When the freezing has occurred (step S202: Yes), the integrated control unit 610 again notifies the communication state between the control units 600A and 600B and the notification of the presence or absence of abnormality from each control unit 600A and 600B. Are confirmed (step S101). If freezing has not occurred (step S202: No), the first control (step S110) is executed.

  According to the second embodiment described above, the same effects are achieved in that the configuration is the same as that of the first embodiment. Furthermore, according to the second embodiment, the determination of whether or not fuel gas has leaked (step S201) and the determination of whether or not there is freezing (step S202) are performed. Therefore, when fuel gas leaks or the shut valves 222A and 222B are frozen, the integrated control unit 610 determines whether or not to synchronize the subsystems 10A and 10B in the open / close control. Can be done again.

C. Other Embodiment C1. 1st other embodiment In the said embodiment, although the instruction | indication of opening / closing to shut valve 222A, 222B is performed by the integrated control part 610, it is not limited to this. For example, the integrated control unit 610 instructs the control units 600A and 600B to open and close, and the control units 600A and 600B receiving the instruction from the integrated control unit 610 execute the opening and closing instructions to the shut valves 222A and 222B. May be.

C2. Second Other Embodiment In the above embodiment, the first control unit 600A functions as the integrated control unit 610. However, the present invention is not limited to this. For example, the second control unit 600B may function as the integrated control unit 610. In addition, an integrated control unit 610 may be provided separately from the first control unit 600A and the second control unit 600B.

C3. Third Embodiment In the above embodiment, the fuel cell system 10 includes the pressure sensors 350A and 350B as detection units for detecting an abnormality in the fuel gas supply mechanisms 300A and 300B. However, the present invention is not limited to this. Not. For example, the fuel cell system 10 may use pressure sensors 330A and 330B as detection units for detecting an abnormality in the fuel gas supply mechanisms 300A and 300B. Further, the detection unit is not limited to the pressure sensor, and may be a different type of sensor. For example, the fuel cell system 10 may include a flow meter that detects the flow rate of the fuel gas in the fuel gas supply mechanisms 300A and 300B as a detection unit. The detection unit may detect an abnormality other than the abnormality in the fuel gas supply mechanisms 300A and 300B. For example, the detection unit includes a sensor (for example, an air flow meter) for detecting an abnormality in the oxidant gas supply / discharge mechanism 400A, 400B, or a sensor (for example, an ammeter Voltmeter). Even in this case, the detection unit can detect an abnormality in the subsystems 10A and 10B.

C4. 4th other embodiment In the said embodiment, fail safe mode stops the electric power generation by the fuel cell system 10, and operates a drive motor etc. using the electric power supplied by the secondary battery mounted in the fuel cell vehicle. However, the present invention is not limited to this. For example, the fail safe mode may be a process of limiting the amount of power generated by the fuel cell system 10 to a predetermined value or less and reducing the load on the fuel cell system 10. Further, the fail safe mode may be a process of generating power by only one of the two subsystems 10A and 10B.

C5. 5th other embodiment In 1st control of the said embodiment, when only one control part 600A, 600B is instruct | indicating valve closing, control part 600A, 600B instruct | indicating valve closing is carried out. The injectors 340A and 340B provided in the provided subsystems 10A and 10B may be closed. In this place, power generation in the subsystems 10A and 10B instructing valve closing can be stopped.

C6. Sixth Other Embodiment In the determination of the presence or absence of freezing in the second embodiment (step S202), each control unit 600A, 600B uses a temperature sensor disposed in the vicinity of the shut valves 222A, 222B to shut the valve. Although the presence or absence of freezing of 222A and 222B is determined, it is not limited to this. For example, each control unit 600A, 600B may determine the risk of freezing of the shut valves 222A, 222B due to the outside air temperature using an outside air temperature sensor. Further, the control units 600A and 600B may shut down the fuel gas in the fuel cell system 10 even if the valve mechanisms other than the shut valves 222A and 222B are frozen. You may determine freezing of valve mechanisms other than valve 222A, 222B. For example, in place of or in addition to the shut valves 222A and 222B, the freezing of the injectors 340A and 340B and the regulators 320A and 320B may be determined. Further, it may be determined whether the on-off valves 375A and 375B provided in the gas-liquid separators 370A and 370B are frozen.

C7. Seventh Other Embodiments In the above embodiment, when the fuel cell system 10 stops the operation of the fuel cell system 10, the fuel gas leaks in the fuel gas storage mechanisms 200A and 200B and the fuel gas supply mechanisms 300A and 300B. A process of detecting (leak detection process) may be performed. The leak detection process is performed using, for example, the pressure value in the closed space formed between the shut valves 222A and 222B and the injectors 340A and 340B by closing the shut valves 222A and 222B and the injectors 340A and 340B. In this case, even when the amount of fluctuation in the pressure value in the enclosed space acquired by the pressure sensors 242A and 242B exceeds a predetermined threshold, the control units 600A and 600B determine that there is fuel gas leakage. Good. For example, when the pressure value in the closed space increases, there is a possibility that fuel gas leaks because the shut valves 222A and 222B are not normally closed. Further, for example, when the pressure value in the closed space decreases, there is a possibility that fuel gas leaks due to the injectors 340A and 340B not closing normally.

C8. Eighth Other Embodiment In the above embodiment, the shut valves 222A and 222B are arranged in the supply branch passages 230A and 230B among the fuel gas supply passages, and are provided for the respective high pressure tanks 210A and 210B. However, the present invention is not limited to this. For example, the shut valves 222A and 222B may be arranged on the upstream side of the connection channel 312 in the main channels 310A and 310B, and one may be provided in each of the subsystems 10A and 10B. Even in this case, the shut valves 222A and 222B can switch the high pressure tanks 210A and 210B and the fuel cell stacks 100A and 100B to communication or non-communication by opening and closing.

C9. Ninth Embodiment In the above embodiment, the fuel cell system 10 includes two subsystems 10A and 10B, but is not limited thereto. For example, the fuel cell system 10 may include three or more subsystems 10A and 10B. In this case, the integrated control unit 610 executes the first control (step S110) when there is no abnormality in all of the plurality of subsystems 10A and 10B. Further, the integrated control unit 610 executes the second control (step S120) when there is an abnormality in at least one of the plurality of subsystems 10A and 10B. In the first control (step S110), the integrated control unit 610 opens all the shut valves 222A and 222B when all the control units 600A and 600B are instructed to open the valve (step S111: Yes). Is instructed (step S112). In addition, when all the control units 600A and 600B are instructed to close the valve (step S113: Yes), the integrated control unit 610 instructs all the shut valves 222A and 222B to close (step S114). On the other hand, in the second control (step S120), the integrated control unit 610 is all in the case where the valve opening is instructed from at least one of the plurality of control units 600A and 600B (step S121: Yes). The shut valves 222A and 222B are instructed to open (step S122). In addition, when all the control units 600A and 600B are instructed to close the valve (step S123: Yes), the integrated control unit 610 instructs all the shut valves 222A and 222B to close (step S124).

  The present invention is not limited to the above-described embodiment, and can be realized with various configurations without departing from the spirit of the present invention. For example, the technical features in the embodiments corresponding to the technical features in each embodiment described in the summary section of the invention are intended to solve part or all of the above-described problems, or one of the above-described effects. In order to achieve part or all, replacement or combination can be appropriately performed. 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 10A, 10B ... Subsystem 100A, 100B ... Fuel cell stack 200A, 200B ... Fuel gas storage mechanism 210A, 210B ... High-pressure tank 222A, 222B ... Shut valve 230A, 230B ... Supply branch flow path 240A, 240B ... Supply side connection manifold 242A, 242B ... Pressure sensor 250A, 250B ... Filling branch flow path 260A, 260B ... Filling side connection manifold 262A, 262B ... Pressure sensor 270A, 270B ... Filling flow path 280 ... Receptacle 300A, 300B ... Fuel gas supply mechanism 310A, 310B ... main flow path 312 ... connection flow path 320A, 320B ... regulator 330A, 330B ... pressure sensor 340A, 340B ... injector 350A, 350B ... pressure sensor 360A 360B ... Fuel gas circulation channel 370A, 370B ... Gas-liquid separators 375A, 375B ... On-off valve 380A, 380B ... Pump 390A, 390B ... Fuel gas discharge channel 400A, 400B ... Oxidant gas supply / discharge mechanism 410A, 410B ... Oxidation Agent gas supply channel 420A, 420B ... Oxidant gas discharge channel 430A, 430B ... Bypass channel 440A, 440B ... Air compressor 450A, 450B ... Three-way valve 460A, 460B ... Pressure regulating valve 470A, 470B ... Muffler 500A, 500B ... Refrigerant Circulation mechanism 510A, 510B ... Radiators 520A, 520B ... Refrigerant supply channel 530A, 530B ... Refrigerant recovery channel 540A, 540B ... Refrigerant bypass channel 560A, 560B ... Three-way valve 600A, 600B ... Control unit 610 ... Integrated control unit

Claims (1)

A fuel cell system,
Multiple subsystems;
An integrated control unit for controlling the plurality of subsystems,
Each of the plurality of subsystems is
A fuel cell stack that generates power using fuel gas; and
A high-pressure tank for storing fuel gas supplied to the fuel cell stack;
A fuel gas supply channel for communicating the fuel cell stack and the high-pressure tank;
A shut valve disposed in the fuel gas supply channel, wherein the shut valve opens and closes the fuel cell stack and the high pressure tank to communicate with each other, and
A detection unit for detecting a state of the subsystem;
A controller that determines whether or not there is an abnormality in the subsystem according to the state detected by the detector, and instructs the integrated controller to open and close the shut valve;
The fuel cell system further includes a connection flow path for communicating the fuel gas supply flow paths provided in the plurality of subsystems with each other,
The integrated control unit
When it is determined that there is no abnormality in the plurality of subsystems, the opening of the shut valves of the plurality of subsystems is executed after instructed to open the valves by all the control units, and the control units Performing a first control to perform shut-off of the shut valves of the plurality of subsystems after being instructed to close the valve by all of
When it is determined that there is an abnormality in at least one of the plurality of subsystems, the plurality of subsystems are instructed to be opened by at least one of the controllers. Performing the second control of executing the closing of the shut valves of the plurality of subsystems after instructing the closing of the valves by all the control units.
Fuel cell system.

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