WO2008056617A1 - Système de pile à combustible - Google Patents
Système de pile à combustible Download PDFInfo
- Publication number
- WO2008056617A1 WO2008056617A1 PCT/JP2007/071433 JP2007071433W WO2008056617A1 WO 2008056617 A1 WO2008056617 A1 WO 2008056617A1 JP 2007071433 W JP2007071433 W JP 2007071433W WO 2008056617 A1 WO2008056617 A1 WO 2008056617A1
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- WO
- WIPO (PCT)
- Prior art keywords
- fuel cell
- stop command
- temperature
- control device
- drying operation
- Prior art date
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Classifications
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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
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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
- H01M8/04298—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
- H01M8/04761—Pressure; Flow of fuel cell exhausts
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- 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
- B60L58/31—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells for starting of fuel cells
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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
- H01M8/04089—Arrangements for control of reactant parameters, e.g. pressure or concentration of gaseous reactants
- H01M8/04119—Arrangements for control of reactant parameters, e.g. pressure or concentration of gaseous reactants with simultaneous supply or evacuation of electrolyte; Humidifying or dehumidifying
- H01M8/04156—Arrangements for control of reactant parameters, e.g. pressure or concentration of gaseous reactants with simultaneous supply or evacuation of electrolyte; Humidifying or dehumidifying with product water removal
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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
- H01M8/04223—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids during start-up or shut-down; Depolarisation or activation, e.g. purging; Means for short-circuiting defective fuel cells
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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
- H01M8/04223—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids during start-up or shut-down; Depolarisation or activation, e.g. purging; Means for short-circuiting defective fuel cells
- H01M8/04228—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids during start-up or shut-down; Depolarisation or activation, e.g. purging; Means for short-circuiting defective fuel cells during shut-down
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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
- H01M8/04298—Processes for controlling fuel cells or fuel cell systems
- H01M8/04313—Processes for controlling fuel cells or fuel cell systems characterised by the detection or assessment of variables; characterised by the detection or assessment of failure or abnormal function
- H01M8/0432—Temperature; Ambient temperature
- H01M8/04358—Temperature; Ambient temperature of the coolant
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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
- H01M8/04298—Processes for controlling fuel cells or fuel cell systems
- H01M8/04313—Processes for controlling fuel cells or fuel cell systems characterised by the detection or assessment of variables; characterised by the detection or assessment of failure or abnormal function
- H01M8/0432—Temperature; Ambient temperature
- H01M8/04373—Temperature; Ambient temperature of auxiliary devices, e.g. reformers, compressors, burners
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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
- H01M8/04298—Processes for controlling fuel cells or fuel cell systems
- H01M8/04313—Processes for controlling fuel cells or fuel cell systems characterised by the detection or assessment of variables; characterised by the detection or assessment of failure or abnormal function
- H01M8/0438—Pressure; Ambient pressure; Flow
- H01M8/0441—Pressure; Ambient pressure; Flow of cathode exhausts
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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
- H01M8/04298—Processes for controlling fuel cells or fuel cell systems
- H01M8/04313—Processes for controlling fuel cells or fuel cell systems characterised by the detection or assessment of variables; characterised by the detection or assessment of failure or abnormal function
- H01M8/04537—Electric variables
- H01M8/04544—Voltage
- H01M8/04559—Voltage of fuel cell stacks
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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
- H01M8/04298—Processes for controlling fuel cells or fuel cell systems
- H01M8/04313—Processes for controlling fuel cells or fuel cell systems characterised by the detection or assessment of variables; characterised by the detection or assessment of failure or abnormal function
- H01M8/04537—Electric variables
- H01M8/04544—Voltage
- H01M8/04567—Voltage of auxiliary devices, e.g. batteries, capacitors
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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
- H01M8/04298—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
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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
- H01M8/04298—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
- H01M8/04828—Humidity; Water content
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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
- H01M8/04298—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
- H01M8/04858—Electric variables
- H01M8/04865—Voltage
- H01M8/0488—Voltage of fuel cell stacks
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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
- H01M8/10—Fuel cells with solid electrolytes
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- 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
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/10—Vehicle control parameters
- B60L2240/12—Speed
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- 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
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- 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 including a fuel cell, and more particularly to control for reducing the water content of the fuel cell when the system is stopped.
- the polymer electrolyte fuel cell generates electric power through a chemical reaction between hydrogen in the fuel gas supplied to the anode and oxygen in the oxidizing gas supplied to the power anode. In this electrochemical reaction, water is generated on the force sword side. If the fuel cell is left in a low-temperature environment of o ° c or less after the system is shut down until the next system start-up, the next system start-up will be performed satisfactorily due to the influence of the generated water frozen in the fuel cell. There is no or it takes time.
- Japanese Laid-Open Patent Publication No. 2 0 5-2 5 1 5 7 6 discloses a control method for reducing the water content of the fuel cell when the system is stopped in order to ensure stable startability even in a low temperature environment.
- the outside air temperature is detected by the outside air temperature sensor, and the possibility of freezing within 24 hours is judged based on the outside air temperature. If there is a possibility of freezing, the air compressor supplies the oxidizing gas to the fuel cell, and the moisture in the fuel cell is discharged to the outside. Such a scavenging process of the fuel cell is performed until the electrolyte membrane is dried up. Disclosure of the invention
- An object of the present invention is to provide a fuel cell system capable of drying a fuel cell in a short time after a system stop command.
- a fuel cell system of the present invention includes a control device that controls execution of a normal operation and a drying operation that reduces the water content of the fuel cell as compared to the normal operation.
- the control device executes the drying operation before the system stop command so that the water content of the fuel cell is reduced at the time of the system stop command than in the normal operation.
- the water content of the fuel cell is reduced before the system stop command, the water content of the fuel cell is reduced at the time of the system stop command.
- the fuel cell can be dried in a short time after the system stop command.
- the power required to dry the fuel cell can be saved.
- the control device may perform a drying operation before the system stop command.
- the drying operation can be executed in accordance with the expected situation at the time of system stop or the next system startup. For example, when the temperature of the fuel cell is so high that there is no risk of freezing, normal operation can be continued, and drying operation can be avoided.
- the “predetermined low temperature” can be set at, for example, 0 ° C. or 2 with a margin for freezing.
- the prediction that the temperature of the fuel cell is “predetermined low temperature” is based on at least one of the outside temperature, the lowest temperature within a few days, the calendar or the four seasons, the geography or region, the time zone, and the weather forecast. Can be done. Outside air temperature data is obtained from ITS (Intel Intelligent Transport Systems). System), or by referring to the internal data stored in the storage unit in the control device in advance.
- ITS Intelligent Transport Systems
- control device includes a state prediction unit that predicts a state in which the fuel cell system is placed, and executes a dry operation before a system stop command based on the prediction result.
- the prediction result becomes a trigger, and the drying operation corresponding to the situation prediction can be executed before the system stop command.
- the control device preferably determines and executes the conditions for the drying operation based on the prediction result of the situation prediction unit.
- the situation prediction unit may be a stop command prediction unit that predicts a system stop command. The control device performs the drying operation before the predicted system stop command when it is predicted that there is a system stop command, while it is normal when it is predicted that there is no system stop command. It is good to continue driving.
- the prediction result of the system stop command becomes a trigger, the water content of the fuel cell can be reliably reduced before the system stop command.
- the drying operation before the system stop command is unnecessary, it can be avoided.
- the normal operation may be continued until a system stop command is issued or until the next prediction regarding the system stop command is issued. .
- the stop command predicting unit predicts the system stop command based on the position of the mobile body on which the fuel cell system is mounted and the usage tendency of the user who uses the mobile body.
- control device may include a learning unit that learns the stop location of the moving body and the stop time at the stop location, thereby grasping the user's usage tendency.
- the drying operation can be executed before the system stop command according to the prediction.
- the accuracy of the system stop command can be improved.
- the accuracy When predicting the system stop command, the accuracy will be higher if the moving speed of the moving object is taken into account.
- the position of the moving body can be measured by using, for example, GPS (Global Positioning System).
- control device executes the drying operation before the predicted system stop command, and then the control device predicts that there is no system stop command or the system stop command is predetermined. If it is not done in time, switch from dry operation to normal operation.
- the situation prediction unit is a freeze prediction unit that predicts freezing of the fuel cell. Then, the control device performs a dry operation before the system stop command when it is predicted that the fuel cell will freeze, while it continues the normal operation when it is predicted that the fuel cell will not freeze. Good.
- the freezing prediction unit is based on at least one of the position of the fuel cell system, the outside temperature, the expected minimum temperature experienced within a few days after the system shutdown, and the calendar, at the time of system shutdown or next system startup. It is better to predict the freezing of the fuel cell.
- the situation prediction unit may predict the inclined state at the stop position of the moving body on which the fuel cell system is mounted.
- the drying operation can be executed before the system stop command when it is predicted that the inclination of the moving body at the stop location is large. As a result, locally n
- the control device learns the stop location of the moving body, the stop time at the stop location, and the inclination angle of the mobile body with respect to the road surface at the stop location, thereby grasping the user's usage tendency. It is good to have. Then, the situation prediction unit may predict the stop position of the moving body based on the user's usage tendency and also predict the inclination state of the moving body at the stop position.
- control device may perform the drying operation by limiting the power generation amount of the fuel cell as compared with the normal operation.
- the water content of the fuel cell can be reduced while saving power.
- control device may perform the drying operation by increasing the temperature of the fuel cell as compared with the normal operation.
- the water in the fuel cell can be suitably carried away by the reaction gas (oxidizing gas or fuel gas) supplied to the fuel cell.
- the fuel cell system includes a refrigerant piping system that supplies a refrigerant to the fuel cell, and the drying operation is performed in a state where the cooling amount of the fuel cell by the refrigerant is reduced. It is recommended to generate power from the fuel cell.
- This configuration can also promote the evaporation of water remaining in the fuel cell and reduce the water content of the fuel cell.
- the fuel cell system includes an oxidizing gas piping system that supplies an oxidizing gas to the fuel cell, and the control device includes a flow rate of the oxidizing gas as compared with a normal operation, At least one of pressure, temperature and dew point --—
- the scavenging effect by the oxidizing gas is enhanced and the inside of the fuel cell can be dried.
- the fuel cell system includes a fuel gas piping system that supplies fuel gas to the fuel cell, and the control device is configured to supply the fuel gas as compared to normal operation. It is recommended to perform the drying operation by changing at least one of the flow rate, pressure, purge frequency, and dew point temperature.
- the scavenging effect by the fuel gas is enhanced, and the inside of the fuel cell can be dried.
- FIG. 1 is a configuration diagram of a fuel cell system of the present invention.
- FIG. 2 is a block diagram showing a characteristic part of the fuel cell system of the present invention.
- FIG. 3 is a flowchart showing a first control example regarding the stop control of the fuel cell system of the present invention.
- FIG. 4 is a flowchart showing a second control example regarding the stop control of the fuel cell system of the present invention.
- FIG. 5 is a flowchart showing a third control example regarding the stop control of the fuel cell system of the present invention.
- Fig. 6 is a map showing the relationship between the FC temperature that is the control target value and the ambient temperature or the FC temperature at the next startup.
- FIG. 7 is a diagram showing the relationship between FC temperature and time when the third control example and comparative example of the present invention are executed, and FIG. 7 (A) shows the time axis and the operation content. (B) is a graph showing the transition of FC temperature.
- FIG. 8 is a flowchart showing a fourth control example regarding the stop control of the fuel cell system of the present invention. rT / « «
- FIG. 9 is a side view of a vehicle equipped with the fuel cell system of the present invention, and is a diagram showing a characteristic part for explaining stop control (fifth control example) of the fuel cell system.
- FIG. 10 is a block diagram showing a characteristic part for executing the fifth control example of the present invention.
- FIG. 11 is a flowchart showing a fifth control example of the present invention.
- the fuel cell system 1 can be mounted on a vehicle 100 such as a fuel cell vehicle (FCHV), an electric vehicle, or a hybrid vehicle.
- a vehicle 100 such as a fuel cell vehicle (FCHV), an electric vehicle, or a hybrid vehicle.
- FCHV fuel cell vehicle
- the fuel cell system 1 can also be applied to various mobile bodies (for example, ships, flying aircraft, robots, etc.) other than the vehicle 100 and stationary power sources.
- the fuel cell system 1 is composed of a fuel cell 2 and air as an oxidizing gas.
- Oxidizing gas and fuel gas can be collectively referred to as reaction gas.
- the fuel cell 2 is formed of, for example, a solid polymer electrolyte type and has a stack structure in which a large number of single cells are stacked.
- a single cell is an electrolyte that consists of an ion exchange membrane.
- the oxidizing gas is supplied to the oxidizing gas passage 2a of one separator evening, and the fuel gas is supplied to the fuel gas passage 2b of the other separating evening. Supplied fuel gas "
- the fuel cell 2 generates electric power by the electrochemical reaction of the oxidizing gas.
- the electrochemical reaction in pond 2 is an exothermic reaction, and a solid polymer electrolyte fuel cell 2
- the temperature is approximately 60 to 80 ° C.
- the oxidizing gas piping system 3 includes a supply path 1 1 and a discharge path 1 2.
- the oxidizing gas supplied to the fuel cell 2 flows.
- the discharge path 1 2 has a fuel cell
- the supply path 11 is provided with a compressor 14 and a humidifier 15. complete
- the humidifier 15 is a low-humidity oxidizing gas that flows through the supply channel 1 1 and discharges it.
- Back pressure regulating valve 1 6 is a fuel cell
- Back pressure regulating valve 1 6 is a power sword in the discharge path 1 2
- a pressure sensor is installed near the outlet and detects the pressure in the discharge path 12 in the vicinity.
- Oxidizing off gas is supplied with back pressure regulating valve 1 6 and humidifier 1 5
- the fuel gas piping system 4 includes a hydrogen supply source 2 1, a hydrogen supply source 2 1 to a fuel cell 2
- 5 includes a purge valve for discharging the hydrogen off gas to a hydrogen diluter (not shown).
- the refrigerant piping system 5 includes a refrigerant flow path 4 1 communicating with the cooling flow path 2 c in the fuel cell 2, and Cooling pump 4 2 provided in refrigerant flow path 41, Raje evening 4 3 for cooling the refrigerant discharged from fuel cell 2, bypass flow path 4 4 bypassing Raje evening 4 3, And a switching valve 4 5 for setting the flow of cooling water to the bypass channel 4 4 and the bypass channel 4 4.
- the refrigerant flow path 41 has a temperature sensor 46 provided near the refrigerant inlet of the fuel cell 2 and a temperature sensor 47 provided near the refrigerant outlet of the fuel cell 2.
- the cooling pump 4 2 circulates and supplies the refrigerant in the refrigerant flow path 41 to the fuel cell 2 by driving the motor.
- the refrigerant temperature detected by the temperature sensor 47 reflects the internal temperature of the fuel cell 2, that is, the internal temperature of the cell (hereinafter referred to as “FC temperature”).
- FC temperature the internal temperature of the cell
- the temperature sensor 47 is referred to as “FC temperature sensor”.
- the temperature of the fuel cell 2 may be directly detected by providing a temperature sensor separately.
- the power system 6 includes a high voltage DC / DC converter 61, a battery 62, a traction inverter 63, a traction motor 64, and various auxiliary inverters 65, 66, 67.
- the high voltage DC / DC converter 61 is a DC voltage converter that adjusts the DC voltage input from the battery 62 and outputs it to the traction inverter 63.
- the fuel cell 2 or the traction motor 6 The function of adjusting the DC voltage input from 4 and outputting it to the battery 62 is provided. With these functions of the high voltage DC / DC converter 61, charging / discharging of the battery 62 is realized.
- the output voltage of the fuel cell 2 is controlled by the high-voltage D C ZD C converter 61.
- Traction Inverter 63 converts DC current into three-phase AC and supplies it to the Traction Motor 64.
- Traction motor 6 4 power generator
- Traction motor 64 constitutes a main power source of, for example, vehicle 100 on which fuel cell system 1 is mounted, and is connected to wheels 10 0 1 L and 1 0 1 R of vehicle 100.
- Auxiliary inverter 6 5, 6 6 and 6 7 are the compressors of compressor 1 4, pump 2 4 and cooling pump 4 2, respectively. Control the movement.
- the control device 7 is configured as a microcomputer having an internal CPU, ROM, and RAM.
- the CPU executes a desired calculation according to the control program and performs various processes and controls such as control of normal operation, drying operation, and scavenging operation.
- the ROM stores control programs and control data processed by the CPU.
- RAM is mainly used as various work areas for control processing.
- the control device 7 receives detection signals from various sensors such as various pressure sensors (P 1), temperature sensors (46, 47), and an accelerator opening sensor that detects the accelerator opening of the vehicle 100. Then, the control device 7 outputs a control signal to each component of the fuel cell system 1.
- various sensors such as various pressure sensors (P 1), temperature sensors (46, 47), and an accelerator opening sensor that detects the accelerator opening of the vehicle 100. Then, the control device 7 outputs a control signal to each component of the fuel cell system 1.
- the controller 7 is connected to an outside air temperature sensor 71, a timer 72, a receiver 73, a clock 74, and a speed sensor 75, all of which are mounted on the vehicle 100.
- the outside air temperature sensor 71 detects the outside air temperature in the environment where the fuel cell system 1 is placed.
- the timer 72 measures various times necessary for controlling the operation of the fuel cell system 1.
- the timer 72 according to the present embodiment measures the stop time of the vehicle 100 that has stopped traveling.
- the receiver 73 is, for example, a navigation device, and receives a radio signal from the GPS satellite 81 or the ITS via the antenna 82.
- the receiver 73 receives the positioning data indicating the position of the vehicle 100 (that is, the travel position or the stop position), and receives the past temperature change data and the predicted temperature change data in the land where the vehicle 100 is located.
- the clock 74 obtains the date data indicating the current date and time (calendar).
- the speed sensor 75 detects the traveling speed (movement speed) of the vehicle 100. Note that it is not necessary to separately mount the clock 74 on the vehicle 100 by providing the receiver 73 or the control device 7 with a clock function.
- the control device 7 has a learning unit 91, a storage unit 92, a situation prediction unit 93, a determination unit 94, and a determination unit for realizing the drying operation before the system stop command.
- An operation control unit 90 is provided.
- the learning section 9 1 receives the data from the evening 7 2, the receiver 7 3 and the clock 7 4.
- the learning unit 91 learns the stop location of the vehicle 100 and the stop time at the stop location, and grasps the usage tendency of the user (driver) who uses the vehicle 100. Specifically, the learning unit 9 1 learns where the user often stops and its stop time based on the positioning data from the receiver 73 and the stop time data from the timer 72, and further 7 Learn the stop time and stop time zone based on the date data from 4. For this reason, the learning unit 9 1 also learns places where the user goes frequently (such as winter ski resorts and hot spring resorts) depending on the season. Through such learning, the learning unit 91 grasps the usage tendency of the user, that is, the driving pattern.
- the storage unit 92 stores the user usage tendency ascertained by the learning unit 91.
- the storage unit 92 stores a plurality of places where the user often stops (for example, home, company, shop, etc.).
- the storage unit 92 preferably stores the stop location in association with the time (four seasons) or the time zone (morning, noon, night). For example, when a vehicle is used for commuting, the location of the company and the time of arrival are stored in association with each other, and the location of the home and the return time are stored in association with each other.
- the storage unit 92 deletes the oldest data when storing new data and stores data based on the latest action. I like it.
- the storage unit 92 preferably has a map weighted by the probability (frequency) of stopping, and the map is updated as needed through learning in the learning unit 91. It is preferable. Note that the storage unit 92 can also store a place where the frequency of stopping is high, a timing and a time zone in that case, even by a user input operation.
- the situation prediction unit 93 receives the data from the FC temperature sensor 47, the outside air temperature sensor 71, the receiver 73, the clock 74, and the speed sensor 75.
- the situation prediction unit 9 3 i ⁇ ⁇
- the situation prediction unit 93 includes a stop instruction prediction unit 95, a freezing prediction unit 96, a minimum temperature prediction unit 97, and an FC temperature prediction unit 98.
- the stop command prediction unit 95 predicts a system stop command for the fuel cell system 1 in operation.
- the system stop command means a command to stop the operation of the fuel cell system 1.
- the system stop command is normally issued by the OFF operation of the user's most recent switch.
- the stop command predicting unit 95 predicts a system stop command based on the positioning data from the receiver 73 and the user usage tendency data stored in the storage unit 92. For example, when the vehicle 100 approaches the home, the stop command predicting unit 95 predicts that there will be a system stop command soon. On the other hand, when the vehicle 100 leaves the home that is the destination, the stop command predicting unit 95 predicts that there is no system stop command. Preferably, the stop command prediction unit 95 predicts the timing at which the system stop command is issued, and also predicts the stop time when the system stops after the system stop command.
- the stop command predicting unit 95 preferably predicts the system stop command in consideration of the vehicle speed data from the speed sensor 75. For example, when the vehicle speed is 20 km / h or less in the vicinity of a frequently stopped place stored in the storage unit 92, there is a high possibility that the vehicle 100 will stop at the parking lot. Therefore, in this case, the stop command prediction unit 95 predicts that there is a system stop command. On the other hand, if the vehicle speed is 50 km / h or more without deceleration even in the vicinity of the frequently stopped location stored in the storage unit 92, there is a possibility that the vehicle 100 will pass in front of the parking lot. high. Therefore, in this case, the stop command predicting unit 95 predicts that there is no system stop command. This In this way, the probability of a system stop command being predicted can be increased by taking vehicle speed data into account.
- the freeze prediction unit 96 predicts freezing of the fuel cell 2.
- the freezing of the fuel cell 2 occurs when the fuel cell 2 is exposed to a low temperature environment (below freezing point) while moisture remains in the fuel cell 2.
- the possibility of freezing is low due to the management of the operating temperature.
- the freezing prediction unit 96 predicts freezing of the fuel cell 2 when the system is stopped or the next system is started based on the “predetermined information”.
- the “predetermined information” means the position of the vehicle 100 (geographic coordinates), the outside temperature, the predicted temperature including the predicted minimum temperature experienced during the specified period from the system shutdown, the predicted weather, and the calendar At least one of these, preferably some of them.
- the predicted temperature should be that of the planned stoppage (destination) of the vehicle 100.
- the estimated temperature data is the external data received from the ITS via the receiver 73. It may be internal data predicted by the FC temperature prediction unit 98.
- the expected minimum temperature may be that experienced within 24 hours or days of system shutdown.
- the expected minimum temperature may be external data similarly received from I T S, or may be the internal data predicted by the minimum temperature prediction unit 97.
- the forecasted weather the data received from ITS can be used.
- time data and time zone data from clock 74 can be used.
- freeze prediction unit 96 may cause the fuel cell 2 to freeze when the system is stopped or when the system is next started. Predict that there is.
- freeze prediction unit 96 may cause fuel cell 2 to freeze when the system stops or when the system is next started. Predict that there is no.
- the freeze prediction unit 96 predicts the rank of the freezing level of the fuel cell 2, in other words, the degree of preparation for low temperature start.
- the lowest temperature prediction unit 97 predicts the expected lowest temperature that the vehicle 100 will experience within 24 hours or several days after the system shuts down. This prediction is made based on the positioning data of the planned stop or local point of the vehicle 100, the outside air temperature data from the outside air temperature sensor 71, and the calendar data from the clock 74.
- the FC temperature prediction unit 98 predicts the internal temperature of the fuel cell 2 when the system is stopped or when the system is next started. This prediction is made based on the outside air temperature data from the outside air temperature sensor 71 and Z or the predicted minimum air temperature data by the minimum temperature predicting unit 97. If the system shutdown time is long, the F C temperature predicted by the F C temperature prediction unit 9 8 matches the expected temperature of the environment to which the vehicle 100 is exposed.
- the judgment unit 94 determines what kind of operation should be performed based on the prediction result by the situation prediction unit 93. Specifically, the determination unit 94 determines whether to continue normal operation or switch to dry operation based on the prediction result of the stop command prediction unit 95 or the freezing prediction unit 96. For example, if it is predicted by the stop command prediction unit 95 that there is a system stop command, or if it is predicted by the freeze prediction unit 96 that there will be freezing, the drying operation will be performed before the system stop command. It is judged that it should be switched to. '
- the operation control unit 90 is informed of the determination result by the determination unit 94. Based on the determination result, the operation control unit 90 performs various operations of the fuel cell system 1 (compressor 14, back pressure adjustment valve 1 6, pump 2 4, purge valve) to execute normal operation or dry operation. 3 3, Cooling pump 4 2, Switching valve 4 5, Cooling fan for Raje evening 4 3, High pressure DC ZD C converter 6 1 etc.) are controlled. The operation control unit 90 also performs a scavenging operation of the fuel cell 2 in order to execute the scavenging operation. Three
- the air flow is reduced so that high power generation efficiency can be obtained while suppressing power loss.
- Fuel cell 2 is operated with the toy ratio set to 1.0 or more (theoretical value).
- the air stoichiometric ratio is the oxygen surplus rate, hydrogen and excess and deficiency
- Drying operation is an operation that reduces the water content of the fuel cell 2 as compared to normal operation.
- the fuel cell 2 outputs the required output set by various parameters, and the inside of the fuel cell 2 is in a dry and dry operation state compared to the normal operation. .
- scavenging operation is included in the concept of drying operation.
- the humidity in the fuel cell 2 (electrolyte membrane, diffusion layer, flow path) does not necessarily have to be 0%, and it is only necessary to reduce moisture.
- the electrolyte membrane becomes dry compared to the normal operation.
- the dry operation can be executed by various methods by using values different from the control parameter values used during normal operation.
- the drying operation is executed by limiting the power generation amount of the fuel cell 2 as compared to the normal operation.
- This is a high pressure D C ZD C converter 6
- the drying operation is performed by raising the FC temperature compared to the normal operation. This can be achieved by heating with an external heating device, increasing the amount of self-heating of the fuel cell 2, or decreasing the amount of cooling of the fuel cell 2.
- the control for increasing the self-heating value of the fuel cell 2 can be executed by, for example, reducing the power generation efficiency by reducing the stoichiometric value of the reaction gas (oxidizing gas or fuel gas).
- the decrease in the cooling amount of the fuel cell 2 is caused by the cooling pump 4 2 with the fuel cell 2 generating power.
- the cooling speed of the cooling fan for Z or Raje evening 4 3 is controlled to suppress the cooling amount by Raje evening 4 3 or the switching valve 4 5 is switched to the bypass flow path 4 4 side. It can be realized by doing. By performing such a drying operation, it is possible to promote the evaporation of the water staying in the fuel cell 2, and the evaporated water can be carried away by the oxidation off gas or the fuel off gas.
- the drying operation is executed by changing at least one of the flow rate, pressure, temperature, and dew point temperature of the oxidizing gas as compared with the normal operation. Specifically, the flow rate of the oxidizing gas is increased by increasing the rotation speed of the compressor 14, the supply pressure of the oxidizing gas is decreased by adjusting the opening of the back pressure regulating valve 16, and the illustration is omitted.
- the drying operation is performed by raising the temperature of the oxidizing gas with an external heater or lowering the dew point temperature. By performing such a drying operation, the inside of the fuel cell 2 can be dried with good responsiveness.
- the humidifier 15 may be bypassed and the oxidizing gas may be supplied to the fuel cell 2, or the humidifying amount of the oxidizing gas in the humidifier may be controlled to be reduced.
- the drying operation is executed by changing at least one of the flow rate of fuel gas, the pressure, the purge frequency, and the dew point temperature as compared with the normal operation. Specifically, the flow rate of the fuel gas is increased by adjusting the pumps 24 and Z or an injector (not shown), and the supply pressure of the fuel gas is adjusted by adjusting the reguilleur 28 or the injector. The drying operation is performed by lowering, increasing the purge frequency of purge valve 33, or lowering the dew point temperature. By executing such a drying operation, the inside of the fuel cell 2 can be dried.
- the drying operation may be executed by appropriately combining the first to fourth examples described above.
- the scavenging operation is performed at the end of the operation of the fuel cell system 2 (when the system is stopped).
- the inside of the fuel cell 2 is scavenged by discharging the water in the fuel cell 2 to the outside.
- the scavenging operation is executed after a system stop command is issued.
- an oxidizing gas is supplied to the oxidizing gas passage 2 a by the compressor 14, This is done by removing the water remaining in the fuel cell 2 with oxidizing gas.
- the fuel cell system 1 is performing normal operation (step S l).
- various information such as outside temperature data, FC temperature data, vehicle speed data, positioning data, and time data such as seasons are acquired (step S2). These data are acquired from time to time during normal operation.
- the stop instruction predicting unit 95 predicts whether there is a system stop instruction by the user (step S 3). As described above, this prediction is performed by referring to the user's usage tendency of the storage unit 92 in the positioning data, and preferably by referring to the vehicle speed data.
- step S 3 When it is predicted that there is no system stop command (step S 3; NO), the determination unit 94 determines that normal operation should be continued, and sends a signal to that effect to the operation control unit 90. Accordingly, the operation control unit 90 controls various devices so as to continue the normal operation without performing the drying operation (step S l).
- step S3 when it is predicted that there is a system stop command (step S3; YES), the determination unit 94 determines that the drying operation should be executed, and sends a signal to that effect to the operation control unit 90. As a result, the operation control unit 90 controls various devices to execute the drying operation by switching from the normal operation (step S 4). As a result, the water content of the fuel cell 2 is reduced compared to that during normal operation.
- step S5 it is determined whether or not the system stop command is received within a predetermined time. As described above, the predetermined time is a time when the system stop command predicted by the stop command prediction unit 95 is issued.
- step S5 If the system stop command is not issued by the user after the predetermined time (step S5; NO), the system is switched to normal operation again (step S1). On the other hand, as expected, when a system stop command is issued within a predetermined time (step S5; YES), the system stop command is used as a trigger to switch from drying operation to scavenging operation (step S6). By this scavenging operation, moisture remaining in the fuel cell 2 is completely or almost completely removed, and the electrolyte membrane and electrode of the fuel cell 2 are in a dry state. After that, the fuel cell system 1 stops and is ready for the next start-up.
- the drying operation is performed before the system stop command, the water content of the fuel cell 2 can be reduced at the time of the system stop command.
- the fuel cell 2 can be scavenged (dried) in a short time after the system stop command.
- the time required for the scavenging operation is shortened, the power required for drying the fuel cell 2 can be saved and the energy efficiency can be increased.
- switching to dry operation or continuation of normal operation is executed using the prediction result of the system stop command as a trigger. For this reason, if the drying operation before the system stop command is unnecessary, it can be avoided, and the operation according to the situation of the fuel cell system 1 becomes possible.
- a step of determining again whether or not a system stop command is predicted by the stop command predicting unit 95 between steps S 4 and S 5 above (that is, a step corresponding to step S 3) May be provided. If this step is provided, the system can proceed to step S5 if a system stop command is predicted by the stop command predicting unit 95, and conversely, step S if no system stop command is predicted. Return to 1 and switch to normal operation. ⁇ ⁇ ,.
- Step S 1 3 a freeze prediction judgment
- Step S 1 1 and 1 2 and S 1 4 to 17 are the same as steps S 1 to 6 in FIG.
- step S 1 3 the freezing prediction unit 96 predicts whether or not the fuel cell 2 will be frozen when the system is stopped or when the system is next started.
- the predetermined low temperature can be set to 0 ° C or less (freezing point) where freezing of the fuel cell 2 occurs, or to a temperature with a margin for freezing (for example, 2 ° C or less). You can also do it.
- the freezing prediction unit 96 preferably predicts the rank of the fuel cell 2 freezing level. This is because the lower the FC temperature at system startup, the longer it takes to thaw when frozen. For example, it is predicted that the freezing level is higher at 120 ° C than at ⁇ 10 ° C.
- step S 14 the presence or absence of a system stop command is predicted. If a system stop command is predicted (step S 14; YES), the drying operation ( Step S1 5) is executed. This drying operation (step S 15) or the subsequent scavenging operation (step S 17) may be executed in accordance with the prediction of the frost level. For example, the lower the freezing level, T / JP2007 / 071433
- the degree of drying during the drying operation may be reduced, or the scavenging time during the scavenging operation may be shortened.
- Step S 1 3; N ⁇ Driving continues.
- the normal operation is switched to the scavenging operation when a system stop command is interrupted by the user.
- the drying operation is performed in accordance with the expected freezing situation at the time of system stop or the next system start-up. Or normal operation can be continued. Therefore, stable startability of the fuel cell system 1 in a low temperature environment such as below freezing point can be secured. Moreover, the drying operation can be executed by determining the condition of the degree of drying according to the predicted rank of the freezing level. On the other hand, in an environment where freezing does not occur, normal operation can be continued and drying operation can be avoided.
- the freezing prediction (step S 1 3) may be performed after the prediction of the system stop command (step S 14). In another embodiment, the system stop command prediction (step S 14) does not have to be performed.
- the drying operation may be executed regardless of whether the system stop command is predicted (step S15).
- step S 2 the power generation of the fuel cell 2 is started and a normal operation state is entered.
- step S 2 2 the FC temperature is measured (S 2 2).
- step S 2 the vehicle within a few days 1433 ⁇ ⁇
- the lowest temperature (temperature) experienced by 100 is estimated (step S23). This estimation can be performed by the minimum temperature prediction unit 97. Then, based on the estimated (predicted) minimum temperature, the determining unit 94 determines whether or not it is necessary to perform a drying operation (step S24). If it is not necessary to perform the drying operation (Step S 24; ⁇ ), the process is exited.
- step S24 If drying operation is required (step S24; YES), F in drying operation
- This target value is determined, for example, by referring to the map Ml shown in FIG.
- the map Ml shown in Fig. 6 shows the relationship between the FC temperature, which is the control target value, and the outside air temperature or FC temperature at the next start-up.
- the outside air temperature is the outside air temperature at the current time point
- the FC temperature at the next start-up is the temperature predicted by the FC temperature prediction unit 98.
- the target value of the corresponding FC temperature becomes high.
- the lower the observed outside air temperature or the predicted FC temperature the higher the FC temperature target value is set to increase the FC temperature during the drying operation. This makes it easier for the fuel cell 2 ME A to dry when the system is shut down.
- the target value for FC temperature is set low.
- the minimum temperature predicted in step S23 may be used on the horizontal axis of the map Ml instead of the outside temperature or the FC temperature at the next start-up.
- the normal operation is switched to the drying operation so that the FC temperature determined in step S25 is reached, and the FC temperature is actually controlled (step S26).
- the FC temperature can be changed by controlling the amount of cooling by Raje Night 43 or the switching valve 45.
- the amount of cooling by the Rajeya 43 is suppressed, or the switching valve 45 is bypassed. This can be achieved by increasing the coolant temperature of the fuel cell 2 by switching to the path 44 side.
- step S28 scavenging operation
- Curve L1 shown in Fig. 7 (B) shows the transition of FC temperature when the third control example is performed
- curve L2 shows the transition of FC temperature when the comparative example is performed.
- the FC temperature 1 ⁇ before the drying operation is the target. reaching the temperature T 2 becomes a when time t 3, the ones from the system stop command predetermined time (tg ti) has elapsed.
- step S24 in FIG. 5; YES, timing t in FIG. 7 when it is determined that the drying operation is necessary (step S24 in FIG. 5; YES, timing t in FIG. 7), FC.
- a drying operation for increasing the temperature is executed (step S 2 6 in FIG. 5).
- the FC temperature is higher than the FC temperature 1 before the drying operation.
- the FC temperature 1 before the drying operation reaches the target temperature T 2 at timing t 2 , and the time from the system stop command to the arrival of the target temperature ⁇ 2 is shorter than the comparative example.
- the drying operation for increasing the FC temperature is performed before the system stop command, the water content of the fuel cell 2 can be reduced at the time of the system stop command. As a result, the scavenging after the system stop command can be completed in a short time, and the energy for scavenging can be unnecessary or saved. Also, dry operation based on outside temperature or FC temperature at the next start-up Since the conditions (the degree of drying) are determined, an appropriate drying operation can be performed according to the situation. Further, since the power generation performance of the fuel cell 2 is reduced in a low temperature atmosphere, the power generation performance can be improved by raising the FC temperature. On the other hand, when the outside air temperature is low, the heat exchange efficiency by Raje Night 43 also improves, so even if the FC temperature rises due to the output increase, the fuel cell 2 can be easily cooled.
- the fourth control example is a modified example of the third control example.
- the details of the steps common to the first to third control examples are omitted.
- step S 3 vehicle position information and the like are acquired during normal operation (step S 3 2).
- Information acquired is, for example, outside air temperature data, FC temperature data, vehicle speed data, positioning data, and time data such as seasons, as in step S2 of FIG. Based on this acquisition data, the necessity of drying the fuel cell 2 is determined (step S 3 2).
- step S 3 2 determines whether drying of the fuel cell 2 is not necessary based on positioning data or outside temperature data.
- step S 3 2 determines whether drying is necessary.
- step S 3 2 determines whether drying is necessary.
- step S 3 4 determines again the necessity of drying the fuel cell 2 (step S 3 4).
- step S 3 4 if the FC temperature at the next system startup is predicted to exceed 0 ° C, it is determined that drying of the fuel cell 2 is not necessary (step S 3 4; unnecessary), and a series of processing is performed. I'll go through. On the other hand, if the FC temperature at the next system startup is predicted to be 0 ° C or less, it is determined that the fuel cell 2 needs to be dried. PT / JP2007 / 071433
- Step S 3 4 Necessary
- Step S 3 5 the drying operation is started
- This drying operation is executed based on the determined drying degree, for example, as shown in step S25 in FIG. Thereafter, positioning data is acquired again (step S 3 6), and the necessity of drying the fuel cell 2 is determined again based on the positioning data (step S 3 7).
- step S 3 7 when the vehicle 1 0 0 is far from the parking estimated location, that is, the stop position of the vehicle 1 0 0 predicted by the stop command prediction unit 9 5, the drying operation of the fuel cell 2 is not necessary. Judgment is made (step S 3 7; unnecessary). In that case, go through a series of processing and return to normal operation. On the other hand, when the vehicle 1 0 0 is heading to the estimated parking location, the fuel cell 2 continues to dry.
- Step S3 7 After that, if there is a system stop command or a cell scavenging command (Step S 3 8) that is a vehicle stop command, the scavenging operation is performed (Step S 3 9), and the fuel cell system 1 stops. .
- the same effect as that of the first control example can be obtained.
- the vehicle 100 is separated from the predicted stop position, the normal operation is restored. Can do.
- a fifth control example will be described with reference to FIGS. 9 to 11.
- a parking condition where the vehicle 100 stops is added.
- the fuel cell 2 mounted horizontally on the vehicle 1 0 0 is also inclined according to the inclination of the road surface 2 0 0.
- the generated water 2 1 0 may accumulate locally inside the fuel cell 2 and the drainage of the generated water 2 1 0 may be reduced.
- the fuel cell system 1 operates for a long time with low load.
- the generated water 2 1 0 tends to accumulate in the direction.
- the vehicle 1 0 0 is parked on a road surface 2 0 0 on a sloping ground, even if the fuel cell 2 has the same water content, the water generated locally 2 1 0 tends to accumulate, which is a disadvantageous condition for cold start.
- a fifth control example relating to stop control of the fuel cell system 1 is suitable for executing such an operation.
- the fuel cell system 1 includes an inclination angle sensor 2 20 that detects the inclination state of the vehicle 100.
- the tilt angle sensor 220 a known type such as a servo type can be used, and it can be mounted on the vehicle 100.
- the tilt angle sensor 2 20 may be any sensor that can detect the tilt angle of the vehicle 100 in the front-rear direction (traveling direction) of the vehicle 100, that is, the pitch angle.
- a sensor that detects the inclination angle (roll angle) of the vehicle 100 in the left-right direction (vehicle width direction) of the vehicle 100 may be used as the inclination angle sensor 2 20.
- a method of detecting the gradient value of the road surface 20 0 instead of the inclination angle sensor 2 2 0 may be employed.
- Such a gradient value detection method is well known and will not be described in detail.
- information on the gradient value in the parking place (including the predicted parking place) of the vehicle 100 from the receiver 73 which is a navigation device. The method of acquiring is mentioned.
- the learning unit 91 receives the data from the timer 7 2, the receiver 7 3, and the clock 74 as described above, and receives the data from the tilt angle sensor 2 20. Entered. Therefore, the learning unit 9 1 learns the stop location of the vehicle 100, the stop time at the stop location, and the inclination angle of the vehicle 100 with respect to the road surface 2 0 0 at the stop location. Identify trends (driving patterns). 07071433
- the stop location of the vehicle 100 is a concept including the parking location of the vehicle 100
- the stop time is a concept including the parking time of the vehicle 100.
- the storage unit 92 stores the usage tendency of the user ascertained by the learning unit 91.
- the storage unit 92 stores a place where the user often parks (for example, home, company, etc.) and stores the environment of the place, that is, the inclination angle of the vehicle 100. At this time, the inclination angle of the vehicle 100 is stored as an absolute value. This is because it is difficult to predict which direction the vehicle 100 is parked with respect to the road surface 200. Then, as described above, the storage unit 92 stores the time or time zone in association with the parking place, and updates it based on the latest action. Furthermore, the storage unit 92 is weighted by the frequency of stopping. It is good to have a map. A flow in the fifth control example will be described.
- step S41 when the fuel cell system 1 is operating normally (step S41), vehicle position information and the like are acquired during the normal operation (step S42).
- the acquired information includes, for example, outside air temperature data, FC temperature data, vehicle speed data, positioning data, and time data such as seasons, as in step S2 of FIG.
- the situation prediction unit 93 predicts whether or not the vehicle 100 is parked (step S43).
- This prediction is performed by the stop command predicting unit 95.
- the stop command predicting unit 95 refers to the user's usage trend stored in the storage unit 92 in the positioning data, thereby determining the fuel cell system. Predict the parking of vehicle 100, where 1 will be stopped.
- step s if it is predicted that vehicle 100 will not be parked (step s), if it is predicted that vehicle 100 will not be parked (step s).
- step S 43; NO normal operation continues (step 41).
- step S 43; YES the situation predicting unit 93 determines that the vehicle 100 0 is based on the user's usage trend data and the current positioning data. Predict the parking location and the tilt angle of the vehicle 100 at that location (Step S ' «
- the determination unit 94 determines whether or not the predicted inclination angle is larger than the threshold value.
- step S45 NO
- the determination unit 94 determines that normal operation should be continued (step S4 6) and waits for a system stop command (step S48).
- the judgment unit 94 comprehensively judges from the prediction results from the freeze prediction unit 96, etc. It can also be determined that it should be switched to.
- step S 45 If the predicted tilt angle exceeds the threshold (step S 45: Y E S), there is a high possibility that the generated water will accumulate locally in the vehicle 100 after parking.
- the determination unit 94 determines that the drying operation should be executed, and the drying operation is executed (step S47). As a result, the water content of the fuel cell 2 is reduced as compared with that during normal operation, so that it is possible to prevent the generated water from accumulating locally even after traveling downhill.
- step S 48 After that, if there is no system stop command even after a predetermined time has passed, or if it is predicted that there will be no system stop command (step S 48; NO), the process will exit and return to normal operation. .
- step S 48; YES when the vehicle 100 is parked and the system stop command is within the predetermined time (step S 48; YES), the scavenging operation (step S 49) is executed. As a result, the fuel cell system 1 and the vehicle 100 are stopped and ready for the next activation.
- the environment of the parking place (the inclination angle of the vehicle 100) can be predicted in advance, and the drying operation can be executed before the system stop command. Therefore, it is possible to keep the fuel cell 2 from collecting water before parking, and the next system startup can be performed with good stability.
- the control device 7 refers to the information from the inclination angle sensor 2 20 even after the vehicle 1 0 0 stops, and the operation control unit 9 0 operates the fuel cell system 1 so as not to perform the operation in which the generated water tends to accumulate. It is recommended to limit the conditions and issue an alarm to the driver.
- the scavenging operation is performed after the system stop command, but the present invention can also be applied to a system that does not perform the scavenging operation.
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Description
Claims
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
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US12/446,312 US8182952B2 (en) | 2006-11-06 | 2007-10-29 | Fuel cell system capable of drying a fuel cell in a short time after a system stop instruction is used |
DE112007002603.0T DE112007002603B4 (de) | 2006-11-06 | 2007-10-29 | Brennstoffzellensystem |
CN2007800412512A CN101536229B (zh) | 2006-11-06 | 2007-10-29 | 燃料电池系统 |
JP2008543063A JP5093689B2 (ja) | 2006-11-06 | 2007-10-29 | 燃料電池システム |
Applications Claiming Priority (2)
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JP2006300664 | 2006-11-06 | ||
JP2006-300664 | 2006-11-06 |
Publications (1)
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WO2008056617A1 true WO2008056617A1 (fr) | 2008-05-15 |
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Application Number | Title | Priority Date | Filing Date |
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PCT/JP2007/071433 WO2008056617A1 (fr) | 2006-11-06 | 2007-10-29 | Système de pile à combustible |
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US (1) | US8182952B2 (ja) |
JP (1) | JP5093689B2 (ja) |
KR (1) | KR101099413B1 (ja) |
CN (1) | CN101536229B (ja) |
DE (1) | DE112007002603B4 (ja) |
WO (1) | WO2008056617A1 (ja) |
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DE112008001438B4 (de) * | 2007-05-29 | 2016-04-28 | Toyota Jidosha Kabushiki Kaisha | Brennstoffzellensystem und Verfahren zum Steuern einer Temperatur eines Brennstoffzellensystems |
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JP7342135B2 (ja) | 2019-01-25 | 2023-09-11 | ロベルト・ボッシュ・ゲゼルシャフト・ミト・ベシュレンクテル・ハフツング | 燃料電池システムのための動作ストラテジを設定する方法および回路アセンブリ |
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JP7117279B2 (ja) | 2019-09-09 | 2022-08-12 | 本田技研工業株式会社 | 燃料電池車両及び該車両の停止時掃気時間の設定方法 |
JP2021044090A (ja) * | 2019-09-09 | 2021-03-18 | 本田技研工業株式会社 | 燃料電池車両及び該車両の停止時掃気時間の設定方法 |
JP2021190254A (ja) * | 2020-05-28 | 2021-12-13 | トヨタ自動車株式会社 | 燃料電池システムおよびその制御方法 |
US11799102B2 (en) | 2020-05-28 | 2023-10-24 | Toyota Jidosha Kabushiki Kaisha | Fuel cell system and control method of the same |
JP2022081934A (ja) * | 2020-11-20 | 2022-06-01 | 本田技研工業株式会社 | 燃料電池車両及びその停止方法 |
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Also Published As
Publication number | Publication date |
---|---|
DE112007002603B4 (de) | 2020-01-16 |
CN101536229B (zh) | 2012-02-29 |
JP5093689B2 (ja) | 2012-12-12 |
US20110003215A1 (en) | 2011-01-06 |
KR101099413B1 (ko) | 2011-12-27 |
DE112007002603T5 (de) | 2009-12-31 |
US8182952B2 (en) | 2012-05-22 |
JPWO2008056617A1 (ja) | 2010-02-25 |
KR20090057145A (ko) | 2009-06-03 |
CN101536229A (zh) | 2009-09-16 |
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