WO2013187377A1 - 燃料電池システム - Google Patents
燃料電池システム Download PDFInfo
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- WO2013187377A1 WO2013187377A1 PCT/JP2013/065995 JP2013065995W WO2013187377A1 WO 2013187377 A1 WO2013187377 A1 WO 2013187377A1 JP 2013065995 W JP2013065995 W JP 2013065995W WO 2013187377 A1 WO2013187377 A1 WO 2013187377A1
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- fuel cell
- valve
- cell system
- initialization
- stepping motor
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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
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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
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
- B60L3/0053—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to fuel cells
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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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/30—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells
- B60L58/31—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells for starting of fuel cells
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- 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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
- F16K31/00—Actuating devices; Operating means; Releasing devices
- F16K31/02—Actuating devices; Operating means; Releasing devices electric; magnetic
- F16K31/04—Actuating devices; Operating means; Releasing devices electric; magnetic using a motor
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
- F16K37/00—Special means in or on valves or other cut-off apparatus for indicating or recording operation thereof, or for enabling an alarm to be given
- F16K37/0025—Electrical or magnetic means
- F16K37/0041—Electrical or magnetic means for measuring valve parameters
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M8/00—Fuel cells; Manufacture thereof
- H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
- H01M8/04082—Arrangements for control of reactant parameters, e.g. pressure or concentration
- H01M8/04089—Arrangements for control of reactant parameters, e.g. pressure or concentration of gaseous reactants
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M8/00—Fuel cells; Manufacture thereof
- H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
- H01M8/04082—Arrangements for control of reactant parameters, e.g. pressure or concentration
- H01M8/04201—Reactant storage and supply, e.g. means for feeding, pipes
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M8/00—Fuel cells; Manufacture thereof
- H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
- H01M8/04223—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids during start-up or shut-down; Depolarisation or activation, e.g. purging; Means for short-circuiting defective fuel cells
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M8/00—Fuel cells; Manufacture thereof
- H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
- H01M8/04223—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids during start-up or shut-down; Depolarisation or activation, e.g. purging; Means for short-circuiting defective fuel cells
- H01M8/04225—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids during start-up or shut-down; Depolarisation or activation, e.g. purging; Means for short-circuiting defective fuel cells during start-up
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M8/00—Fuel cells; Manufacture thereof
- H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
- H01M8/04223—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids during start-up or shut-down; Depolarisation or activation, e.g. purging; Means for short-circuiting defective fuel cells
- H01M8/04228—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids during start-up or shut-down; Depolarisation or activation, e.g. purging; Means for short-circuiting defective fuel cells during shut-down
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M8/00—Fuel cells; Manufacture thereof
- H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
- H01M8/04298—Processes for controlling fuel cells or fuel cell systems
- H01M8/043—Processes for controlling fuel cells or fuel cell systems applied during specific periods
- H01M8/04303—Processes for controlling fuel cells or fuel cell systems applied during specific periods applied during shut-down
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M8/00—Fuel cells; Manufacture thereof
- H01M8/10—Fuel cells with solid electrolytes
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2270/00—Problem solutions or means not otherwise provided for
- B60L2270/10—Emission reduction
- B60L2270/14—Emission reduction of noise
- B60L2270/145—Structure borne vibrations
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M8/00—Fuel cells; Manufacture thereof
- H01M8/10—Fuel cells with solid electrolytes
- H01M2008/1095—Fuel cells with polymeric electrolytes
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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
- 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
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells
Definitions
- the present invention relates to a fuel cell system.
- JP 2008-293869A discloses a conventional fuel cell system in which a controller is started after a predetermined time has elapsed from the end of operation of the fuel cell system, and a valve driven by a stepping motor is initialized. Yes.
- valve body position of the valve may deviate from the initialization position due to vibration or the like after the valve is initialized and before the fuel cell system is started. Therefore, we want to initialize the valve after starting the fuel cell system.
- the present invention has been made paying attention to such problems, and aims to shorten the time required for valve initialization performed at the start of the fuel cell system and shorten the startup time of the fuel cell system. To do.
- a fuel cell system for generating power by supplying an anode gas and a cathode gas to a fuel cell, the valve provided in the fuel cell system and driven by a stepping motor, and the fuel cell system A stop valve control unit that controls the stepping motor to control the valve body to a predetermined initialization position, and when the fuel cell system is requested to start, the valve valve A fuel cell system is provided that includes a valve initialization unit that rotates the stepping motor by a predetermined number of initialization steps that is less than the maximum number of steps of the stepping motor so that the body moves toward the initialization position.
- FIG. 1 is a schematic diagram of a fuel cell system according to an embodiment of the present invention.
- FIG. 2 is a flowchart for explaining the control contents of the stop-time full-close process according to the embodiment of the present invention.
- FIG. 3 is a flowchart for explaining the control contents of the minimum initialization process according to the embodiment of the present invention.
- FIG. 4 is a time chart for explaining the operation of the stop process of the fuel cell system according to the embodiment of the present invention.
- FIG. 5 is a time chart for explaining the operation of the starting process of the fuel cell system according to the embodiment of the present invention.
- an electrolyte membrane is sandwiched between an anode electrode (fuel electrode) and a cathode electrode (oxidant electrode), an anode gas containing hydrogen in the anode electrode (fuel gas), and a cathode gas containing oxygen in the cathode electrode (oxidant) Electricity is generated by supplying gas.
- the electrode reaction that proceeds in both the anode electrode and the cathode electrode is as follows.
- Anode electrode 2H 2 ⁇ 4H + + 4e ⁇ (1)
- Cathode electrode 4H + + 4e ⁇ + O 2 ⁇ 2H 2 O (2)
- the fuel cell generates an electromotive force of about 1 volt by the electrode reactions (1) and (2).
- FIG. 1 is a schematic diagram of a fuel cell system 1 according to an embodiment of the present invention.
- the fuel cell system 100 includes a fuel cell stack 1, a cathode gas supply / discharge device 2, an anode gas supply / discharge device 3, a power system 4, and a controller 5.
- the fuel cell stack 1 is formed by stacking several hundred fuel cells, and receives the supply of anode gas and cathode gas to generate electric power necessary for driving the vehicle.
- the fuel cell stack 1 includes an anode electrode side output terminal 11 and a cathode electrode side output terminal 12 as terminals for taking out electric power.
- the fuel cell stack 1 includes a current sensor 13 for detecting a current taken out from the fuel cell stack 1 (hereinafter referred to as “stack output current”), and an anode electrode side output terminal 11 and a cathode electrode side output terminal 12. And a voltage sensor 14 for detecting a voltage between terminals (hereinafter referred to as “stack output voltage”).
- the cathode gas supply / discharge device 2 is a device that supplies cathode gas to the fuel cell stack 1 and discharges cathode off-gas discharged from the fuel cell stack 1 to the outside air.
- the cathode gas supply / discharge device 2 includes a cathode gas supply passage 21, a filter 22, a cathode compressor 23, a cathode gas discharge passage 24, a cathode pressure regulating valve 25, a bypass passage 26, and a bypass valve 27.
- the cathode gas supply passage 21 is a passage through which the cathode gas supplied to the fuel cell stack 1 flows.
- the cathode gas supply passage 21 has one end connected to the filter 22 and the other end connected to the cathode gas inlet hole of the fuel cell stack 1.
- the filter 22 removes foreign matters in the cathode gas taken into the cathode gas supply passage 21.
- the cathode compressor 23 is provided in the cathode gas supply passage 21.
- the cathode compressor 23 takes in air (outside air) as cathode gas through the filter 22 into the cathode gas supply passage 21 and supplies it to the fuel cell stack 1.
- the cathode gas discharge passage 24 is a passage through which the cathode off gas discharged from the fuel cell stack 1 flows. One end of the cathode gas discharge passage 24 is connected to the cathode gas outlet hole of the fuel cell stack 1, and the other end is an open end.
- the cathode pressure regulating valve 25 is provided in the cathode gas discharge passage.
- the cathode pressure regulating valve 25 adjusts the pressure of the cathode gas supplied to the fuel cell stack 1 to a desired pressure.
- the bypass passage 26 bypasses the fuel cell stack 1 and directly discharges a part of the cathode gas discharged from the cathode compressor 23 to the cathode gas discharge passage 24 in order to avoid hydrogen dilution and surge of the cathode compressor 23. Is the passage.
- One end of the cathode gas bypass passage 26 is connected to the cathode gas supply passage 21 downstream of the cathode compressor 23, and the other end is connected to the cathode gas discharge passage 24 downstream of the pressure regulating valve.
- the bypass valve 27 is provided in the bypass passage 26.
- the bypass valve 27 is an on-off valve whose opening degree is adjusted stepwise by the stepping motor 271.
- the opening degree of the bypass valve 27 is configured to be small.
- the stepping motor 271 is a motor that rotates by a predetermined basic angle each time a pulse signal is input, and the rotational speed thereof increases as the frequency of the input pulse signal increases.
- the step angle obtained by dividing the rotation angle of the stepping motor 271 necessary for switching the bypass valve 27 from the fully open position to the fully closed position is referred to as a step number, and the step when the bypass valve 27 is fully closed.
- the number is zero.
- the number of steps when the bypass valve 27 is fully open is referred to as the fully open step number. In this embodiment, the number of fully open steps is about 60.
- the anode gas supply / discharge device 3 is a device that supplies anode gas to the fuel cell stack 1 and discharges anode off-gas discharged from the fuel cell stack 1 to the cathode gas discharge passage 24.
- the anode gas supply / discharge device 3 includes a high-pressure tank 31, an anode gas supply passage 32, a shutoff valve 33, an anode pressure regulating valve 34, an anode gas discharge passage 35, and a purge valve 36.
- the high pressure tank 31 stores the anode gas supplied to the fuel cell stack 1 in a high pressure state.
- the anode gas supply passage 32 is a passage for supplying the anode gas discharged from the high-pressure tank 31 to the fuel cell stack 1.
- the anode gas supply passage 32 has one end connected to the high pressure tank 31 and the other end connected to the anode gas inlet hole of the fuel cell stack 1.
- the shutoff valve 33 is provided in the anode gas supply passage 32. By closing the shut-off valve 33, the supply of the anode gas to the fuel cell stack 1 is stopped.
- the anode pressure regulating valve 34 is provided in the anode gas supply passage 32 downstream of the shutoff valve 33.
- the anode pressure regulating valve 34 adjusts the pressure of the anode gas supplied to the fuel cell stack 1 to a desired pressure.
- the anode gas discharge passage 35 is a passage through which the anode off gas discharged from the fuel cell stack 1 flows.
- the anode gas discharge passage 35 has one end connected to the anode gas outlet hole of the fuel cell stack 1 and the other end connected to the cathode gas discharge passage 24.
- the purge valve 36 is provided in the anode gas discharge passage 35.
- the purge valve 36 adjusts the flow rate of the anode off gas discharged from the anode gas discharge passage 35 to the cathode gas discharge passage 24.
- the power system 4 includes a drive motor 41, an inverter 42, a power distribution device 43, a stack power breaker 44, a high power battery 45, a high power power circuit breaker 46, a voltage step-down device 47, and a weak power battery 48. And a low-power circuit breaker 49.
- the drive motor 41 is a three-phase AC synchronous motor in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator.
- the drive motor 41 generates an electromotive force at both ends of the stator coil at the time of deceleration of the vehicle in which the rotor is rotated by an external force and the function as an electric motor that rotates by receiving power supplied from the fuel cell stack 1 and the high-power battery 45 And function as a generator.
- the inverter 42 includes a plurality of semiconductor switches such as IGBT (Insulated Gate Bipolar Transistor).
- the semiconductor switch of the inverter 42 is controlled to be opened / closed by the controller 5, whereby DC power is converted into AC power or AC power is converted into DC power.
- the drive motor 41 functions as an electric motor
- the inverter 42 converts the combined DC power of the generated power of the fuel cell stack 1 and the output power of the high-power battery 45 into three-phase AC power and supplies it to the drive motor 41.
- the drive motor 41 functions as a generator, the regenerative power (three-phase AC power) of the drive motor 41 is converted into DC power and supplied to the high-power battery 45.
- the power distribution device 43 is a bidirectional voltage converter that raises and lowers the output voltage of the fuel cell stack 1.
- a DC / DC converter is used as the power distribution device 43.
- the generated power of the fuel cell stack 1 (stack output current ⁇ stack output voltage) is controlled, and charging / discharging of the high-power battery 45 is controlled, and the necessary power is supplied to the cathode.
- the electrical components of the high electrical system such as the compressor 23 and the drive motor 41 and the electrical components of the weak electrical system such as the cathode pressure regulating valve 25, the bypass valve 27, the cutoff valve 33, the anode pressure regulating valve 34, and the purge valve 36 are appropriately distributed. Supplied.
- the stack power breaker 44 is controlled to be opened and closed by the controller 5 to electrically connect or disconnect the fuel cell stack 1 and the power distribution device 43.
- the high-power battery 45 is a rechargeable secondary battery.
- the high-power battery 45 charges the surplus power generated by the fuel cell stack 1 and the regenerative power of the drive motor 41.
- the electric power charged in the battery 55 is supplied to each of the high-voltage electric parts as necessary, and is also supplied to each of the low-voltage electric parts via the voltage step-down device 47.
- a lithium ion battery having an output voltage of about 300 [V] is used as the high-power battery 45.
- the high-power battery 45 is provided with a temperature sensor 451 that detects the temperature of the high-power battery 45 and an SOC sensor 452 that detects the charge rate (SOC; State Of Charge) of the high-power battery 45.
- SOC State Of Charge
- the high-power power circuit breaker 46 is controlled to be opened and closed by the controller 5, and electrically connects or disconnects the high-power battery 45, the power distribution device 43, and the voltage step-down device 47. Further, the high-voltage power breaker 46 includes a current sensor 461 that detects a current (hereinafter referred to as “battery output current”) extracted from the high-voltage battery 45, and an output voltage (hereinafter referred to as “battery output voltage”) of the high-voltage battery 45. And a voltage sensor 462 for detecting.
- the voltage step-down device 47 steps down the applied voltage and supplies power to each of the weak electrical components.
- a DC / DC converter is used as the voltage step-down device 47.
- the weak battery 48 is a rechargeable secondary battery.
- the weak electric battery 48 stores electric power to be supplied to the electric parts of the weak electric system during the start process and the stop process of the fuel cell system 100 that is not generating power in the fuel cell stack 1.
- a lead storage battery having an output voltage of about 14 [V] is used as the low-power battery 48.
- the light power circuit breaker 49 is controlled to be opened and closed by the controller 5 and electrically connects or disconnects the voltage step-down device 47 and the light battery 48 and each of the weak electrical components.
- the controller 5 includes a microcomputer having a central processing unit (CPU), a read only memory (ROM), a random access memory (RAM), and an input / output interface (I / O interface).
- CPU central processing unit
- ROM read only memory
- RAM random access memory
- I / O interface input / output interface
- the controller 5 includes the rotational speed of the cathode compressor 23. Signals from various sensors necessary for controlling the fuel cell system 100, such as a rotation speed sensor 61 to detect and a start switch 62 to detect a start / stop request of the fuel cell system 100, are input.
- the controller 5 performs a predetermined stop sequence process to stop the fuel cell system 100 when the start switch 62 is turned off, that is, when there is a request to stop the fuel cell system 100.
- a predetermined start sequence process is performed to start the fuel system.
- the stop sequence process includes a drying process for drying the fuel cell stack 1 after the start switch 62 is turned off, a stop VLC (Voltage Limit Control) process for reducing the stack output voltage to a predetermined limit voltage, a fuel
- the fuel cell system 100 is completed by sequentially performing a power generation stop process for stopping power generation in the battery stack 1, a high power stop process for cutting off power supply to the high power system, and a low power stop process for cutting off power supply to the low power system. It is a process to stop.
- the start sequence process includes a low power start process for starting power supply to the weak power system after the start switch 62 is turned on, a high power start process for starting power supply to the high power system, and the fuel cell stack 1 This is a process for starting power generation in the fuel cell stack 1 by sequentially performing stack activation processing for preparing for activation.
- valve body of the bypass valve 27 is controlled to the fully closed position during the stop sequence process and the start sequence process. The reason will be described below.
- bypass valve 27 is an on-off valve whose opening degree is adjusted stepwise by the stepping motor 271.
- the stepping motor 271 does not have means for directly detecting the actual rotational position, immediately after the fuel cell system 100 is started, the opening degree of the bypass valve 27, that is, the position of the bypass valve 27 is unknown. Yes. Therefore, when starting the fuel cell system 100, before starting the power generation in the fuel cell stack 1, the stepping motor 271 is rotated reversely so that the valve body of the bypass valve 27 is pressed against the valve seat, and the opening degree of the bypass valve 27 is increased. It is necessary to perform an initialization process for grasping the position of the valve body by fully closing.
- the number of steps can be calculated according to the number of pulse signals input to the stepping motor 271 until the fuel cell system 100 is stopped next time.
- the opening can be grasped.
- the valve element position of the bypass valve 27 is unknown before the initialization process is performed, in order to press the bypass valve 27 against the valve seat and to fully close the bypass valve 27.
- the stepping motor 271 needs to be rotated in the reverse direction at least by the number of fully open steps.
- the stepping motor 271 may be rotated in the reverse direction even after the valve body reaches the valve seat. Even after the valve body reaches the valve seat, when the stepping motor 271 is rotated in the reverse direction, the valve body continues to be pressed against the valve seat, so that wear of parts increases and sound vibration performance also deteriorates. Further, the valve seat may be bounced back to the valve body to cause step-out.
- the normal time refers to the time when the fuel cell stack 1 is used to generate power and the fuel cell system 100 is operated with the generated power.
- the bypass valve 27 controls the flow rate of the cathode gas supplied to the fuel cell stack 1 by controlling the flow rate of the cathode gas flowing through the bypass passage 26. Therefore, the initialization process of the bypass valve 27 needs to be performed before power generation is started in the fuel cell stack 1. However, if the stepping motor 271 is reversely rotated by the number of fully open steps at a slower speed than usual, it takes time, and the time from the start of the fuel cell system 100 to the start of power generation in the fuel cell stack 1 becomes longer. As a result, since the time from the start of the fuel cell system 100 to the completion of warm-up becomes longer, the time from when the fuel cell system 100 is started until the travel permission is given becomes longer, and the merchantability is deteriorated.
- bypass sequence 27 is performed in parallel with the stop sequence process.
- a stop-time fully closing process for controlling the stepping motor 271 so that the valve 27 is fully closed is performed.
- the number of fully open steps is parallel to the start sequence process.
- the minimum initialization process for initializing the bypass valve 27 is performed by rotating the stepping motor 271 in the reverse direction by a predetermined number of initialization steps smaller than that. In this embodiment, the number of initialization steps is set to about 8.
- bypass valve 27 is initialized with a smaller number of initialization steps than the number of fully opened steps when the fuel cell system is started. be able to.
- the time required for initializing the bypass valve 27 can be shortened, and the time from when the fuel cell system 100 is started to when the fuel cell stack 1 starts power generation can be shortened.
- control contents of the stop-time fully-closed process performed during the stop sequence process of the fuel cell system 100 and the minimum initialization process performed during the start-up sequence process of the fuel cell system 100 will be described.
- FIG. 2 is a flowchart for explaining the control content of the fully closed process at the time of stop according to the present embodiment.
- step S1 the controller 5 determines whether or not an abnormality has occurred during the operation of the fuel cell system 100 such that the fully closed process at the time of stoppage cannot be performed. If an abnormality has occurred, the controller 5 performs the process of step S2. On the other hand, if no abnormality has occurred, the process of step S3 is performed.
- step S2 the controller 5 stops the execution of the fully closed process during stop during the stop sequence process.
- step S3 the controller 5 determines whether the drying process has been completed.
- the drying process is a process in which the cathode compressor 23 is driven for a predetermined time by the generated power of the fuel cell stack 1 for the next start-up, and the water inside the fuel cell stack 1 is discharged to the outside of the system. This prevents the startability from deteriorating due to freezing of the water inside the fuel cell stack 1. If the drying is not finished, the controller 5 finishes the current process, and if the drying process is finished, the controller 5 performs the process of step S4.
- step S4 the controller 5 sets the energization amount to the cathode compressor 23 to zero and stops the cathode compressor 23.
- step S5 the controller 5 determines whether or not the rotational speed N of the cathode compressor 23 has become equal to or lower than the stop determination rotational speed Ns. If the rotational speed N of the cathode compressor 23 is higher than the stop determination rotational speed Ns, the controller 5 ends the current process. On the other hand, if the rotational speed N of the cathode compressor 23 is equal to or lower than the stop rotational speed Ns, the process of step S6 is performed.
- step S6 the controller 5 determines whether or not the number of steps of the stepping motor 271 of the bypass valve 27 is equal to or less than the number of initialization steps.
- the controller 5 performs the process of step S7 if the number of steps of the stepping motor 271 is larger than the number of initialization steps, and performs the process of step S8 if it is equal to or less than the number of initialization steps.
- step S7 the controller 5 rotates the stepping motor 271 in the reverse direction at the normal rotation speed so that the number of steps is equal to the number of initialization steps.
- step S8 the controller 5 rotates the stepping motor 271 in the reverse direction at a rotation speed slower than normal so that the number of steps becomes zero.
- FIG. 3 is a flowchart for explaining the control contents of the minimum initialization process according to this embodiment.
- step S11 the controller 5 determines whether or not the fully closed process at the time of stop is performed during the stop sequence process.
- the controller 5 performs the process of step S12 if the fully closed process at the time of stop is implemented during the stop sequence process. On the other hand, if the stop full close process is not performed during the stop sequence process, the process of step S13 is performed.
- step S12 the controller 5 rotates the stepping motor 271 in the reverse direction by the number of initialization steps at a rotation speed slower than normal.
- the stepping motor 271 is rotated in the reverse direction by the number of initialization steps.
- the stop full-close process is executed during the stop sequence process. If this is the case, even if the valve body position of the bypass valve 27 deviates from the fully closed position until the next start, it can be estimated that the bypass valve 27 is in the vicinity of the fully closed position, and the initialization step number smaller than the fully open step number is reversed. This is because the valve body can be sufficiently pressed against the valve seat only by rotating.
- step S13 the controller 5 rotates the stepping motor 271 in the reverse direction at a rotational speed slower than the normal time by the number of fully open steps.
- the stepping motor 271 is rotated in the reverse direction by the number of fully open steps because the valve body position of the bypass valve 27 is unknown. is there.
- FIG. 4 is a time chart for explaining the operation of the stop sequence process according to the present embodiment.
- the drying process is performed. During the drying process, anode gas and cathode gas are supplied to the fuel cell stack 1, and the cathode compressor 23 is driven by the power generated by the fuel cell stack 1.
- the stop VLC process is a process in which the cathode gas in the fuel cell stack 1 is consumed by supplying only the anode gas and generating power after the supply of the cathode gas is stopped, and the stack output voltage is reduced to the limit voltage. is there. As a result, it is possible to prevent the deterioration of the catalyst of the fuel cell caused by stopping the fuel cell system 100 while the stack output voltage is high.
- the period from the time t3 to the time t6 from when the drive of the cathode compressor 23 is stopped to when the low-power stop process is started is a period during which the bypass valve 27 can be fully closed when the bypass valve 27 is stopped.
- FIG. 5 is a time chart for explaining the operation of the start sequence process according to the present embodiment.
- the start switch 62 When the start switch 62 is turned on at time t11, the light power breaker 49 is connected, and the light power activation process is started. In the light power activation process, a self-diagnosis of the controller 5 and a sticking diagnosis of the light power breaker 49 are performed.
- the high power circuit breaker 46 is connected, the high power start process is started, and the minimum initialization process of the bypass valve 27 is started.
- the minimum initialization process is started at the same time as the end of the low-power start process.
- the power of the low-power battery can be supplied to the stepping motor 271 of the bypass valve 27 when the low-power start process ends. This is because it becomes possible to implement this.
- the sticking diagnosis of the high-power power breaker 46 and a determination as to whether the battery output voltage has increased to a predetermined voltage or higher are performed.
- the stack start-up process is performed, and after the shut-off valve 33 is opened, the stack power breaker 44 is connected. Thereafter, the anode pressure regulating valve 34 is opened, the cathode compressor 23 is driven, and power generation of the fuel cell stack 1 is started.
- the minimum initialization process of the bypass valve 27 can be performed between the time t12 and the time t14 from the end of the light electricity start-up process to the time when the cathode compressor 23 is driven and the cathode gas is supplied to the fuel cell stack 1. Range.
- the stepping motor 271 when there is a request to stop the fuel cell system, the stepping motor 271 is controlled to control the bypass valve 27 to a predetermined initialization position, and there is a request to start the fuel cell system.
- the stepping motor 271 is rotated by a predetermined number of initialization steps smaller than the maximum number of steps of the stepping motor 271 so that the bypass valve 27 moves toward the initialization position.
- bypass valve 27 is controlled to the fully closed position during the stop sequence process of the fuel cell system, and when the start request for the fuel cell system 100 is requested next time, the fully open step is performed during the start sequence process.
- the bypass valve 27 is initialized by reversely rotating the stepping motor 271 by the number of initialization steps smaller than the number of initialization steps.
- the initialization time of the bypass valve 27 at the start of the fuel cell system 100 can be shortened, so that the time until the fuel cell stack 1 starts generating power after the fuel cell system 100 is started is shortened. it can. Therefore, the time from the start of the fuel cell system 100 to the completion of warm-up can be shortened, and the time from when the fuel cell system 100 is started until the travel permission is issued can be shortened.
- the stepping motor 271 is rotated at a speed slower than the normal time. Occurrence of component wear, sound vibration, and step-out when pressed against the valve seat can be suppressed.
- bypass valve 27 is initialized with the number of initialization steps smaller than the number of fully opened steps, the time for which the valve body of the bypass valve 27 is pressed against the valve seat is shortened, so that parts wear, sound vibration, and step-out can be prevented.
- production can be suppressed further.
- the initialization of the bypass valve 27 is started when the low-power start-up process is completed, that is, when power can be supplied to the stepping motor 271 of the bypass valve 27.
- the initialization of the bypass valve 27 is promptly started so that the fuel cell stack 1 can initialize the bypass valve 27. It is possible to prevent the start of power generation from being delayed. That is, the initialization of the bypass valve 27 can be terminated during the high power start process and the stack start process after the light power start process.
- the stepping motor 271 when an abnormality that prevents the fully closed process at the time of stoppage from occurring during operation of the fuel cell system 100, the stepping motor 271 is reversely rotated by the number of fully opened steps at the start. Thus, the bypass valve 27 is initialized.
- the initialization position of the bypass valve 27 is a fully closed position, but the initialization position may be a fully open position.
- bypass valve 27 has been described.
- the bypass valve 27 is not limited to the bypass valve 27 as long as the valve is driven by a stepping motor.
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Abstract
Description
カソード電極 : 4H+ +4e- +O2 →2H2O …(2)
Claims (5)
- アノードガス及びカソードガスを燃料電池に供給して発電させる燃料電池システムであって、
前記燃料電池システム内に設けられ、ステッピングモータによって駆動されるバルブと、
前記燃料電池システムの停止要求があったときに、前記ステッピングモータを制御して前記バルブの弁体を所定の初期化位置に制御する停止時バルブ制御部と、
前記燃料電池システムの始動要求があったときに、前記バルブの弁体が前記初期化位置に向けて移動するように、前記ステッピングモータの最大ステップ数よりも少ない所定の初期化ステップ数だけ前記ステッピングモータを回転させるバルブ初期化部と、
を備える燃料電池システム。 - 前記バルブ初期化部は、
前記初期化ステップ数だけ前記ステッピングモータを回転させるときは、前記ステッピングモータの回転速度を通常時よりも遅くする、
請求項1に記載の燃料電池システム。 - 前記燃料電池システムの始動要求があったときに、所定の始動シーケンス処理を実施した後に前記燃料電池による発電を開始するシステム始動部を備え、
前記バルブ初期化部は、
前記始動シーケンス処理中に、前記初期化ステップ数だけ前記ステッピングモータを回転させる、
請求項1又は請求項2に記載の燃料電池システム。 - 前記燃料電池システムの運転中に前記バルブを操作できなくなる異常が発生したときは、停止時バルブ制御を禁止する停止時バルブ制御禁止部と、
停止時バルブ制御が禁止されたときは、前記バルブの弁体が前記初期化位置に向けて移動するように、前記ステッピングモータの最大ステップ数だけ前記ステッピングモータを回転させる異常時バルブ初期化部と、
を備える請求項1から請求項3までのいずれか1つに記載の燃料電池システム。 - 前記初期化位置は、前記バイパス弁の全閉位置である、
請求項1から請求項4までのいずれか1つに記載の燃料電池システム。
Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
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US14/406,806 US9214688B2 (en) | 2012-06-13 | 2013-06-10 | Fuel cell system |
JP2014521325A JP5822024B2 (ja) | 2012-06-13 | 2013-06-10 | 燃料電池システム |
EP13803908.6A EP2863461B1 (en) | 2012-06-13 | 2013-06-10 | Fuel cell system |
CA2874045A CA2874045C (en) | 2012-06-13 | 2013-06-10 | Fuel cell system with valve initialization |
CN201380031265.1A CN104364952B (zh) | 2012-06-13 | 2013-06-10 | 燃料电池系统 |
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JP2012-134056 | 2012-06-13 | ||
JP2012134056 | 2012-06-13 |
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PCT/JP2013/065995 WO2013187377A1 (ja) | 2012-06-13 | 2013-06-10 | 燃料電池システム |
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US (1) | US9214688B2 (ja) |
EP (1) | EP2863461B1 (ja) |
JP (1) | JP5822024B2 (ja) |
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JP2017111922A (ja) * | 2015-12-15 | 2017-06-22 | 日産自動車株式会社 | 燃料電池システムの制御方法及び燃料電池システム |
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DE102016201212A1 (de) * | 2016-01-27 | 2017-07-27 | Bayerische Motoren Werke Aktiengesellschaft | Steuerungsvorrichtung und Verfahren zur Steuerung eines Brennstoffzellenbasierten Kraftfahrzeugantriebs |
JP6512187B2 (ja) | 2016-07-21 | 2019-05-15 | トヨタ自動車株式会社 | 燃料電池システム |
KR102399476B1 (ko) * | 2017-05-23 | 2022-05-17 | 현대자동차주식회사 | 연료전지의 시동 제어방법 및 시스템 |
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JP2006266218A (ja) * | 2005-03-25 | 2006-10-05 | Yamaha Motor Co Ltd | 空気量制御装置 |
JP2008293869A (ja) | 2007-05-28 | 2008-12-04 | Toyota Motor Corp | 燃料電池システム及び車両 |
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JP2007321873A (ja) * | 2006-05-31 | 2007-12-13 | Toshiba Corp | バルブ制御方法 |
JP5166795B2 (ja) * | 2007-08-01 | 2013-03-21 | 本田技研工業株式会社 | 燃料電池システム |
WO2013180109A1 (ja) * | 2012-06-01 | 2013-12-05 | 日産自動車株式会社 | 燃料電池システム |
-
2013
- 2013-06-10 US US14/406,806 patent/US9214688B2/en not_active Expired - Fee Related
- 2013-06-10 CN CN201380031265.1A patent/CN104364952B/zh active Active
- 2013-06-10 CA CA2874045A patent/CA2874045C/en active Active
- 2013-06-10 EP EP13803908.6A patent/EP2863461B1/en active Active
- 2013-06-10 JP JP2014521325A patent/JP5822024B2/ja not_active Expired - Fee Related
- 2013-06-10 WO PCT/JP2013/065995 patent/WO2013187377A1/ja active Application Filing
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JP2006266218A (ja) * | 2005-03-25 | 2006-10-05 | Yamaha Motor Co Ltd | 空気量制御装置 |
JP2008293869A (ja) | 2007-05-28 | 2008-12-04 | Toyota Motor Corp | 燃料電池システム及び車両 |
WO2009060679A1 (ja) * | 2007-11-06 | 2009-05-14 | Toyota Jidosha Kabushiki Kaisha | 燃料電池システム |
JP2010272375A (ja) * | 2009-05-21 | 2010-12-02 | Toyota Motor Corp | 燃料電池システム |
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CA2874045A1 (en) | 2013-12-19 |
EP2863461A1 (en) | 2015-04-22 |
CN104364952A (zh) | 2015-02-18 |
EP2863461B1 (en) | 2016-09-07 |
EP2863461A4 (en) | 2015-06-24 |
CA2874045C (en) | 2015-11-03 |
US9214688B2 (en) | 2015-12-15 |
JP5822024B2 (ja) | 2015-11-24 |
US20150188169A1 (en) | 2015-07-02 |
CN104364952B (zh) | 2016-04-06 |
JPWO2013187377A1 (ja) | 2016-02-04 |
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