WO2014045810A1 - Système de pile à combustible - Google Patents

Système de pile à combustible Download PDF

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Publication number
WO2014045810A1
WO2014045810A1 PCT/JP2013/072807 JP2013072807W WO2014045810A1 WO 2014045810 A1 WO2014045810 A1 WO 2014045810A1 JP 2013072807 W JP2013072807 W JP 2013072807W WO 2014045810 A1 WO2014045810 A1 WO 2014045810A1
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WO
WIPO (PCT)
Prior art keywords
pressure
anode
fuel cell
cathode
anode gas
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PCT/JP2013/072807
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English (en)
Japanese (ja)
Inventor
隼人 筑後
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日産自動車株式会社
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Publication date
Application filed by 日産自動車株式会社 filed Critical 日産自動車株式会社
Priority to JP2014536706A priority Critical patent/JP5773084B2/ja
Publication of WO2014045810A1 publication Critical patent/WO2014045810A1/fr

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    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04082—Arrangements for control of reactant parameters, e.g. pressure or concentration
    • H01M8/04089—Arrangements for control of reactant parameters, e.g. pressure or concentration of gaseous reactants
    • H01M8/04104—Regulation of differential pressures
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04298—Processes for controlling fuel cells or fuel cell systems
    • H01M8/04313—Processes for controlling fuel cells or fuel cell systems characterised by the detection or assessment of variables; characterised by the detection or assessment of failure or abnormal function
    • H01M8/0438—Pressure; Ambient pressure; Flow
    • H01M8/04388—Pressure; Ambient pressure; Flow of anode reactants at the inlet or inside the fuel cell
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04298—Processes for controlling fuel cells or fuel cell systems
    • H01M8/04313—Processes for controlling fuel cells or fuel cell systems characterised by the detection or assessment of variables; characterised by the detection or assessment of failure or abnormal function
    • H01M8/0438—Pressure; Ambient pressure; Flow
    • H01M8/04395—Pressure; Ambient pressure; Flow of cathode reactants at the inlet or inside the fuel cell
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04298—Processes for controlling fuel cells or fuel cell systems
    • H01M8/04694—Processes for controlling fuel cells or fuel cell systems characterised by variables to be controlled
    • H01M8/04746—Pressure; Flow
    • H01M8/04753—Pressure; Flow of fuel cell reactants
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/10—Fuel cells with solid electrolytes
    • H01M2008/1095—Fuel cells with polymeric electrolytes
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M2250/00—Fuel cells for particular applications; Specific features of fuel cell system
    • H01M2250/20—Fuel cells in motive systems, e.g. vehicle, ship, plane
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/30—Hydrogen technology
    • Y02E60/50—Fuel cells
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells

Definitions

  • the present invention relates to a fuel cell system.
  • JP 2005-243476A discloses an anode gas non-circulation type fuel cell system in which unused anode gas discharged into an anode gas discharge passage is not returned to the anode gas supply passage as a conventional fuel cell system.
  • This conventional fuel cell system performs a pulsation operation in which the pressure of the anode gas is increased or decreased.
  • the membrane electrode assembly (Membrane Electrode Assembly; hereinafter referred to as "MEA") of each fuel cell is unexpected. Stress is applied to cause deterioration of the fuel cell.
  • the present invention has been made paying attention to such a problem, and an object thereof is to carry out differential pressure determination with high accuracy in consideration of pressure loss.
  • a fuel cell system that generates electricity by supplying an anode gas and a cathode gas to a fuel cell.
  • the fuel cell system includes an anode gas supply passage through which an anode gas to be supplied to the fuel cell flows, an anode pressure detection means provided in the anode gas supply passage for detecting an anode pressure in the anode gas supply passage, fuel Cathode pressure detecting means for detecting the cathode pressure on the cathode side in the battery, cathode pressure control means for controlling the pressure of the cathode gas supplied to the fuel cell based on the operating state of the fuel cell system, and the operating state of the fuel cell system And an anode pressure control means for controlling the anode pressure so that the differential pressure between the lower limit of the pulsation width and the cathode pressure is equal to or greater than a predetermined value.
  • a differential pressure determination means for determining whether or not the differential pressure between the anode pressure and the cathode pressure is less than a predetermined control value; and a fuel cell Comprising of an estimation unit that estimates, based on the rate of change of the anode pressure of the anode gas supply passage to the anode pressure is detected by the anode pressure detecting means.
  • FIG. 1 is a schematic perspective view of a fuel cell.
  • 2 is a cross-sectional view of the fuel cell of FIG. 1 taken along the line II-II.
  • FIG. 3 is a schematic configuration diagram of an anode gas non-circulating fuel cell system according to an embodiment of the present invention.
  • FIG. 4 is a diagram for explaining pulsation operation during steady operation.
  • FIG. 5 is a block diagram illustrating a cathode pressure control method according to an embodiment of the present invention.
  • FIG. 6 is a block diagram illustrating an anode pressure control method according to an embodiment of the present invention.
  • FIG. 7 is a flowchart illustrating differential pressure determination according to an embodiment of the present invention.
  • FIG. 8 is a table for calculating the pressure loss generated in the anode gas supply passage based on the anode gas supply flow rate.
  • a fuel cell has an electrolyte membrane 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 and 2 are diagrams illustrating the configuration of a fuel cell 10 according to an embodiment of the present invention.
  • FIG. 1 is a schematic perspective view of the fuel cell 10.
  • 2 is a cross-sectional view of the fuel cell 10 of FIG. 1 taken along the line II-II.
  • the fuel cell 10 includes an anode separator 12 and a cathode separator 13 arranged on both front and back surfaces of the MEA 11.
  • the MEA 11 includes an electrolyte membrane 111, an anode electrode 112, and a cathode electrode 113.
  • the MEA 11 has an anode electrode 112 on one surface of the electrolyte membrane 111 and a cathode electrode 113 on the other surface.
  • the electrolyte membrane 111 is a proton conductive ion exchange membrane formed of a fluorine-based resin.
  • the electrolyte membrane 111 exhibits good electrical conductivity in a wet state.
  • the anode electrode 112 includes a catalyst layer 112a and a gas diffusion layer 112b.
  • the catalyst layer 112a is in contact with the electrolyte membrane 111.
  • the catalyst layer 112a is formed of carbon black particles carrying platinum or platinum.
  • the gas diffusion layer 112b is provided outside the catalyst layer 112a (on the opposite side of the electrolyte membrane 111) and is in contact with the anode separator 12.
  • the gas diffusion layer 112b is formed of a member having sufficient gas diffusibility and conductivity, and is formed of, for example, a carbon cloth woven with yarns made of carbon fibers.
  • the cathode electrode 113 includes a catalyst layer 113a and a gas diffusion layer 113b.
  • the anode separator 12 is in contact with the gas diffusion layer 112b.
  • the anode separator 12 has a plurality of groove-shaped anode gas passages 121 for supplying anode gas to the anode electrode 112 on the side in contact with the gas diffusion layer 112b.
  • the cathode separator 13 is in contact with the gas diffusion layer 113b.
  • the cathode separator 13 has a plurality of groove-like cathode gas flow paths 131 for supplying cathode gas to the cathode electrode 113 on the side in contact with the gas diffusion layer 113b.
  • the anode gas flowing through the anode gas channel 121 and the cathode gas flowing through the cathode gas channel 131 flow in the opposite directions in parallel to each other. You may make it flow in the same direction in parallel with each other.
  • FIG. 3 is a schematic configuration diagram of an anode gas non-circulating fuel cell system 1 according to an embodiment of the present invention.
  • the fuel cell system 1 includes a fuel cell stack 2, an anode gas supply / discharge device 3, a cathode gas supply / discharge device 4, and a controller 5.
  • the cooling device that cools the fuel cell stack 2 is not a main part of the present invention, and is not shown in order to facilitate understanding.
  • the fuel cell stack 2 is formed by stacking a plurality of fuel cells 10, generates electric power by receiving supply of anode gas and cathode gas, and generates electric power necessary for driving a vehicle (for example, electric power necessary for driving a motor). ).
  • the anode gas supply / discharge device 3 includes a high pressure tank 31, an anode gas supply passage 32, an anode pressure regulating valve 33, an anode pressure sensor 34, an anode gas discharge passage 35, a buffer tank 36, a purge passage 37, and a purge. And a valve 38.
  • the anode gas supply / discharge device 3 supplies the anode gas to the fuel cell stack 1, temporarily stores the anode off-gas discharged from the fuel cell stack 1 in the buffer tank 36, and then discharges it from the purge passage 37 as necessary. .
  • the high pressure tank 31 stores the anode gas supplied to the fuel cell stack 2 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 2, and has one end connected to the high-pressure tank 31 and the other end of the fuel cell stack 2. Connected to the anode gas inlet hole 21.
  • the anode pressure regulating valve 33 is provided in the anode gas supply passage 32.
  • the anode pressure regulating valve 33 adjusts the anode gas discharged from the high-pressure tank 31 to a desired pressure and supplies it to the fuel cell stack 2.
  • the anode pressure regulating valve 33 is an electromagnetic valve whose opening degree can be adjusted continuously or stepwise, and the opening degree is controlled by the controller 5.
  • the anode pressure sensor 34 is provided in the anode gas supply passage 32 downstream of the anode pressure regulating valve 33.
  • the anode pressure sensor 34 detects the pressure of the anode gas flowing through the anode gas supply passage 32 downstream of the anode pressure regulating valve 33.
  • the detected value of the anode pressure sensor 34 is referred to as a detected anode pressure P an — sen [kPa].
  • the anode gas discharge passage 35 has one end connected to the anode gas outlet hole 22 of the fuel cell stack 2 and the other end connected to the buffer tank 36.
  • the anode gas discharge passage 35 has a mixed gas (hereinafter referred to as “anode off gas”) of excess anode gas that has not been used for the electrode reaction and an impure gas such as nitrogen that has permeated from the cathode side to the anode gas flow path 121. Is said to be discharged.
  • the buffer tank 36 temporarily stores the anode off gas flowing through the anode gas discharge passage 35.
  • the purge passage 37 has one end connected to the anode gas discharge passage 35 and the other end being an open end.
  • the anode off gas stored in the buffer tank 36 once flows back through the anode gas discharge passage 35 and then is discharged from the opening end to the outside air through the purge passage 37.
  • the purge valve 38 is provided in the purge passage 37.
  • the purge valve 38 is an electromagnetic valve whose opening / closing is controlled by the controller 5. By opening the purge valve 38, the anode off gas stored in the buffer tank 36 passes through the purge passage 37 and is discharged from the open end to the outside air.
  • the cathode gas supply / discharge device 4 includes a cathode gas supply passage 41, a cathode gas discharge passage 42, a filter 43, an air flow sensor 44, a cathode compressor 45, a cathode pressure sensor 46, and a water recovery device (Water Recovery Device; (Hereinafter referred to as “WRD”) 47 and a cathode pressure regulating valve 48.
  • the cathode gas supply / discharge device 4 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 passage 41 is a passage through which the cathode gas supplied to the fuel cell stack 1 flows.
  • the cathode gas supply passage 41 has one end connected to the filter 43 and the other end connected to the cathode gas inlet hole 23 of the fuel cell stack 1.
  • the cathode gas discharge passage 42 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 42 is connected to the cathode gas outlet hole 24 of the fuel cell stack 1, and the other end is an open end.
  • the cathode off gas is a mixed gas of the cathode gas and water vapor generated by the electrode reaction.
  • the filter 43 removes foreign matters in the cathode gas taken into the cathode gas supply passage 41.
  • the air flow sensor 44 is provided in the cathode gas supply passage 41 upstream of the cathode compressor 45.
  • the air flow sensor 44 detects the flow rate of the cathode gas that is supplied to the cathode compressor 45 and finally supplied to the fuel cell stack 1.
  • the cathode compressor 45 is provided in the cathode gas supply passage 41.
  • the cathode compressor 45 takes in air (outside air) as cathode gas through the filter 43 into the cathode gas supply passage 41 and supplies it to the fuel cell stack 1.
  • the cathode pressure sensor 46 is provided in the cathode gas supply passage 41 between the cathode compressor 45 and the WRD 47.
  • the cathode pressure sensor 46 detects the pressure of the cathode gas in the vicinity of the cathode gas inlet of the WRD 47.
  • the detected value of the cathode pressure sensor 46 is referred to as a detected cathode pressure P cath_sen [kPa].
  • the WRD 47 is connected to each of the cathode gas supply passage 41 and the cathode gas discharge passage 42, collects moisture in the cathode off-gas flowing through the cathode gas discharge passage 42, and cathode that flows through the cathode gas supply passage 41 with the collected moisture. Humidify the gas.
  • the cathode pressure regulating valve 48 is provided in the cathode gas discharge passage 42 downstream of the WRD 47.
  • the cathode pressure regulating valve 48 is controlled to be opened and closed by the controller 5 and adjusts the pressure of the cathode gas supplied to the fuel cell stack 11 to a desired pressure.
  • 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 a current sensor 51 that detects the output current of the fuel cell stack 2 and the temperature of cooling water that cools the fuel cell stack 2.
  • the operating state of the fuel cell system 1 includes a temperature sensor 52 that detects the amount of depression, an accelerator stroke sensor 53 that detects the amount of depression of the accelerator pedal (hereinafter referred to as “accelerator operation amount”), and an atmospheric pressure sensor 54 that detects atmospheric pressure.
  • Various signals for detection are input.
  • the controller 5 performs a pulsation operation for periodically raising and lowering the anode pressure based on these input signals.
  • FIG. 4 is a diagram for explaining the pulsation operation during the steady operation in which the operation state of the fuel cell system 1 is constant.
  • the controller 5 calculates the target output current (load of the fuel cell stack 2) of the fuel cell stack 2 based on the operating state of the fuel cell system 1, and according to the target output current.
  • the anode pressure is periodically raised and lowered between the pulsation widths.
  • the opening degree of the anode pressure regulating valve 33 is feedback controlled so that the anode pressure becomes the upper limit pressure.
  • the anode pressure increases from the lower limit pressure toward the upper limit pressure.
  • the anode gas is supplied from the high pressure tank 31 to the fuel cell stack 2, and the anode off gas is pushed into the buffer tank 36.
  • the opening degree of the anode pressure regulating valve 33 is feedback controlled so that the anode pressure becomes the lower limit pressure.
  • the opening of the anode pressure regulating valve 33 is fully closed, and the supply of anode gas from the high-pressure tank 31 to the fuel cell stack 2 is stopped. Then, the anode gas left in the anode gas flow path 121 inside the fuel cell stack is consumed over time due to the electrode reaction of (1) described above, and as shown in FIG. The anode pressure decreases with the consumption of.
  • the pressure in the buffer tank 36 temporarily becomes higher than the pressure in the anode gas flow path 121.
  • the anode off gas flows backward to the side.
  • the purge valve 38 By opening the purge valve 38 at this timing, the anode off gas stored in the buffer tank 36 is discharged to the outside.
  • the cathode pressure is set to a pressure between the upper limit pressure and the lower limit pressure of the anode pressure
  • the anode gas flow path 121 in the fuel cell stack 2 is set.
  • the state where the pressure becomes higher than the pressure in the cathode gas flow channel 131 and the state where the pressure becomes lower periodically come.
  • the MEA 11 periodically undulates due to a pressure difference between the pressure in the anode gas flow path 121 and the pressure in the cathode gas flow path 131, and unexpected stress is applied to the MEA 11 to cause deterioration of the MEA 11.
  • the cathode pressure and the anode pressure are controlled so that the pressure in the anode gas channel 121 is always higher than the pressure in the cathode gas channel 131.
  • the lower limit pressure of the anode pressure is set based on the cathode pressure so that the lower limit pressure of the anode pressure is higher than the cathode pressure by a predetermined pressure.
  • pressure loss occurs between the anode pressure sensor 34 and the fuel cell stack 2 due to the handling of the anode gas supply passage 32 and the like. Due to the influence of this pressure loss, a deviation occurs between the detected anode pressure P an — sen [kPa] and the pressure in the anode gas flow path 121 of the fuel cell stack 2. That is, the pressure in the anode gas flow path 121 is actually lower than the detected anode pressure P an — sen [kPa].
  • the pressure loss increases as the flow rate of the anode gas flowing through the anode gas supply passage 32 increases.
  • the anode gas supply flow rate instantaneously increases when the anode pressure is increased. Therefore , the detected anode pressure P an — sen [kPa] ] And the pressure in the anode gas flow path 121 are likely to increase.
  • the differential pressure between the pressure in the anode gas channel 121 and the pressure in the cathode gas channel 131 is actually obtained.
  • the differential pressure is greater than or equal to the control value in the differential pressure determination.
  • both the cathode pressure and the anode pressure increase.
  • the response of the pressure increase in the anode gas flow path 121 is delayed due to the influence of the pressure loss, and the differential pressure between the pressure in the anode gas flow path 121 and the pressure in the cathode gas flow path 131 is managed as described above.
  • the differential pressure diagnosis may determine that the differential pressure is greater than or equal to the control value.
  • the pressure in the anode gas flow path 121 is estimated in consideration of the pressure loss between the anode pressure sensor 34 and the fuel cell stack 2, and the estimated pressure is used for differential pressure determination. did.
  • the method for controlling the cathode pressure and the anode pressure will be described with reference to FIGS. 5 and 6, and then the differential pressure determination according to this embodiment will be described with reference to FIG.
  • FIG. 5 is a block diagram for explaining a cathode pressure control method according to this embodiment.
  • the target output current of the fuel cell stack 2 and the atmospheric pressure are input to the stack required cathode pressure calculation unit 61.
  • the stack required cathode pressure calculation unit 61 refers to the map shown in FIG. 5 and calculates the stack required cathode pressure based on the target output current of the fuel cell stack 21 and the atmospheric pressure.
  • the stack required cathode pressure is a cathode pressure necessary for securing an oxygen partial pressure in the fuel cell stack 2 when the target output current is taken out from the fuel cell stack 2.
  • the target cathode pressure setting unit 62 receives the stack required cathode pressure and the wet required cathode pressure.
  • the target cathode pressure setting unit 62 sets a larger one of the stack required cathode pressure and the wet required cathode pressure as the target cathode pressure.
  • the wet demand cathode pressure is a cathode pressure required to control the wetness (moisture content) of the electrolyte membrane 111 to an optimum wetness according to the load of the fuel cell stack 2.
  • the target cathode pressure and the detected cathode pressure P cath_sen are input to the feedback control unit 63. Based on the target cathode pressure and the detected cathode pressure P cath_sen , the feedback control unit 63 calculates command values for the cathode compressor and the cathode pressure regulating valve when the detected cathode pressure P cath_sen is changed toward the target cathode pressure.
  • FIG. 6 is a block diagram illustrating a method for controlling the anode pressure according to the present embodiment.
  • the lower limit pressure calculation unit 71 receives the detected cathode pressure P cath_sen , the pressure measurement error, and the pressure control error. The lower limit pressure calculation unit 71 calculates a sum of these input values as the lower limit pressure of the anode pressure.
  • the pressure measurement error takes into account the measurement error of the cathode pressure sensor 46, for example, the case where the actual cathode pressure is higher than the detected cathode pressure P cath_sen, and is a predetermined value set in advance. is there.
  • the pressure control error in consideration of the error of the target cathode pressure that occurs when the control toward the detection cathode pressure P Cath_sen the target cathode pressure detected cathode pressure P Cath_sen, this was also a predetermined Value.
  • the target output current of the fuel cell stack 2 and the internal impedance (HFR; High ⁇ Frequency Resistance) of the fuel cell stack 2 are input to the pulsation width calculation unit 72.
  • the internal impedance of the fuel cell stack 2 calculated by the alternating current impedance method is used.
  • the pulsation width calculation unit 72 refers to the map of FIG. 6 and calculates the pulsation width of the anode pressure based on the target output current of the fuel cell stack 2 and the internal impedance of the fuel cell stack 2.
  • the upper limit pressure calculation unit 73 receives the lower limit pressure of the anode pressure and the pulsation width.
  • the upper limit pressure calculation unit 73 calculates a value obtained by adding the pulsation width to the lower limit pressure of the anode pressure as the upper limit pressure of the anode pressure.
  • the target anode pressure calculation unit 74 receives an upper limit pressure and a lower limit pressure of the anode pressure.
  • the target anode pressure calculation unit 74 calculates a pulsation waveform based on the upper limit pressure and the lower limit pressure of the anode pressure, and calculates the target anode pressure.
  • a target anode pressure and a detected anode pressure Pan_sen are input to the feedback control unit 75.
  • the feedback control unit 75 calculates a command value for the anode pressure regulating valve 33 when changing the detected anode pressure P an — sen toward the target anode pressure based on the target anode pressure and the detected anode pressure P an — sen .
  • FIG. 7 is a flowchart for explaining the differential pressure determination according to the present embodiment.
  • step S1 the controller 5 estimates the mass flow rate m [mol / s] of the anode gas supplied to the fuel cell stack 2 based on the pressure change rate ( ⁇ P / ⁇ s) of the detected anode pressure P an — sen [kPa]. To do. Specifically, the mass flow rate m [mol / s] of the anode gas is estimated based on the following equation (3).
  • T min [K] Minimum temperature in the operation guarantee environment (243.15 [K] in this embodiment)
  • ⁇ s [s] Unit time for measuring the pressure change rate (0.02 [s] in this embodiment)
  • ⁇ P [kPa] Increase amount detected by the anode pressure sensor 34 per unit time
  • V [m 3 ] Volume of the entire anode system (in the fuel cell stack 2 and the buffer tank, etc.) downstream from the anode pressure sensor 34
  • m p [mol / s] anode gas supply mass flow for boosting
  • m c [mol / s] anode gas supply mass flow for consumption
  • the first term of the expression (3) that is, the anode gas supply mass flow rate m p [mol / s] for the boosted pressure is assumed to be the anode when it is assumed that the anode gas is not consumed in the fuel cell stack 2. This is the mass flow rate of the anode gas per second that the fuel cell stack 2 needs to supply in order to increase the anode pressure by the pressure change rate ( ⁇ P / ⁇ s).
  • the anode gas is actually consumed in the fuel cell stack 2, so even if the mass flow rate calculated in the first term is supplied to the fuel cell stack 2, The anode pressure cannot be increased by the rate of change.
  • the amount of anode gas consumed in the fuel cell stack 2 per second is determined as the anode gas supply mass flow rate m c [mol for consumption. / S] is added to the first term. Therefore, the consumed anode gas supply mass flow rate mc [mol / s] is a predetermined value that can be calculated by the following equation (4).
  • the amount of anode gas consumed per second in the fuel cell stack 2 is sequentially calculated, and this is used as the anode gas supply mass flow rate for consumption. You may add.
  • step S2 the controller 5 converts the estimated mass flow rate m [mol / s] of the anode gas into the volume flow rate Q [m 3 / s] based on the following equation (5).
  • T max [K] Maximum temperature of the anode gas (358.15 [K] in this embodiment)
  • P am_sen [kPa] Detected value of the anode pressure sensor 34
  • Q p [m 3 / s] Anode gas supply flow rate for pressure increase
  • Q c [m 3 / s] Anode gas supply flow rate for consumption
  • the anode gas supply flow rate Q p [m 3 / s] for the pressure increase is the first term of the equation (3), that is, the anode gas supply mass flow rate m p [mol / s] for the pressure increase is the volume flow rate. It is converted.
  • the anode gas supply flow rate Q c [m 3 / s] for consumption is the second term of the equation (3), that is, the anode gas supply mass flow rate m c [mol / s] for consumption is converted into a volume flow rate. It is a thing.
  • step S3 the controller 5 refers to the table of FIG. 8 determined in advance by experiments or the like, and based on the anode gas supply flow rate Q p [m 3 / s] for the boosted pressure, the anode gas supply flow rate Q for the boosted pressure.
  • the pressure loss ⁇ P p [kPa] generated in the anode gas supply passage 32 downstream of the anode pressure sensor 34 is calculated.
  • step S4 the controller 5 refers to the table of FIG. 8 similarly to step S3, and based on the consumed anode gas supply flow rate Q c [m 3 / s], the consumed anode gas supply flow rate Q c [ The pressure loss ⁇ P c [kPa] generated in the anode gas supply passage 32 downstream of the anode pressure sensor 34 when m 3 / s] flows is calculated.
  • step S5 the controller 5 calculates the estimated anode pressure P ai [kPa] in the fuel cell stack 2 in consideration of the pressure loss based on the following equation (6).
  • the estimated anode pressure P ai [kPa] is basically the anode gas supply flow rate Q p [m 3 / s] corresponding to the pressure increase from the detected anode pressure P an — sen [kPa].
  • Pressure loss ⁇ P p [kPa] and the consumed anode gas supply flow rate Q c [m 3 / s] are subtracted from the pressure loss ⁇ P c [kPa].
  • the detected anode pressure P an — sen [kPa] is subtracted from the pressure loss ⁇ P p [kPa] when the anode gas supply flow rate Q p [m 3 / s] corresponding to the increased pressure is supplied.
  • the estimated anode pressure P ai [kPa] is never lower than the previous value P aiz [kPa]. Therefore, in the present embodiment, the estimated value obtained by subtracting the pressure loss ⁇ P p [kPa] when the anode gas supply flow rate Q p [m 3 / s] corresponding to the pressure increase is subtracted from the detected anode pressure P an — sen [kPa].
  • step S6 the controller 5 calculates a differential pressure between the estimated anode pressure P ai [kPa] and the detected cathode pressure P cath_sen [kPa].
  • step S7 the controller 5 determines whether or not the differential pressure is less than a predetermined management value. If the differential pressure is greater than or equal to the management value, the controller 5 ends the current process, and if the differential pressure is less than the management value, performs the process of step S8.
  • step S8 the controller 5 determines whether or not the state where the differential pressure is less than the control value has continued for a predetermined time.
  • the controller 5 ends the current process if the state where the differential pressure is less than the control value does not continue for a predetermined time, and performs the process of step S9 if the state where the differential pressure is less than the control value continues for the predetermined time.
  • step S9 the controller 5 limits the target output current of the fuel cell stack 2 to a predetermined upper limit value and performs output limitation.
  • the fuel cell system 1 is a fuel cell that takes into account the pressure loss that occurs in the anode gas supply passage 32 downstream of the anode pressure sensor 34 based on the change rate of the detected anode pressure P an — sen [kPa].
  • the estimated anode pressure P ai [kPa] in the anode gas flow path 121 of the stack 2 is calculated.
  • the pulsation lower limit pressure and the cathode pressure are controlled to maintain a predetermined differential pressure, the differential pressure between the anode pressure and the cathode pressure in the fuel cell stack is not more than a predetermined control value. Even in such a situation, it is possible to perform the differential pressure determination with high accuracy in consideration of the pressure loss in the anode gas supply passage 32.
  • the fuel cell system 1 calculates the anode gas supply flow rate Q [m 3 / s] based on the change rate of the detected anode pressure P an — sen [kPa], and this anode gas supply flow rate Q [m 3 / S] to calculate the pressure loss.
  • the estimated anode pressure P ai [kPa] is used instead of the detected anode pressure P an — sen [kPa] as the anode pressure used for determining the differential pressure between the anode side and the cathode side in the fuel cell stack.
  • the pressure in the anode gas flow path 121 of the fuel cell stack 2 can be accurately estimated, and the differential pressure determination is made based on the differential pressure between the detected anode pressure P an — sen [kPa] and the detected cathode pressure P cath — sen.
  • the accuracy of the differential pressure determination can be improved. Therefore, deterioration of the MEA 11 can be suppressed and the durability of the fuel cell system 1 can be improved.
  • the differential pressure determination when it is determined that the state where the differential pressure is less than the control value continues, the output restriction of the fuel cell stack 2 is performed, so that the MEA 11 is reliably protected. Can do.
  • the pressure loss generated in the anode gas supply passage 32 is calculated based on the anode gas supply flow rate with reference to the table in FIG. 8, but the table in FIG. 8 is calculated as an approximate expression.
  • the pressure loss may be calculated by substituting the anode gas supply flow rate into the calculated approximate expression.
  • the buffer tank 36 is intentionally provided downstream of the fuel cell stack 2, but such a component is not always necessary.
  • the manifold may be regarded as a buffer tank.
  • an anode gas circulation type fuel cell system may be used.

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  • Life Sciences & Earth Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Manufacturing & Machinery (AREA)
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  • Sustainable Energy (AREA)
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  • Chemical Kinetics & Catalysis (AREA)
  • Electrochemistry (AREA)
  • General Chemical & Material Sciences (AREA)
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Abstract

L'invention concerne un système de pile à combustible qui détecte la pression d'anode dans un trajet d'alimentation en gaz d'anode, qui détecte la pression de cathode sur le côté cathode dans une pile à combustible, qui commande la pression de gaz de cathode distribué à la pile à combustible sur la base de l'état de fonctionnement du système de pile à combustible, qui commande la pression d'anode de telle sorte que la pression d'anode est augmentée ou diminuée selon une largeur d'impulsion prédéterminée sur la base de l'état de fonctionnement du système de pile à combustible et de telle sorte que la différence entre la limite inférieure de la largeur d'impulsion et la pression de cathode devient une valeur prédéterminée ou supérieure, qui détermine si la différence entre la pression d'anode et la pression de cathode dans la pile à combustible est inférieure à une valeur de gestion prédéterminée, et qui estime la pression d'anode dans la pile à combustible sur la base du taux de changement de la pression d'anode détectée dans le trajet d'alimentation en gaz d'anode.
PCT/JP2013/072807 2012-09-21 2013-08-27 Système de pile à combustible WO2014045810A1 (fr)

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JP2012-208457 2012-09-21

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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2015204253A (ja) * 2014-04-16 2015-11-16 トヨタ自動車株式会社 燃料電池システムの制御方法
CN105653797A (zh) * 2015-12-30 2016-06-08 新源动力股份有限公司 一种质子交换膜燃料电池电堆组装力的推算方法及装置
DE102014018121A1 (de) 2014-12-09 2016-06-09 Daimler Ag Verfahren zur Brennstoffzufuhr

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005243476A (ja) * 2004-02-27 2005-09-08 Toyota Motor Corp 燃料電池システム
JP2009245800A (ja) * 2008-03-31 2009-10-22 Honda Motor Co Ltd 燃料電池システム及びその運転方法
JP2010123501A (ja) * 2008-11-21 2010-06-03 Nissan Motor Co Ltd 燃料電池システム
JP2010277837A (ja) * 2009-05-28 2010-12-09 Nissan Motor Co Ltd 燃料電池装置

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005243476A (ja) * 2004-02-27 2005-09-08 Toyota Motor Corp 燃料電池システム
JP2009245800A (ja) * 2008-03-31 2009-10-22 Honda Motor Co Ltd 燃料電池システム及びその運転方法
JP2010123501A (ja) * 2008-11-21 2010-06-03 Nissan Motor Co Ltd 燃料電池システム
JP2010277837A (ja) * 2009-05-28 2010-12-09 Nissan Motor Co Ltd 燃料電池装置

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2015204253A (ja) * 2014-04-16 2015-11-16 トヨタ自動車株式会社 燃料電池システムの制御方法
DE102014018121A1 (de) 2014-12-09 2016-06-09 Daimler Ag Verfahren zur Brennstoffzufuhr
CN105653797A (zh) * 2015-12-30 2016-06-08 新源动力股份有限公司 一种质子交换膜燃料电池电堆组装力的推算方法及装置
CN105653797B (zh) * 2015-12-30 2019-02-15 新源动力股份有限公司 一种质子交换膜燃料电池电堆组装力的推算方法及装置

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JPWO2014045810A1 (ja) 2016-08-18

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