US20090029226A1 - Fuel Cell System and Method for Operating the System - Google Patents

Fuel Cell System and Method for Operating the System Download PDF

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Publication number
US20090029226A1
US20090029226A1 US12/086,770 US8677006A US2009029226A1 US 20090029226 A1 US20090029226 A1 US 20090029226A1 US 8677006 A US8677006 A US 8677006A US 2009029226 A1 US2009029226 A1 US 2009029226A1
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United States
Prior art keywords
injector
fuel cell
gas
pressure
sound
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US12/086,770
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English (en)
Inventor
Norio Yamagishi
Akihisa Hotta
Norimasa Ishikawa
Koji Katano
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Toyota Motor Corp
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Individual
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Assigned to TOYOTA JIDOSHA KABUSHIKI KAISHA reassignment TOYOTA JIDOSHA KABUSHIKI KAISHA ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: ISHIKAWA, NORIMASA, HOTTA, AKIHISO, KATANO, KOJI, YAMAGISHI, NORIO
Assigned to TOYOTA JIDOSHA KABUSHIKI KAISHA reassignment TOYOTA JIDOSHA KABUSHIKI KAISHA CORRECTIVE ASSIGNMENT TO CORRECT THE INVENTORS NAME. PREVIOUSLY RECORDED ON REEL 021206 FRAME 0506. ASSIGNOR(S) HEREBY CONFIRMS THE AHIHISA HOTTA IS THE CORRECT SPELLING OF THE INVENTORS NAME.. Assignors: ISHIKAWA, NORIMASA, HOTTA, AKIHISA, KATANO, KOJI, YAMAGISHI, NORIO
Publication of US20090029226A1 publication Critical patent/US20090029226A1/en
Abandoned legal-status Critical Current

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    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04082—Arrangements for control of reactant parameters, e.g. pressure or concentration
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/30—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/30—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells
    • B60L58/32—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells for controlling the temperature of fuel cells, e.g. by controlling the electric load
    • B60L58/33—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells for controlling the temperature of fuel cells, e.g. by controlling the electric load by cooling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/30—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells
    • B60L58/32—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells for controlling the temperature of fuel cells, e.g. by controlling the electric load
    • B60L58/34—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells for controlling the temperature of fuel cells, e.g. by controlling the electric load by heating
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04298—Processes for controlling fuel cells or fuel cell systems
    • H01M8/04694—Processes for controlling fuel cells or fuel cell systems characterised by variables to be controlled
    • H01M8/04746—Pressure; Flow
    • H01M8/04753—Pressure; Flow of fuel cell reactants
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M2250/00—Fuel cells for particular applications; Specific features of fuel cell system
    • H01M2250/20—Fuel cells in motive systems, e.g. vehicle, ship, plane
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/30—Hydrogen technology
    • Y02E60/50—Fuel cells
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells

Definitions

  • the present invention relates to a fuel cell system in which a gas supply channel of a fuel cell is provided with an injector, and a method for operating the system.
  • a fuel cell system including a fuel cell which receives supply of a reactive gas (a fuel gas and an oxidizing gas) to generate a power has been suggested and put to practical use.
  • a fuel cell system is provided with a fuel supply channel for supplying, to the fuel cell, the fuel gas supplied from a fuel supply source such as a hydrogen tank.
  • the fuel supply channel is provided with a pressure adjustment valve (a regulator) which reduces, to a constant value, a supply pressure of the fuel gas from the fuel supply source, in a case where the supply pressure is remarkably high (e.g., see Japanese Patent Application Laid-Open No. 2004-342386).
  • a pressure adjustment valve a regulator which reduces, to a constant value, a supply pressure of the fuel gas from the fuel supply source, in a case where the supply pressure is remarkably high (e.g., see Japanese Patent Application Laid-Open No. 2004-342386).
  • a supply pressure of a fuel gas is fixed owing to a structure of the valve, so that it is difficult to quickly change the supply pressure of the fuel gas based on an operating situation (i.e., a response property is low), and such precise pressure adjustment as to change a target pressure in multiple stages cannot be performed.
  • the present invention has been developed in view of such a situation, and an object thereof is to provide a highly responsive fuel cell system in which a supply pressure of a fuel gas can appropriately be changed based on an operation state of a fuel cell and in which an operator does not easily care about an operation sound, and a method for operating the system.
  • a fuel cell system is a fuel cell system comprising: a fuel cell which receives supply of a gas to generate a power; an injector which is provided in a gas supply channel of the fuel cell and which adjusts a state of the gas on an upstream side of the gas supply channel to supply the gas to a downstream side; and control means for driving and controlling the injector, the control means being configured to control an operation of the injector based on a driving state of an associated device including the fuel cell system.
  • an operation state an opening rate of a valve body of the injector (a gas passage area), and an opening time of the valve body of the injector (a gas injection time) or the like
  • an operation state of the fuel cell an amount of a power to be generated by the fuel cell (a power, a current and a voltage), a temperature of the fuel cell, an abnormal state of the fuel cell system, an abnormal state of a fuel cell main body or the like. Therefore, a gas state (a supply pressure) of a fuel gas can appropriately be changed based on the operation state of the fuel cell, so that a response property can be improved.
  • the “gas state” is a state (a flow rate, a pressure, a temperature, a molecular concentration or the like) of the gas, and especially includes at least one of the gas flow rate and the gas pressure.
  • control means controls the operation of the injector based on the driving state of the associated device including the fuel cell system, so that the injector can be operated, for example, in a state in which an operation sound of the injector does not easily become harsh, and it can be prevented that the operation sound of the injector becomes harsh.
  • the associated device including the fuel cell system corresponds to, for example, a surrounding electronic device including the fuel cell system.
  • examples of the electronic device include a pump, a motor and a fan.
  • the electronic device can be interpreted as a traction motor, an inverter, a converter or the like.
  • the controlling of the operation of the injector is, for example, allowing or limiting (prohibiting) of the operation of the injector, changing of a drive cycle of the injector or the like.
  • a noise frequency due to pulsation of the associated device e.g., the pump
  • the injector is operated at a peak of a radiant sound from the associated device, or the operation of the injector is limited (prohibited) in a case where the radiant sound from the associated device has a predetermined value or less.
  • control means may control the operation of the injector based on the radiant sound generated in accordance with the driving of the associated device.
  • the operation sound of the injector is superimposed on the radiant sound from the associated device, whereby the operation sound of the injector can be hidden or obscured by the radiant sound from the associated device, and it can be prevented that the operation sound of the injector becomes harsh.
  • a pump which supplies a fluid to the fuel cell can be applied.
  • an air compressor which feeds an oxidizing gas under pressure to the fuel cell is applicable.
  • an operation state of a fan for use in cooling the fuel cell or a motor, or a blower for use in blowing air from an air conditioner of a passenger chamber may be applied.
  • the operation sound of the injector is superimposed on the radiant sound from the fan or the like, whereby the operation sound of the injector can be hidden or obscured by the radiant sound from the fan or the like, and it can be prevented that the operation sound of the injector becomes harsh.
  • the injector when the movement speed is high, the injector is operated, whereby the operation sound of the injector can be hidden or obscured by a running sound (e.g., noises of tires on a road or a hissing sound), and it can be prevented that this operation sound becomes harsh.
  • a running sound e.g., noises of tires on a road or a hissing sound
  • the injector is operated in the accelerated state, that is, an environment during acceleration in which generation of the hissing sound generated in accordance with the movement (the acceleration) of the mobile body, a noise during braking or the like is not easily noticed, whereby it can be prevented that this operation sound becomes harsh.
  • the accelerated state of the mobile body has correlation with respect to a generated current of the fuel cell, a demanded load (a demanded amount of the power to be generated) from an electric load (e.g., the motor) connected to the fuel cell or an accelerator open rate, so that the operation of the injector may be controlled based on at least one of these factors.
  • control means may control the drive frequency of the injector based on the frequency of the radiant sound from the associated device.
  • the drive frequency of the injector is matched with the frequency of the radiant sound from the associated device, or the frequency of the radiant sound from the associated device is set to an integral multiple of the drive frequency of the injector, whereby the operation sound of the injector can be hidden or obscured by the radiant sound from the associated device, and it can be prevented that the operation sound of the injector becomes harsh.
  • a first control state in which an opening/closing operation of the injector is subjected to feedback control based on a deviation between a detected value of a secondary pressure of the injector and a target control value may be changed to a second control state in which execution of the feedback control is prohibited to raise the pressure to a predetermined target pressure at a time when the secondary pressure of the injector lowers to a predetermined lower limit pressure.
  • a first control state in which when a deviation between a detected value of a secondary pressure of the injector and a target control value is less than a predetermined value, the deviation is regarded as “0”, whereas when the deviation has the predetermined value or more, an opening/closing operation of the injector is subjected to feedback control based on the deviation may be changed to a second state in which the predetermined value is increased as compared with the first control state.
  • control means may change the permissible range of a pressure deviation of the injector only during an idle operation of the mobile body.
  • control means may prohibit the operation of the injector until a secondary pressure of the injector lowers to a predetermined lower limit pressure.
  • control means may allow the operation of the injector to raise the secondary pressure to a predetermined pressure.
  • the injector may include an inner channel which connects an upstream side of the injector to a downstream side thereof, a valve body which is movably arranged in the inner channel and in which an opening area of the inner channel is varied based on a movement position of the valve body, and a valve body driving section which drives the valve body with an electromagnetic driving force.
  • the injector is operated, for example, in a state in which the operation sound of the injector does not easily become harsh, whereby it can be prevented that the operation sound of the injector becomes harsh.
  • a highly responsive fuel cell system in which a supply pressure of a fuel gas can appropriately be changed based on an operation state of a fuel cell and in which an operator does not easily care about an operation sound of an injector, and a method for operating the system can also be provided.
  • FIG. 1 is a constitution diagram of a fuel cell system according to an embodiment of the present invention
  • FIG. 2 is a control block diagram showing a control configuration of a control device of a fuel cell system shown in FIG. 1 ;
  • FIG. 3 is a sectional view of an injector of the fuel cell system shown in FIG. 1 ;
  • FIG. 4 is a time chart showing the control configuration of the control device of the fuel cell system shown in FIG. 1 ;
  • FIG. 5 is a time chart showing the control configuration of the control device of the fuel cell system shown in FIG. 1 ;
  • FIG. 6 is a flow chart showing an operation method of the fuel cell system shown in FIG. 1 ;
  • FIG. 7 is a constitution diagram showing a modification of the fuel cell system shown in FIG. 1 ;
  • FIG. 8 is a constitution diagram showing a modification of the fuel cell system shown in FIG. 1 .
  • a fuel cell system 1 according to an embodiment of the present invention will hereinafter be described with reference to the drawings.
  • an example in which the present invention is applied to a car-mounted power generation system of a fuel cell vehicle (a mobile body) will be described.
  • the fuel cell system 1 includes a fuel cell 10 which receives supply of a reactive gas (an oxidizing gas and a fuel gas) to generate a power, and the system also includes an oxidizing gas piping system 2 which supplies air as the oxidizing gas to the fuel cell 10 , a hydrogen gas piping system 3 which supplies a hydrogen gas as the fuel gas to the fuel cell 10 , a control device (control means) 4 which integrally controls the whole system and the like.
  • a reactive gas an oxidizing gas and a fuel gas
  • a hydrogen gas piping system 3 which supplies a hydrogen gas as the fuel gas to the fuel cell 10
  • a control device (control means) 4 which integrally controls the whole system and the like.
  • the fuel cell 10 has a stack structure in which a required number of unitary cells for receiving the supply of the reactive gas to generate the power are laminated.
  • the power generated by the fuel cell 10 is supplied to a power control unit (PCU) 11 .
  • the PCU 11 includes an inverter arranged between the fuel cell 10 and a traction motor 12 , a DC-DC converter and the like.
  • a current sensor 13 which detects a current during the power generation is attached to the fuel cell 10 .
  • the oxidizing gas piping system 2 includes an air supply channel 21 which supplies the oxidizing gas (air) humidified by a humidifier 20 to the fuel cell 10 , an air discharge channel 22 which guides, to the humidifier 20 , an oxidizing off gas discharged from the fuel cell 10 , and an exhaust channel 23 for guiding the oxidizing off gas from the humidifier 20 .
  • the air supply channel 21 is provided with an air compressor 24 which takes the oxidizing gas from atmospheric air to feed the gas under pressure to the humidifier 20 .
  • the hydrogen gas piping system 3 includes a hydrogen tank 30 as a fuel supply source which stores the hydrogen gas having a high pressure (e.g., 70 MPa), a hydrogen supply channel 31 as a fuel supply channel for supplying the hydrogen gas of the hydrogen tank 30 to the fuel cell 10 , and a circulation channel 32 for returning, to the hydrogen supply channel 31 , a hydrogen off gas discharged from the fuel cell 10 .
  • the hydrogen gas piping system 3 is one embodiment of a fuel supply system of the present invention.
  • a reformer which forms a hydrogen-rich reformed gas from a hydrocarbon-based fuel, and a high-pressure gas tank which brings the reformed gas formed by this reformer into a high-pressure state to accumulate the pressure may be employed as the fuel supply source.
  • a tank having a hydrogen occluded alloy may be employed as the fuel supply source.
  • the hydrogen supply channel 31 is provided with a shut valve 33 which shuts or allows the supply of the hydrogen gas from the hydrogen tank 30 , a regulator 34 which adjusts the pressure of the hydrogen gas, and an injector 35 .
  • a primary pressure sensor 41 and a temperature sensor 42 which detect a pressure and a temperature of the hydrogen gas in the hydrogen supply channel 31 , respectively, are provided.
  • a secondary pressure sensor 43 which detects a pressure of the hydrogen gas in the hydrogen supply channel 31 .
  • the regulator 34 is a device which adjusts an upstream pressure (a primary pressure) of the regulator into a beforehand set secondary pressure.
  • a mechanical pressure reduction valve which reduces the primary pressure is employed as the regulator 34 .
  • a known constitution may be employed which has a housing provided with a back pressure chamber and a pressure adjustment chamber formed via a diaphragm and in which the primary pressure is reduced into a predetermined pressure owing to a back pressure of the back pressure chamber to form a secondary pressure in the pressure adjustment chamber.
  • two regulators 34 are arranged on the upstream side of the injector 35 , whereby the upstream pressure of the injector 35 can effectively be reduced. Therefore, a degree of freedom in design of a mechanical structure (a valve body, a housing, a channel, a driving device and the like) of the injector 35 can be raised.
  • the upstream pressure of the injector 35 can be reduced, so that it can be prevented that the valve body of the injector 35 does not easily move owing to increase of a pressure difference between the upstream pressure and a downstream pressure of the injector 35 . Therefore, a variable pressure adjustment range of the downstream pressure of the injector 35 can be broadened, and lowering of a response property of the injector 35 can be inhibited.
  • the injector 35 is an electromagnetic driving type opening/closing valve in which the valve body is directly driven with an electromagnetic driving force in a predetermined drive cycle and disposed away from a valve seat, whereby a gas state such as a gas flow rate or a gas pressure can be adjusted.
  • the injector 35 includes the valve seat having an injection hole which injects a gas fuel such as the hydrogen gas, and also includes a nozzle body which supplies and guides the gas fuel to the injection hole, and the valve body movably received and held in an axial direction (a gas flow direction) with respect to this nozzle body to open and close the injection hole.
  • valve body of the injector 35 is driven by a solenoid which is an electromagnetic driving device, and a pulse-like excitation current supplied to this solenoid can be turned on or off to switch an opening area of each injection hole in two stages, multiple stages, a continuous (stepless) manner or a linear manner.
  • a solenoid which is an electromagnetic driving device
  • a gas injection time and a gas injection timing of the injector 35 are controlled based on a control signal output from the control device 4 , whereby a flow rate and a pressure of the hydrogen gas are precisely controlled.
  • the valve the valve body and the valve seat
  • the valve is directly driven with the electromagnetic driving force to open or close, and a drive cycle of the valve can be controlled into a highly responsive region, so that the injector has a high response property.
  • the injector 35 to supply the gas with a demanded flow rate to the downstream side of the injector, at least one of an opening area (an open rate) and an opening time of the valve body provided in a gas channel of the injector 35 is changed, whereby a flow rate (or a hydrogen molecular concentration) of the gas to be supplied to the downstream side (a fuel cell 10 side) is adjusted.
  • valve body of the injector 35 is opened or closed to adjust the gas flow rate, and the pressure of the gas to be supplied to the downstream side of the injector 35 is reduced as compared with the gas pressure on the upstream side of the injector 35 , so that the injector 35 can be interpreted as a pressure adjustment valve (a pressure reduction valve, a regulator).
  • the injector can be interpreted as a variable pressure adjustment valve capable of changing an adjustment amount (a reduction amount) of the upstream gas pressure of the injector 35 so that the pressure meets a demanded pressure in a predetermined pressure range based on a gas demand.
  • the injector 35 is arranged on the upstream side of a joining portion A 1 of the hydrogen supply channel 31 and the circulation channel 32 . Moreover, as shown by broken lines in FIG. 1 , in a case where a plurality of hydrogen tanks 30 are employed as a fuel supply source, the injector 35 is arranged on the downstream side of a portion (a hydrogen gas joining portion A 2 ) in which the hydrogen gases supplied from the hydrogen tanks 30 are joined.
  • the circulation channel 32 is connected to a discharge channel 38 via a gas-liquid separator 36 and an exhaust discharge valve 37 .
  • the gas-liquid separator 36 collects a water content from the hydrogen off gas.
  • the exhaust discharge valve 37 operates based on a command from the control device 4 to discharge (purge), from the system, the water content collected by the gas-liquid separator 36 and the hydrogen off gas including impurities in the circulation channel 32 .
  • the circulation channel 32 is provided with a hydrogen pump 39 which pressurizes the hydrogen off gas in the circulation channel 32 to feed the gas toward the hydrogen supply channel 31 .
  • the gas in the discharge channel 38 is diluted by a diluter 40 to join the gas in the exhaust channel 23 .
  • the hydrogen off gas discharged via the exhaust discharge valve 37 and the discharge channel 38 is diluted by the diluter 40 to join an oxidizing off gas in the exhaust channel 23 .
  • the control device 4 detects an operation amount of an acceleration operating device (an accelerator or the like) provided in a vehicle, and receives control information such as a demanded acceleration value (e.g., a demanded power generation amount from a load device such as the traction motor 12 ) to control operations of various units in the system.
  • an acceleration operating device an accelerator or the like
  • control information such as a demanded acceleration value (e.g., a demanded power generation amount from a load device such as the traction motor 12 ) to control operations of various units in the system.
  • the load device is a generic power consumption device including, in addition to the traction motor 12 , an auxiliary device (e.g., the compressor 24 , the hydrogen pump 39 , a motor of a cooling pump or the like) required for operating the fuel cell 10 , an actuator for use in any type of device (a change gear, a wheel control device, a steering device, a suspension device or the like) associated with running of the vehicle, an air conditioning device (an air conditioner) of a passenger space, illumination or audio.
  • an auxiliary device e.g., the compressor 24 , the hydrogen pump 39 , a motor of a cooling pump or the like
  • an actuator for use in any type of device (a change gear, a wheel control device, a steering device, a suspension device or the like) associated with running of the vehicle, an air conditioning device (an air conditioner) of a passenger space, illumination or audio.
  • a device which generates a radiant sound in accordance with driving corresponds to an associated device of the present invention, but the device is not limited to an illustrated device.
  • the control device 4 is constituted of a computer system (not shown).
  • a computer system is constituted of a CPU, a ROM, a RAM, a HDD, an input/output interface, a display and the like, and the CPU reads any type of control program recorded in the ROM to execute the program, whereby various control operations are realized.
  • the control device 4 calculates an amount (hereinafter referred to as the “hydrogen consumption”) of the hydrogen gas consumed by the fuel cell 10 based on an operation state of the fuel cell 10 (a current value during power generation of the fuel cell 10 detected by the current sensor 13 ) (a fuel consumption calculating function: B 1 ).
  • the hydrogen consumption is calculated and updated for each calculation cycle of the control device 4 by use of a specific calculation formula indicating a relation between the current value of the fuel cell 10 and the hydrogen consumption.
  • the control device 4 calculates a target pressure value (a target gas supply pressure with respect to the fuel cell 10 ) of the hydrogen gas in a downstream position of the injector 35 based on the operation state of the fuel cell 10 (the current value of the fuel cell 10 during the power generation detected by the current sensor 13 ) (a target pressure value calculating function: B 2 ).
  • the target pressure value in a position where the secondary pressure sensor 43 is arranged is calculated and updated for each calculation cycle of the control device 4 by use of a specific map indicating a relation between the current value of the fuel cell 10 and the target pressure value.
  • control device 4 calculates a feedback correction flow rate based on a deviation between the calculated target pressure value and a detected pressure value in the downstream position (the pressure adjustment position) of the injector 35 detected by the secondary pressure sensor 43 (a feedback correction flow rate calculating function: B 3 ).
  • the feedback correction flow rate is a hydrogen gas flow rate (a pressure difference reducing correction flow rate) to be added to the hydrogen consumption in order to reduce the deviation between the target pressure value and the detected pressure value.
  • the feedback correction flow rate is calculated and updated for each calculation cycle of the control device 4 by use of a target follow-up type control of PI control or the like.
  • control device 4 calculates a feed forward correction flow rate corresponding to a deviation between the previously calculated target pressure value and the presently calculated target pressure value (a feed forward correction flow rate calculating function: B 4 ).
  • the feed forward correction flow rate is a fluctuation (a pressure difference corresponding correction flow rate) of the hydrogen gas flow rate due to a fluctuation of the target pressure value.
  • the feed forward correction flow rate is calculated and updated for each calculation cycle of the control device 4 by use of a specific calculation formula indicating a relation between the deviation of the target pressure value and the feed forward correction flow rate.
  • control device 4 calculates an upstream static flow rate of the injector 35 based on an upstream gas state of the injector 35 (a hydrogen gas pressure detected by the primary pressure sensor 41 and a hydrogen gas temperature detected by the temperature sensor 42 ) (a static flow rate calculating function: B 5 ).
  • a static flow rate is calculated and updated for each calculation cycle of the control device 4 by use of a specific calculation formula indicating a relation between the upstream hydrogen gas pressure and temperature of the injector 35 and the static flow rate.
  • the control device 4 calculates an invalid injection time of the injector 35 based on the upstream gas state (the pressure and the temperature of the hydrogen gas) of the injector 35 and the applied voltage (an invalid injection time calculating function: B 6 ).
  • the invalid injection time is a time required from a time when the injector 35 receives a control signal from the control device 4 to a tome when injecting is actually started.
  • the invalid injection time is calculated and updated for each calculation cycle of the control device 4 by use of a specific map indicating a relation among the pressure and temperature of the hydrogen gas on the upstream side of the injector 35 , the applied voltage and the invalid injection time.
  • control device 4 adds up the hydrogen consumption, the feedback correction flow rate and the feed forward correction flow rate to calculate an injection flow rate of the injector 35 (an injection flow rate calculating function: B 7 ). Subsequently, the control device 4 multiplies, by a drive cycle of the injector 35 , a value obtained by dividing the injection flow rate of the injector 35 by the static flow rate to calculate a basic injection time of the injector 35 , and adds up this basic injection time and the invalid injection time to calculate a total injection time of the injector 35 (a total injection time calculating function: B 8 ).
  • the drive cycle is a stepped (on/off) waveform-like period indicating an opening/closing state of the injection hole of the injector 35 .
  • the control device 4 sets the drive cycle to a constant value.
  • control device 4 outputs a control signal for realizing the total injection time of the injector 35 calculated through the above-mentioned procedure, whereby the gas injection time and the gas injection timing of the injector 35 are controlled to adjust the flow rate and the pressure of the hydrogen gas to be supplied to the fuel cell 10 .
  • the hydrogen gas is supplied from the hydrogen tank 30 to a fuel electrode of the fuel cell 10 via the hydrogen supply channel 31 , and the humidified and adjusted air is supplied to an oxidation electrode of the fuel cell 10 via the air supply channel 21 , to generate a power.
  • a power (a demanded power) to be extracted from the fuel cell 10 is calculated by the control device 4 , and the hydrogen gas and air are supplied into the fuel cell 10 as much as amounts corresponding to the amount of the generated power.
  • a pressure of the hydrogen gas to be supplied to the fuel cell 10 during such a usual operation is precisely controlled.
  • the above-mentioned injector 35 has a structure shown in FIG. 3 , and has a metal-made cylinder 54 constituting a part of the hydrogen supply channel (a gas supply channel) 31 and provided with an inner channel 53 having one port portion 51 arranged on the side of the hydrogen tank 30 of the hydrogen supply channel 31 and the other port portion 52 arranged on the side of the fuel cell 10 of the hydrogen supply channel 31 .
  • This cylinder 54 is provided with a first passage portion 56 connected to the port portion 51 , a second passage portion 57 connected to a side of this first passage portion 56 opposite to the port portion 51 and having a diameter larger than that of the first passage portion 56 , a third passage portion 58 connected to a portion of this second passage portion 57 opposite to the first passage portion 56 and having a diameter larger than that of the second passage portion 57 , and a fourth passage portion 59 connected to a portion of the third passage portion 58 opposite to the second passage portion 57 and having a diameter smaller than that of the second passage portion 57 and the third passage portion 58 , and these portions constitute the inner channel 53 .
  • the injector 35 has a valve seat 61 constituted of a sealable member provided so as to surround an opening of the fourth passage portion 59 on the side of the third passage portion 58 ; a metal-made valve body 65 having a cylindrical portion 62 movably inserted into the second passage portion 57 and a bevel portion 63 having a diameter larger than that of the second passage portion 57 arranged in the third passage portion 58 , the bevel portion 63 being provided with an oblique communication hole 64 ; a spring 67 having one end inserted into the cylindrical portion 62 of the valve body 65 and the other end engaged with a stopper 66 formed in the first passage portion 56 to allow the valve body 65 to abut on the valve seat 61 , thereby blocking the inner channel 53 ; and a solenoid (an electromagnetic driving device, a valve body driving section) 69 which moves the valve body 65 against an urging force of the spring 67 until the valve body abuts on a stepped portion 68 of the third passage portion 58 on
  • the injector 35 As described above, in the injector 35 , during driving for connecting the inner channel 53 , the metal-made valve body 65 moves in the metal-made cylinder 54 to abut on the stepped portion 68 of the cylinder 54 , so that an operation sound is generated. Such an operation sound becomes harsh for an operator such as a driver or a passenger as the case may be.
  • the injector 35 of the present embodiment is a gas state variable supply device of an electromagnetic driving system driven at a high frequency, so that the operation sound of the injector is a remarkable noise.
  • the control device 4 drives and controls the injector 35 in accordance with a driving state of an associated device as follows.
  • the control device drives and controls the injector 35 in accordance with an operation state of the air compressor (the associated device, a pump) 24 as one of the auxiliary devices. That is, the air compressor 24 generates pulsation of suction and discharge to generate the operation sound (a radiant sound) corresponding to the pulsation.
  • a rotary fourth or eighth operation sound is generated at a frequency of 40 Hz during 1600 rotations, at a frequency of 80 Hz during 1200 rotations, and at a frequency of 120 Hz during 1800 rotations.
  • a rotary primary operation sound is generated at a frequency of 10 Hz during 1600 rotations, at a frequency of 20 Hz during 1200 rotations, and at a frequency of 30 Hz during 1800 rotations.
  • a rotary sixth operation sound is generated at a frequency of 60 Hz during 1600 rotations, at a frequency of 120 Hz during 1200 rotations, and at a frequency of 180 Hz during 1800 rotations. Therefore, the injector 35 is driven at a frequency of, for example, about 100 Hz or less based on such a frequency of the operation sound of the air compressor 24 .
  • the drive frequency of the injector 35 is controlled based on the frequency of the operation sound accompanying the pulsation of the air compressor 24 indicating the operation state of the air compressor 24 , for example, the frequency (a noise frequency due to pump pulsation) of the operation sound of the air compressor 24 including a phase is manufactured with the drive frequency of the injector 35 .
  • the injector 35 is driven at a timing t 1 of rising of the operation sound of the air compressor 24 , and the driving of the injector 35 is stopped at a timing t 2 before a noise level of the air compressor 24 lowers.
  • the drive frequency of the injector 35 is matched with the frequency of the operation sound of the air compressor 24 , whereby the valve of the injector 35 can be opened while the sound of the air compressor 24 is emitted.
  • the operation sound of the injector 35 is muffled by the operation sound of the air compressor 24 which emits a larger operation sound, and could not be heard by the passenger.
  • the noise of the injector 35 during the driving when the noise is largest can more effectively be muffled.
  • the frequency of the operation sound of the air compressor 24 is set to an integral multiple of the drive frequency of the injector 35 , and the phases are matched.
  • control is performed every other generation of the operation sound of the air compressor 24 so that at the peak of the operation sound of the air compressor 24 , the injector 35 is driven at the rising timing t 1 of the operation sound of the air compressor 24 , and the driving of the injector 35 is stopped at a lowering timing t 3 of the operation sound of the air compressor 24 .
  • the valve of the injector 35 is kept to open, whereby an injection amount is increased.
  • the injector 35 can be driven so that the frequency of the operation sound of the air compressor 24 becomes the integral multiple (double in FIG. 4( c )) of the drive frequency of the injector 35 , whereby the operation sound of the injector 35 can be hidden or obscured by the operation sound of the air compressor 24 in the same manner as described above, and it can be prevented that the operation sound of the injector 35 becomes harsh.
  • the number of the driving times of the injector 35 can be reduced, and it can further be prevented that the operation sound of the injector 35 becomes harsh.
  • the frequency of the operation sound of the air compressor 24 is set to be equal to the drive frequency of the injector 35 , and the phases are appropriately displaced.
  • the phase of the drive frequency of the injector 35 is displaced from that of the operation sound of the air compressor 24 so that the operation sound is generated between peak generation intervals (t 4 and t 5 ) of the operation sound of the air compressor 24 .
  • the injector 35 is operated so that the operation sound is periodically stably generated together with the operation sound of the air compressor 24 . That is, the injector 35 can be operated in an environment in which the generation of the noise is not easily noticed, whereby the operation sound of the injector 35 is not cared, and it can be prevented that the operation sound of the injector 35 becomes harsh.
  • the injector 35 may be driven so that the operation sound is generated between the generation intervals of the operation sound of the air compressor 24 , but the injector may be driven substantially in the center of the intervals as long as the operation sound of the air compressor 24 is eliminated.
  • the operation sound of the air compressor 24 is small, for example, when a vehicle speed is less than a predetermined value and/or when the generated current of the fuel cell 10 is less than a predetermined value as in an idle operation, a load demand (demanded power generation) with respect to the fuel cell 10 is small. Even when the pressures of the hydrogen gas and air slightly change, the power generation stability is not influenced. In consequence, the operation of the injector 35 can be prohibited (limited) in such a driven state of the air compressor 24 .
  • Such a noise countermeasure is especially effective in a situation in which quietness is relatively high as in the idle operation, as compared with another operation state.
  • the prohibition of the injecting of the injector 35 cannot be continued to be maintained. Therefore, when the operation sound of the air compressor 24 has the predetermined value or less, the secondary pressure sensor 43 to detect the pressure of the hydrogen gas in the hydrogen supply channel 31 is monitored. In a case where the pressure of the hydrogen gas in the hydrogen supply channel 31 detected by the secondary pressure sensor 43 is a predetermined pressure or less, during such control as to drive the injector 35 , the control is loosened so that a permissible range of a pressure deviation of the hydrogen gas in the hydrogen supply channel 31 detected by the secondary pressure sensor 43 enlarges as much as possible.
  • a first control state in which an opening/closing operation of the injector 35 is subjected to feedback control based on a pressure deviation between a present value (a detected value) of a secondary pressure detected by the secondary pressure sensor 43 and a target value (a target control value) as in usual control is sometimes changed to a second control state in which when execution of such feedback control is daringly prohibited to raise the secondary pressure to a predetermined target pressure at a time when the secondary pressure of the injector 35 is lowered to a predetermined lower limit pressure.
  • a first control state in which an opening/closing operation of the injector 35 is controlled so that a drive cycle (a basic period) of the injector 35 is constant is sometimes changed to a second control state in which an injection amount of the injector 35 per drive cycle is forcibly increased (or an injection time is lengthened) as compared with this first control state.
  • a first control state in which the opening/closing operation of the injector 35 is controlled so that an injection amount or an injection time of the injector 35 per one drive cycle (a basic period) becomes constant is sometimes changed to a second control state in which the one drive cycle (the basic period) is forcibly lengthened as compared with the first control state.
  • the injector 35 is driven (injected) between time t 11 and t 12 based on the pressure deviation between the present value and the target value. With this driving, the pressure of the hydrogen gas in the hydrogen supply channel 31 rises as shown in the drawing.
  • the injector 35 is not driven as a result of the feedback control based on the above-mentioned pressure deviation, till time t 13 when the pressure of the hydrogen gas in the hydrogen supply channel 31 lowers to a predetermined lower limit value P L .
  • the hydrogen gas pressure lowers to the lower limit value P L , the injector 35 is driven between the time t 13 and t 14 .
  • the injector 35 is driven as usual, whereby the operation sound of the injector 35 can be muffled by the operation sound of the air compressor 24 .
  • step S 1 when the operation sound of the air compressor 24 is small, that is, as shown in FIG. 6 , when the operation sound of the air compressor 24 is smaller than a predetermined lower limit value (step S 1 ), control is loosened so as to enlarge the permissible range of a pressure deviation as much as possible (step S 2 ).
  • step S 3 when an accelerator open rate per unit time is increased in excess of a predetermined upper limit value (step S 3 : YES), the permissible range of a pressure deviation is set to a usual setting (step S 4 ), and the injecting of the injector 35 may be performed as usual.
  • the control of the step S 2 in which the permissible range of a pressure deviation is set to be large based on the accelerator open rate may be released.
  • drop of the gas pressure during vehicle acceleration can be prevented, and an acceleration response property and a product property can be improved.
  • the prohibition can be released based on the accelerator open rate.
  • the feedback control is performed based on the pressure deviation obtained by “the present value minus the target value” of the detected secondary pressure of the injector 35 , and the value is brought close to the target value as much as possible while changing the target control value.
  • the load demand the power generation demand
  • the control state may be shifted from a usual control time as the first control state to the second control state in which a pressure control range is broadened as compared with the usual control time.
  • a magnitude of the operation sound of the air compressor 24 substantially has a proportionality relation with respect to the vehicle speed, so that the vehicle speed may be applied instead of the operation sound of the air compressor 24 , and the operation of the injector 35 can be controlled based on this vehicle speed. That is, when the vehicle speed is low, the operation sound of the air compressor 24 is small, and a running sound is small. Therefore, in a case where the vehicle speed has a predetermined value or less, the injecting of the injector 35 is prohibited, or the control is loosened so as to enlarge the permissible range of a pressure deviation as much as possible, thereby reducing the number of the injecting times of the injector 35 .
  • the vehicle speed substantially has a proportionality relation with respect to the number of the injecting times of the injector 35 and the number of the rotations of the air compressor 24 , so that there is a merit that cooperative control is easily performed. It is to be noted that it is determined, depending on the vehicle, whether the running sound or the operation sound of the air compressor 24 is large, so that it can be selected whether the operation sound of the injector 35 is muffled mainly by the running sound or the operation sound of the air compressor 24 , depending on the vehicle.
  • examples of the vehicle auxiliary device which can generate such a comparatively large operation sound as to muffle the driving sound of the injector 35 include the air compressor 24 , additionally a blower which blows air from an air conditioner (an air conditioning device) in a vehicle chamber, or a radiator fan which cools cooling water for the fuel cell 10 outside the vehicle chamber. Therefore, the operation of the injector 35 may be controlled in the same manner as described above based on operation states of these devices instead of the air compressor 24 , that is, an operation sound (a blowing sound) of the blower of the air conditioner or an operation sound of the radiator fan.
  • the operation sound of the air compressor 24 is usually largest, so that the injector may be controlled in accordance with an operating situation of the air compressor 24 .
  • the magnitude of the operation sound of the air compressor 24 substantially has a proportionality relation with respect to the generated current of the fuel cell 10 , and also substantially has a proportionality relation with respect to the demanded load of the motor, that is, the accelerator open rate (an accelerated/decelerated state), so that the accelerator open rate is applied instead of the operation sound of the air compressor 24 , and the operation of the injector 35 may be controlled based on this accelerator open rate.
  • the accelerator open rate when the accelerator open rate is small, the operation sound of the air compressor 24 is small, so that in a case where the accelerator open rate has a predetermined value or less, the injecting of the injector 35 is prohibited, or the control is loosened so as to enlarge the permissible range of a pressure deviation as much as possible, thereby reducing the number of the injecting times of the injector 35 .
  • the accelerator open rate increases, the magnitude of the operation sound of the air compressor 24 enlarges. Therefore, even in a case where the injector 35 is driven as usual at a time when the accelerator open rate exceeds the predetermined value, the operation sound of the injector 35 can be muffled by the operation sound of the air compressor 24 .
  • the accelerator open rate substantially has a proportionality relation with respect to the number of the injecting times of the injector 35 and the number of the rotations of the air compressor 24 , so that there is a merit that the cooperative control is easily performed.
  • the generated current of the fuel cell 10 sometimes does not have any proportional relation with respect to the demanded load of the motor, that is, the accelerator open rate.
  • the accelerator open rate is large, that is, the injector 35 is operated in an environment during acceleration where the generation of the noise is not easily cared, whereby it can be prevented that this operation sound becomes harsh.
  • control is performed after completion of warm-up of the fuel cell 10 (after releasing of output limitation). This is because before the warm-up, any power generation robust property with respect to the pressure is not seen in the fuel cell 10 , and it is difficult to apply the control.
  • the operation state (the injection time) of the injector 35 can be set based on the operation state (the current value during the power generation) of the fuel cell 10 . Therefore, the supply pressure of the hydrogen gas can appropriately be changed based on the operation state of the fuel cell 10 , and a response property can be improved.
  • the injector 35 is employed as a flow rate adjustment valve of the hydrogen gas and a variable pressure adjustment valve, so that precise pressure adjustment (adjustment of the supply pressure of the hydrogen gas to the fuel cell 10 ) can be performed.
  • the injector 35 can receive the control signal from the control device 4 based on the operation state of the fuel cell 10 to adjust the injection time and the injection timing of the hydrogen gas, so that the pressure adjustment can more quickly and exactly be performed as compared with a conventional mechanical variable pressure adjustment valve.
  • the injector 35 is small-sized, light-weighted and inexpensive as compared with the conventional mechanical variable pressure adjustment valve, so that the whole system that is miniaturized and inexpensive can be realized.
  • the control device 4 controls the operation of the injector 35 based on the driving state of the associated device, so that the injector 35 can be operated in a state in which, for example, the operation sound of the injector 35 does not easily become harsh, and it can be prevented that the operation sound of the injector 35 becomes harsh.
  • control device 4 controls the operation of the injector 35 based on the operation state of the air compressor 24 , whereby, for example, the operation sound of the injector 35 is superimposed on the operation sound of the air compressor 24 .
  • the operation sound of the injector 35 can be hidden or obscured by the operation sound of the air compressor 24 , and it can be prevented that the operation sound of the injector 24 becomes harsh.
  • the control device 4 may control the operation of the injector 35 based on the operation state of the air conditioner.
  • the operation sound of the injector 35 when the operation sound of the injector 35 is superimposed on the operation sound of the air conditioner, the operation sound of the injector 35 can be hidden or obscured by the operation sound of the air conditioner, so that it can be prevented that the operation sound of the injector 35 becomes harsh.
  • control device 4 may control the operation of the injector 35 based on the operation state of the radiator fan.
  • the operation sound of the injector 35 when the operation sound of the injector 35 is superimposed on the operation sound of the radiator fan, the operation sound of the injector 35 can be hidden or obscured by the operation sound of the radiator fan, so that it can be prevented that the operation sound of the injector 35 becomes harsh.
  • the control device 4 can control the operation of the injector 35 based on the vehicle speed. Therefore, for example, when the vehicle speed is high, the injector 35 is operated, whereby the operation sound of the injector 35 can be hidden or obscured by the running sound of the mobile body, and it can be prevented that this operation sound becomes harsh.
  • the control device 4 can control the operation of the injector 35 based on the accelerator open rate (the accelerated/decelerated state), so that the injector 35 is operated, for example, at a time when the accelerator open rate is large, that is, in an environment during the acceleration where the generation of the noise is not easily cared. In consequence, it can be prevented that this operation sound becomes harsh.
  • the control device 4 can control the drive frequency of the injector 24 based on the frequency of the operation sound of the air compressor 24 as the auxiliary device, so that, for example, the drive frequency of the injector 35 is matched with the frequency of the operation sound of the air compressor 24 , or the frequency of the operation sound of the air compressor 24 is set to the integral multiple of the drive frequency of the injector 35 .
  • the operation sound of the injector 35 can be hidden or obscured by the operation sound of the air compressor 24 , whereby it can be prevented that the operation sound of the injector 35 becomes harsh.
  • the injector 35 is operated, for example, in a case where the phase of the drive frequency of the injector 35 is appropriately displaced from the phase of the operation sound of the air compressor 24 , that is, in the environment where the generation of the noise is not easily cared. In consequence, the operation sound of the injector 35 is not noticed, and it can be prevented that the operation sound of the injector 35 becomes harsh.
  • the injector has been described in accordance with an example of the injector provided in the hydrogen supply channel 31 of the fuel cell system.
  • the present invention is applicable to any other injector as long as the injector is provided in the gas supply channel of the fuel cell system.
  • the present invention is applicable to this injector.
  • a hydrogen supply channel 31 for supplying a hydrogen gas to a fuel cell 10 is provided with a pneumatic regulator 72 instead of the injector, the present invention is applicable to a cathode air supply injector 73 for controlling a hydrogen pressure of this pneumatic regulator 72 with an air pressure or the like.
  • the fuel cell system according to the present invention may be mounted on any type of mobile body (a robot, a ship, an airplane or the like) other than the fuel cell vehicle.
  • the fuel cell system according to the present invention may be applied to a stationary power generation system for use as a power generation equipment for construction (housing, building or the like).
  • the present invention is broadly applicable to a fuel cell system (or a method for operating the system), which is highly responsive and capable of appropriately changing a supply pressure of a fuel gas based on an operation state of a fuel cell, and in which an operator does not easily care about an operation sound of an injector.

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JP2007194189A (ja) 2007-08-02
US7846597B2 (en) 2010-12-07
JP5206918B2 (ja) 2013-06-12
WO2007072662A1 (ja) 2007-06-28
EP1970986B1 (en) 2015-04-01
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EP1970986A4 (en) 2009-11-25
KR100986709B1 (ko) 2010-10-08

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