JP5108344B2 - Fuel cell system - Google Patents

Description

  The present invention relates to a fuel cell system provided with a sensor for detecting the amount of remaining hydrogen in a hydrogen tank.

For example, in a fuel cell vehicle, it is necessary to inform the driver of the remaining amount of hydrogen in the hydrogen tank. The driver can determine the approximate cruising distance by checking the remaining amount meter provided on the instrument panel, etc., and if it is determined that the remaining amount of hydrogen is low, hydrogen filling is necessary. It can be judged that there is. As a means to detect the remaining amount of hydrogen in the hydrogen tank, it is proposed to provide a sensor for detecting the temperature and pressure in the hydrogen tank and detect the remaining amount based on the temperature and pressure obtained from each sensor. (For example, refer to Patent Document 1).
JP 2004-63205 A (paragraph 0024, FIG. 1)

  However, since the conventional technology detects the remaining amount of hydrogen based on a temperature sensor that detects the temperature in the hydrogen tank, there is a problem that if this temperature sensor fails, the remaining amount of hydrogen cannot be accurately grasped. It was. For this reason, if power generation is continued in a state in which hydrogen is depleted (gas is depleted on the electrolyte membrane), the fuel cell stack may be deteriorated.

  The present invention solves the above-described conventional problems, and an object thereof is to provide a fuel cell system capable of preventing erroneous control even if a temperature sensor fails.

The invention according to claim 1 is a fuel cell stack that generates power by being supplied with a fuel gas and an oxidant gas, a fuel gas storage container that stores the fuel gas supplied to the fuel cell stack, and the fuel gas storage container A container internal temperature detecting means for detecting the temperature in the container, and a container internal pressure detecting means for detecting the pressure in the fuel gas storage container, based on the temperature and the pressure in the fuel gas storage container In a fuel cell system that estimates the amount of remaining fuel gas in the fuel gas storage container and controls the operation of the fuel cell stack based on the amount of remaining fuel gas, an outside air temperature detecting means for detecting an outside air temperature, and the fuel and determining failure determining means a failure of the vessel temperature detection means based on the temperature and the ambient temperature of the gas storage vessel, that the amount of fuel gas of the fuel gas storage vessel is changed Comprising a container gas amount change determining means for constant, wherein the failure determining means if the temperature of the fuel gas storage container and the outside air temperature is determined to be separated more than a predetermined value, the container temperature detection If it is determined that the fuel cell stack has failed, and when the fuel cell stack detects that the fuel gas amount in the fuel gas storage container has changed by the gas amount change determination unit in the container, It is characterized by not performing.

According to this, since the failure detection of the container temperature detection means can be performed from the difference between the temperature inside the fuel gas storage container and the outside air temperature, it is possible to prevent erroneous control from being performed when the container temperature detection means fails. it can.
In addition, if the amount of fuel gas in the fuel gas storage container changes while the power generation of the fuel cell stack is stopped, failure determination is not performed, so the temperature in the fuel gas storage container changes due to pressure fluctuations in the fuel gas storage container. It is possible to prevent erroneous detection of failure in the case of failure.

  The invention according to claim 2 includes power generation stop time determination means for detecting whether a predetermined time or more has elapsed since the fuel cell stack stopped power generation, and is based on the power generation stop time determination means for a predetermined time from power generation stop. When it is detected that the above has not elapsed, the failure determination by the failure determination means is not performed.

  According to this, the temperature in the fuel gas storage container and the outside air temperature become substantially equal when the predetermined time or more has passed since the power generation of the fuel cell stack is stopped. It is possible to accurately detect the failure of the temperature detecting means in the container due to the difference between the two.

According to a third aspect of the present invention, the in-container gas amount change judging means is a fuel gas filling detecting means for detecting filling of the fuel gas into the fuel gas storage container while the fuel cell stack is not generating power. Features.

  According to this, since the failure determination is not performed when the fuel gas storage container is filled with the fuel gas while the power generation of the fuel cell stack is stopped, the malfunction due to the temperature change in the fuel gas storage container due to the fuel gas filling is not performed. It becomes possible to prevent detection.

According to a fourth aspect of the present invention, the failure determination means determines whether or not the in-container temperature detection means has failed after detecting the time from the stoppage of power generation to the start-up of the fuel cell stack. The value is set to be smaller as the time from the power generation stop of the fuel cell stack to the startup becomes longer.

  According to this, as the time from power generation stop to start-up (soak time) becomes longer, the temperature in the fuel gas storage container approaches the outside air temperature, so even if the soak time is long, even a slight failure can be detected become.

The invention according to claim 5 is characterized in that power generation of the fuel cell stack is prohibited when the failure determination means determines that a failure has occurred.

  According to this, since power generation is prohibited when there is a failure, it is possible to prevent the film from being deteriorated by generating power in a state where the remaining fuel gas amount cannot be accurately grasped.

According to a sixth aspect of the present invention, when the failure determination means determines that a failure has occurred, the fuel cell stack generates power from the amount of fuel gas in the fuel gas storage container calculated before the failure determination by the failure determination means. The power generation is continued based on the residual fuel gas amount in the container obtained by subtracting the fuel gas amount consumed by the above and the fuel gas amount discharged by the purge process.

  According to this, the inconvenience that the power generation of the fuel cell stack cannot be started can be prevented.

  According to the present invention, it is possible to provide a fuel cell system that can prevent erroneous control even if a temperature sensor fails.

  FIG. 1 is an overall configuration diagram showing a fuel cell system of the present embodiment, FIG. 2 is a flowchart of a first embodiment showing failure determination control of an in-tank temperature sensor, and FIG. It is a graph which shows the relationship. In the present embodiment, a case where the present invention is applied to a vehicle (not shown) will be described as an example. .

  As shown in FIG. 1, the fuel cell system 1 of this embodiment includes a fuel cell stack 10, an anode system 20, a cathode system 30, a control system 40, and the like.

  The fuel cell stack 10 includes a plurality of single cells in which an electrolyte membrane made of a solid polymer is sandwiched between an anode containing a catalyst and a cathode containing a catalyst, and the outside is sandwiched between a pair of conductive separators. Has a structured.

  The anode system 20 includes a hydrogen tank 21, an in-tank electromagnetic valve 22, a hydrogen regulator 23, an ejector 24, a purge valve 25, and the like. The in-tank solenoid valve 22 and the hydrogen regulator 23 are connected via a pipe 26a, the hydrogen regulator 23 and the ejector 24 are connected via a pipe 26b, and the ejector 24 and the anode inlet of the fuel cell stack 10 are connected to each other. The outlet of the anode and the purge valve 25 are connected via a pipe 26d, and the middle of the pipe 26d and the ejector 24 are connected via a pipe 26e.

  The hydrogen tank 21 is made of, for example, an aluminum alloy, and has a tank chamber (not shown) for storing high-purity hydrogen gas at a high pressure therein. The periphery of the tank chamber is CFRP (Carbon Fiber Reinforced Plastic). : Carbon fiber reinforced plastic) or a cover (not shown) formed of GFRP (Glass Fiber Reinforced Plastic) or the like.

  The in-tank solenoid valve 22 is configured integrally with the hydrogen tank 21 and opens and closes by controlling energization to the solenoid.

  The hydrogen regulator 23 has a pressure reducing function for reducing the high pressure hydrogen gas supplied from the hydrogen tank 21 to a predetermined pressure and supplying it to the fuel cell stack 10. For example, the hydrogen regulator 5 is opened when the pressure of the cathode system 30 is input as a signal pressure.

  The ejector 24 is a kind of vacuum pump for circulating unreacted hydrogen discharged from the anode of the fuel cell stack 10 back to the anode of the fuel cell stack 10.

  The purge valve 25 is provided on the downstream side of the pipe 26e of the pipe 26d, and has a function of periodically opening and closing to prevent a decrease in the hydrogen concentration of the anode system 20.

  The cathode system 30 includes an air pump 31, a humidifier 32, a back pressure valve 33, pipes 34a to 34e, and the like. The inlet of the air pump 31 is connected to a pipe 34a that communicates with the atmosphere. The outlet of the air pump 31 and the inlet of the dry air (supply gas) of the humidifier 32 are connected via a pipe 34b. The air outlet after humidification of the humidifier 32 and the inlet of the cathode of the fuel cell stack 10 are connected via a pipe 34c. The outlet of the cathode and the inlet of the humid air (exhaust off gas) of the humidifier 32 are connected via a pipe 34d. The humid air outlet of the humidifier 32 and the back pressure valve 33 are connected via a pipe 34e.

  The air pump 31 is composed of a supercharger or the like driven by a motor, and has a function of supplying compressed air, which is compressed by taking in outside air through a pipe 34 a, to the cathode of the fuel cell stack 10.

  The humidifier 32 includes, for example, a hollow fiber membrane module in which a plurality of water permeable membranes are bundled and accommodated in a case, and air from the air pump 31 is circulated on one side of the inside and outside of the hollow fiber membrane. It has a function of humidifying the dry air from the air pump 31 by circulating the exhaust off-gas (wet air, generated water) discharged from the cathode of the fuel cell stack 10 on the side.

  The back pressure valve 33 is constituted by, for example, a butterfly valve, and has a function of controlling the pressure of the cathode system 30 of the fuel cell stack 10 by controlling the opening thereof.

  A dilution box (not shown) is provided on the downstream side of the purge valve 25 and the downstream side of the back pressure valve 33, and is discharged from the anode system 20 of the fuel cell stack 10 when the purge valve 25 is opened. The hydrogen is diluted outside the system (outside the vehicle) after being diluted to a predetermined hydrogen concentration by the off-gas discharged from the cathode system 30 in the dilution box.

  The control system 40 includes an ECU 41, a stack temperature sensor 42, a tank temperature sensor 43, a tank pressure sensor 44, an air intake temperature sensor 45, a timer 46, and the like.

  The ECU 41 includes a CPU (Central Processing Unit), a memory, a program, and the like, and includes the failure determination unit and the in-container gas amount change determination unit of the present embodiment. The ECU 41 controls the opening / closing of the in-tank electromagnetic valve 22, the purge valve 25, and the back pressure valve 33 to control the rotation speed of the motor of the air pump 31. Note that the control lines of the purge valve 25 and the back pressure valve 33 are not shown. The ECU 41 is connected to the stack temperature sensor 42, the tank temperature sensor 43, the tank pressure sensor 44, the air suction temperature sensor 45, and the timer 46 through signal lines, and the tank temperature, tank pressure, outside air temperature, Configured to get time.

  The stack temperature sensor 42 has a function of detecting the temperature of the fuel cell stack 10, and is provided, for example, in an anode side pipe 26d, a cathode side pipe 34d, a refrigerant pipe (not shown) of the fuel cell stack 10, and the like. It has been.

  The tank internal temperature sensor 43 has a function of detecting the temperature in the hydrogen tank 21 and is configured integrally with the in-tank electromagnetic valve 22. That is, the in-tank temperature sensor 43 is provided at a position where a temperature change is likely to occur due to pressure fluctuations such as in and out of the hydrogen tank 21.

  The tank internal pressure sensor 44 has a function of detecting the pressure in the hydrogen tank 21 and is provided in a pipe 26 a between the in-tank electromagnetic valve 22 and the hydrogen regulator 23.

  The air suction temperature sensor 45 has a function of detecting the outside air temperature, and is provided in a pipe 34 a connected to the inlet side of the air pump 31. That is, since the air intake temperature sensor 45 is provided in the pipe 34a that communicates with the outside air that is the air intake port, the outside air temperature can be detected. The air suction temperature sensor 45 is provided for controlling the flow rate of air sucked from the air pump 31 except for detecting the outside air temperature.

  The timer 46 has a function of detecting the time from when the fuel cell stack 10 stops generating power, for example.

  Next, the operation of the fuel cell system of this embodiment will be described with reference to FIGS. 2 and 3 (refer to FIG. 1 as appropriate). Incidentally, this control is performed only once when the fuel cell system is started, because the amount of hydrogen in the hydrogen tank 21 changes when the fuel cell system is started.

  First, in step S101, when the ECU 41 detects that the ignition is turned off (IG-OFF) by the driver, the ECU 41 proceeds to step S102. The temperature of the battery stack 10 (abbreviated as stack temperature in FIG. 2) T1 and the tank pressure P1 in the hydrogen tank 21 are read from the tank pressure sensor 44, respectively.

  And it progresses to step S103 and ECU41 starts the timer 46 and measures the time from the time of an electric power generation stop (IG-OFF).

  In the fuel cell stack 10, at the same time as the ignition is turned off, the in-tank electromagnetic valve 22 is closed, the supply of hydrogen to the fuel cell stack 10 is stopped, the air pump 31 is stopped, and the supply of air to the fuel cell stack 10 is performed. Is stopped and power generation stops.

  And it progresses to step S104 and ECU41 monitors whether the ignition was turned on (IG-ON) by the driver | operator. When the ECU 41 determines that the ignition is not turned on (No in S104), the ECU 41 returns to Step S103, continues to measure time, and when it is determined that the ignition is turned on (S104, Yes), proceeds to Step S105. move on.

  In step S105, the ECU 41 detects the time from power generation stop (IG-OFF) to start-up (IG-ON) by the timer 46 at the same time as the ignition is turned on (S104, Yes). The tank internal temperature T2 in the tank 21 and the outside air temperature T3 are read from the air suction temperature sensor 45, respectively. When the outside air temperature T3 acquired from the air intake temperature sensor 45 is affected by heat when the air pump 31 is driven, it is preferable to acquire the outside air temperature T3 before driving the air pump 31.

  In step S106, the ECU 41 determines whether the time detected in step S105 is equal to or longer than the predetermined time Tm. The term “less than the predetermined time Tm” is a value determined in advance by an experiment or the like, and is a time (failure determination is performed) in which the tank internal temperature T2 and the outside air temperature T3 are predicted not to be the same or substantially the same temperature. Time that can not be). This step S106 corresponds to the processing performed by the power generation stop time determination unit of the present embodiment. The predetermined temperature Tm may be corrected based on the temperature of the fuel cell stack 10 when power generation is stopped (step S102). For example, when the time from the ignition off to the ignition on is short and the temperature of the fuel cell stack 10 is low when the power generation is stopped, the predetermined time Tm is set short, and the time from the ignition off to the ignition on is long and the power generation stops When the temperature of the fuel cell stack 10 at the time is high, the predetermined time Tm is set long.

  In step S106, if the ECU 41 determines that the predetermined time Tm has not elapsed (No), the ECU 41 proceeds to step S113, and does not determine whether or not the tank temperature sensor 43 has failed (no failure determination is performed). ).

  In step S106, if the ECU 41 determines that the predetermined time Tm has elapsed (Yes), the ECU 41 proceeds to step S107 and opens the in-tank electromagnetic valve 22. By opening the in-tank electromagnetic valve 22, the hydrogen in the hydrogen tank 21 passes through the pipe 26 a and is reduced to a predetermined pressure by the hydrogen regulator 23 and then supplied to the anode of the fuel cell stack 10.

  In step S108, the ECU 41 reads the tank internal pressure P2 in the hydrogen tank 21 immediately after opening the in-tank electromagnetic valve 22 from the tank internal pressure sensor 44.

  In step S109, the ECU 41 determines whether the hydrogen amount (fuel gas amount) in the hydrogen tank 21 has changed. The determination as to whether or not the amount of hydrogen in the hydrogen tank 21 has changed is based on the pressure difference between the tank internal pressure P1 read at step S102 when power generation is stopped and the tank internal pressure P2 read at step S108. Judgment based on. If the pressure difference (P1-P2) is 0 (≈0), it can be determined that the amount of hydrogen in the hydrogen tank 21 has not changed. In step S109, when the ECU 41 determines that the amount of hydrogen in the hydrogen tank 21 has changed (No), the ECU 41 proceeds to step S113 and does not determine whether or not the tank temperature sensor 43 has failed (failure). Judgment is not performed).

  Note that step S109 corresponds to the processing performed by the in-container gas amount change determination unit of the present embodiment. The in-container gas amount change determining means may be a fuel gas filling detecting means for detecting the filling of hydrogen into the hydrogen tank 21 during power generation stop.

In step S109, if the ECU 41 determines that the hydrogen amount (fuel gas amount) in the hydrogen tank 21 has not changed (Yes), the ECU 41 proceeds to step S110, and the outside air temperature T3 read in step S105, It is determined whether or not the absolute value of the temperature difference between the tank internal temperature T2 read in the step is lower than a predetermined value. Note that the predetermined value at this time is set based on a graph as shown in FIG. 3 obtained in advance through experiments or the like, and is set smaller as the time from power generation stop to start-up becomes longer.

  In step S110, when the ECU 41 determines that the absolute value of the temperature difference is lower than the predetermined value (Yes), the ECU 41 proceeds to step S113, and does not determine whether or not the tank temperature sensor 43 is in failure (failure determination). Is not performed). In step S110, if the ECU 41 determines that the absolute value of the temperature difference is greater than or equal to a predetermined value (No), the ECU 41 proceeds to step S111 and determines that the tank temperature sensor 43 is faulty.

  In step S112, the ECU 41 prohibits power generation. Prohibiting power generation means closing the in-tank electromagnetic valve 22 to stop the hydrogen supply to the anode of the fuel cell stack 10 and stopping the air pump 31 to stop the air supply to the cathode of the fuel cell stack 10. .

  As described above, in the fuel cell system 1 according to the first embodiment, the failure of the tank temperature sensor 43 can be detected based on the difference between the tank temperature T2 and the outside air temperature T3. It is possible to prevent the fuel cell system 1 from being erroneously controlled when 43 fails.

  Further, in the fuel cell system 1 of the first embodiment, when the predetermined time Tm has elapsed since the power generation stop of the fuel cell stack 10, the tank internal temperature T2 and the outside air temperature T3 become substantially equal. By not performing the failure determination of the tank temperature sensor 43 until the time has elapsed, the failure detection of the tank temperature sensor 43 can be accurately performed.

  Further, in the fuel cell system 1 of the first embodiment, since the tank internal temperature T2 changes due to the pressure fluctuation in the hydrogen tank 21, when the amount of hydrogen in the hydrogen tank 21 changes, the tank internal temperature Since the failure determination of the sensor 43 is not performed, it is possible to prevent erroneous detection when a temperature change occurs due to pressure fluctuation.

  Further, in the fuel cell system 1 of the first embodiment, when the hydrogen tank 21 is filled with hydrogen while power generation is stopped, the failure of the tank temperature sensor 43 is not determined. Can prevent false detection.

  Further, in the fuel cell system 1 of the first embodiment, the tank internal temperature T2 approaches the outside air temperature T3 as the time from the power generation stop to the start of the fuel cell stack 10 becomes longer, so the time from the power generation stop to the start. By reducing the predetermined value as it becomes longer, it becomes possible to detect even a slight (small amount) failure when power generation is stopped for a long time.

  Further, in the fuel cell system 1 of the first embodiment, it is possible to prevent the deterioration of the membrane (electrolyte membrane + anode + cathode) due to continuing power generation without accurately grasping the amount of remaining hydrogen. It becomes possible. That is, the residual hydrogen amount (remaining fuel gas amount) in the hydrogen tank 21 is calculated based on the temperature obtained from the tank temperature sensor 43 and the pressure obtained from the tank pressure sensor 44. If it is erroneously detected on the side where the amount of residual hydrogen in the tank 21 is larger than the actual amount, power generation is continued in a state of insufficient hydrogen supply, which causes membrane deterioration. However, in this embodiment, when it is determined that a failure has occurred, power generation is prohibited, so that the progress of film deterioration can be prevented.

(Second Embodiment)
FIG. 4 is a flowchart of the second embodiment showing the failure determination control of the tank temperature sensor. Note that. The fuel cell system in which the failure determination control in the second embodiment is performed is the same as the fuel cell system 1 in the first embodiment. The flowchart of the second embodiment is the same as the flowchart of the first embodiment except that step S102 is replaced with S102A, and step S114 and step S115 are added instead of step S112. . Further, the same components as those in the first embodiment are denoted by the same step symbols, and the description thereof is omitted.

  As shown in FIG. 4, in step S102A, the ECU 41 simultaneously detects the temperature of the fuel cell stack 10 when power generation is stopped from the stack temperature sensor 42 (abbreviated as stack temperature in FIG. The tank internal temperature T4 in the hydrogen tank 21 and the tank internal pressure P1 in the hydrogen tank 21 are read from the tank internal pressure sensor 44, respectively.

  In step S111, if the ECU 41 determines that the tank temperature sensor 43 has failed, the ECU 41 proceeds to step S114 and calculates an alternative residual hydrogen amount. The alternative residual hydrogen amount at this time is the ignition turned on (IG-ON) from the initial residual hydrogen amount in the hydrogen tank 21 calculated based on the tank internal temperature T4 and the tank internal pressure P1 read in step S102A. When subtracting the hydrogen amount (fuel gas amount) consumed by the power generation from (S101, Yes) and the hydrogen amount (fuel gas amount) discharged by the purge process, the alternative residual hydrogen amount (alternative fuel gas amount) is subtracted. calculate. Note that after the alternative residual hydrogen amount is calculated, the fuel cell system 1 starts power generation based on the calculated alternative residual hydrogen amount.

  Note that the hydrogen consumption by the power generation and the hydrogen consumption by the purge process include the hydrogen consumption at the time of OCV (Open Circuit Voltage) check when the ignition is turned on. The OCV check is a procedure necessary to determine whether or not the fuel cell stack 10 is in a state where power generation is possible before power generation. For example, the OCV check is determined using an open circuit voltage (also referred to as an open circuit voltage). The processing procedure at that time is performed by replacing the pipes 26a to 26e of the anode system 20 with hydrogen while the purge valve 25 is opened.

  On the other hand, if the ECU 41 determines in step S113 that the failure of the in-tank temperature sensor 43 is not determined, the ECU 41 proceeds to step S115 and calculates the normal residual hydrogen amount. The normal residual hydrogen amount at this time is calculated based on the current tank temperature obtained from the tank temperature sensor 43, the current tank pressure obtained from the tank pressure sensor 44, and the like. In addition, it is preferable to consider the hydrogen consumption at the time of OCV check also about the normal residual hydrogen amount in this case. Further, after the alternative residual hydrogen amount is calculated, the fuel cell system 1 starts power generation based on the calculated alternative residual hydrogen amount.

  As described above, in the fuel cell system according to the second embodiment, even if it is determined that the tank temperature sensor 43 is out of order, the alternative residual hydrogen amount is calculated, thereby preventing the inconvenience that the operation of the fuel cell system 1 cannot be started. it can.

  The present invention is not limited to the above-described embodiment, and the air intake temperature sensor 45 is described as an example of the means for detecting the outside air temperature. For example, the stack temperature sensor 42 is used as the outside air temperature detecting means. May be used. Since the stack temperature sensor 42 approaches the outside air temperature as time elapses after the power generation is stopped, the stack temperature sensor 42 can be included in the outside air temperature detecting means. Although not shown, an outside air temperature sensor that measures the ambient temperature outside the vehicle may be used as the outside air temperature detecting means, or the stack temperature sensor 42, the air intake temperature sensor 45, the outside air temperature sensor (not shown). ) May be used as outside temperature detection means.

It is a whole lineblock diagram showing the fuel cell system of this embodiment. It is a flowchart of 1st Embodiment which shows failure determination control of the temperature sensor in a tank. It is a graph which shows the relationship between the time from a power generation stop to starting, and a predetermined value. It is a flowchart of 2nd Embodiment which shows failure determination control of the temperature sensor in a tank.

Explanation of symbols

1 Fuel Cell System 10 Fuel Cell Stack 21 Hydrogen Tank 41 ECU
42 Stack temperature sensor 43 Tank temperature sensor (container temperature detection means)
44 Tank internal pressure sensor (Internal pressure detector)
45 Air intake temperature sensor (outside air temperature detection means)
46 timer

Claims (6)

A fuel cell stack that is supplied with fuel gas and oxidant gas to generate power; and
A fuel gas storage container for storing fuel gas supplied to the fuel cell stack;
A container temperature detecting means for detecting the temperature in the fuel gas storage container;
An in-container pressure detecting means for detecting the pressure in the fuel gas storage container,
A fuel cell that estimates an amount of residual fuel gas in the fuel gas storage container based on the temperature and pressure in the fuel gas storage container, and controls operation of the fuel cell stack based on the amount of residual fuel gas In the system,
Outside temperature detecting means for detecting outside temperature;
Failure determination means for determining failure of the temperature detection means in the container based on the temperature in the fuel gas storage container and the outside air temperature ;
An in-container gas amount change determining means for determining that the amount of fuel gas in the fuel gas storage container has changed,
It said failure determining means,
When it is determined that the temperature inside the fuel gas storage container and the outside air temperature are separated from each other by a predetermined value or more, it is determined that the container temperature detecting means is malfunctioning ,
The fuel cell is characterized in that failure determination is not performed when the fuel gas amount in the fuel gas storage container detects that the fuel gas amount in the fuel gas storage container has changed when the fuel cell stack stops generating power. system. Power generation stop time determination means for determining whether a predetermined time or more has elapsed since the fuel cell stack stopped power generation,
2. The fuel cell system according to claim 1, wherein when the power generation stop time determination unit detects that a predetermined time or more has not elapsed since the power generation stop, the failure determination unit does not perform the failure determination. . It said container gas amount change determining means, according to claim 1 or claims characterized in that it is a fuel gas-filled detection means for detecting the filling of the fuel gas to the fuel gas storage vessel during the power generation stop of the fuel cell stack Item 3. The fuel cell system according to Item 2 . The failure determination means determines whether or not the container temperature detection means has failed after detecting the time from power generation stop to start of the fuel cell stack,
Wherein the predetermined value, the fuel cell system according to any one of claims 1 to 3, characterized in that the set smaller as time increases to start from the power generation stop of the fuel cell stack. 5. The fuel cell system according to claim 1 , wherein power generation of the fuel cell stack is prohibited when the failure determination unit determines that a failure has occurred. When it is determined that the failure is determined by the failure determination means, the amount of fuel gas consumed by the power generation of the fuel cell stack from the amount of fuel gas in the fuel gas storage container calculated before the failure determination by the failure determination means and 5. The fuel cell system according to claim 1, wherein an alternative remaining fuel gas amount is calculated by subtracting a fuel gas amount discharged by the purge process. 6.

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