WO2008099743A1 - Système de pile à combustible - Google Patents

Système de pile à combustible Download PDF

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Publication number
WO2008099743A1
WO2008099743A1 PCT/JP2008/051988 JP2008051988W WO2008099743A1 WO 2008099743 A1 WO2008099743 A1 WO 2008099743A1 JP 2008051988 W JP2008051988 W JP 2008051988W WO 2008099743 A1 WO2008099743 A1 WO 2008099743A1
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WO
WIPO (PCT)
Prior art keywords
fuel cell
voltage
gas
cell stack
power
Prior art date
Application number
PCT/JP2008/051988
Other languages
English (en)
Japanese (ja)
Inventor
Kenji Umayahara
Michio Yoshida
Tadaichi Matsumoto
Motohiko Taniyama
Original Assignee
Toyota Jidosha Kabushiki Kaisha
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from JP2007333012A external-priority patent/JP5007665B2/ja
Application filed by Toyota Jidosha Kabushiki Kaisha filed Critical Toyota Jidosha Kabushiki Kaisha
Priority to CN2008800013146A priority Critical patent/CN101569044B/zh
Priority to DE112008000096.4T priority patent/DE112008000096B4/de
Priority to US12/440,787 priority patent/US9034495B2/en
Priority to KR1020097016308A priority patent/KR101109715B1/ko
Publication of WO2008099743A1 publication Critical patent/WO2008099743A1/fr

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Classifications

    • 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
    • H01M16/00—Structural combinations of different types of electrochemical generators
    • H01M16/003—Structural combinations of different types of electrochemical generators of fuel cells with other electrochemical devices, e.g. capacitors, electrolysers
    • H01M16/006—Structural combinations of different types of electrochemical generators of fuel cells with other electrochemical devices, e.g. capacitors, electrolysers of fuel cells with rechargeable batteries
    • 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
    • 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
    • H01M8/04604—Power, energy, capacity or load
    • H01M8/04626—Power, energy, capacity or load of auxiliary devices, e.g. batteries, capacitors
    • 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
    • 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
    • H01M8/04925—Power, energy, capacity or load
    • H01M8/04947—Power, energy, capacity or load of auxiliary devices, e.g. batteries, capacitors
    • 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
    • H01M8/04388—Pressure; Ambient pressure; Flow of anode reactants at the inlet or inside the fuel cell
    • 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
    • H01M8/04574—Current
    • H01M8/04589—Current of fuel cell stacks
    • 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
    • Y02E60/10—Energy storage using batteries
    • 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

Definitions

  • the present invention relates to a fuel cell system that performs operation control with an output voltage of a fuel cell being set to a high potential avoidance voltage that is lower than an open-circuit voltage.
  • a fuel cell stack is a power generation system that directly converts energy released during an oxidation reaction into electrical energy by oxidizing fuel through an electrochemical process.
  • the fuel cell stack has a membrane-one electrode assembly in which both side surfaces of a polymer electrolyte membrane for selectively transporting hydrogen ions are sandwiched by a pair of electrodes made of a porous material.
  • Each of the pair of electrodes is mainly composed of carbon powder supporting a platinum-based metal catalyst, and is formed on the surface of the catalyst layer in contact with the polymer electrolyte membrane, and has both air permeability and electronic conductivity. Gas diffusion layer.
  • the fuel cell stack In a fuel cell vehicle equipped with a fuel cell system as a power source, in a high output region where the power generation efficiency is good, the fuel cell stack is generated and power is supplied to the traction motor from both the fuel cell stack and the secondary battery or only from the fuel cell stack. On the other hand, in the low output region where the power generation efficiency is low, the fuel cell stack is temporarily stopped to control the operation to supply power to the traction motor only from the secondary battery. In this way, temporarily stopping the operation of the fuel cell stack in a low load region where the power generation efficiency of the fuel cell system is low is called intermittent operation.
  • Japanese Laid-Open Patent Publication No. 2004-172028 refers to a fuel cell system that performs intermittent operation when the required load on the fuel cell stack is below a predetermined value. According to this publication, when the cell voltage of a fuel cell stack that has shifted to a power generation halt state due to intermittent operation falls below a predetermined value, an air conditioner is driven to supply oxygen gas to the fuel cell stack. It also mentions that the oxygen shortage at the cathode of the fuel cell stack can be resolved to restore the cell voltage and improve the response delay to power generation requirements.
  • Patent Document 1 Japanese Patent Laid-Open No. 2004-172028 Disclosure of Invention
  • the supply of the reaction gas to the fuel cell stack is stopped, and the command voltage of the DC / DC converter connected in parallel to the output terminal of the fuel cell stack is set to the open-end voltage to
  • the output terminal voltage of the battery stack was controlled to the open circuit voltage (OCV).
  • the platinum catalyst contained in the catalyst layer of the membrane-one electrode assembly may be ionized and eluted, so the performance of the fuel cell stack Suppressing the decline is an issue to be studied.
  • an object of the present invention is to propose a fuel cell system capable of achieving both improvement in power generation efficiency of a fuel cell and maintenance of durability.
  • a fuel cell system includes a fuel cell that generates power upon receiving a reaction gas supply, and a reaction gas supply to the fuel cell when the required power for the fuel cell is less than a predetermined value. Control so that the output voltage of the fuel cell is maintained at a high potential avoidance voltage lower than the open-circuit voltage. And a control device for controlling the output voltage of the fuel cell with the high potential avoidance voltage as an upper limit when the required power for the fuel cell is a predetermined value or more.
  • the upper limit of the output voltage of the fuel cell By setting the upper limit of the output voltage of the fuel cell to a high potential avoidance voltage lower than the open end voltage, it is possible to suppress catalyst deterioration due to the output voltage of the fuel cell rising to the open end voltage.
  • the fuel cell system according to the present invention further includes a D C ZD C converter for controlling the output voltage of the fuel cell.
  • the control device stops driving the D C ZD C converter when the output voltage of the fuel cell is lower than the high potential avoidance voltage by a predetermined voltage.
  • the fuel cell system according to the present invention further includes a power storage device.
  • the control device can output the fuel cell up to the open-circuit voltage. Allow boosting.
  • the fuel cell system according to the present invention further includes a traction motor.
  • the control device allows the output voltage of the fuel cell to be boosted to the open-end voltage while regenerative braking is being performed by the traction motor.
  • the fuel cell system according to the present invention further includes a plurality of shut-off valves arranged in a piping system for supplying a reaction gas to the fuel cell.
  • the control device forms a closed space inside the piping system by closing a plurality of shut-off valves, and detects gas leaks by detecting gas pressure fluctuations inside the closed space. Allows the battery output voltage to be boosted to the open-circuit voltage.
  • gas leak detection by allowing the output voltage of the fuel cell to increase to the open-circuit voltage, the consumption of reactive gas due to power generation by the fuel cell during gas leak detection is suppressed, and gas leak detection is performed. Accuracy can be increased.
  • the fuel cell is a cell stack formed by stacking a plurality of cells.
  • the control device preferably corrects the high potential avoidance voltage so that the highest voltage among the output voltages of the plurality of cells is equal to or lower than a predetermined value. If the cell voltage varies, the highest output voltage of multiple cells may exceed the high potential avoidance voltage per cell. By correcting the high potential avoidance voltage so that the maximum voltage among the output voltages of multiple cells is below a predetermined value (for example, the voltage value obtained by dividing the target voltage of the cell stack by the total number of cells), the cell voltage It is possible to suppress a decrease in durability caused by variations in the thickness.
  • FIG. 1 is a system configuration diagram of a fuel cell system according to the present embodiment.
  • FIG. 2 is an exploded perspective view of the cells constituting the fuel cell stack.
  • FIG. 3 is a timing chart showing operation control of the fuel cell system according to the present embodiment.
  • Figure 4 is a graph showing the stack voltage detection error.
  • Figure 5 is a graph showing cell voltage variation.
  • FIG. 6 is a timing chart showing intermittent stop of the DC / DC converter.
  • FIG. 7 is an explanatory diagram showing conditions for executing the high potential avoidance control.
  • FIG. 8 is a timing chart showing operation control for switching on / off high potential avoidance control in accordance with the presence or absence of regenerative braking.
  • Figure 9 is a graph showing the relationship between the driving mode and the high potential avoidance voltage.
  • FIG. 10 is a timing chart showing operation control for switching high potential avoidance control on and off according to the presence or absence of gas leak detection.
  • FIG. 1 shows a system configuration of a fuel cell system 10 that functions as an in-vehicle power supply system for a fuel cell vehicle.
  • the fuel cell system 10 functions as an in-vehicle power supply system mounted on a fuel cell vehicle.
  • the fuel cell system 10 generates power by receiving a reaction gas (fuel gas, oxidation gas), and an oxidation system.
  • An oxidizing gas supply system 30 for supplying air as gas to the fuel cell stack 20; a fuel gas supply system 40 for supplying hydrogen gas as fuel gas to the fuel cell stack 20; It includes a power system 50 for controlling the charging / discharging of the system and a controller 60 for controlling the entire system.
  • the fuel cell stack 20 is a solid polymer electrolyte cell stack in which a large number of cells are stacked in series.
  • the oxidation reaction of the equation (1) occurs at the anode electrode, and the reduction reaction of the equation (2) occurs at the force sword electrode.
  • the fuel cell stack 20 as a whole undergoes an electromotive reaction of the formula (3).
  • the fuel cell stack 20 has an output voltage (FC voltage) of the fuel cell stack 20
  • FC voltage output voltage
  • a voltage sensor 7 1 for detecting the current and a current sensor 7 2 for detecting the output current (FC current) are attached.
  • the oxidizing gas supply system 30 includes an oxidizing gas passage 3 3 through which oxidizing gas supplied to the cathode electrode of the fuel cell stack 20 flows, and an oxidizing off gas passage 3 4 through which oxidizing off gas discharged from the fuel cell stack 20 flows.
  • the oxidant gas passage 3 3 includes an air conditioner 3 2 that takes in the oxidant gas from the atmosphere via the filter 3 1, and a humidifier 3 5 that humidifies the oxidant gas pressurized by the air compressor 3 2.
  • a shutoff valve A 1 is provided for shutting off the oxidizing gas supply to the fuel cell stack 20.
  • the oxidizing off gas passage 3 4 includes a shutoff valve A 2 for shutting off the oxidizing off gas discharge from the fuel cell stack 20, a back pressure adjusting valve A 3 for adjusting the oxidizing gas supply pressure, and an oxidizing gas.
  • a humidifier 35 for exchanging moisture between the (dry gas) and the oxidizing off gas (wet gas) is provided.
  • the fuel gas supply system 40 includes a fuel gas supply source 41, a fuel gas passage 4 3 through which fuel gas supplied from the fuel gas supply source 41 to the anode of the fuel cell stack 20 flows, and a fuel cell stack 2
  • a circulation passage 4 4 for returning the fuel off-gas discharged from 0 to the fuel gas passage 4 3, a circulation pump 4 5 for pumping the fuel off-gas in the circulation passage 4 4 to the fuel gas passage 4 3, and a circulation passage 4 It has exhaust drainage passages 4 and 6 that are branched and connected to 4.
  • the fuel gas supply source 41 is composed of, for example, a high-pressure hydrogen tank or a hydrogen storage alloy, and stores high-pressure (for example, 35 MPa to 7 OMPa) hydrogen gas.
  • high-pressure hydrogen gas for example, 35 MPa to 7 OMPa
  • the shut-off valve HI When the shut-off valve HI is opened, the fuel gas flows out from the fuel gas supply source 4 1 to the fuel gas passage 4 3.
  • the fuel gas is depressurized to, for example, about 200 kPa by the regulator H 2 and the injector 42 and supplied to the fuel cell stack 20.
  • the fuel gas supply source 41 is a hydrogen-rich reformed gas from hydrocarbon fuel. And a high-pressure gas tank that stores the reformed gas generated in the reformer in a high-pressure state.
  • shutoff valve H 1 for shutting off or allowing the supply of fuel gas from the fuel gas supply source 4 1, a regulator H 2 for adjusting the pressure of the fuel gas, and a fuel cell stack 2 ⁇
  • an indicator 42 for controlling the amount of fuel gas supplied to the fuel cell
  • a shutoff valve H3 for shutting off the fuel gas supply to the fuel cell stack 20, and a pressure sensor 74.
  • the regulator H 2 is a device that regulates the upstream pressure (primary pressure) to a preset secondary pressure, and is composed of, for example, a mechanical pressure reducing valve that reduces the primary pressure.
  • the mechanical pressure reducing valve has a housing in which a back pressure chamber and a pressure adjusting chamber are formed with a diaphragm therebetween, and the primary pressure is reduced to a predetermined pressure in the pressure adjusting chamber by the back pressure in the back pressure chamber. To have a secondary pressure.
  • the degree of freedom in designing the mechanical structure of the injector 42 can be increased. Further, since the upstream pressure of the injector 42 can be reduced, the valve body of the injector 42 becomes difficult to move due to an increase in the differential pressure between the upstream pressure and the downstream pressure of the injector 42. This can be suppressed. Accordingly, it is possible to widen the adjustable pressure width of the downstream pressure of the injector 42, and to suppress a decrease in the response of the injector 42.
  • the injector 42 is an electromagnetically driven on / off valve that can adjust the gas flow rate and gas pressure by driving the valve body directly with a predetermined driving cycle with electromagnetic driving force and separating it from the valve seat.
  • the injector 42 has a valve seat having an injection hole for injecting gaseous fuel such as fuel gas, a nozzle body for supplying and guiding the gaseous fuel to the injection hole, and an axial direction (gas And a valve body that is accommodated and held so as to be movable in the flow direction) and opens and closes the injection hole.
  • the valve body of the injector 42 is driven by a solenoid that is an electromagnetic drive device, and the opening area of the injection hole is switched in two stages by turning on and off the pulsed excitation current fed to the solenoid. be able to.
  • the flow rate and pressure of the fuel gas are controlled with high accuracy.
  • the injector 42 is a valve (valve body and valve seat) that opens and closes directly with an electromagnetic driving force, and has a high responsiveness because its driving cycle can be controlled to a highly responsive region.
  • the injector 42 changes at least one of the opening area (opening) and the opening time of the valve body provided in the gas flow path of the injector 42 in order to supply the required gas flow rate downstream thereof. Adjust the gas flow rate (or hydrogen molar concentration) supplied downstream.
  • the circulation passage 44 is connected to a shutoff valve H 4 for shutting off the fuel off-gas discharge from the fuel cell stack 20 and an exhaust / drain passage 46 branched from the circulation passage 44.
  • An exhaust / drain valve H 5 is disposed in the exhaust / drain passage 46.
  • the exhaust / drain valve H 5 is operated according to a command from the controller 60 to discharge the fuel off-gas and impurities including impurities in the circulation passage 44 to the outside. By opening the exhaust drain valve H 5, the concentration of impurities in the fuel off-gas in the circulation passage 44 can be lowered, and the hydrogen concentration in the fuel off-gas circulating in the circulation system can be increased.
  • the fuel off-gas discharged through the exhaust / drain valve H 5 is mixed with the oxidizing off-gas flowing through the oxidizing off-gas passage 34 and diluted by a diluter (not shown).
  • the circulation pump 45 circulates and supplies the fuel off-gas in the circulation system to the fuel cell stack 20 by driving the motor.
  • the power system 50 includes a DC / DC converter 51, a battery 52, a traction inverter 5 3, a traction motor 5 4, and auxiliary equipment 5 5.
  • Fuel cell system 10 DC / DC converter 5 1 and traction impeller Data parallel to the fuel cell stack 20 is connected to the fuel cell stack 20 in parallel.
  • the DC / DC converter 51 boosts the DC voltage supplied from the battery 52 and outputs it to the traction inverter 53, and the DC power generated by the fuel cell stack 20 or traction by regenerative braking. It has a function to step down the regenerative power collected by the motor 54 and charge the battery 52. With these functions of the D CZD C converter 51, charging / discharging of the battery 52 is controlled.
  • the operation point (output voltage, output current) of the fuel cell stack 20 is controlled by voltage conversion control by the D CZD C converter 51.
  • the battery 52 functions as a surplus power storage source, a regenerative energy storage source during regenerative braking, and an energy buffer during load fluctuations associated with acceleration or deceleration of the fuel cell vehicle.
  • a secondary battery such as a nickel-powered lithium storage battery, a nickel-hydrogen storage battery, or a lithium secondary battery is preferable.
  • the battery 52 is provided with a SOC sensor 73 for detecting SOC (State of charge).
  • the traction inverter 53 is, for example, a PWM inverter driven by a pulse width modulation method, and in accordance with a control command from the controller 60, the DC voltage output from the fuel cell stack 20 or the battery 52 is three-phased. It converts to AC voltage and controls the rotational torque of the Traction Motor 54.
  • the traction motor 54 is, for example, a three-phase AC motor, and constitutes a power source for the fuel cell vehicle.
  • Auxiliary machinery 5 5 includes motors (for example, power sources such as pumps) disposed in each part of the fuel cell system 10, inverters for driving these motors, and various types of motors.
  • In-vehicle accessories for example, air compressors, injectors, cooling water circulation pumps, radiators, etc.
  • Controller 60 is CPU, ROM, RAM, and I / O interface. This is a computer system equipped with a fuel cell and controls each part of the fuel cell system 10. For example, when the controller 60 receives the start signal IG output from the ignition switch, the controller 60 starts operation of the fuel cell system 10 and outputs the accelerator opening signal ACC output from the accelerator sensor or the vehicle speed sensor. The required power of the entire system is obtained based on the vehicle speed signal VC. The required power of the entire system is the sum of the vehicle travel power and auxiliary power.
  • the auxiliary power includes the power consumed by in-vehicle auxiliary equipment (humidifier, air compressor, hydrogen pump, cooling water circulation pump, etc.), and equipment required for vehicle travel (transmission, wheel control device, Power consumed by steering devices, suspension devices, etc.) and power consumed by devices (air conditioners, lighting fixtures, audio, etc.) disposed in the passenger space.
  • in-vehicle auxiliary equipment humidity, air compressor, hydrogen pump, cooling water circulation pump, etc.
  • equipment required for vehicle travel transmission, wheel control device, Power consumed by steering devices, suspension devices, etc.
  • devices air conditioners, lighting fixtures, audio, etc.
  • FIG. 2 is an exploded perspective view of the cell 21 constituting the fuel cell stack 20.
  • the cell 21 is composed of a polymer electrolyte membrane 2 2, an anode electrode 2 3, a force sword electrode 2 4, and separators 2 6 and 2 7.
  • the anode electrode 2 3 and cathode electrode 2 4 are diffusion electrodes having a sandwich structure with the polymer electrolyte membrane 2 2 sandwiched from both sides.
  • Separators 2 6, 2 7 made of a gas-impermeable conductive member are provided on the anode electrode 2 3 while sandwiching this sandwich structure from both sides. And a flow path for fuel gas and oxidizing gas between the cathode electrode 24 and the cathode electrode 24, respectively.
  • the separator 26 is formed with a lip 26 a having a concave cross section.
  • the separator 27 is formed with a rib 27 a having a concave cross section.
  • the force sword pole 24 comes into contact with the rib 27a, the opening of the rib 27a is closed and an oxidizing gas flow path is formed.
  • the anode electrode 23 is mainly composed of carbon powder supporting a platinum-based metal catalyst (Pt, Pt—Fe, Pt_Cr, Pt—Ni, Pt_Ru, etc.) It has a catalyst layer 2 3a in contact with the polymer electrolyte membrane 22 and a gas diffusion layer 2 3b formed on the surface of the catalyst layer 2 3a and having both air permeability and electronic conductivity.
  • the force sword electrode 24 has a catalyst layer 24a and a gas diffusion layer 24b. More specifically, the catalyst layers 2 3 a and 2 4 a are formed by dispersing carbon powder carrying platinum or an alloy made of platinum and another metal in a suitable organic solvent, and adding an appropriate amount of an electrolyte solution.
  • the gas diffusion layers 2 3 b and 2 4 b are formed of carbon cloth, carbon paper, or carbon felt woven with carbon fiber yarns.
  • the polymer electrolyte membrane 22 is a proton-conductive ion exchange membrane formed of a solid polymer material, for example, a fluororesin, and exhibits good electrical conductivity in a wet state.
  • a membrane-electrode assembly 25 is formed by the polymer electrolyte membrane 2 2, the anode 2 3, and the cathode 2 4.
  • FIG. 3 is a timing chart showing operation control of the fuel cell system 10.
  • the fuel cell system 10 improves power generation efficiency by switching the operation mode of the fuel cell stack 20 according to the operating load.
  • the fuel cell system 10 controls the operation by setting the power generation command value of the fuel cell stack 20 to zero in the low load region where the power generation efficiency is low (the operation region where the power generation request is less than a predetermined value). Battery power required for driving and system operation 5 2 (Hereinafter referred to as the first operation mode).
  • the power generation command value of the fuel cell stack 20 is calculated based on the accelerator opening and the vehicle speed, etc.
  • operation mode 2 the power required for vehicle travel and the power required for system operation are covered only by the power generated by the fuel cell stack 20 or by the power generated by the fuel cell stack 20 and the power from the battery 52 (hereinafter referred to as This is referred to as operation mode 2).
  • the fuel cell system 10 monitors the control flag indicating the operation mode at regular intervals, and controls the operation in the first operation mode when the control flag is turned on, and performs the second operation when the control flag is turned off. Control operation in mode.
  • the output voltage of the fuel cell stack 20 during normal operation is basically limited to the operation range between the upper limit voltage V I and the lower limit voltage V 2.
  • the upper limit voltage V 1 is preferably a voltage that satisfies the condition that the platinum catalyst contained in the catalyst layers 2 3 a and 2 4 a of the fuel cell stack 20 does not elute, Furthermore, in addition to the above conditions, when the output voltage of the fuel cell stack 20 is maintained at the upper limit voltage VI when the reaction gas supply to the fuel cell stack 20 is stopped, the fuel cell stack 20 It is preferable that the voltage satisfies the condition that it is in a voltage range that can be consumed by the auxiliary machinery 55. In the fuel cell stack 20, the platinum catalyst in the catalyst layer 24 a can be eluted, especially when the potential of the force sword electrode 24 is kept high, such as during low-density current operation or idle operation. There is sex.
  • controlling the output voltage of the fuel cell stack 20 to be equal to or lower than the upper limit voltage VI used and maintaining the durability of the fuel cell stack 20 is referred to as high potential avoidance control.
  • the upper limit voltage V 1 may be referred to as a high potential avoidance voltage.
  • high potential avoidance control is executed in any operation mode.
  • the upper limit voltage VI is preferably set so that the voltage is about 0.9 V per cell, for example.
  • the lower limit voltage V 2 is preferably a voltage that satisfies the condition that the cell voltage is within a voltage range that does not decrease in the reduction region. If the fuel cell stack 20 is continuously operated in the oxidation region, an effective area of the platinum catalyst is reduced by forming an oxide film on the surface of the platinum catalyst contained in the catalyst layer 24 a. Then, since the activation voltage increases, the I-V characteristic of the fuel cell stack 20 decreases. By performing the catalyst activation treatment, the oxide film is reduced and the oxide film is removed from the platinum catalyst, so that the I-V characteristics can be recovered. However, the cell voltage is reduced between the oxidation region and the reduction region. If the transition is made frequently, the durability of the fuel cell stack 20 will decrease.
  • the carbon carrying the platinum catalyst may be oxidized. Taking these circumstances into consideration, it is possible to suppress a decrease in the durability of the fuel cell stack 20 by controlling the output voltage of the fuel cell stack 20 during normal operation to the lower limit voltage V 2 or more.
  • the lower limit voltage V 2 is preferably set so that the voltage is about 0.8 V per cell, for example.
  • the output voltage of the fuel cell stack 20 during normal operation is controlled between the upper limit voltage VI and the lower limit voltage V 2 as a general rule.
  • the output voltage may be controlled to the upper limit voltage V 1 or higher, or may be controlled to the lower limit voltage V 2 or lower.
  • the SOC of the battery 52 is greater than or equal to the specified value
  • the output voltage of the fuel cell stack 20 is raised to the open-circuit voltage.
  • the catalyst activation process is performed, the output voltage of the fuel cell stack 20 is lowered to the use lower limit voltage V 2 or less.
  • the controller 60 sets the power generation command value to zero, stops the supply of the reaction gas to the fuel cell stack 20, and sets the voltage command value to the DC / DC converter 51. Set to upper limit voltage VI (time t0 to t4). Even after the supply of the reaction gas is stopped, the unreacted reaction gas remains in the fuel cell stack 20, so that the fuel cell stack 20 generates a slight amount of power for a while.
  • the period from time t 0 to t 2 is a power generation period in which a minute amount of power generation is continued by converting the chemical energy of the residual reaction gas into electric energy.
  • the residual reaction gas has enough energy for the output voltage of the fuel cell stack 20 to maintain the upper limit voltage V 1, so the output voltage of the fuel cell stack 20 is equal to the upper limit voltage V 1 Continue to maintain.
  • the power generated during this power generation period is consumed by the auxiliary machinery 55, but if it cannot be consumed by the auxiliary machinery 55, the battery 52 is charged.
  • the generated energy of the fuel cell stack 20 exceeds the consumption capacity of the accessories 55, so that a part of the generated energy is charged in the battery 52.
  • the power generation energy released from the fuel cell stack 20 according to the consumption of the residual reactant gas gradually decreases, so the power generation energy released from the fuel cell stack 20 at the time t1.
  • the consumption capacity of the traps 55 is balanced, and the electric power charged to the battery 52 becomes a negative outlet.
  • the generated power released from the fuel cell stack 20 cannot cover the power consumption of the auxiliary machinery 5 5. Electric power is supplied from the battery 5 2 to the auxiliary machinery 5 5.
  • the period from time t 2 to t 4 is a power generation stop period in which the output voltage of the fuel cell stack 20 can no longer be maintained at the use upper limit voltage V 1 due to the consumption of residual reaction gas, and power generation stops.
  • Use the output voltage of the fuel cell stack 20 When the residual reaction gas does not have the energy necessary to maintain the upper limit voltage V 1 for use, power generation is stopped, and the output voltage of the fuel cell stack 20 gradually decreases.
  • the power generated by the fuel cell stack 20 is zero, so the power supplied from the battery 52 to the auxiliary machinery 55 is substantially constant.
  • the oxidizing gas supply system 30 is driven, and the oxidizing gas is supplied to the fuel cell stack 20. Since the fuel cell stack 20 is supplied with the oxidizing gas and generates power, the output voltage of the fuel cell stack 20 starts to rise. When the output voltage of the fuel cell stack 20 is increased to a predetermined voltage (for example, 3600 V), the oxidizing gas supply is finished. In this way, during the power generation stop period, whenever the output voltage of the fuel cell stack 20 drops to the lower limit voltage V2, the oxidizing gas is appropriately replenished so that the output voltage does not fall below the lower limit voltage V2. Be controlled.
  • a predetermined voltage for example, 3600 V
  • the controller 60 calculates the power generation command value according to the required load, controls the supply of the reaction gas to the fuel cell stack 20, and uses the fuel cell via the DC ZDC converter 51. Controls the operation point (output voltage, output current) of stack 20 (time t4 to time t5). At this time, the voltage command value to the D C ZD C converter 51 is limited to the operation range between the upper limit voltage V I and the lower limit voltage V 2.
  • the measured voltage V DC measured by the voltage sensor 71 may be smaller than the actual voltage V TC of the fuel cell stack 20 by ⁇ V stack .
  • the main causes of the error AV stack are the voltage drop due to the diode 75 provided to prevent the backflow of the stack current and the measurement error due to the voltage sensor 71.
  • the controller 60 controls the DC / DC converter 51 so that the measured voltage V DC that is smaller by ⁇ V stack than the actual voltage V TC matches the target voltage. Therefore, the actual voltage V TC The voltage is controlled to be higher by ⁇ V stack than the pressure.
  • the actual voltage V TC is controlled to a voltage higher than the target voltage by ⁇ V stack , the deterioration of the fuel cell stack 20 will be accelerated, so the measurement voltage VDC will be corrected taking into account the error ⁇ V stack
  • Actual voltage VTC is equal to the total value Vcelall of each cell 2 1 cell voltage measured by the cell monitor, calculated at a predetermined computation cycle error delta Vstack between V ce LL-aU and V DC
  • the DC / DC converter 51 may be controlled such that the measured voltage V DC is corrected in real time in consideration of the error ⁇ V stack and the actual voltage V TC matches the target voltage.
  • the output voltage (cell voltage) of the cell 2 1 varies.
  • the target voltage per cell is the voltage obtained by dividing the target voltage of the fuel cell stack 20 by the total number of cells.) .
  • the controller 60 monitors the cell voltage of each cell 21 constituting the fuel cell stack 20 with a cell voltage detection device (not shown), and determines the maximum cell voltage V ce i Lmax and the average cell. It is preferable to correct the target voltage of the fuel cell stack 20 based on the difference AV cel i from the voltage V cel and ave, and control so that the cell voltage of any cell 21 does not exceed the target voltage per cell. Good.
  • Figure 6 is a timing chart showing the intermittent stop of the DC / DC converter 51.
  • This timing chart shows a series of control processes in which the fuel cell vehicle gradually decelerates from low-speed traveling to stop the vehicle.
  • the control flag switches from off to on.
  • the operation mode of the fuel cell system 10 is switched from the second operation mode to the first operation mode.
  • the traveling flag is switched from on to off.
  • the traveling flag is flag information indicating whether or not the vehicle is in a traveling state. When the fuel cell vehicle is traveling (the vehicle speed is a predetermined value or more), the traveling flag is turned on, When the vehicle is stopped (the vehicle speed is less than the predetermined value), the travel flag is turned off.
  • the motor drive permission flag is switched from on to off.
  • the motor driving permission flag is flag information indicating whether or not the driving of the traction motor 54 is permitted.
  • the motor driving permission flag is turned on. If the driving of the traction motor 54 cannot be permitted (the state where the traction motor 54 is shut down), the motor driving permission flag is turned off.
  • the controller 60 sets the power generation command value to zero, stops the supply of the reaction gas to the fuel cell stack 20, and sets the voltage command value to the DC ZD C converter 51.
  • sufficient reaction gas is maintained in the fuel cell stack 20 to maintain the output voltage of the fuel cell stack 20 at the use upper limit voltage V1.
  • the amount of residual reactive gas gradually decreases due to the small amount of power generated by the residual reactive gas.
  • power generation is stopped, and the output voltage of the fuel cell stack 20 gradually decreases. I will do it.
  • the converter drive permission flag is flag information indicating whether or not the drive of the DC / DC converter 51 is permitted.
  • the converter drive permission flag is When it is turned on and the drive of the DC / DC converter 51 cannot be permitted, the converter drive permission flag is turned off.
  • the controller 60 drives the oxidizing gas supply system 40 to replenish the fuel cell stack 20 with oxidizing gas. Since the fuel cell stack 20 generates electric power upon replenishment of the oxidizing gas, the output voltage of the fuel cell stack 20 starts to rise. Further, at time t 14 when oxidant gas supply to the fuel cell stack 20 is started, the converter drive permission flag is switched from OFF to ON, and the D CZD C converter 51 is restarted.
  • the output of the fuel cell stack 20 is output by the amount of power generated by the fuel cell stack 20 that cannot be consumed by the traction impeller 53. There is a risk that the voltage will rise and exceed the upper limit of use voltage V1.
  • FIG. 7 is an explanatory diagram showing conditions for executing the high potential avoidance control.
  • (A1) 30 of battery 52 is 3001 or less
  • (B 1) the vehicle is not in regenerative braking
  • (C 1) It is necessary to satisfy all the conditions that gas leak detection is not being judged.
  • the implementation of high potential avoidance control is prohibited.
  • (A2) Notch 52 SOC is SOC 2 or higher
  • (B 2) Vehicle is in regenerative braking
  • the controller 60 periodically monitors the state of charge of the battery 52 by reading the signal output from the SOC sensor 73.
  • controller 60 switches the high potential avoidance control function from on (permitted) to off (prohibited).
  • the high potential avoidance control function is turned off, the output voltage of the fuel cell stack 20 is maintained at the open end voltage.
  • the SOC of the battery 52 becomes SOC 1 (for example, 70%) or less, the controller 60 switches the high battery avoidance control function from OFF to ON.
  • the high potential avoidance control function is turned on, the output voltage of the fuel cell stack 20 is controlled below the upper limit voltage VI.
  • the output voltage of the fuel cell stack 20 is set to the upper limit voltage VI of use even though the power generation command value to the fuel cell stack 20 is the outlet.
  • the fuel cell stack 20 generates a small amount of electricity through an electrochemical reaction caused by residual reaction gas.
  • the power generated by this power generation can be consumed by auxiliary equipment 55 as auxiliary equipment loss, but due to fluctuations in power generation by the fuel cell stack 20, fluctuations in power consumption by auxiliary equipment 55, etc.
  • Auxiliary equipment 55 alone may not be fully consumed. In such a case, power that cannot be consumed by the auxiliary equipment 55 will be charged to the battery 52. However, if the SOC of the battery 52 is high, it will cause overcharge and damage the battery 52.
  • the high potential avoidance control function is switched from on to off, so that the battery 52 can be prevented from being damaged due to overcharging.
  • the charge capacity of the battery 52 is used as a reference. Judgment conditions for switching on / off the high potential avoidance control function may be set.
  • the high potential avoidance control function is switched from OFF to ON, while the charging capacity of the battery 52 is decreased to Win 2 (for example, 1 At 2 kW) or more, the high potential avoidance control function is switched from on to off.
  • Win 1 for example, 1 kW
  • Win 2 for example, 1 At 2 kW
  • the judgment condition for switching the high potential avoidance control function on and off does not necessarily have a hysteresis characteristic. .
  • FIG. 1 shows a series of processes in which the fuel cell vehicle shifts from a running state to regenerative braking.
  • the traction motor 5 4 performs regenerative braking and converts the kinetic energy of the vehicle into electric energy.
  • the regeneration flag switches from off to on.
  • the regenerative flag is flag information indicating whether or not the vehicle is performing regenerative braking.
  • the regenerative flag is off, and when the vehicle is regeneratively braking, regenerative braking is performed. The flag is turned on.
  • the controller 60 changes the upper limit voltage of the fuel cell stack 2 0 from the upper limit voltage V 1 to the open circuit voltage, and the output voltage of the fuel cell stack 20 exceeds the upper limit voltage VI. Allow open circuit voltage. Since the required load on the fuel cell stack 20 during regenerative braking is light, the output voltage of the fuel cell stack 20 gradually increases and becomes equal to the open-circuit voltage at time t 21, and thereafter Continue to maintain the open circuit voltage. In addition, after time t2 1 when the output voltage of the fuel cell stack 20 becomes equal to the open-circuit voltage. The generated current becomes zero.
  • the fact that the power generation current of the fuel cell stack 20 becomes zero means that the fuel cell stack 20 does not generate power, so that it is not necessary to charge the generated power to the battery 52.
  • the regenerative power indicated by the solid line indicates the power that can be charged to the battery 52 by prohibiting the high potential avoidance control during regenerative braking
  • the regenerative power indicated by the dotted line indicates that the high potential avoidance control is performed during regenerative braking.
  • Indicates the power that can be charged to battery 52. The difference between the two is the regenerative power that can be recovered more by the battery 52 because the battery 52 does not need to be charged with the power generated by the fuel cell stack 20 during regenerative braking. Indicates.
  • the high potential avoidance control function is turned off, so that the generated power of the fuel cell stack 20 can be reduced to zero and more regenerative power can be charged to the battery 52. Efficiency can be increased.
  • the high potential avoidance function may not be turned off, but the upper limit voltage V 1 may be controlled to be higher than the open circuit voltage.
  • the SOC of the battery 52 is low, not only the regenerative power collected by the traction motor 54 but also the power generated by the fuel cell stack 20 can be charged.
  • High potential avoidance control may be turned off on condition that regenerative braking is performed when the value is equal to or greater than a predetermined value.
  • the target value of the high potential avoidance voltage during regenerative braking may be changed according to the vehicle running mode ((/ ⁇ range).
  • the D range is a driving mode used during normal driving
  • the B range is used when a braking force greater than that during normal driving is required, such as when driving on a downhill or a road. This is the running mode used for.
  • the motor regeneration The torque is converted into electric power and charged to the battery 52. Therefore, when high potential avoidance control is performed even during regenerative braking, the following electric power balance is established.
  • Battery charge power + Auxiliary machine power consumption Motor regenerative power + Fuel cell power generation-(4)
  • the controller 60 variably sets the high potential avoidance voltage so that the following equation (5) is satisfied during vehicle braking.
  • the high potential avoidance voltage derived from the relational expression (5) may be held in the ROM in the controller 60 as map data as shown in FIG.
  • the horizontal axis represents regenerative power
  • the vertical axis represents high potential avoidance voltage. Since the braking torque is different between the B range and D / R range, different map data are used.
  • the solid line shows the map data for the D range
  • the broken line shows the map data for the B range.
  • the controller 60 determines whether the driving mode of the vehicle is the D range or the B range based on the shift position. If the driving mode is the B range, the driving mode is the D range.
  • the target value of the high potential avoidance voltage is increased to ensure a large braking force. As a result, the drivability of the vehicle can be improved.
  • the operation control for switching on / off the high potential avoidance control according to the presence or absence of gas leak detection will be described with reference to the timing chart shown in FIG.
  • This timing chart shows that the stopped fuel cell vehicle is the first Gas leakage into the fuel gas piping system of the fuel cell system 10 during operation in the operation mode
  • the control flag switches from off to on. Then, the controller 60 controls the operation of the fuel cell stack 20 in the first operation mode.
  • the controller 60 is a gas leak for determining whether or not a hydrogen leak has occurred in the fuel gas piping system when the stopped fuel cell vehicle is operated and controlled in the first operation mode. Invoke the detection routine.
  • the gas leak detection routine When the gas leak detection routine is started, the shut-off valve H 3 arranged upstream of the fuel gas inlet of the fuel cell stack 20 and the shut-off valve H arranged downstream of the fuel gas outlet 4 and 4 are closed to form a sealed space inside the fuel gas piping system.
  • the gas pressure inside the sealed space is detected by a pressure sensor 74. If the amount of gas pressure drop per unit time inside the enclosed space is greater than or equal to a predetermined threshold, it is determined that a gas leak has occurred.
  • the gas leak detection flag is switched from OFF to ON.
  • the gas leak detection flag is flag information indicating whether or not the gas leak detection process is being performed.
  • the gas leak detection flag is turned on and the gas leak detection process is performed. If not, the gas leak detection flag is turned off.
  • the high potential avoidance flag is switched from on to off.
  • the high potential avoidance flag is flag information indicating whether or not high potential avoidance control is permitted.
  • the high potential avoidance flag is turned on and the high potential avoidance control is enabled.
  • the high potential avoidance flag is turned off. High potential avoidance during gas leak detection
  • the gas leak detection completion flag switches from off to on at the time t 3 1 when the time required for gas leak detection has elapsed and the gas leak detection processing is complete.
  • the gas leak detection completion flag is flag information indicating whether or not the gas leak detection is completed. When the gas leak detection is completed, the gas leak detection completion flag is turned on and the gas leak detection is not completed. Sometimes the gas leak detection completion flag is turned off.
  • the gas leak detection flag is switched from on to off, and the high potential avoidance flag is switched from off to on.
  • the output voltage of the fuel cell stack 20 gradually decreases from the open-circuit voltage at time t 3 1 and eventually reaches the use upper limit voltage V 1.
  • the shutoff valves 8 1 and 8 2 are opened.
  • high-pressure avoidance control is permitted during gas leak detection by forming a sealed space inside the fuel gas piping system and measuring the amount of gas pressure drop inside the sealed space after a predetermined time has elapsed Since the fuel cell stack 20 generates power and consumes hydrogen gas in the sealed space, there is a possibility of erroneous determination.
  • high potential avoidance control is prohibited while gas leak detection is being performed, so that the hydrogen gas consumption inside the sealed space caused by power generation by the fuel cell stack 20 This makes it possible to carry out highly accurate gas leak determination.
  • the usage mode in which the fuel cell system 10 is used as an in-vehicle power supply system has been illustrated.
  • the usage mode of the fuel cell system 10 is This is not limited to examples.
  • the fuel cell system 10 may be mounted as a power source for a mobile body (robot, ship, aircraft, etc.) other than the fuel cell vehicle.
  • the fuel cell system 10 according to this embodiment is installed in a power generation facility such as a house or a building.
  • the upper limit of the output voltage of the fuel cell is set to a high potential avoidance voltage that is lower than the open-circuit voltage, so that the deterioration of the catalyst due to the increase of the output voltage of the fuel cell to the open-circuit voltage is prevented. Can be suppressed.

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  • Life Sciences & Earth Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
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  • General Chemical & Material Sciences (AREA)
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Abstract

La présente invention concerne un système de pile à combustible caractérisé comme suit : lorsqu'une puissance requise pour la pile à combustible est inférieure à une valeur prédéterminée, la fourniture d'un gaz à réaction à une pile à combustible est stoppée et la tension de sortie de la pile à combustible est maintenue à une tension élevée de dépassement du potentiel (V1) inférieure à la tension d'extrémité ouverte (OCV). Lorsque la puissance requise pour la pile à combustible est supérieure à la valeur prédéterminée, la tension de sortie de la pile à combustible est contrôlée de façon à être la tension élevée de dépassement du potentiel (V1) au maximum. En fixant la limite supérieure de la tension de sortie de la pile à combustible (V1) qui est inférieure à la tension d'extrémité ouverte (OCV), il est possible de supprimer la dégradation d'un catalyseur causée par l'augmentation de la tension de sortie de la pile à combustible vers la tension d'extrémité ouverte (OCV).
PCT/JP2008/051988 2007-02-05 2008-01-31 Système de pile à combustible WO2008099743A1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
CN2008800013146A CN101569044B (zh) 2007-02-05 2008-01-31 燃料电池系统
DE112008000096.4T DE112008000096B4 (de) 2007-02-05 2008-01-31 Brennstoffzellensystem und Steuerverfahren für ein Brennstoffzellensystem
US12/440,787 US9034495B2 (en) 2007-02-05 2008-01-31 Fuel cell system
KR1020097016308A KR101109715B1 (ko) 2007-02-05 2008-01-31 연료전지 시스템

Applications Claiming Priority (4)

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JP2007026086 2007-02-05
JP2007-026086 2007-02-05
JP2007333012A JP5007665B2 (ja) 2007-02-05 2007-12-25 燃料電池システム
JP2007-333012 2007-12-25

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WO2008099743A1 true WO2008099743A1 (fr) 2008-08-21

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CN102379060A (zh) * 2009-03-31 2012-03-14 丰田自动车株式会社 燃料电池系统和配备有该燃料电池系统的车辆
CN102379061A (zh) * 2009-03-31 2012-03-14 丰田自动车株式会社 燃料电池系统和配备有该燃料电池系统的电动车辆
US20120274137A1 (en) * 2010-01-18 2012-11-01 Toyota Jidosha Kabushiki Kaisha Fuel cell system and control method therefor
JP5354482B2 (ja) * 2009-07-09 2013-11-27 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
JP2014035861A (ja) * 2012-08-08 2014-02-24 Honda Motor Co Ltd 燃料電池システムの停止方法
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US20120021257A1 (en) * 2009-03-31 2012-01-26 Toyota Jidosha Kabushiki Kaisha Fuel cell system, control method for the fuel cell system, and vehicle equipped with the fuel cell system
CN102379060A (zh) * 2009-03-31 2012-03-14 丰田自动车株式会社 燃料电池系统和配备有该燃料电池系统的车辆
CN102379061A (zh) * 2009-03-31 2012-03-14 丰田自动车株式会社 燃料电池系统和配备有该燃料电池系统的电动车辆
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JP5354482B2 (ja) * 2009-07-09 2013-11-27 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
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US8920994B2 (en) 2009-07-10 2014-12-30 Toyota Jidosha Kabushiki Kaisha Fuel cell system
US20120274137A1 (en) * 2010-01-18 2012-11-01 Toyota Jidosha Kabushiki Kaisha Fuel cell system and control method therefor
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JP2014035861A (ja) * 2012-08-08 2014-02-24 Honda Motor Co Ltd 燃料電池システムの停止方法

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