JP5023568B2 - Fuel cell system and control method thereof - Google Patents

Description

  The present invention relates to a fuel cell system and a control method thereof.

  Conventionally, in a vehicle equipped with a fuel cell (hereinafter referred to as “vehicle equipped with a fuel cell”), a current generated by the stacked fuel cell is supplied to a drive motor, and torque is generated by driving the drive motor. It is trying to generate.

  For this purpose, a fuel cell system is disposed in the vehicle equipped with the fuel cell, and the fuel cell system is provided with a fuel tank in which liquid hydrogen is stored, hydrogen gas is supplied from the fuel tank, and air is supplied. A fuel cell stack constituting a stacked fuel cell, a condenser for condensing vapor in the gas discharged from the fuel cell stack, and separating the vapor into water and water droplets are provided.

  In the fuel cell stack, a module is accommodated in a stack case, and the module is composed of an assembly configured by electrically connecting a plurality of cells constituting the elements of the fuel cell to each other in series. . Each cell has a membrane electrode assembly (MEA), which is a membrane-electrode assembly formed by disposing an anode and a fuel electrode including a reaction layer and a diffusion layer with an electrolyte membrane interposed therebetween, And a separator for separating the membrane electrode assemblies and forming an air supply path facing the air electrode and a fuel supply path facing the fuel electrode.

The air electrode functions as a cathode, the fuel electrode functions as an anode, air is supplied to the air electrode, hydrogen gas is supplied to the fuel electrode, and a load device such as an inverter is connected to the air electrode and the fuel electrode via the separator. When connected, a catalytic reaction occurs at the fuel electrode, hydrogen is decomposed into hydrogen ions (protons) and electrons, and the hydrogen ions move to the air electrode side in the electrolyte membrane containing moisture in the form of protons (H ⁺ ). And combine with oxygen in the air to produce water. Further, electrons generated at the fuel electrode move to the air electrode side via the inverter, and a current is generated accordingly. That is, a current is generated by reacting hydrogen and oxygen, and the current can be supplied to the inverter via the separator.

  By the way, when the fuel cell system is stopped, the supply of hydrogen is stopped in order to stop the fuel cell. In this case, since the hydrogen gas on the fuel electrode side is continuously consumed little by little, the pressure on the fuel electrode side gradually increases. It becomes low. When the pressure of the hydrogen gas becomes atmospheric pressure or less, the air on the air electrode side passes through the membrane electrode assembly and moves to the fuel electrode side, so that the hydrogen gas and air are mixed on the fuel electrode side. It becomes a state. When the oxygen concentration on the fuel electrode side becomes a certain value or more, a local battery is generated in the membrane electrode assembly and becomes a high potential state of 1.2 [V] or more. It elutes and the performance of the fuel cell deteriorates.

Therefore, when stopping the fuel cell system, after the fuel supply passage of the fuel electrode is evacuated by vacuum, the atmosphere is introduced into the fuel supply passage to prevent hydrogen from remaining on the fuel electrode side (for example, , See Patent Document 1).
JP 2006-48933 A

  However, in the conventional fuel cell system, the temperature of the fuel cell immediately before the operation is stopped varies depending on various operation modes, but is in the range of about 40 to 60 [° C.], and the membrane electrode, Since water vapor is generated from the assembly according to temperature, when normal temperature air is introduced, the water vapor is condensed due to a temperature difference between the fuel cell and the air. In particular, when the fuel cell system is repeatedly started and stopped, condensation of water vapor becomes significant.

  Accordingly, water droplets are likely to stay on the fuel electrode, and the fuel electrode is covered with water droplets, so that hydrogen gas does not flow smoothly, and the catalytic reaction is not sufficiently performed. As a result, the output of the fuel cell becomes small.

  An object of the present invention is to solve the problems of the conventional fuel cell system and to provide a fuel cell system and a control method therefor that can increase the output of the fuel cell.

  For this purpose, in the fuel cell system of the present invention, a fuel cell, a condenser for condensing vapor in the gas discharged from the fuel cell, and a cooling fan for supplying air to the condenser and cooling the condenser And an operation mode determination processing means for determining whether or not a stop mode for stopping the operation of the fuel cell is selected, and a fuel supply stop processing means for stopping the supply of hydrogen gas when the stop mode is selected. High-temperature air supply processing means for supplying air on the outlet side of the condenser whose temperature has been increased by cooling the condenser with a cooling fan to the fuel electrode of the fuel cell when the stop mode is selected; Have

  According to the present invention, in a fuel cell system, a fuel cell, a condenser that condenses vapor in gas discharged from the fuel cell, and a cooling fan that supplies air to the condenser and cools the condenser And an operation mode determination processing means for determining whether or not a stop mode for stopping the operation of the fuel cell is selected, and a fuel supply stop processing means for stopping the supply of hydrogen gas when the stop mode is selected. High-temperature air supply processing means for supplying air on the outlet side of the condenser whose temperature has been increased by cooling the condenser with a cooling fan to the fuel electrode of the fuel cell when the stop mode is selected; Have

  In this case, when the stop mode is selected, the supply of hydrogen gas is stopped, and the air on the outlet side of the condenser whose temperature has been increased by cooling the condenser with a cooling fan is supplied to the fuel electrode of the fuel cell. Therefore, the temperature difference between the fuel cell and the high-temperature air can be eliminated, and water vapor is not condensed in the fuel supply path.

  Accordingly, hydrogen gas flows smoothly at the fuel electrode, so that the catalytic reaction is sufficiently performed. As a result, the output of the fuel cell can be increased.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a diagram showing a fuel cell system according to an embodiment of the present invention.

  In the figure, reference numeral 11 denotes a stacked fuel cell, and in this embodiment, a fuel cell stack constituting a polymer electrolyte fuel cell (PEFC). The fuel cell stack 11 is a passenger car, bus, truck, passenger car. The vehicle is mounted on a vehicle such as a cart or a luggage cart as an energy supply source and constitutes a fuel cell vehicle. In this case, the fuel cell-equipped vehicle includes a large number of auxiliary devices that consume electric energy even when the fuel cell-equipped vehicle is stopped, such as a lighting device, a radio, and a power window. In many cases, the vehicle is driven in a driving pattern.

  Therefore, in addition to the fuel cell stack 11 as an energy supply source, a capacitor (capacitor) 71 as an auxiliary power storage device is disposed, and the capacitor 71 is connected to the fuel cell stack 11 via the boosting and step-down IGBT 72. Connected.

  Further, 12 is an air supply system as a medium supply system for supplying air as a medium to the fuel cell stack 11, 13 is an air discharge system as a medium discharge system for discharging air from the fuel cell stack 11, 14 Is a hydrogen gas supply system as a fuel supply system for supplying hydrogen gas as a fuel to the fuel cell stack 11, and 16 is a cooling medium supply unit for supplying water as a cooling medium to the fuel cell stack 11. This is a water supply system. The fuel cell stack 11, the air supply system 12, the air discharge system 13, the hydrogen gas supply system 14, and the water supply system 16 constitute an in-vehicle fuel cell system.

  In the present embodiment, a polymer electrolyte fuel cell is used as a fuel cell. Instead of the polymer electrolyte fuel cell, an alkaline aqueous fuel cell (AFC), a phosphoric acid fuel cell (PAFC) ), Molten carbonate fuel cell (MCFC), solid oxide fuel cell (SOFC), hydrazine fuel cell, direct methanol fuel cell (DMFC), and the like.

  The fuel cell stack 11 includes a stack case (not shown) as a casing and a stack unit accommodated in the stack case. The stack unit is provided with a plurality of modules, a pair of terminals constituting each terminal of the fuel cell, and a pair of terminals constituting the terminals of the fuel cell, and the module and the terminals, and is formed of an insulating material. Insulator is provided.

  By the way, in each module, the hydrogen gas supplied by the hydrogen gas supply system 14 and the oxygen contained in the air supplied as the oxidant by the air supply system 12 are reacted to generate water. A current is generated with the reaction. In this case, oxygen can be supplied as an oxidizing agent instead of air. For this purpose, the module is formed by stacking a plurality of thin membrane cells constituting the elements of the fuel cell stack 11 and electrically connecting them in series, and is composed of a collection of cells.

  Each of the cells is made of a solid polymer, and in this embodiment, an electrolyte membrane as a solid electrolyte that permeates ions, hydrogen ions, and a fuel electrode (hydrogen electrode) comprising a reaction layer and a diffusion layer, and air. The membrane formed by disposing the electrode, the membrane electrode assembly as an electrode assembly, and each membrane electrode assembly are separated, and the air supply path is opened to the air electrode. And a separator that forms a fuel supply path facing the fuel electrode.

  Each of the reaction layers is disposed on a surface of the air electrode and the fuel electrode in contact with the electrolyte membrane, and in order to promote a reaction between hydrogen and oxygen, a platinum-based catalyst and a solid polymer are mixed with carbon. It consists of a catalyst layer formed by uniformly dispersing a paste-like substance with a certain thickness. Note that an oxygen electrode may be used instead of the air electrode to supply pure oxygen as a medium to the fuel cell stack 11.

  In the stack case, an air manifold 22 as an air supply unit for supplying and distributing the air supplied from the air supply system 12 to each air electrode is provided below the stack unit. In addition, an air discharge duct 23 is formed as an air discharge portion for collecting the gas in the air electrode and discharging it to the air discharge system 13. The air manifold 22 and the air discharge duct 23 are communicated with the air supply path and shielded from the fuel supply path. Therefore, a plurality of grooves extending in the vertical direction are formed on the side of the separator facing the air electrode, and the air supply path is constituted by each groove. After the air is supplied to the air manifold 22, the air is distributed to each air supply path, flows downward through each air supply path, and is discharged to the air discharge duct 23.

  The entire surface of the separator facing the fuel electrode is adhered and sealed to the adjacent membrane electrode assembly with an adhesive. Therefore, a plurality of horizontal fuel supply paths for supplying hydrogen gas to the fuel electrode are formed inside the sealed portion.

  The air supply system 12 includes a supply pipe 20 for supplying air to the air manifold 22, a fan 21 including a sirocco fan as a first air supply apparatus disposed in the supply pipe 20, and the fan 21. A filter 24 and the like for filtering the sucked air are provided. As the first air supply device, an air cylinder, an air tank, an oxygen cylinder, an oxygen tank or the like can be used instead of the fan 21. Therefore, by operating the fan 21, the air taken from outside the vehicle can be supplied to the air manifold 22 to cool the fuel cell stack 11.

  The air exhaust system 13 includes an air exhaust duct 23, a condenser 31 as a recovery member disposed in the air exhaust duct 23, and a second air supply device disposed to face the condenser 31. As a cooling fan 32 or the like. Therefore, by operating the cooling fan 32, the air taken from outside the vehicle can be sent to the condenser 31 to cool the condenser 31. And the gas discharged | emitted by the air discharge duct 23 is supplied to the condenser 31, is cooled in this condenser 31, and the vapor | steam in gas is condensed and becomes water. Further, the gas after the water is recovered is discharged to the outside. By rotating the cooling fan 32, the cooling capacity of the condenser 31 can be increased, and the amount of steam condensed can be increased by increasing the air flow rate.

  The hydrogen gas supply system 14 is connected to a fuel supply device in which liquid hydrogen is stored, a fuel tank 41 as a hydrogen supply device, and the fuel tank 41, and the liquid hydrogen in the fuel tank 41 is used as hydrogen gas. A first fuel supply path 51 for discharging, a second fuel supply path 52 connecting the first fuel supply path 51 and the fuel cell stack 11, and in parallel with the second fuel supply path 52 And a fuel return path 53 that connects between the first fuel supply path 51 and the fuel cell stack 11, a fuel discharge path 54 that is connected to the fuel return path 53 and discharges hydrogen gas, and the like. The first and second fuel supply paths 51 and 52 are connected to each other at a connection point q 1 and are connected to a fuel return path 53. The fuel return path 53 and the fuel discharge path 54 are connected at a connection point q2 between the pump 47 and the valve 48.

  An opening / closing valve 42 for supplying and shutting off hydrogen gas from the fuel tank 41 to the fuel cell stack 11 from the fuel tank 41 side to the fuel cell stack 11 side, the first fuel supply path 51, and the first fuel A hydrogen pressure sensor (P) 43 as a pressure detection unit for detecting the pressure of the hydrogen gas discharged to the supply passage 51, and a fuel supply pressure adjustment for adjusting the pressure of the hydrogen gas discharged to the first fuel supply passage 51 A pressure regulating valve 44 as a part and a flow rate adjusting valve 45 as a fuel supply amount adjusting part for adjusting the supply amount of hydrogen gas to the fuel cell stack 11 are provided.

  Therefore, when the hydrogen gas is discharged from the fuel tank 41, the pressure of the hydrogen gas is adjusted by the pressure regulating valve 44 in the first fuel supply path 51, and becomes a pressure suitable for supplying to the fuel cell stack 11. The hydrogen gas supply amount is adjusted by the flow rate adjusting valve 45, becomes a flow rate suitable for supply to the fuel cell stack 11, and is supplied to the fuel cell stack 11 via the second fuel supply path 52. In the present embodiment, the pressure regulating valve 44 and the flow rate regulating valve 45 are arranged one by one, but two or more are arranged in order to lower the hydrogen gas pressure stepwise. Can be set.

  In addition, a pump 47 for circulating and discharging hydrogen gas and a valve 48 for circulation are disposed in the fuel return path 53 from the fuel cell stack 11 side to the fuel tank 41 side. Is connected to the first and second fuel supply paths 51 and 52. The fuel discharge path 54 is connected between the pump 47 and the valve 48 in the fuel return path 53, a discharge valve 56 is disposed in the fuel discharge path 54, and the air discharge duct 23 is connected to the valve 56. Is connected.

  Therefore, part of the hydrogen gas discharged from the fuel electrode to the fuel return path 53 can be intermittently sent to the air discharge duct 23 as the exhaust gas via the fuel discharge path 54 and discharged into the atmosphere. In this case, when the load of the fuel cell vehicle is increased and the load of the fuel cell stack 11 is increased, the amount of hydrogen gas supplied to the fuel electrode is increased, so the amount of hydrogen gas discharged from the fuel electrode is also increased. Become more. Therefore, a control unit (not shown) intermittently opens and closes the valve 56 according to the load of the fuel cell stack 11, and increases the time for opening the valve 56 when the load increases. Further, the remaining hydrogen gas discharged from the fuel electrode flows through the fuel return path 53 and is then returned to the first fuel supply path 51. The hydrogen gas discharged through the valve 56 is burned in a combustor (not shown) to become water and discharged into the atmosphere. In addition, all the hydrogen gas discharged | emitted from the fuel electrode can also be discharged | emitted in air | atmosphere.

  In place of the fuel tank 41, a hydrogen storage alloy tank containing a hydrogen storage alloy filled with hydrogen gas can also be used. In that case, since the hydrogen storage alloy has the property of releasing hydrogen gas at room temperature and storing hydrogen gas at low temperature, the pressure of the hydrogen gas can be adjusted by simply changing the opening of the pressure regulating valve 44. it can. For example, in a cold region, the fuel cell vehicle is placed in a very low temperature environment, so that it becomes difficult for the hydrogen storage alloy to release hydrogen gas. Therefore, when the temperature of the outside air becomes lower than the set value, a heater as a heating unit (not shown) is energized to heat the hydrogen storage alloy.

  In addition, although reforming apparatus can reform methanol, gasoline, etc. to generate hydrogen gas and supply the hydrogen gas directly to the fuel cell stack 11, it is stable even when the fuel cell stack 11 travels at a high load. In order to supply a sufficient amount of hydrogen, the fuel tank 41 is preferably used.

  The water supply system 16 is discharged from a water tank 61 as a medium supply source, a filter 59, a pump 62 as a water supply device, an injection device (injector) 63 as an air electrode cooling device, and the water tank 61. The supply pipe 60 for supplying water to the injection device 63 and the lower part of the air discharge duct 23 are collected (recovered), and the water discharged from the air discharge duct 23 and the water separated in the condenser 31 are recovered. A water return path 64 for supplying the water tank 61, a water recovery pump 65 for supplying the recovered water to the water tank 61, and the like.

  By detecting the load applied to the fuel cell stack 11 by the control unit and adjusting the voltage applied to the pump 62 corresponding to the load, the pressure of the water supplied to the injection device 63 can be adjusted. .

  The water separated from the air in the condenser 31 flows through the water return path 64 and is finally discharged to the water tank 61 and stored in the water tank 61. The water tank 61 includes a water level sensor (LG) 66 as a water level detection unit, and the water level sensor 66 detects the level of water in the water tank 61, that is, the water level. When the water level falls below a preset lower limit value, an alarm (not shown) as a notification member blinks to notify the driver that water is insufficient. In this case, for example, the driver increases the capacity of the condenser 31 by increasing the rotational speed of the cooling fan 32 disposed in the condenser 31 and increases the amount of collected water.

  In addition, when the water level is equal to or higher than a preset upper limit value, the driver can be notified that the water is excessive. In that case, for example, the driver reduces the capacity of the condenser 31 by reducing the rotational speed of the cooling fan 32, and reduces the amount of water collected. Further, the water level sensor 66 and the cooling fan 32 can be connected to the control unit, and the rotation speed of the cooling fan 32 can be automatically changed in accordance with the water level detected by the water level sensor 66.

  By the way, the air electrode functions as a cathode, the fuel electrode functions as an anode, air is supplied to the air electrode, hydrogen gas is supplied to the fuel electrode, and a load device such as an inverter 70 is connected to the air electrode and the fuel electrode via the separator. Is connected to the fuel electrode, hydrogen is decomposed into hydrogen ions and electrons, and the hydrogen ions move to the air electrode side in the electrolyte membrane containing moisture in the form of protons. To produce water. Further, electrons generated at the fuel electrode move to the air electrode side via the inverter 70, and a current is generated accordingly. That is, a current is generated by reacting hydrogen and oxygen, and the current can be supplied to the inverter 70 via the separator. The inverter 70 is connected to a drive motor (not shown). Therefore, the drive motor can be driven by generating U-phase, V-phase, and W-phase phase currents by the inverter 70 and supplying the phase currents to the drive motor.

  Since the inverter 70 is also connected to the capacitor 71, the drive motor can be driven by generating a phase current based on the current supplied from the capacitor 71 and supplying the phase current to the drive motor.

  In the fuel cell-equipped vehicle configured as described above, the fuel cell system is stopped when the vehicle is stopped for a long time. In that case, the supply of hydrogen to the fuel cell stack 11 is stopped to stop the driving of the fuel cell, but if the hydrogen gas on the fuel electrode side continues to be consumed little by little thereafter, the pressure on the fuel electrode side Gradually lower. When the pressure of the hydrogen gas becomes atmospheric pressure or less, the oxygen electrode side air passes through the membrane electrode assembly and moves to the fuel electrode side, so that the hydrogen gas and air are mixed on the fuel electrode side. It becomes a state. When the oxygen concentration on the fuel electrode side becomes a certain value or more, a local battery is generated in the membrane electrode assembly and becomes a high potential state of 1.2 [V] or more. It elutes and the performance of the fuel cell deteriorates.

  Therefore, when stopping the fuel cell, it is conceivable that after the fuel supply passage of the fuel electrode is evacuated by vacuum, the atmosphere is introduced into the fuel supply passage to prevent hydrogen from remaining on the fuel electrode side.

  However, the temperature of the fuel cell immediately before the operation is stopped varies depending on various operation modes, but is in the range of about 40 to 60 [° C.], and water vapor is generated from the membrane electrode assembly according to the temperature. Therefore, when atmospheric air is introduced, water vapor is condensed due to a temperature difference between the fuel cell and the air.

  Accordingly, hydrogen gas does not flow smoothly at the fuel electrode, and the catalytic reaction is not sufficiently performed. As a result, the output of the fuel cell becomes small.

  Therefore, in the present embodiment, when the fuel cell is stopped, the temperature rises by cooling the condenser 31 and dry air (hereinafter referred to as “hot air”) is supplied to the fuel electrode. Yes.

  For this purpose, an intake pipe 75 for taking in high-temperature air is provided facing a predetermined position on the outlet side of the condenser 31, and the intake pipe 75 and the fuel return path 53 are connected to a connection point q1 and a valve. 48 is connected at a connection point q3. A suction fan 76 for sucking high temperature air from the condenser 31 side toward the connection point q3 in the intake pipe 75 and sending it to the fuel return path 53, a filter 77 for purifying the high temperature air, and an on-off valve 78 are provided. Arranged. Further, the intake pipe 75 and the exhaust pipe 79 are connected at a connection point q4 between the suction fan 76 and the filter 77, and an open / close valve 81 is provided in the exhaust pipe 79.

  Next, a control circuit of the fuel cell system for supplying high temperature air to the fuel electrode will be described.

  FIG. 2 is a diagram showing a control circuit of the fuel cell system in the embodiment of the present invention, and FIG. 3 is a flowchart showing the operation of the fuel cell system in the embodiment of the present invention.

  In the figure, reference numeral 80 denotes a control unit, and the control unit 80 includes an arithmetic device such as a CPU and an MPU (not shown), a storage device such as a semiconductor memory, an input / output interface and the like. 21 is a fan, 32 is a cooling fan, 42, 78 and 81 are on-off valves, 44 is a pressure regulating valve, 45 is a flow regulating valve, 48 and 56 are valves, 65 is a water recovery pump, 66 is a water level sensor, and 70 is An inverter, 72 is an IGBT, and 76 is a suction fan.

  In the fuel cell system configured as described above, an operation mode setting processing unit (not shown) of the control unit 80 performs an operation mode setting process, selects an operation mode based on various conditions, and the fuel cell system in the selected operation mode. To drive. Next, an operation mode determination processing unit (not shown) of the control unit 80 performs an operation mode determination process to determine whether or not an operation mode for stopping the fuel cell (hereinafter referred to as “stop mode”) is selected.

  When the stop mode is selected, the fuel supply stop processing means (not shown) of the control unit 80 performs the fuel supply stop processing, closes the flow rate adjusting valve 45 and the valve 48, and stops the supply of hydrogen gas to the fuel electrode. . Subsequently, an exhaust processing means (not shown) of the control unit 80 performs exhaust processing, operates the pump 47 (FIG. 1), opens the valve 56, exhausts the fuel supply path, and removes hydrogen gas.

  Therefore, since the remaining hydrogen gas on the fuel electrode side does not continue to be consumed little by little, even if the air on the oxygen electrode side passes through the membrane electrode assembly and moves to the fuel electrode side, A local battery is not generated in the electrode assembly, the catalyst particles can be prevented from eluting on the fuel electrode side, and the performance of the fuel cell can be improved.

  Further, along with the exhaust of the fuel supply path, the warm-up processing means (not shown) of the control unit 80 performs the warm-up processing, opens the on-off valve 81, operates the cooling fan 32 and the suction fan 76, and the condenser 31. The high-temperature air on the outlet side of the air is sucked, and the air in the intake pipe 75 is exhausted through the exhaust pipe 79. In this way, warm-up is started when high-temperature air is supplied to the fuel electrode.

  Subsequently, high temperature air supply processing means (not shown) of the control unit 80 performs high temperature air supply processing, closes the on-off valve 81, opens the on-off valve 78, and supplies high-temperature air for a predetermined time in the present embodiment. Is supplied to the fuel electrode via the second fuel supply path 52 for 1 to 2 minutes. An operation stop processing means (not shown) of the control unit 80 performs an operation stop process to stop the operation of the fuel cell.

  In this case, since the temperature of the condenser 31 is substantially equal to the temperature of the fuel cell while the fuel cell system is operating, the temperature of the high-temperature air drawn into the intake pipe 75 is also substantially equal to the temperature of the fuel cell.

  Therefore, even if water vapor is generated from the membrane electrode assembly when the operation is stopped, high temperature air substantially equal to the temperature of the fuel cell is supplied to the fuel electrode. The difference can be eliminated and water vapor is not condensed in the fuel supply path.

  As a result, hydrogen gas flows smoothly at the fuel electrode, so that the catalytic reaction is sufficiently performed and the output of the fuel cell can be increased.

Next, a flowchart will be described.
Step S1: Wait for the stop mode to be selected, and if the stop mode is selected, proceed to Step S2.
Step S2 The supply of hydrogen is stopped.
Step S3-1: Warm-up is started.
Step S3-2: The hydrogen in the fuel supply path is exhausted.
Step S4 Hot air is supplied.
Step S5 The fuel cell system is stopped and the process is terminated.

It is a figure which shows the fuel cell system in embodiment of this invention. It is a figure which shows the control circuit of the fuel cell system in embodiment of this invention. It is a flowchart which shows operation | movement of the fuel cell system in embodiment of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 11 Fuel cell stack 12 Air supply system 13 Air exhaust system 14 Hydrogen gas supply system 16 Water supply system 31 Condenser 32 Cooling fan 80 Control part

Claims (3)

(A) a fuel cell;
(B) a condenser for condensing vapor in the gas discharged from the fuel cell;
(C) a cooling fan for supplying air to the condenser and cooling the condenser;
(D) an operation mode determination processing means for determining whether or not a stop mode for stopping the operation of the fuel cell is selected;
(E) fuel supply stop processing means for stopping supply of hydrogen gas when the stop mode is selected;
(F) when the stop mode is selected, the fuel electrode of the fuel cell, the condenser hot air supply for supplying air on the outlet side of the condenser temperature increases by cooling by the cooling fan And a fuel cell system. When the stop mode is selected, an exhaust processing means for exhausting the fuel supply path of the fuel cell and removing hydrogen gas before supplying air on the outlet side of the condenser to the fuel electrode of the fuel cell. The fuel cell system according to claim 1. The condenser to supply the air, a condenser to condense the vapor in the gas discharged from the fuel cell by cooling, to determine whether the stop mode to stop the operation of the pre-Symbol fuel cell has been selected, in a case where the stop mode is selected, supplied to stop the supply of hydrogen gas, to the fuel electrode of the fuel cell, the air outlet side of the condenser whose temperature is raised by cooling the condenser by the cooling fan A control method for a fuel cell system.

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