JP5057131B2 - Fuel cell vehicle - Google Patents

Description

  The present invention relates to a fuel cell vehicle. More specifically, the present invention relates to an improvement in the structure of a fuel cell vehicle having a plurality of power supply systems.

In recent years, a fuel cell vehicle has been disclosed which has a plurality of power supply systems (power supply systems) including a hydrogen supply source and a fuel cell (see, for example, Patent Document 1). A power supply system including a fuel cell is mounted on a fuel cell vehicle or the like, and is used as a power source for a power output device that outputs a driving force of the vehicle.
JP 2005-302591 A

  However, in a fuel cell vehicle having a plurality of power supply systems, there is a problem in that if any abnormality occurs due to, for example, a valve being stuck in any hydrogen supply source, power supply in that system cannot be expected.

  Accordingly, an object of the present invention is to provide a fuel cell vehicle capable of continuing operation even when an abnormality occurs in any one of hydrogen supply sources in a fuel cell vehicle having a plurality of power supply systems. .

  In order to solve this problem, the present inventor has made various studies. As described above, a fuel cell vehicle having a plurality of power supply systems (power supply systems), for example, has a plurality of hydrogen supply sources and a plurality of fuel cells. However, it is impossible to continue driving. From this point of view, the conventional fuel cell system and fuel cell vehicle lacked redundancy. Focusing on these points, the present inventor has further studied and obtained a new idea that leads to the solution of the problem, that is, the idea of adding appropriate redundancy to such a fuel cell system or fuel cell vehicle. Based on this, new findings were obtained.

  The fuel cell vehicle of the present invention is based on such knowledge, and supplies a first path for supplying a reaction gas from the first reaction gas supply device to the first fuel cell, and supplies the same kind of gas as the reaction gas. A second path for supplying the reaction gas from the second reaction gas supply device to the second fuel cell, and a third path for connecting the first path and the second path. It is characterized by.

  In this fuel cell vehicle, even if an abnormality occurs in the reaction gas supply device of the first power supply system, the reaction gas is transferred from the second reaction gas supply device to the first fuel cell via the third path. Therefore, it is possible to supply power from either power supply system. In other words, by providing a preliminary supply path (third path) in the event of an abnormality, reaction gas can be exchanged between power supply systems configured independently of each other. According to this, moderate redundancy can be added to the fuel cell system and the fuel cell vehicle, and the operation can be continued.

  Moreover, the third route as described above can be retrofitted to an existing fuel cell system or fuel cell vehicle, and does not involve a significant design change. For this reason, it is preferable also from a viewpoint of suppressing enlargement and cost.

  In such a fuel cell vehicle, it is preferable that the third path has a shut-off valve. The shut-off valve shuts off the first path and the second path to keep both power supply systems independent from each other, and opens only when necessary, such as when an abnormality has occurred in the reaction gas supply device. Enables power supply from the supply system.

  Further, in the fuel cell vehicle, it is preferable that the reaction gas supply device, the fuel cell, and the path are arranged apart from each other. Even in the case where the fuel cell vehicle is partially damaged due to a collision or the like, such an arrangement increases the possibility of avoiding damage to all devices at the same time.

  Furthermore, it is also preferable that at least one of the fuel tanks constituting the reaction gas supply device is provided on the side of the driver's seat. In the case of a fuel cell vehicle having a plurality of reaction gas supply devices, it has a plurality of fuel tanks (for example, hydrogen tanks) that are heavy in weight and space. In this respect, according to the fuel cell vehicle of the present invention, it is arranged on the side of the driver's seat, for example, the passenger seat, so that it is relatively easy to secure a space, and the weight deviation in the fuel cell vehicle (especially front and rear) There is an advantage that it is easy to reduce the deviation in the direction).

  In the fuel cell vehicle according to the present invention, the first motor driven by the first fuel cell and the second motor driven by the second fuel cell are provided independently of each other. It has been.

  According to the present invention, in a fuel cell vehicle having a plurality of power supply systems, it is possible to continue operation even when an abnormality occurs in any hydrogen supply source or the like.

  Hereinafter, the configuration of the present invention will be described in detail based on an example of an embodiment shown in the drawings.

  1 to 3 show an embodiment of a fuel cell vehicle according to the present invention. The fuel cell vehicle 10 of the present embodiment has a plurality of power supply systems (power supply systems), and further includes a first path for supplying reaction gas from the first reaction gas supply device to the first fuel cell. A second path for supplying the reactive gas from the second reactive gas supply device for supplying the same type of gas as the reactive gas to the second fuel cell, and a first path connecting the first path and the second path; 3 paths (see FIGS. 2 and 3). The operation can be continued even when an abnormality such as a valve sticking occurs in any of the hydrogen supply sources.

  In the following, the overall configuration of the fuel cell system 1 will be described first, and then the fuel cell vehicle 10 of this embodiment equipped with such a fuel cell system 1 and having a plurality of power supply systems will be described. I will do it.

  FIG. 1 shows a schematic configuration of a fuel cell system 1 in the present embodiment. As shown in the figure, a fuel cell system 1 includes a fuel cell 2, an oxidizing gas supply / discharge system (hereinafter also referred to as an oxidizing gas piping system) 3 for supplying air (oxygen) as an oxidizing gas to the fuel cell 2, a fuel A fuel gas supply / discharge system (hereinafter also referred to as a fuel gas piping system) 4 for supplying hydrogen as a gas to the fuel cell 2, a refrigerant piping system 5 for supplying a refrigerant to the fuel cell 2 and cooling the fuel cell 2, A power system 6 that charges and discharges system power and a control unit 7 that performs overall control of the entire system are provided.

  The fuel cell 2 is formed of, for example, a solid polymer electrolyte type and has a stack structure in which a large number of single cells are stacked. A single cell of the fuel cell 2 has an air electrode on one surface of an electrolyte made of an ion exchange membrane, a fuel electrode on the other surface, and a pair of separators so as to sandwich the air electrode and the fuel electrode from both sides. have. 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 2 generates electric power by this gas supply.

  The oxidizing gas piping system 3 has a supply path 11 through which the oxidizing gas supplied to the fuel cell 2 flows, and a discharge path 12 through which the oxidizing off gas discharged from the fuel cell 2 flows. The supply path 11 is provided with a compressor 14 that takes in the oxidizing gas via the filter 13, and a humidifier 15 that humidifies the oxidizing gas fed by the compressor 14. The oxidizing off-gas flowing through the discharge path 12 is subjected to moisture exchange by the humidifier 15 through the back pressure regulating valve 16, and is finally exhausted into the atmosphere outside the system as exhaust gas. The compressor 14 takes in the oxidizing gas in the atmosphere by driving the motor 14a.

  The fuel gas piping system 4 includes a hydrogen supply source 21, a supply path 22 through which hydrogen gas supplied from the hydrogen supply source 21 to the fuel cell 2 flows, and a supply path for supplying hydrogen offgas (fuel offgas) discharged from the fuel cell 2. 22, a circulation path 23 for returning to the junction point A of 22, a pump 24 that pumps the hydrogen off-gas in the circulation path 23 to the supply path 22, and a discharge path 25 that is branched and connected to the circulation path 23. .

  The hydrogen supply source 21 is composed of, for example, a high-pressure tank or a hydrogen storage alloy, and is configured to be able to store, for example, 35 MPa or 70 MPa of hydrogen gas. When the main valve 26 of the hydrogen supply source 21 is opened, hydrogen gas flows out into the supply path 22. The hydrogen gas is finally depressurized to about 200 kPa, for example, by the pressure regulating valve 27 and other pressure reducing valves, and supplied to the fuel cell 2.

  A shutoff valve 28 is provided on the upstream side of the junction point A of the supply path 22. The hydrogen gas circulation system is configured by sequentially communicating a flow path downstream from the confluence point A of the supply path 22, a fuel gas flow path formed in the separator of the fuel cell 2, and the circulation path 23. Yes. The hydrogen pump 24 circulates and supplies hydrogen gas in the circulation system to the fuel cell 2 by driving the motor 24a.

  The discharge path 25 is provided with a purge valve 33 that is a shut-off valve. By appropriately opening the purge valve 33 when the fuel cell system 1 is operating, impurities in the hydrogen off gas are discharged together with the hydrogen off gas to a hydrogen diluter (not shown). By opening the purge valve 33, the concentration of impurities in the hydrogen off-gas in the circulation path 23 decreases, and the concentration of hydrogen in the hydrogen off-gas supplied in circulation increases.

  The refrigerant piping system 5 includes a refrigerant channel 41 communicating with the cooling channel in the fuel cell 2, a cooling pump 42 provided in the refrigerant channel 41, and a radiator 43 that cools the refrigerant discharged from the fuel cell 2. And a bypass flow path 44 that bypasses the radiator 43 and a switching valve 45 that sets the flow of cooling water to the radiator 43 and the bypass flow path 44. The cooling pump 42 circulates and supplies the refrigerant in the refrigerant passage 41 to the fuel cell 2 by driving the motor 42a.

  The power system 6 includes a high-voltage DC / DC converter 61, a battery 62, a traction inverter 63, a traction motor 64, and various auxiliary inverters 65, 66, and 67. The high-voltage DC / DC converter 61 is a direct-current voltage converter that adjusts the direct-current voltage input from the battery 62 and outputs it to the traction inverter 63 side, and the direct-current input from the fuel cell 2 or the traction motor 64. And a function of adjusting the voltage and outputting it to the battery 62. The charge / discharge of the battery 62 is realized by these functions of the high-voltage DC / DC converter 61. Further, the output voltage of the fuel cell 2 is controlled by the high voltage DC / DC converter 61.

  The battery 62 is configured such that battery cells are stacked and a constant high voltage is used as a terminal voltage, and surplus power can be charged or power can be supplementarily supplied under the control of a battery computer (not shown). 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, for example, a three-phase AC motor, and constitutes, for example, a main power source of a vehicle on which the fuel cell system 1 is mounted.

  The auxiliary machine inverters 65, 66, and 67 are electric motor control devices that control driving of the corresponding motors 14a, 24a, and 42a, respectively. Auxiliary machine inverters 65, 66, and 67 convert a direct current into a three-phase alternating current and supply it to motors 14a, 24a, and 42a, respectively. Auxiliary machine inverters 65, 66, and 67 are, for example, pulse width modulation type PWM inverters, which convert a DC voltage output from fuel cell 2 or battery 62 into a three-phase AC voltage in accordance with a control command from control unit 7. The rotational torque generated by each motor 14a, 24a, 42a is controlled.

  The control unit 7 is configured as a microcomputer including a CPU, a ROM, and a RAM inside. The CPU executes a desired calculation according to the control program, and performs various processes and controls such as a thawing control of the pump 24 described later. The ROM stores control programs and control data processed by the CPU. The RAM is mainly used as various work areas for control processing. The control unit 7 inputs detection signals from various pressure sensors, temperature sensors, and outside air temperature sensors used in the gas systems (3, 4) and the refrigerant system 5, and outputs control signals to each component.

  Subsequently, a characteristic structure of the fuel cell vehicle 10 according to the present invention, more specifically, a first path for supplying a reactive gas from the first reactive gas supply device to the first fuel cell, and a reactive gas A second path for supplying the reaction gas to the second fuel cell without passing through the first path from the second reaction gas supply device for supplying the same type of gas, and the first path and the second path A structure that has a third path that connects to each other and that can continue operation even when an abnormality occurs in any of the hydrogen supply sources will be described (see FIGS. 2 and 3). Needless to say, the reaction gas supply device includes both a device for supplying fuel gas and a device for supplying oxidizing gas. FIG. 2 schematically shows the configuration of the fuel cell vehicle 10. In FIG. 3 and FIG. 3, the illustration of the oxidizing gas supply device is omitted, and only the fuel gas supply device is illustrated and described (see FIGS. 2 and 3).

  The fuel cell vehicle 10 of the present embodiment is configured as a vehicle having two power supply systems composed of the fuel cell system 1. For example, the fuel cell vehicle 10 shown in FIG. 2 includes a first fuel gas piping system 4a and a first power supply system. Two fuel gas piping systems 4b corresponding to each power supply system are provided. In the first fuel gas piping system 4a, hydrogen gas is supplied from the first fuel gas supply device (hydrogen supply source) 21a to the first fuel cell 2a through the first supply path (first path) 22a. Is done. In the second piping system 4b, hydrogen gas is supplied from the second fuel gas supply device (hydrogen supply source) 21b to the second fuel cell 2b through the second supply path (second path) 22b. Is done. The movement and the like of the pressure regulating valve 27a provided in the first supply path 22a and the pressure regulating valve 27b provided in the second supply path 22b are respectively controlled by the control unit (ECU) 7 (FIG. 2). reference).

  The fuel cell vehicle 10 is also provided with a third path 30 that connects the first supply path (first path) 22a and the second supply path (second path) 22b described above. (See FIG. 2). In this case, the third path 30 is not connected to an off-gas pipe (for example, the circulation path 23), and only the first and second supply paths 22a and 22b are communicated to be supplied to the fuel cell 2. The previous fuel gas (anode gas) can be circulated. Further, in the first supply path 22 a and the second supply path 22 b, the connection point B to which the end of the third path 30 is connected is upstream of the junction point A with the circulation path 23 ( (Refer to FIG. 2 and FIG. 3).

  Further, a shutoff valve 31 that can shut off the flow of the fluid (in this case, fuel gas) is provided on the third path 30. When the shut-off valve 31 is open, the first fuel gas supply device (hydrogen supply source) 21a → the first supply path (first path) 22a → the third path 30 → the second supply Gas supply via a path (second path) 22b → second fuel cell 2b, or conversely, a second fuel gas supply device (hydrogen supply source) 21b → second supply path ( (Second path) 22b → third path 30 → first supply path (first path) 22a → first fuel cell 2a The gas supply, that is, different fuel gas piping systems 4a, 4b Gas supply between them becomes possible.

  For example, in the present embodiment, in such a fuel cell vehicle 10, the operation of each fuel cell 2a, 2b is performed or continued as follows. That is, during normal operation, the shut-off valve 31 is closed, and the fuel cell 2 (2a, 2b) is operated in a state where the third path 30 does not function. In this case, the first fuel cell 2a is supplied with hydrogen from the first fuel gas supply device (hydrogen supply source) 21a, and the second fuel cell 2b is supplied with hydrogen from the second fuel gas supply device (hydrogen supply source) 21b. As a result, fuel gas is not exchanged between different supply systems. That is, gas supply is performed in a state where the respective fuel gas supply systems (in the case of the present embodiment, the first fuel gas piping system 4a and the second fuel gas piping system 4b) are independent, and the fuel cells 2a and 2b are connected to each other. Let it run.

  Further, when an abnormality occurs in the fuel gas piping system 3, the following measures can be taken. That is, for example, when an abnormality occurs in the first fuel gas supply device (hydrogen supply source) 21a, it is no longer possible to supply fuel gas to the first fuel cell 2a with the conventional configuration. On the other hand, in this embodiment, it is possible to take a measure that the shutoff valve 31 is opened and the third path 30 is made to function. In such a case, the fuel gas (hydrogen) can be supplied from the second fuel gas supply device (hydrogen supply source) 21b to the first fuel cell 2a via the third path 30. It is possible to continue supplying power to the traction motor 64 from at least one of the fuel cells (2a, 2b). According to this, when an abnormality occurs in any of a plurality of power supply systems by transmitting power such as the traction motor 64 → the propeller shaft 68 → the differential 69 → the drive shaft 70 → the drive wheel 71. In addition, the operation of the fuel cell vehicle 10 can be continued.

  In the fuel cell vehicle 10 as described above, it is also preferable to provide a drive source (traction motor) for each of the plurality of power supply systems. For example, the fuel cell vehicle 10 shown in FIG. 3 has a configuration in which different traction motors 64a and 64b are connected to the fuel cells 2a and 2b having different power supply systems (see FIG. 3). In such a case, the first motor (traction motor) 64a driven by the first fuel cell 2a and the second motor (traction motor) 64b driven by the second fuel cell 2b are independent from each other. Thus, the motors 64a and 64b can be driven or controlled by the power supply systems. Thus, the structure which makes a some traction motor mutually independent is suitable, for example, when applying an in-wheel motor etc., for example.

  Furthermore, in the fuel cell vehicle 10, it is also preferable that the fuel gas supply device (hydrogen supply source) 21, the fuel cell 2, and the fuel gas path (supply path) 22 be separated from each other. Even if the fuel cell vehicle 10 collides and is partially damaged, such an arrangement increases the possibility of avoiding damage to all the devices at the same time. The possibility that the operation can be continued afterwards increases accordingly. For example, in the fuel cell vehicle 10 shown in FIG. 2, the first fuel gas supply device (hydrogen supply source) 21a is arranged at the rear of the vehicle, and the second fuel gas supply device (hydrogen supply source) 21b is arranged near the vehicle side. ing. In the fuel cell vehicle 10 shown in FIG. 3, the first fuel cell 2a is disposed at the rear of the vehicle, and the second fuel cell 2b is disposed at the front of the vehicle.

  In addition, it is also preferable that at least one of the fuel tanks constituting the fuel gas supply device (hydrogen supply source) 21 is provided on the side of the driver's seat 10a of the vehicle (see FIGS. 2 and 3). If there are a plurality of fuel tanks (for example, hydrogen tanks) that are heavy in weight and space, the arrangement space is limited by that amount, which may be disadvantageous in terms of weight distribution. In this regard, in the fuel cell vehicle 10 of the present embodiment, the second fuel gas supply device (hydrogen supply source) 21b is disposed in the passenger seat 10b that can easily secure a space, and in this way, in the fuel cell vehicle 10 The weight deviation is also reduced (see FIGS. 2 and 3). In addition, the code | symbol 10c in FIG. 2 is a rear seat.

  As described so far, in the fuel cell vehicle 10 of the present embodiment, even if an abnormality occurs in, for example, the fuel gas supply device 21a in one of the plurality of power supply systems, the second via the third path 30. Since the reaction gas (fuel gas) can be supplied from the fuel gas supply device 21b to the first fuel cell 2a, it is possible to supply power from any one of the power supply systems. In other words, by providing a preliminary supply path (third path 30) in the event of an abnormality, reaction gas (fuel gas) can be exchanged between power supply systems having independent structures. Yes. According to this, it is possible to add moderate redundancy to the fuel cell system 1 and the fuel cell vehicle 10 and to continue operation. Moreover, the fuel cell vehicle 10 having such a fault tolerant configuration is highly convenient for the user.

  Moreover, the third path 30 as described in the present embodiment can be retrofitted to the existing fuel cell system 1 and the fuel cell vehicle 10 and does not involve a large design change. For this reason, it is also preferable in that the fuel cell vehicle 10 can be improved while suppressing an increase in size and cost.

  Further, in the case of a conventional fuel cell vehicle equipped with a plurality of independent power supply systems, there is no exchange of fuel gas between the fuel gas supply devices (hydrogen supply sources), so there is a difference in the residual fuel of each system. When this occurs, the difference is gradually reduced, for example, by controlling consumption. On the other hand, in the case of the fuel cell vehicle 10 of the present embodiment, it is possible to directly exchange fuel gas between a plurality of power supply systems. Adjustments can be made in hardware.

  The above-described embodiment is an example of a preferred embodiment of the present invention, but is not limited thereto, and various modifications can be made without departing from the scope of the present invention. For example, in the present embodiment, the case where the present invention is applied to a fuel cell vehicle (FCHV; Fuel Cell Hybrid Vehicle) equipped with the fuel cell 2 or its in-vehicle power generation system has been described. The present invention can be applied to a self-propelled body (such as a ship or an airplane) or a robot, and can also be applied to a stationary fuel cell system.

  In the above-described embodiment, the case where two fuel gas supply systems are provided has been described as an example, but this is only an example of the reaction gas supply system. Although not specifically shown in the present embodiment, the oxidizing gas supply system (oxidizing gas piping system 3), which is another example of the reactive gas supply system, can also exchange oxidant gas between a plurality of systems as in the above-described embodiment. It is also possible to provide a third path. For example, there are two oxidation gas supply systems (oxidation gas piping system 3), a first reaction gas supply device (for example, a compressor) in one system, and a second reaction gas supply device (for example, a compressor 14) in the other system. The present invention can be applied in the same manner as the above-described embodiment.

  Furthermore, in the above-described embodiment, as an example of an abnormality that may occur, the valve sticking in the fuel gas supply device (hydrogen supply source) 21 is illustrated, but this is only an example. A failure of the gas supply path 22 may also be included. In short, it is an advantage of the present invention that even when a certain power supply system is not able to operate the fuel cell 2 alone, the operation can be continued by enabling the supply of the reaction gas from the other system. Therefore, it is possible to cope with various abnormal situations in which the supply of the reaction gas is impossible.

It is a figure which shows the structure of the fuel cell system in this embodiment. It is a figure which shows roughly an example of a structure of the fuel cell vehicle which has two electric power supply systems. It is a figure which shows roughly the other example of a structure of the fuel cell vehicle which has two electric power supply systems.

Explanation of symbols

2a ... 1st fuel cell, 2b ... 2nd fuel cell, 10 ... Fuel cell vehicle, 10a ... Driver seat of fuel cell vehicle, 14 ... Compressor (reactive gas supply device), 21a ... Hydrogen supply source (first Reaction gas supply device), 21b ... Hydrogen supply source (second reaction gas supply device), 22a ... Fuel gas supply path (first path), 22b ... Fuel gas supply path (second path), 30 3rd path, 31 ... Shut-off valve, 64a ... Traction motor (first motor driven by the first fuel cell), 64b ... Traction motor (second motor driven by the second fuel cell)

Claims (5)

In a fuel cell vehicle having a first reactive gas supply device, a first fuel cell, a second reactive gas supply device, and a second fuel cell,
A first path for supplying reaction gas to the first fuel cell from the first reaction gas supply device,
A second path for supplying reactant gas to the second fuel cell from the second reaction gas supply device for supplying the reaction gas of the same kind of gas,
The first path and the second path are connected to each other to secure a preliminary supply path when an abnormality occurs in the first reaction gas supply device or the second reaction gas supply device. A third path that enables the reaction gas to be exchanged between the reaction gas supply systems ;
A fuel cell vehicle comprising:   The fuel cell vehicle according to claim 1, wherein the third path has a shut-off valve.   3. The fuel cell vehicle according to claim 1, wherein the reaction gas supply device, the fuel cell, and the path are spaced apart from each other.   The fuel cell vehicle according to any one of claims 1 to 3, wherein at least one of the fuel tanks constituting the reaction gas supply device is provided on a side of a driver's seat.   The first motor driven by the first fuel cell and the second motor driven by the second fuel cell are provided in an independent state from each other. 4. The fuel cell vehicle according to any one of 4 above.

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