JP5007797B2 - Fuel cell system - Google Patents

Description

  The present invention relates to a fuel cell system that controls supply of a reaction gas to a fuel cell stack by an electromagnetically driven on / off valve.

  In recent years, low-pollution vehicles have been developed as part of efforts to deal with environmental problems, and one of them is a fuel cell vehicle using a fuel cell system as an on-vehicle power source. A fuel cell system causes an electrochemical reaction by supplying a reaction gas to a membrane-electrode assembly in which an anode electrode is disposed on one surface of an electrolyte membrane and a cathode electrode is disposed on the other surface, and chemical energy is generated. Is an energy conversion system that converts electricity into electrical energy. In particular, a solid polymer electrolyte fuel cell system using a solid polymer membrane as an electrolyte is easy to downsize at low cost and has a high output density, so that it is expected to be used as an in-vehicle power source. Yes.

Japanese Patent Laying-Open No. 2005-302563 discloses a configuration using an injector with excellent responsiveness as means for controlling the flow rate and pressure of fuel gas supplied to a fuel cell stack with high accuracy.
JP 2005-302563 A

  However, if the normal injection control is performed when the injector is closed and stuck, the injector remains in a valve-closed state, resulting in inoperability.

  In view of the above, an object of the present invention is to provide a fuel cell system for restoring an electromagnetically driven on / off valve that has failed to be closed to a normal state.

In order to solve the above problems, a fuel cell system according to the present invention includes a fuel cell, an electromagnetically driven on / off valve that controls supply of a reactive gas supplied from the reactive gas supply source to the fuel cell, and an electromagnetically driven on / off valve. An energization control means for controlling energization of the valve, and the energization control means continues for a rush period, which is a period for energizing the electromagnetic drive on-off valve with an inrush current for opening the electromagnetic drive on-off valve. In addition to energizing the electromagnetically driven on / off valve, the electromagnetically driven on / off valve is continuously energized during the holding period, which is the period following the inrush period, to maintain the open state by energizing the inrush current. The energization control means, when detecting a closed fixing failure of the electromagnetically driven on / off valve, continuously energizes the electromagnetically driven on / off valve continuously during all or part of the holding period in addition to the inrush period. Opening the electromagnetically driven on / off valve The attempt.

  In addition to the inrush period, the period for energizing the inrush current can be increased by supplying the inrush current to the electromagnetically driven on / off valve continuously during all or part of the holding period. The possibility of opening the electromagnetically driven on-off valve can be further increased.

  The closed stuck-at failure indicates a failure in which the valve is kept fully closed, and is synonymous with a fully closed failure.

  Here, the inrush current is a current that flows when a drive voltage with a duty ratio of 100% is passed through the electromagnetically driven on / off valve, and the holding current is when the PWM controlled drive voltage is passed through the electromagnetically driven on / off valve. Current flowing through the In order to cause an inrush current to flow through the electromagnetically driven on / off valve continuously during all or part of the holding period, an electromagnetically driven on / off valve is applied with a driving voltage of 100% duty ratio continuously during all or part of the holding period. You just have to energize.

  For example, an injector is suitable as the electromagnetically driven on-off valve. Since the injector is excellent in responsiveness, highly accurate reaction gas supply control to the fuel cell stack can be realized.

  According to the present invention, in addition to the inrush period, the period for energizing the inrush current can be increased by energizing the electromagnetically driven on / off valve continuously during all or part of the holding period. Therefore, it is possible to further increase the possibility of opening the electromagnetically driven on / off valve that has failed to close.

Embodiments of the present invention will be described below with reference to the drawings.
FIG. 1 shows a system configuration of a fuel cell system 10 that functions as an in-vehicle power supply system for a fuel cell vehicle.

  The fuel cell system 10 includes a fuel cell stack 20 that generates power upon receiving supply of reaction gases (oxidation gas and fuel gas), a fuel gas piping system 30 that supplies hydrogen gas as fuel gas to the fuel cell stack 20, an oxidation An oxidizing gas piping system 40 that supplies air as gas to the fuel cell stack 20, a power system 60 that controls charging / discharging of power, and a controller 70 that controls the entire system are provided.

  The fuel cell stack 20 is, for example, a solid polymer electrolyte cell stack formed by stacking a large number of cells in series. The cell has a cathode electrode on one surface of an electrolyte membrane made of an ion exchange membrane, an anode electrode on the other surface, and a pair of separators so as to sandwich the cathode electrode and the anode electrode from both sides. Yes. The fuel gas is supplied to the fuel gas flow path of one separator, and the oxidizing gas is supplied to the oxidizing gas flow path of the other separator, and the fuel cell stack 20 generates power by this gas supply.

  The fuel gas piping system 30 includes a fuel gas supply source 31, a fuel gas supply passage 35 through which fuel gas (hydrogen gas) supplied from the fuel gas supply source 31 to the anode electrode of the fuel cell stack 20 flows, and a fuel cell stack. A circulation passage 36 for recirculating the fuel off-gas (hydrogen off-gas) discharged from the fuel gas supply passage 35 to the fuel gas supply passage 35, and a circulation pump 37 for pressure-feeding the fuel off-gas in the circulation passage 36 to the fuel gas supply passage 35. And an exhaust passage 39 branched and connected to the circulation passage 36.

  The fuel gas supply source 31 is composed of, for example, a high-pressure hydrogen tank or a hydrogen storage alloy, and stores, for example, 35 MPa or 70 MPa of hydrogen gas. When the shut-off valve 32 is opened, hydrogen gas flows out from the fuel gas supply source 31 into the fuel gas supply channel 35. The hydrogen gas is decompressed to, for example, about 200 kPa by the regulator 33 and the injector 34 and supplied to the fuel cell stack 20.

  The fuel gas supply source 31 includes a reformer that generates hydrogen-rich reformed gas from hydrocarbon fuel, a high-pressure gas tank that stores the reformed gas generated by the reformer in a high-pressure state, and You may comprise.

  The regulator 33 is a device that regulates the upstream pressure (primary pressure) to a preset secondary pressure. In the present embodiment, a mechanical pressure reducing valve that reduces the primary pressure is employed as the regulator 33. The mechanical pressure reducing valve has a structure in which a back pressure chamber and a pressure adjusting chamber are formed with a diaphragm therebetween, and the primary pressure is reduced to a predetermined pressure in the pressure adjusting chamber by the back pressure in the back pressure chamber. Thus, a publicly known configuration for the secondary pressure can be employed.

  By arranging the regulator 33 on the upstream side of the injector 34, the upstream pressure of the injector 33 can be effectively reduced. For this reason, the design freedom of the mechanical structure (a valve body, a housing, a flow path, a drive device, etc.) of the injector 34 can be raised. In addition, since the upstream pressure of the injector 34 can be reduced, the valve body of the injector 34 is less likely to move due to an increase in the differential pressure between the upstream pressure and the downstream pressure of the injector 34. be able to. Therefore, the adjustable pressure width of the downstream pressure of the injector 34 can be widened, and a decrease in responsiveness of the injector 34 can be suppressed.

  The injector 34 is an electromagnetically driven on-off valve capable of adjusting the gas flow rate and gas pressure by driving the valve body directly with a predetermined driving cycle with an electromagnetic driving force and separating it from the valve seat. The injector 34 has a valve body for opening or closing the fuel gas supply passage 35, a solenoid coil for driving the valve body, an armature integrated with the valve body, and a stator for housing the solenoid coil. Then, by energizing the solenoid coil, the armature is attracted to the stator and the valve element is moved to a predetermined valve opening position or valve closing position.

  In the present embodiment, the opening area of the injection hole of the injector 34 can be switched in two stages by turning on / off the pulse excitation current supplied to the solenoid coil. By controlling the gas injection time and gas injection timing of the injector 34 according to the injection command output from the controller 70, the flow rate and pressure of the fuel gas are controlled with high accuracy. The injector 34 directly opens and closes the valve (valve body and valve seat) with an electromagnetic driving force, and has a high responsiveness because its driving cycle can be controlled to a highly responsive region.

  The injector 34 changes its downstream area by changing at least one of the opening area (opening) and the opening time of the valve provided in the gas flow path of the injector 34 in order to supply the required gas flow rate downstream. The gas flow rate (or hydrogen molar concentration) supplied to the side (fuel cell stack 20 side) is adjusted.

  In addition, since the gas flow rate is adjusted by opening and closing the valve body of the injector 34 and the gas pressure supplied downstream of the injector 34 is reduced from the gas pressure upstream of the injector 34, the injector 34 is controlled by a pressure regulating valve (pressure reducing valve or regulator). Can also be interpreted. Further, in this embodiment, a variable pressure control valve capable of changing the pressure adjustment amount (pressure reduction amount) of the upstream gas pressure of the injector 34 so as to match the required pressure within a predetermined pressure range in accordance with the gas demand. Can also be interpreted. The injector 34 functions as a variable gas supply device that adjusts the gas state (gas flow rate, hydrogen molar concentration, gas pressure) on the upstream side of the fuel gas supply flow path 35 and supplies it to the downstream side.

  The fuel gas supply channel 35 includes a primary pressure sensor 81 for detecting the upstream pressure (primary pressure) of the injector 34, a primary temperature sensor 83 for detecting the upstream temperature of the injector 34, and the injector 34. Secondary pressure sensors 82 for detecting the downstream pressure (secondary pressure) are respectively attached.

  An exhaust passage 39 is connected to the circulation passage 36 via an exhaust valve 38. The exhaust valve 38 is operated according to a command from the controller 70, and thereby discharges the fuel off-gas and impurities including impurities in the circulation flow path 36 to the outside. By opening the exhaust valve 38, the concentration of impurities in the fuel off-gas in the circulation passage 36 decreases, and the concentration of hydrogen in the fuel off-gas that is circulated increases.

  The diluter 50 is supplied with the fuel off-gas discharged through the exhaust valve 38 and the exhaust passage 39 and the oxidizing off-gas flowing through the discharge passage 45 to dilute the fuel off-gas. The diluted exhaust gas of the fuel off-gas is silenced by a muffler (silencer) 51, flows through the tail pipe 52, and is exhausted outside the vehicle.

  The oxidizing gas piping system 40 includes an oxidizing gas supply passage 44 through which oxidizing gas supplied to the cathode electrode of the fuel cell stack 20 flows, and a discharge passage 45 through which oxidizing off gas discharged from the fuel cell stack 20 flows. ing.

  The oxidizing gas supply flow path 44 is provided with an air compressor 42 that takes in the oxidizing gas via the filter 41 and a humidifier 43 for humidifying the oxidizing gas that is pumped by the air compressor 42. The discharge passage 45 is provided with a back pressure adjustment valve 46 for adjusting the oxidizing gas supply pressure and a humidifier 43.

  The humidifier 43 accommodates a water vapor permeable membrane bundle (hollow fiber membrane bundle) composed of a large number of water vapor permeable membranes (hollow fiber membranes). A highly humid oxidizing off gas (wet gas) containing a large amount of water generated by the battery reaction flows inside the water vapor permeable membrane, while a low wet oxidizing gas taken from the atmosphere is outside the water permeable membrane. (Dry gas) flows. Oxidizing gas can be humidified by performing water exchange between the oxidizing gas and the oxidizing off gas across the water vapor permeable membrane.

  The power system 60 includes a DC / DC converter 61, a battery 62, a traction inverter 63, a traction motor 64, and a current sensor 84.

  The DC / DC converter 61 is a DC voltage converter, which boosts the DC voltage from the battery 62 and outputs it to the traction inverter 63, and steps down the DC voltage from the fuel cell stack 20 or the traction motor 64. And a function of charging the battery 62. The charge / discharge of the battery 62 is controlled by these functions of the DC / DC converter 61. Further, the operation point (output voltage, output current) of the fuel cell stack 20 is controlled by the voltage conversion control by the DC / DC converter 61.

  The battery 62 is a power storage device capable of storing and discharging electric power, and functions as a regenerative energy storage source at the time of brake regeneration and an energy buffer at the time of load fluctuation accompanying acceleration or deceleration of the fuel cell vehicle. As the battery 62, for example, a secondary battery such as a nickel / cadmium storage battery, a nickel / hydrogen storage battery, or a lithium secondary battery is suitable.

  The traction inverter 63 converts a direct current into a three-phase alternating current and supplies it to the traction motor 64. The traction motor 64 is a three-phase AC motor, for example, and constitutes a power source of the fuel cell vehicle.

  The current sensor 84 detects the output current (sweep current) of the fuel cell stack 20.

  The controller 70 is a computer system including a CPU, a ROM, a RAM, and an input / output interface, and controls each part of the fuel cell system 10. For example, when the controller 70 receives an activation signal output from an ignition switch (not shown), the controller 70 starts operation of the fuel cell system 10 and an accelerator opening signal output from an accelerator sensor (not shown), Based on a vehicle speed signal output from a vehicle speed sensor (not shown), the required power of the entire system is obtained. The required power of the entire system is the total value of the vehicle running power and the auxiliary machine power.

  Auxiliary power includes, for example, power consumed by in-vehicle auxiliary equipment (humidifiers, air compressors, hydrogen pumps, cooling water circulation pumps, etc.), and devices required for vehicle travel (transmissions, wheel control devices, steering devices) , And suspension devices), and power consumed by devices (such as air conditioners, lighting fixtures, and audio devices) disposed in the passenger space.

  Then, the controller 70 determines the distribution of the output power of the fuel cell stack 20 and the battery 62, and the rotational speed of the air compressor 42 and the valve opening of the injector 34 so that the power generation amount of the fuel cell stack 20 matches the target power. And adjusting the output voltage of the fuel cell stack 20 by controlling the DC / DC converter 61 and adjusting the output voltage of the fuel cell stack 20. Voltage and output current). Further, the controller 70 outputs, for example, each U-phase, V-phase, and W-phase AC voltage command value to the traction inverter 63 as a switching command so that the target vehicle speed according to the accelerator opening is obtained, and the traction motor 64 output torque and rotation speed are controlled.

FIG. 2 shows functional blocks related to injector control.
The controller 70 determines the amount of fuel gas consumed by the fuel cell stack 20 (hereinafter referred to as “fuel consumption”) based on the operating state of the fuel cell stack 20 (the output current of the fuel cell stack 20 detected by the current sensor 84). (Fuel consumption calculation function: B1). In the present embodiment, the fuel consumption is calculated and updated every calculation cycle of the controller 70 using a specific calculation expression representing the relationship between the output current value of the fuel cell stack 20 and the fuel consumption. .

  Based on the operating state of the fuel cell stack 20 (current value during power generation of the fuel cell stack 20 detected by the current sensor 84), the controller 70 sets the target pressure value of the fuel gas at the downstream position of the injector 34 (to the fuel cell stack 20). Target gas supply pressure) (target pressure value calculation function: B2). In the present embodiment, using a specific map representing the relationship between the current value of the fuel cell stack 20 and the target pressure value, the position (pressure) where the secondary pressure sensor 82 is disposed for each calculation cycle of the controller 70. The target pressure value at the pressure adjustment position where adjustment is required is calculated and updated.

  The controller 70 calculates the feedback correction flow rate based on the deviation between the calculated target pressure value and the pressure value (detected pressure value) at the downstream position (pressure adjustment position) of the injector 34 detected by the secondary pressure sensor 82 ( Feedback correction flow rate calculation function: B3). The feedback correction flow rate is a fuel gas flow rate (pressure difference reduction correction flow rate) that is added to the fuel consumption in order to reduce the deviation between the target pressure value and the detected pressure value. In the present embodiment, the feedback correction flow rate is calculated and updated every calculation cycle of the controller 70 using the PI type feedback control law.

Specifically, the controller 70 multiplies the deviation (e) between the target pressure value and the detected pressure value by a proportional gain (K _P ) to generate a proportional feedback correction flow rate (proportional term: P = K _P × e). In addition to calculating the integral type feedback correction flow rate (integral term: I = K _I × ∫ (e) dt) by multiplying the time integral value of deviation (∫ (e) dt) by the integral gain (K _I ). The feedback correction flow rate including a value obtained by adding these is calculated.

  The controller 70 calculates a feedforward corrected flow rate corresponding to the deviation between the previously calculated target pressure value and the currently calculated target pressure value (feedforward corrected flow rate calculation function: B4). The feedforward correction flow rate is a change in the fuel gas flow rate due to the change in the target pressure value (correction flow corresponding to the pressure difference). In the present embodiment, the feedforward correction flow rate is calculated and updated every calculation cycle of the controller 70 using a specific calculation formula representing the relationship between the deviation of the target pressure value and the feedforward correction flow rate.

  Based on the gas state upstream of the injector 34 (the pressure of the fuel gas detected by the primary side pressure sensor 81 and the temperature of the fuel gas detected by the primary side temperature sensor 83), the controller 70 detects the static gas upstream of the injector 34. The static flow rate is calculated (static flow rate calculation function: B5). In the present embodiment, the static flow rate is calculated and updated every calculation cycle of the controller 70 using a specific calculation formula representing the relationship between the pressure and temperature of the fuel gas upstream of the injector 34 and the static flow rate. To do.

  The controller 70 calculates the invalid injection time of the injector 34 based on the upstream gas state (fuel gas pressure and temperature) of the injector 34 and the applied voltage (invalid injection time calculation function: B6). Here, the invalid injection time means the time required from when the injector 34 receives a control signal from the controller 70 until the actual injection is started. In the present embodiment, the invalid injection time is calculated for each calculation cycle of the controller 70 using a specific map representing the relationship between the pressure and temperature of the fuel gas upstream of the injector 34, the applied voltage, and the invalid injection time. To update.

  The controller 70 calculates the injection flow rate of the injector 34 by adding the fuel consumption amount, the feedback correction flow rate, and the feedforward correction flow rate (injection flow rate calculation function: B7). Then, the controller 70 calculates the basic injection time of the injector 34 by multiplying the value obtained by dividing the injection flow rate of the injector 34 by the static flow rate by the drive period of the injector 34, and also calculates the basic injection time and the invalid injection time. Are added to calculate the total injection time of the injector 34 (total injection time calculation function: B8). Here, the drive cycle means a stepped (on / off) waveform cycle representing the opening / closing state of the injection hole of the injector 34. In the present embodiment, the controller 70 sets the drive cycle to a constant value.

  The controller 70 controls the gas injection time and the gas injection timing of the injector 34 by outputting an injection command for realizing the total injection time of the injector 34 calculated through the above procedure to the fuel cell. The flow rate and pressure of the fuel gas supplied to the stack 20 are adjusted.

FIG. 3 is a timing chart showing the fail-safe process at the time of the injector closed fixing failure.
In the figure, the recovery trial flag is flag information indicating whether or not to perform fail-safe processing for opening the injector 34 that has failed to close and adhere. The INJ drive permission flag is flag information indicating whether or not the valve opening of the injector 34 is permitted. The allowable current flag is flag information indicating whether or not a current limit is imposed on battery operation.

  Prior to time t0, the injector 34 operates normally in response to an injection command (valve opening command) output from the controller 70. The total injection time τ specified by the injection command includes a rush period τ1 and a holding period τ2 subsequent to the rush period τ1, and is calculated by the above-described total injection time calculation function B8. The inrush time τ1 is a period in which an inrush current is applied to the solenoid coil of the injector 34 for the purpose of isolating the valve body of the injector 34 from the valve seat to a predetermined valve opening position and completing the valve opening operation. The rush period τ1 is a time obtained by giving a slight margin to the above-described invalid injection time, and is a fixed time unrelated to the holding period τ2. The holding period τ2 is a period in which a holding current is applied to the solenoid coil of the injector 34 for the purpose of holding the valve open state of the injector 34. The holding period τ2 is the same as the basic injection time described above.

  Here, the inrush current refers to a current that flows through the solenoid coil by applying a driving voltage with a duty ratio of 100% to the solenoid coil of the injector 34. On the other hand, the holding current is the minimum necessary current that flows in the solenoid coil of the injector 34 in order to hold the valve open state of the injector 34, and the drive voltage applied to the solenoid coil is set to a predetermined duty ratio (less than 100% duty). It can be obtained by PWM control.

  The controller 70 continuously applies an inrush current for opening the injector 34 to the injector 34 during the inrush period, and continues a holding current for maintaining the valve open state due to the energization of the inrush current to the inrush period. It functions as an energization control means for energizing the injector 34 continuously during the holding period.

  When a closed sticking failure occurs in the injector 34, the secondary pressure of the injector 34 begins to drop. Since the decrease in the secondary pressure indicates a closed stuck failure of the injector 34, the controller 70 continues to maintain the differential pressure between the target pressure and the secondary pressure (target pressure−secondary pressure) during Δt <b> 1. When this happens, the recovery trial flag is turned on, and fail-safe processing for restoring the injector 34 to a normal state is performed. Then, when the absolute value of the differential pressure between the target pressure and the secondary pressure continues to be equal to or less than P2 during Δt2, the controller 70 turns off the recovery trial flag and stops the failsafe process.

  In the example shown in the figure, at time t0, a closed sticking failure occurs in the injector 34, and the secondary pressure of the injector 34 starts to decrease after that time. Then, the differential pressure between the target pressure and the secondary pressure becomes equal to or higher than P1 at the timing of time t1, and the recovery trial flag is turned from OFF to ON at the timing of time t2 after the state continues for Δt1. Furthermore, the absolute value of the differential pressure between the target pressure and the secondary pressure becomes equal to or less than P2 at the timing of time t3, and the recovery trial flag turns from on to off at the timing of time t4 after the state continues for Δt2. ing.

  The secondary pressure sensor 82 functions as detection means for detecting a closed sticking failure of the injector 34.

  When the recovery trial flag is turned on, the controller 70 attempts to open the injector 34 by supplying an inrush current during the entire injection time τ. In other words, energization control in which the duty ratio of PWM control in the holding period τ2 is set to 100% and τ = τ1 is performed in a pseudo manner. As a result, the entry period τ1, which has been set to a constant value in the past, can be increased to the maximum in an emergency, so that the possibility that the injector 34 that has closed and failed can be restored to a normal state can be further increased.

  A period (retry period) in which the controller 70 performs a retry (output of a valve opening command instructing to flow an inrush current in all periods of the total injection time τ) is a period in which the INJ drive permission flag is turned on (valve opening). And a period during which the INJ drive permission flag is turned off (a period during which valve opening is not permitted) T2. The valve opening command to the injector 34 is output in the period T1 during the retry cycle, and the valve opening command output in the period T2 is prohibited.

  In addition, since the solenoid coil of the injector 34 may be damaged after many retries for restoring the injector 34 that has failed to be closed and closed to a normal state, the retry was performed a predetermined number of times (for example, 10 times). At this point, it is preferable to return to normal control and retry again after a predetermined time.

  In addition, when the recovery trial flag is off, the allowable current flag is on and no current limitation is imposed on battery operation. On the other hand, when the recovery trial flag is on, the allowable current flag is off, and a current limit (for example, output current = 0 A) is imposed on battery operation. In a state where the current limit is imposed on the battery operation, the power required for vehicle travel and the auxiliary power are supplied from the battery 62.

  By the way, when the fuel off-gas in the circulation flow path 36 is exhausted by opening the exhaust valve 38, the secondary pressure of the injector 34 temporarily decreases in accordance with the exhaust amount. There is a risk of misjudgment. Therefore, the differential pressure between the target pressure and the secondary pressure continues for Δt1 during the period when the exhaust valve 38 is open and for a predetermined time (for example, 1 second) after the exhaust valve 38 is closed. It is preferable to perform control so that the recovery trial flag is not turned on even if P1 or higher.

  The examples described through the embodiments of the invention can be used in combination as appropriate according to the application, or can be used with modifications or improvements, and the present invention is not limited to the description of the embodiments described above. Absent.

  In the above-described embodiment, the control logic having the gist of energizing the injector 34 continuously during the entire holding period τ2 in addition to the rush period τ1 is exemplified, but the present invention is limited to this. For example, it is possible to employ a control logic whose main point is to energize the injector 34 continuously during a part of the holding period τ2 in addition to the rush period τ1.

  In the above-described embodiment, the configuration in which the inrush current and the holding current are generated by one power source by controlling the duty ratio of the drive voltage applied to the solenoid coil of the injector 34 is exemplified. A configuration including a power supply for power supply and a power supply for energizing holding current may be employed.

  Further, in the above-described embodiment, the usage form in which the fuel cell system 10 is used as the in-vehicle power supply system is illustrated, but the usage form of the fuel cell system 10 is not limited to this example. For example, the fuel cell system 10 may be mounted as a power source of a mobile body (robot, ship, aircraft, etc.) other than the fuel cell vehicle. Further, the fuel cell system 10 according to the present embodiment may be used as a power generation facility (stationary power generation system) such as a house or a building.

1 is a system configuration diagram of a fuel cell system according to an embodiment. It is a functional block diagram concerning the injector control concerning this embodiment. It is a timing chart which shows the fail safe process at the time of the injector closed fixation failure concerning this embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 ... Fuel cell system 20 ... Fuel cell stack 30 ... Fuel gas piping system 31 ... Fuel gas supply source 32 ... Shut-off valve 33 ... Regulator 34 ... Injector 35 ... Fuel gas supply flow path 40 ... Oxidizing gas piping system 41 ... Filter 42 ... Air compressor 43 ... Humidifier 44 ... Oxidizing gas supply flow path 60 ... Power system 61 ... DC / DC converter 62 ... Battery 63 ... Traction inverter 64 ... Traction motor 70 ... Controller

Claims (3)

A fuel cell;
An electromagnetically driven on-off valve for controlling the supply of the reaction gas supplied from the reaction gas supply source to the fuel cell;
An energization control means for controlling energization of the electromagnetically driven on-off valve,
The energization control means continuously energizes the electromagnetically driven on / off valve during an inrush period, which is a period of energizing the electromagnetically driven on / off valve with an inrush current for opening the electromagnetically driven on / off valve. Continually energizing the electromagnetically driven on-off valve for a holding period, which is a period following the rushing period, to hold a state opened by energization of the rushing current,
When the energization control unit detects a closed fixing failure of the electromagnetically driven on / off valve, the inrush current continues to the electromagnetically driven on / off valve continuously during all or part of the holding period in addition to the inrush period. A fuel cell system that attempts to open the electromagnetically driven on-off valve by energizing the valve. The fuel cell system according to claim 1,
The inrush current is a current that flows when a drive voltage with a duty ratio of 100% is passed through the electromagnetically driven on / off valve, and the holding current is passed through a PWM controlled drive voltage to the electromagnetically driven on / off valve. A fuel cell system, which is the current that sometimes flows. The fuel cell system according to claim 1 or 2, wherein
The fuel cell system, wherein the electromagnetically driven on-off valve is an injector.

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