WO2011004489A1 - 燃料電池システムおよびその制御方法 - Google Patents
燃料電池システムおよびその制御方法 Download PDFInfo
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- WO2011004489A1 WO2011004489A1 PCT/JP2009/062552 JP2009062552W WO2011004489A1 WO 2011004489 A1 WO2011004489 A1 WO 2011004489A1 JP 2009062552 W JP2009062552 W JP 2009062552W WO 2011004489 A1 WO2011004489 A1 WO 2011004489A1
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- fuel cell
- converter
- voltage
- fuel gas
- fuel
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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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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/30—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells
- B60L58/32—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells for controlling the temperature of fuel cells, e.g. by controlling the electric load
- B60L58/33—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells for controlling the temperature of fuel cells, e.g. by controlling the electric load by cooling
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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
- B60L58/40—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for controlling a combination of batteries and fuel cells
-
- 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
- H01M8/04694—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
- H01M8/04858—Electric variables
- H01M8/04865—Voltage
- H01M8/04888—Voltage 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
- H01M2250/00—Fuel cells for particular applications; Specific features of fuel cell system
- H01M2250/20—Fuel cells in motive systems, e.g. vehicle, ship, plane
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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
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. 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
- 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 mounted on a vehicle or the like, and more particularly to a power consumption reduction technique that is effective when power generation of a fuel cell is stopped.
- Japanese Patent Laid-Open No. 2007-209161 includes a first DC-DC converter disposed between a power storage device and an inverter, and a second DC-DC converter disposed between a fuel cell and the inverter.
- a fuel cell system is disclosed.
- the drive of the first DC-DC converter is stopped and the second DC-DC converter is set in an electrically directly connected state, and the output is large.
- the output power of the fuel cell is configured to be supplied to the motor with priority over the output power of the power storage device.
- the first DC-DC converter is operated to supply the assist power from the power storage device, and the second DC-DC converter is in an electrically directly connected state.
- the first DC-DC converter controls the upper limit of the output voltage of the fuel cell.
- the output voltage of the fuel cell is not limited. If the amount of fuel gas that can be generated remains in the fuel cell when the driving of the first DC-DC converter is stopped, the output voltage of the fuel cell rises without limitation.
- the first DC-DC converter is in an electrically connected state when driving is stopped, the output voltage of the fuel cell can rise to the input voltage of the inverter that is a high voltage system.
- the upper limit of the output voltage (hereinafter referred to as “high potential avoidance voltage”) is defined for the output voltage of the fuel cell for the purpose of preventing the deterioration of the electrolyte membrane. If the driving of the first DC-DC converter is stopped in a state in which the amount of fuel gas that can be generated in the fuel cell remains, the output voltage may increase beyond the high potential avoidance voltage.
- a fuel cell system capable of reducing power consumption while suppressing deterioration of the fuel cell and a control method thereof are provided. With the goal.
- One aspect of a fuel cell system that solves the above problems is a fuel cell, a converter that is connected between the fuel cell and a high-voltage system, and sets an output upper limit voltage of the fuel cell, the fuel cell, and the converter
- a control device that controls the converter, and in the intermittent operation mode, the control device prohibits the converter from being stopped when it is determined that more fuel gas than the amount that can be generated remains in the fuel cell. It is characterized by doing.
- Another aspect of the fuel cell system that solves the above problems includes an inverter connected to a load device, a first converter that is connected between the fuel cell and the inverter, and sets an output upper limit voltage of the fuel cell; A second converter that is connected between the power storage device and the inverter and sets an input voltage of the inverter; and a control device that controls the first converter and the second converter, wherein the control device is intermittent In the operation mode, when it is determined that the amount of fuel gas exceeding the amount that can be generated remains in the fuel cell, the stop of the first converter is prohibited.
- Still another aspect of the fuel cell system that solves the above problem includes a fuel cell and a converter that is connected between the fuel cell and a high voltage system and sets an output upper limit voltage of the fuel cell.
- the fuel gas supply stopping means for stopping the supply of the fuel gas to the fuel cell, and the residual fuel gas for determining whether or not the fuel cell has a fuel generation amount or more remaining in the fuel cell.
- the output upper limit voltage of the fuel cell can avoid deterioration of the fuel cell.
- One aspect of a control method of a fuel cell system that solves the above problem includes a fuel cell, and a converter that is connected between the fuel cell and a high voltage system and sets an output upper limit voltage of the fuel cell.
- a control method for a system the step of stopping the supply of fuel gas to the fuel cell in the intermittent operation mode, and the step of determining whether or not fuel gas remaining in the fuel cell is more than a power generation possible amount, When it is determined that the amount of the fuel gas exceeding the power generation capacity remains in the fuel cell, the output upper limit voltage of the fuel cell is set to a first voltage that can avoid deterioration of the fuel cell. And controlling the converter, and if it is determined that there is no fuel gas remaining in the fuel cell that exceeds the power generation capacity, the converter is stopped. Characterized in that it comprises the steps of, a.
- the power generation of the fuel cell is stopped, and the supply of fuel gas to the fuel cell is basically stopped. Even if the supply of the fuel gas is stopped, the fuel gas may remain inside the fuel cell. If the amount of remaining fuel gas is greater than the amount that can be generated, and the restriction on the output upper limit voltage is released, the remaining fuel gas increases the output power of the fuel cell, resulting in a high potential avoidance voltage. Will be exceeded.
- the converter since the converter is not stopped when fuel gas exceeding the power generation capacity remains, the upper limit setting by the output upper limit voltage is effective, and the output voltage is high potential. Reaching the avoidance voltage can be prevented.
- the present invention can selectively add the following elements as desired.
- the output upper limit voltage of the fuel cell is a first value that can avoid deterioration of the fuel cell. It is preferred to control the converter so that it is at voltage. According to such a configuration, since the output voltage of the fuel cell is limited with the first voltage as the upper limit while fuel gas exceeding the power generation capacity remains, it is possible to avoid deterioration of the fuel cell. .
- the converter It is preferable to control the converter so that the output upper limit voltage of the fuel cell becomes a second voltage capable of avoiding deterioration of the fuel cell.
- the output upper limit voltage is set to the second voltage, so that the output voltage can be prevented from reaching the high potential avoidance voltage.
- FIG. 4 is a progress diagram showing a change in an output upper limit voltage Vfc_MAX that is a command value to the first converter and an actual output voltage Vfc of the fuel cell 10 when the present invention is applied.
- FIG. 6 is a time chart showing changes in the output upper limit voltage Vfc_MAX that is a command value of the first converter and the actual output voltage Vfc of the fuel cell 10 when the present invention is not applied.
- FIG. 5 is a progress diagram showing changes in the output upper limit voltage Vfc_MAX, the output voltage Vfc, and the fuel gas amount of the fuel cell 10 when the present invention is applied.
- FIG. 6 is a progress diagram showing changes in the output upper limit voltage Vfc_MAX, the output voltage Vfc, and the fuel gas amount of the fuel cell 10 when the present invention is not applied.
- FIG. The control flowchart which shows the start step process of the intermittent operation mode in this embodiment.
- the control flowchart which shows the fuel gas supply process in the middle of the intermittent operation mode in this embodiment.
- Intermittent operation mode An operation mode in which the power generation of the fuel cell is temporarily stopped in addition to the complete stop of the system. It is executed in a state where it is not necessary to supply power directly from the fuel cell because of a small load. Temporary power generation for preventing the voltage of the unit cells constituting the fuel cell from being lowered excessively and adversely affecting the unit cells is intermittently executed.
- High voltage system A secondary system of a fuel cell converter (first converter 11 described below). This is a system in which a voltage higher than the output voltage of the fuel cell is normally supplied by the boosting process of the fuel cell converter. However, it does not mean that the voltage on the secondary side which is a high voltage system is always higher than the voltage on the primary side to which the fuel cell is connected.
- Fuel gas hydrogen gas and / or oxidizing gas (air).
- Amount that can be generated An amount that can increase the output voltage if that amount of fuel gas remains inside the fuel cell. Specifically, the amount of fuel gas is such that the output voltage Vfc can reach the open circuit voltage OCV that adversely affects the cells of the fuel cell.
- the present embodiment is a mode for prohibiting the stop of the converter when it is determined that the amount of fuel gas exceeding the amount that can be generated remains in the fuel cell.
- FIG. 1 is a block diagram of a fuel cell system 100 mounted on a vehicle according to the first embodiment.
- Such vehicles hybrid fuel cell vehicle: a (FCHV F uel C ell H ybrid V ehicle).
- the fuel cell system 100 includes a fuel cell 10, a first converter 11, a second converter 12, a battery 13, an inverter 14, a motor 15, an auxiliary inverter 18, a high-voltage auxiliary device 19, a control device 20, and the like. ing.
- the fuel cell 10 is power generation means configured by stacking a plurality of unit cells in series.
- the unit cell has a structure in which a membrane / electrode assembly (MEA) is sandwiched between separators.
- MEA membrane / electrode assembly
- the membrane / electrode assembly has a structure in which an ion exchange membrane such as a polymer electrolyte membrane is narrowed between an anode and a cathode.
- the anode electrode is provided with an anode electrode catalyst layer on the porous support layer, and the cathode electrode is provided with a cathode electrode catalyst layer on the porous support layer.
- Hydrogen gas is supplied to the anode electrode of each unit cell from a hydrogen gas supply system (not shown) via a separator.
- An oxidizing gas (air in this embodiment) is supplied to the cathode electrode of each unit cell from an oxidizing gas supply system (not shown) via a separator.
- the separator is formed with a coolant flow path, and the coolant is supplied from a coolant supply system (not shown).
- the oxidation reaction of the formula (1) occurs at the anode electrode
- the reduction reaction of the equation (2) occurs at the cathode electrode
- the electromotive reaction of the equation (3) occurs in the fuel cell 10 as a whole.
- the fuel cell 10 By connecting a plurality of unit cells in series, the fuel cell 10 outputs the output voltage Vfc to the output terminal.
- the fuel cell 10 has a predetermined current-voltage output characteristic (IV characteristic), and the output current and the output power change corresponding to the change of the output voltage Vfc.
- a pressure sensor 21 is provided inside the fuel cell 10, for example, at a supply port or a discharge port that is an inlet / outlet of a hydrogen gas supply system of the fuel cell 10.
- the pressure sensor 21 detects the pressure of the hydrogen gas supply system inside the fuel cell 10 when the supply of hydrogen gas is shut off by a shut-off valve (not shown) provided at the supply port and the discharge port, and detects the pressure detection signal S. P is output.
- a cell monitor 22 is provided in a unit cell constituting the fuel cell 10. Cell monitor 22 is adapted to output a cell voltage detection signal S V detects the voltage of the unit cell.
- the first converter 11 is a voltage converter according to the present invention, and has a configuration as a DC-DC converter.
- the first converter 11 has a circuit configuration such as a three-phase bridge type converter.
- the three-phase bridge type converter includes a switching element including a reactor, a rectifying diode, an IGBT (Insulated Gate Bipolar Transistor), and the like. By combining these elements, a circuit portion similar to an inverter that once converts an input DC voltage into AC, and a portion that rectifies the AC again and converts it to a different DC voltage are formed.
- the circuit configuration of the first converter 11 is not limited to the above, and any configuration capable of controlling the output voltage Vfc of the fuel cell 10 can be employed.
- the first converter 11 has an output terminal of the fuel cell 10 connected to the primary side and an input terminal of the inverter 14 connected to the secondary side.
- the secondary side corresponds to the high voltage system in the present embodiment.
- the terminal voltage of the fuel cell 10, that is, the upper limit voltage of the output terminal voltage Vfc is defined in accordance with a command C Vfc commanding the primary output upper limit voltage Vfc_MAX from the control device 20. Therefore, when the first converter 11 is operating, the output voltage Vfc of the fuel cell 10 does not rise above the set output upper limit voltage Vfc_MAX.
- the first converter 11 operates so as to match the input voltage Vinv of the inverter 14 that regulates (boosts) the output voltage Vfc of the fuel cell 10 and regulates the voltage of the secondary high-voltage system. Further, first converter 11 starts and stops operation in accordance with command C Vfc instructing driving / stopping from control device 20. Specifically, when receiving the command C Vfc for stopping the operation from the control device 20, the first converter 11 turns on a part of the internal switching elements so that the primary side and the secondary side are electrically connected. It is configured to be directly connected. Further, when the first converter 11 receives the command C Vfc for instructing driving from the control device 20, the output voltage Vfc of the primary side fuel cell 10 is set to be equal to or lower than the output upper limit voltage Vfc_MAX set previously. To control.
- the battery 13 is a power storage device. Among the power generated by the fuel cell 10, the battery 13 is a surplus power storage source, a regenerative energy storage source during regenerative braking, and an energy buffer at the time of load fluctuation accompanying acceleration or deceleration of the fuel cell vehicle. Function as.
- a secondary battery such as a nickel / cadmium storage battery, a nickel / hydrogen storage battery, or a lithium secondary battery is used.
- the output terminal voltage V BAT of the battery 13 becomes the input voltage of the second converter 12.
- the second converter 12 is a voltage converter and has a configuration as a DC-DC converter similar to the first converter 11.
- the output terminal of the battery 13 is connected to the primary side
- the input terminal of the inverter 14 is connected to the secondary side.
- the second converter 12 is configured to control the terminal voltage on the secondary side (the input voltage Vinv of the inverter 14) in accordance with the command C Vinv from the control device 20. For example, when the required power of the motor 15 changes, the second converter 12 changes the input voltage Vinv of the inverter 14 until the set target input voltage is reached.
- the first converter 11 controls the output voltage Vfc of the fuel cell 10.
- any configuration capable of controlling the input voltage Vinv of the inverter 14 can be adopted.
- the inverter 14 is a power converter, and is configured to convert a direct current supplied to the input terminal into an alternating current and supply the alternating current to the motor 15.
- the circuit configuration of the inverter 14 includes, for example, a PWM inverter circuit driven by a pulse width modulation method.
- the inverter 14 is configured to supply three-phase AC power having a predetermined drive voltage Vd (effective value) to the motor 15.
- the motor 15 is a traction motor for traveling the vehicle, and applies driving force to the vehicle when driving power is supplied, and generates regenerative power when decelerated.
- the differential 16 is a reduction device, and is configured to reduce the high-speed rotation of the motor 15 at a predetermined ratio and rotate the shaft on which the tire 17 is provided.
- the motor 15 is provided with a rotation speed sensor 24.
- the rotation speed sensor 24 detects the rotation speed of the motor 15 and outputs a rotation speed signal SN to the control device 20.
- the auxiliary machine inverter 18 is a power converter, and is configured to convert a direct current supplied to the input terminal into an alternating current and supply it to the high voltage auxiliary machine 19.
- the circuit configuration of the auxiliary inverter 18 is the same as that of the inverter 14.
- the high voltage auxiliary machine 19 is a general term for a humidifier, an air compressor, a hydrogen pump, a coolant pump, and the like (not shown) for causing the fuel cell system 100 to function.
- the control device 20 is a computer system that controls the fuel cell system 100, and includes, for example, a CPU, a RAM, a ROM, and the like. Controller 20 inputs the pressure detection signal S P output from the pressure sensor 21, for detecting the pressure of hydrogen gas. The control unit 20 inputs the voltage detection signal S V from the cell monitor 22, and is capable of measuring the voltage values of each unit cell. Further, the control device 20 is capable of calculating the rotational speed N of the motor 15 by inputting the rotational speed signal SN from the rotational speed sensor 23. In addition, the control device 20 inputs various signals from the sensor group 22 and performs various calculations necessary for control.
- the sensor group 22 includes an accelerator opening sensor that indicates an accelerator (gas pedal) opening (not shown), a current sensor that detects the output current of the fuel cell 10, a voltage sensor that detects the output voltage Vfc of the fuel cell 10, and a fuel cell.
- 10 includes a temperature sensor for detecting the coolant temperature, an air compressor, a hydrogen pump, a rotation speed sensor for detecting the rotation speed of the coolant pump, and the like.
- the control device 20 controls the entire system with reference to these signals.
- the control device 20 performs the following control, but is not limited thereto.
- Adjusting the opening of the main valve and the pressure of the ejector (6) Controlling the rotation speed of a hydrogen pump (not shown) or controlling the opening of a purge valve (not shown) so that the amount of hydrogen off-gas circulating in the circulation path of the hydrogen gas supply system becomes an appropriate amount; (7) Control the opening and closing of various valves according to the operation mode; (8) calculating the circulation amount of the coolant based on the relative value of the coolant temperature, and controlling the number of revolutions of a coolant pump provided in a cooling system (not shown); (9) Based on the output voltage Vfc of the fuel cell 10 detected by the voltage sensor and the output current Ifc detected by the current sensor, the moisture content of the fuel cell 10 is estimated and calculated, and the scavenging amount when the vehicle is stopped is controlled. And (10) controlling devices constituting the power system such as the first converter 11 and the second converter 12.
- the control device 20 performs the following processing. First, in the normal operation mode, the control device 20 calculates the motor required torque based on the accelerator (gas pedal) opening and the motor rotation speed N. Next, the required motor power is calculated based on the required motor torque and the motor rotation speed N. Next, the power generation required power is calculated based on the motor required power and the high voltage auxiliary machine required power. Then, the output voltage Vfc of the fuel cell 10 necessary for outputting the required power generation is calculated from the current-voltage (IV) characteristics of the fuel cell 10. As necessary, the control device 20 determines the distribution of output power of the fuel cell 10 and the battery 13.
- a command C Vfc for setting the obtained output voltage Vfc to the output upper limit voltage Vfc_MAX for the fuel cell 10 is output to the first converter 11. Further, the command C Vinv is output to the second converter 12 so that the required power of the battery 13 thus obtained can be taken out, and the input voltage Vinv of the inverter 14, that is, the voltage of the high voltage system is controlled.
- the control device 20 executes the control process according to the present invention. Specifically, in the intermittent operation mode, when it is determined that fuel gas (in this embodiment, hydrogen gas) that is greater than or equal to the amount of power that can be generated remains in the fuel cell 10, the control device 20 performs the first operation. It is characterized in that it operates so as to prohibit the stop of the converter 11.
- fuel gas in this embodiment, hydrogen gas
- FIG. 2 shows a functional block diagram of the fuel cell system 100 that is functionally realized by the control device 20 of the first embodiment. These functional blocks are functionally realized by the control device 20 calling a program for executing the control processing (see FIGS. 7 and 8) according to the present invention periodically or irregularly in the intermittent operation mode. Is done.
- the functional block shown in FIG. 2 has a structure in which functions are divided for convenience, and it is not always necessary to separate the functions as shown in FIG. As long as the start / stop of the first converter 11 and the output upper limit voltage Vfc_MAX of the fuel cell 10 can be commanded based on the inputs listed in FIG. May be.
- the control device 20 includes a fuel gas supply stop unit 201, a residual fuel gas amount determination unit 202, a converter drive unit 203, a converter stop unit 204, and an intermittent operation control unit 205.
- the fuel gas supply stopping means 201 is a functional block that stops the supply of fuel gas to the fuel cell 10 in the intermittent operation mode.
- the fuel gas here is hydrogen gas and oxidizing gas.
- the fuel gas supply stop unit 201 closes a shut-off valve (not shown) provided at the hydrogen gas supply port to the fuel cell 10 and a shut-off valve (not shown) provided at the oxidizing gas supply port. .
- the residual fuel gas amount determining means 202 is a functional block that determines whether or not the fuel cell 10 has a fuel gas amount remaining that is greater than the power generation capacity.
- the fuel gas referred to here is hydrogen gas in this embodiment. However, the same treatment may be performed with an oxidizing gas. Moreover, you may perform the same process with both hydrogen gas and oxidizing gas.
- the determination as to whether or not the amount of fuel gas remaining in the fuel cell 10 is a power generation possible amount is performed based on, for example, the following method.
- the fuel cell 10 determines that the output voltage (cell voltage) Vfc of the fuel cell 10 is equal to or greater than the power generation possible amount when the output voltage (cell voltage) Vfc is equal to or higher than a predetermined threshold voltage Vth1. It can be determined that the fuel gas remains. When the fuel gas is insufficient, the output voltage Vfc of the fuel cell 10 decreases. The amount of remaining fuel gas has a correlation with the output voltage Vfc of the fuel cell 10. Therefore, if the output voltage Vfc of the fuel cell 10 is compared with the threshold voltage Vth1 for determining whether or not fuel gas remains, the remaining state of the fuel gas can be correctly determined.
- the voltage to be detected may be the voltage of one or a plurality of unit cells detected by the cell monitor 22, or the voltage of the entire stacked unit cells, that is, the voltage detected by the output terminal of the fuel cell 10. Output voltage Vfc.
- the fuel cell 10 When the determination is made using the detected pressure, the fuel cell 10 indicates that when the fuel gas pressure Pfc is equal to or higher than a predetermined threshold pressure Pth, fuel gas exceeding the power generation possible amount remains. It is preferable to judge that If the fuel gas decreases, the pressure of the fuel gas inside the fuel cell 10 decreases. The pressure of the fuel gas directly correlates with the amount of remaining fuel gas. Therefore, if the pressure P of the fuel gas is compared with the threshold pressure Pth for determining whether or not the fuel gas remains, the remaining state of the fuel gas can be correctly determined.
- the hydrogen gas pressure of the hydrogen gas supply system is detected, but the oxidation gas pressure of the oxidation gas supply system may be detected.
- the converter drive unit 203 determines that the output upper limit voltage Vfc_MAX of the fuel cell 10 can avoid deterioration of the fuel cell 10. This is a functional block that drives the first converter 11 so that the voltage 1 becomes V1.
- the output voltage Vfc can be increased to the maximum and the open circuit voltage OCV.
- the output voltage Vfc is not more than a predetermined voltage (referred to as a “high potential avoidance voltage”) Vh_LIM that has a margin from the open circuit voltage OCV so as not to increase to a voltage that has an adverse effect. Should be controlled.
- the first converter 11 needs to be stopped.
- the primary side and the secondary side are electrically connected directly.
- the primary side voltage of the first converter 11 can rise to the secondary side voltage, that is, the input voltage Vinv of the inverter 14.
- the input voltage Vinv of the inverter 14 is a high voltage system voltage controlled by the second converter 12 and may be higher than the open voltage OCV of the fuel cell 10 as well as the high potential avoidance voltage. Therefore, when fuel gas exceeding the amount that can be generated remains in the fuel cell 10, it is necessary to prevent the output voltage Vfc from rising above the high potential avoidance voltage.
- the converter driving means 203 uses the output voltage upper limit voltage Vfc_MAX of the fuel cell 10 as the first voltage V1 that can avoid the deterioration of the fuel cell 10 when the fuel cell 10 has a fuel gas that exceeds the amount that can be generated. It controls to become.
- the first voltage V1 needs to be at least equal to or lower than the high potential avoidance voltage Vh_LIM.
- the converter stop unit 204 is a functional block that stops the first converter 11 when it is determined that there is no fuel gas remaining in the fuel cell 10 that is capable of generating electric power. If the amount of fuel gas remaining in the fuel cell 10 is less than the amount of power that can be generated, the output voltage Vfc of the fuel cell 10 will not increase even if the upper limit on the output upper limit voltage of the output voltage Vfc is released. Therefore, when it is determined that no fuel gas remains inside the fuel cell 10, the converter stop unit 204 stops the first converter 11. In order to stop the first converter 11, the converter stop unit 204 outputs a command C FC_OFF for stopping driving to the first converter 11.
- the primary side and the secondary side of the first converter 11 are directly connected, and the voltage on the primary side can rise to the input voltage Vinv of the inverter 14 on the secondary side.
- the output voltage Vfc of the fuel cell 10 does not increase.
- the drive state of the first converter 11 may be immediately changed from the on state to the off state, that is, the stopped state. It should be.
- the first converter 11 is stopped, as shown in FIG. 4, the primary side voltage of the first converter 11 can rise to the secondary side voltage, that is, the input voltage Vinv of the inverter 14. However, a slight amount of fuel gas still remains immediately after entering the intermittent operation mode.
- the converter driving means 203 when it is determined that more fuel gas than the amount that can be generated remains in the fuel cell 10, the converter driving means 203 is provided with the first converter 11. Before the operation is stopped, the output upper limit voltage Vfc_MAX of the fuel cell 10 is controlled to be the first voltage V1 that can avoid the deterioration of the fuel cell 10.
- the converter stop means 204 is connected to the first converter 11. Is stopped.
- rate processing When the output upper limit voltage Vfc_MAX of the fuel cell 10 changes greatly when entering the intermittent operation mode from the normal operation mode, a process is performed so that the output upper limit voltage Vfc_MAX changes gently (hereinafter referred to as “rate processing”). May be applied.
- rate processing is applied for a slight period (region A) in which the output upper limit voltage Vfc_MAX is changed from the predetermined voltage V0 in the normal operation mode to the first voltage V1 in the intermittent operation mode.
- the rate processing can be executed by limiting the rate of change of the output upper limit voltage Vfc_MAX so as to be equal to or less than a certain value (or a certain value).
- the intermittent operation control means 205 is a function that first drives the first converter 11 and then supplies the fuel gas when the output voltage Vfc of the fuel cell 10 reaches the threshold voltage Vth2 to which the fuel gas should be supplied. It is a block. If the output voltage Vfc of the fuel cell 10 is too low, the electrolyte membrane of the unit cell may be damaged. Therefore, the threshold voltage Vth2 is set as a voltage to which the fuel gas is to be supplied, and when the output voltage Vfc drops to this threshold voltage Vth2, a slight amount of fuel gas is supplied. Instead of the threshold voltage Vth2, the pressure of the fuel gas remaining when the threshold voltage Vth2 is reached may be used as the threshold pressure.
- the fuel gas can be supplied, for example, by a process such as driving the compressor for a while after opening a shut-off valve (not shown) of the oxidizing gas supply system of the fuel cell 10.
- the intermittent operation control means 205 controls the output upper limit voltage Vfc_MAX of the fuel cell 10 to be the second voltage V2 that can avoid the deterioration of the fuel cell 10. Since the supply of the fuel gas is to supply a fuel gas that causes the fuel cell 10 to generate power, the output voltage Vfc of the fuel cell 10 increases as soon as the fuel gas is supplied. If this voltage becomes equal to or higher than the high potential avoidance voltage Vh_LIM, the fuel cell 10 is adversely affected. Therefore, the intermittent operation control means 205 sets the output upper limit voltage Vfc_MAX to the second voltage V2 when driving the first converter 11 first. The second voltage V2 is set to be equal to or lower than the high potential avoidance voltage Vh_LIM.
- the function of the intermittent operation control means 205 will be further described with reference to FIGS.
- FIG. 6 it is assumed that the fuel gas is consumed over time and reaches a threshold value Vth2 at which the fuel gas is to be supplied at time t2.
- the fuel gas supply remains zero.
- the fuel gas is supplied by a slight amount q while the first converter 11 is stopped. Then, since the amount q of the fuel gas exceeds the power generation possible amount, the output voltage Vfc of the fuel cell 10 rapidly increases.
- the first converter 11 is in a stopped state, that is, the primary side and the secondary side are electrically connected directly, and the output voltage Vfc can be increased to the input voltage Vinv of the inverter 14 on the secondary side. ing. For this reason, the output voltage Vfc of the fuel cell 10 rises to the secondary voltage Vinv. If this secondary side voltage Vinv is larger than the high potential avoidance voltage Vh_LIM of the fuel cell 10, an undesirable voltage is generated in the electrolyte of the fuel cell 10.
- the intermittent operation control means 205 of the present embodiment turns on the drive state of the first converter 11 prior to the supply of the fuel gas, as shown in FIG. That is, when the output voltage Vfc reaches the threshold voltage Vth2 at time t2, first, the intermittent operation control means 205 outputs a command C FC_ON for starting driving of the first converter 11. At the same time, a command C Vfc_V2 for setting the output voltage Vfc of the fuel cell 10 to the second voltage V2 as the output upper limit voltage Vfc_MAX is output.
- the fuel gas supply is stopped again at time t4 after the passage of the period T in which the fuel gas sufficient to return the output voltage Vfc of the fuel cell 10 to a certain level is supplied. Thereafter, as shown in FIG. 3, the first converter 11 is driven until the remaining fuel gas amount is equal to or less than the power generation possible amount, and then stopped.
- control processing of the fuel cell system 100 of the first embodiment realized by the above functional blocks will be described with reference to the flowcharts of FIGS. 7 and 8.
- the following control process is a process that is repeated periodically or irregularly.
- a software program that executes a control process as shown in FIGS. 7 and 8 is called (called) every predetermined control cycle.
- the fuel gas supply stopping unit 201 in FIG. 2 turns on the intermittent operation flag and stops the supply of fuel gas.
- the fuel gas remaining inside the fuel cell 10 is gradually consumed.
- step S10 of FIG. 7 shows processing performed by the residual fuel gas determination means 202, the converter drive means 203, and the converter stop means 204 in FIG.
- the control device 20 determines that the intermittent operation flag indicating that the operation mode is the intermittent operation mode is on, and indicates that the fuel gas is less than or equal to the power generation amount. Determine whether the flag is off.
- the state where the intermittent operation flag is not on (NO) is the normal operation mode and is irrelevant to the processing, and thus returns from the processing.
- step S11 the converter driving unit 203 outputs the command C Vfc_V1, and sets the primary side voltage of the first converter 11, that is, the output upper limit voltage Vfc_MAX, to the first voltage V1.
- step S12 the residual fuel gas amount determination means 202 determines whether the output voltage Vfc of the fuel cell 10 is equal to or less than a fuel deficiency determination threshold value Vth1 for determining whether the fuel gas is equal to or less than a power generation possible amount. judge.
- the process proceeds to step S15, and the converter drive unit 203 turns off the fuel deficiency determination flag f1 indicating that the fuel gas is less than the power generation possible amount.
- step S16 the converter driving means 203 outputs the commands C FC_ON and C Vfc_V1 , drives the first converter 11, and sets the output upper limit voltage Vfc_MAX to the first voltage V1.
- the fuel gas is continuously consumed.
- step S12 determines that the output voltage Vfc of the fuel cell 10 has become equal to or less than the fuel deficiency determination threshold value Vth1 (YES)
- the remaining amount of fuel gas has become less than the power generation possible amount. It means that. Therefore, the process proceeds to step S13, and the converter stop unit 204 turns on the fuel deficiency determination flag f1.
- step S14 the converter stop unit 204 outputs the command C FC_OFF to stop the first converter 11.
- step S16 and step S14 are completed, the process once returns.
- step S20 of FIG. 8 shows processing performed by the intermittent operation control means 205 in FIG.
- step S20 of FIG. 8 it is determined whether or not the intermittent operation flag is on.
- the process proceeds to step S21, and the intermittent operation control means 205 is equal to or higher than the determination threshold value Vth2 of the fuel gas supply at which the output voltage Vfc of the fuel cell 10 is the minimum required It is determined whether or not.
- the fuel gas supply determination threshold value Vth2 has not been reached (NO) it means that the remaining amount of fuel gas has not decreased to the extent that it adversely affects the fuel cell 10, and therefore it is temporarily recovered.
- step S21 if it is determined that the fuel gas supply determination threshold value Vth2 or less (YES), it means that the residual amount of fuel gas is reduced to the extent that the fuel cell 10 is adversely affected. . Therefore, the process proceeds to step S22, and the intermittent operation control means 205 first outputs a command C FC_ON to command activation of the first converter 11. Next, the process proceeds to step S22, where the intermittent operation control means 205 outputs the command C Vfc_V2 and sets the output upper limit voltage Vfc_MAX of the first converter 11 to the second voltage V2 that is the deterioration preventing voltage.
- step S24 the intermittent operation control means 205 determines whether or not the output upper limit voltage Vfc_MAX of the first converter 11 has surely reached the second voltage V2. As a result of the determination, if it is confirmed that the output upper limit voltage Vffc_MAX of the first converter 11 has reached the second voltage V2 (YES), the process proceeds to step S25, and the intermittent operation control means 205 starts supplying fuel gas. . As a result of the determination, if the output upper limit voltage Vfc_MAX of the first converter 11 has not reached the second voltage V2 (NO), the output upper limit voltage Vfc_MAX of the first converter 11 is pinned until the second voltage V2 is reflected. , Once return from processing.
- the first embodiment has the following advantages. (1) According to the present embodiment, the stop of the first converter 11 is prohibited when the amount of fuel gas exceeding the power generation capacity remains, so the output voltage Vfc of the fuel cell 10 by the output upper limit voltage Vfc_MAX The upper limit setting is valid. Therefore, it is possible to prevent the fuel cell 10 from being adversely affected.
- the output voltage Vfc of the fuel cell 10 is limited to the first voltage V1 that is equal to or lower than the high potential avoidance voltage Vh_LIM. Therefore, it is possible to avoid deterioration of the fuel cell.
- the first converter 11 is stopped for the first time when it is determined that there is no remaining fuel gas in the fuel cell 10 beyond the amount that can be generated. However, it is possible to effectively reduce the voltage consumption.
- the first converter 11 when the output voltage Vfc of the fuel cell 10 reaches the threshold voltage Vth2 for supplying the fuel gas, the first converter 11 is first driven, and then the fuel Supply gas. Therefore, when the output voltage starts to increase due to the supply of the fuel gas, the upper limit setting of the output voltage Vfc of the fuel cell 10 by the output upper limit voltage Vfc_MAX is already effective, so that the output voltage Vfc reaches the high potential avoidance voltage Vh_LIM. Preventable.
- the output upper limit voltage Vfc_MAX is set to the second voltage V2, so that the output voltage Vfc is the high potential avoidance voltage Vh_LIM. It is possible to prevent reaching.
- the present invention is not limited to the above-described embodiment, and can be appropriately modified and applied without departing from the spirit of the present invention.
- the present invention is applied to the fuel cell system 100 including the first converter 11, the second converter 12, and the inverter 14.
- the present invention is not limited to such a configuration.
- the present invention can also be applied to a fuel cell system including only one DC-DC converter or three or more DC-DC converters.
- the residual amount of hydrogen gas is measured, but the oxidizing gas amount may be measured. Further, both the residual amount of hydrogen gas and the residual amount of oxidizing gas may be measured.
- the fuel gas supplied when the fuel gas is in a deficient state is the oxidizing gas, but hydrogen gas may be supplied. Moreover, you may supply both oxidizing gas and hydrogen gas.
- the fuel cell system and the control method thereof according to the present invention can be applied not only to the vehicle but also to other moving objects.
- a moving body it can be applied to trains, ships, airplanes, submersibles and the like.
- the present invention is not limited to a moving body such as a vehicle, and can be applied to a stationary power supply system and a portable power supply system.
- DESCRIPTION OF SYMBOLS 10 ... Fuel cell, 11 ... 1st converter, 12 ... 2nd converter, 13 ... Battery, 14 ... Inverter, 15 ... Motor, 16 ... Differential, 17 ... Tire, 18 ... Auxiliary inverter, 19 ... High voltage auxiliary machine, DESCRIPTION OF SYMBOLS 20 ... Control apparatus, 21 ... Pressure sensor, 22 ... Cell monitor, 23 ... Various sensor groups, 24 ... Revolution sensor, 100 ... Fuel cell system, 201 ... Fuel gas supply stop means, 202 ... Residual fuel gas amount judgment means, 203 ... converter driving means, 204 ... converter stopping means, 205 ... intermittent operation control means, N ... motor rotational speed, S N ...
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Abstract
Description
(1)前記燃料電池に前記発電可能量以上の燃料ガスが残留していると判断される場合には、前記燃料電池の前記出力上限電圧が、前記燃料電池の劣化を回避可能な第1の電圧になるよう、前記コンバーターを制御することは好ましい。かかる構成によれば、発電可能量以上の燃料ガスが残留している間は燃料電池の出力電圧が第1の電圧を上限として制限されるので、燃料電池の劣化を回避することが可能である。
以下の図面の記載は模式的なものである。したがって、具体的な変化特性等は以下の説明を照らし合わせて判断するべきものである。また、図面相互間においても互いの特性が異なる部分が含まれていることは勿論である。また、以下の実施形態では、一つの制御装置で総ての処理をするように記載されているが、複数の制御部が協働して本発明に係る制御処理を完遂する場合をも含んでいる。
以下のとおり、本明細書で使用する語句を定義する。
「間欠運転モード」:システムの完全停止以外に燃料電池の発電を一時適に停止する運転モードをいう。負荷が少ない等の理由で、燃料電池から直接電力を供給する必要が無い状態で実行される。燃料電池を構成する単位セルの電圧が下がり過ぎて単位セルに悪影響を及ぼすことを防止するための一時的発電は断続的に実行される。
「発電可能量」:その量の燃料ガスが燃料電池内部に残留していれば、出力電圧を上げることが可能な程度の量をいう。具体的には、燃料電池のセルに悪影響を与える開放電圧OCVに出力電圧Vfcが達することが可能な程度の燃料ガスの量をいう。
本実施形態は、間欠運転モードにおいて、燃料電池に発電可能量以上の燃料ガスが残留していると判断される場合には、コンバーターの停止を禁止するモードである。
図1は、本実施形態1に係る、車両に搭載される燃料電池システム100のブロック図である。このような車両は、ハイブリッド形燃料電池車(FCHV:Fuel Cell Hybrid Vehicle)である。
(1/2)O2+2H++2e- → H2O …(2)
H2+(1/2)O2 → H2O …(3)
複数の単位セルが直列接続されることにより、燃料電池10は出力端子に出力電圧Vfcを出力するようになっている。燃料電池10は、所定の電流-電圧出力特性(I-V特性)を有しており、出力電圧Vfcの変化に対応して、出力電流および出力電力が変化するようになっている。
(2)図示しないアクセル開度、シフトポジションの検出信号、回転数センサ24からの回転数検出信号SNを取り込んで、必要な電力供給量であるシステム要求電力等の制御パラメーターを演算すること;
(3)圧力センサ21からの圧力検出信号SPを取り込んで、図示しない水素ガス供給系への水素ガス供給量が適正な量となるよう、図示しないエアーコンプレッサーの回転数を制御すること;
(4)図示しない酸化オフガス排出路に排出される酸化オフガス量が適切になるように、制御すること;
(5)水素ガス供給路および酸化ガス供給路の各所に設けられた各種圧力センサの圧力相対値に基づき、水素ガス供給路に供給される水素ガス供給量が適切な量となるように、図示しない元弁の開度やイジェクタの圧力を調整すること;
(6)水素ガス供給系の循環経路に循環する水素オフガス量が適切な量となるように、図示しない水素ポンプの回転数を制御したり図示しないパージ弁の開度を制御したりすること;
(7)運転モードに応じて、各種弁の開閉を制御すること;
(8)冷却液温度の相対値に基づき冷却液の循環量を演算し、図示しない冷却系に設けられた冷却液ポンプの回転数を制御すること;
(9)電圧センサにより検出された燃料電池10の出力電圧Vfc、電流センサにより検出された出力電流Ifcに基づき、燃料電池10の含水量を推測演算し、車両停止時等の掃気量を制御すること;および
(10)第1コンバーター11、第2コンバーター12等の電力系を構成する装置を制御すること。
まず、通常運転モードでは、制御装置20は、アクセル(ガスペダル)開度およびモーター回転数Nに基づいてモーター要求トルクを演算する。次いで、モーター要求トルクとモーター回転数Nとに基づいてモーター要求パワーを演算する。次いで、モーター要求パワーおよび高電圧補機要求パワーに基づいて発電要求パワーを演算する。そして、発電要求パワーを出力させるために必要な燃料電池10の出力電圧Vfcを、燃料電池10の電流-電圧(I-V)特性から演算する。必要に応じて、制御装置20は、燃料電池10とバッテリー13とのそれぞれの出力電力の配分を決定する。そして、求められた出力電圧Vfcを燃料電池10に対する出力上限電圧Vfc_MAXとするためのコマンドCVfcを第1コンバーター11に出力する。また、求められたバッテリー13の要求電力が取り出せるように、第2コンバーター12にコマンドCVinvを出力して、インバーター14の入力電圧Vinv、すなわち高電圧系の電圧を制御する。
図2に、本実施形態1の制御装置20により機能的に実現される、燃料電池システム100の機能ブロック図を示す。これらの機能ブロックは、間欠運転モードにおいて、定期的にまたは不定期に、本発明に係る制御処理(図7および図8参照)を実行するプログラムを制御装置20が呼び出すことにより、機能的に実現される。
通常運転モードでは、適正な発電電力を得るため、第1コンバーター11の出力上限電圧Vfc_MAXが所定電圧V0に維持されているものとする。この第1コンバーター11の上限設定により、燃料電池10の出力電圧Vfcも所定電圧V0で推移する。
図6に示すように、時間の経過とともに、燃料ガスが消費されていき、時刻t2おいて、燃料ガスを供給すべきしきい値Vth2に達したとする。燃料ガスの供給量はゼロのままである。このとき、図6に示すように、第1コンバーター11を停止させたまま燃料ガスを若干量qだけ供給したとする。すると、この燃料ガスの量qは発電可能量を超えているため、燃料電池10の出力電圧Vfcは急激に上昇する。このとき、第1コンバーター11は停止状態、すなわち、一次側と二次側とが電気的に直結されており、二次側のインバーター14の入力電圧Vinvまで出力電圧Vfcが上昇しうる状態になっている。このため、燃料電池10の出力電圧Vfcは二次側の電圧Vinvまで上昇してしまう。この二次側の電圧Vinvが燃料電池10の高電位回避電圧Vh_LIMより大きかったとすれば、燃料電池10の電解質に好ましくない電圧が発生してしまうことになる。
次に、図7および図8のフローチャートを参照しながら、上記機能ブロックで実現される本実施形態1の燃料電池システム100の制御処理を説明する。以下の制御処理は、定期的にまたは不定期に繰り返し実行される処理となっている。例えば、本実施形態では、所定の制御周期毎に、図7および図8に示すような制御処理を実行するソフトウェアプログラムが呼び出される(コールされる)ものとする。
本実施形態1によれば、以下のような利点を有する。
(1)本実施形態によれば、発電可能量以上の燃料ガスが残留している場合には第1コンバーター11の停止が禁止されるので、出力上限電圧Vfc_MAXによる燃料電池10の出力電圧Vfcの上限設定が有効である。よって、燃料電池10に悪影響が及ぼされることを予防可能である。
本発明は、上記実施形態に限定されることなく、本発明の趣旨に反しない範囲において、適宜変形して適用することが可能である。
例えば、上記実施形態では、第1コンバーター11、第2コンバーター12、およびインバーター14を備える燃料電池システム100に本発明を適用したが、このような構成に限定されることはない。DC-DCコンバーターが1つのみのシステム、または、3つ以上備えるような燃料電池システムにおいても、本発明を適用することが可能である。
Claims (12)
- 燃料電池と、
前記燃料電池と高電圧系との間に接続され、前記燃料電池の出力上限電圧を設定するコンバーターと、
前記燃料電池および前記コンバーターを制御する制御装置と、を備え、
前記制御装置は、間欠運転モードにおいて、
前記燃料電池に発電可能量以上の燃料ガスが残留していると判断される場合には、前記コンバーターの停止を禁止する、
ことを特徴とする燃料電池システム。 - 前記燃料電池に前記発電可能量以上の燃料ガスが残留していると判断される場合には、前記燃料電池の前記出力上限電圧が、前記燃料電池の劣化を回避可能な第1の電圧になるよう、前記コンバーターを制御する、
請求項1に記載の燃料電池システム。 - 前記燃料電池の出力電圧が予め定めたしきい値電圧以上である場合には、前記発電可能量以上の燃料ガスが残留していると判断する、
請求項1に記載の燃料電池システム。 - 前記燃料ガスの圧力が予め定めたしきい値圧力以上である場合には、前記発電可能量以上の燃料ガスが残留していると判断する、
請求項1に記載の燃料電池システム。 - 前記燃料電池に前記発電可能量以上の燃料ガスが残留していないと判断された場合には、前記コンバーターを停止する、
請求項1乃至4のいずれか一項に記載の燃料電池システム。 - 前記燃料電池の前記出力電圧が前記燃料ガスを供給するしきい値電圧に達した場合には、
最初に前記コンバーターを駆動させて、次いで前記燃料ガスを供給する、
請求項1乃至5のいずれか一項に記載の燃料電池システム。 - 前記燃料電池の前記出力上限電圧が、前記燃料電池の劣化を回避可能な第2の電圧になるように、前記コンバーターを制御させる、
請求項6に記載の燃料電池システム。 - 負荷装置に接続されたインバーターと、
燃料電池と前記インバーターとの間に接続され、前記燃料電池の出力上限電圧を設定する第1コンバーターと、
蓄電装置と前記インバーターとの間に接続され、前記インバーターの入力電圧を設定する第2コンバーターと、
前記第1コンバーターおよび前記第2コンバーターを制御する制御装置と、を備え、
前記制御装置は、間欠運転モードにおいて、
前記燃料電池に発電可能量以上の燃料ガスが残留していると判断される場合には、前記第1コンバーターの停止を禁止する、
ことを特徴とする燃料電池システム。 - 燃料電池と、前記燃料電池と高電圧系との間に接続され前記燃料電池の出力上限電圧を設定するコンバーターと、を備える燃料電池システムであって、
間欠運転モードにおいて、前記燃料電池への燃料ガスの供給を停止する燃料ガス供給停止手段と、
前記燃料電池に発電可能量以上の燃料ガスが残留しているかを判断する残留燃料ガス量判断手段と、
前記燃料電池に前記発電可能量以上の前記燃料ガスが残留していると判断される場合には、前記燃料電池の前記出力上限電圧が、前記燃料電池の劣化を回避可能な第1の電圧になるよう、前記コンバーターを駆動するコンバーター駆動手段と、
前記燃料電池に前記発電可能量以上の前記燃料ガスが残留していないと判断された場合には、前記コンバーターを停止するコンバーター停止手段と、
を備えることを特徴とする燃料電池システム。 - 前記燃料電池の前記出力電圧が前記燃料ガスを供給するしきい値電圧に達した場合に、最初に前記コンバーターを駆動させて、次いで前記燃料ガスを供給する間欠運転制御手段をさらに備える、
請求項9に記載の燃料電池システム。 - 燃料電池と、前記燃料電池と高電圧系との間に接続され前記燃料電池の出力上限電圧を設定するコンバーターと、を備える燃料電池システムの制御方法であって、
間欠運転モードにおいて、前記燃料電池への燃料ガスの供給を停止するステップと、
前記燃料電池に発電可能量以上の燃料ガスが残留しているかを判断するステップと、
前記燃料電池に前記発電可能量以上の前記燃料ガスが残留していると判断される場合には、前記燃料電池の前記出力上限電圧が、前記燃料電池の劣化を回避可能な第1の電圧になるよう、前記コンバーターを駆動するステップと、
前記燃料電池に前記発電可能量以上の前記燃料ガスが残留していないと判断された場合には、前記コンバーターを停止するステップと、
を備えることを特徴とする燃料電池システムの制御方法。 - 前記燃料電池の前記出力電圧が前記燃料ガスを供給するしきい値電圧に達した場合に、最初に前記コンバーターを駆動させるステップと、
前記コンバーターの駆動後に前記燃料ガスを供給するステップと、をさらに備える、
請求項11に記載の燃料電池システムの制御方法。
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