WO2016174738A1 - 燃料電池システム - Google Patents
燃料電池システム Download PDFInfo
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- WO2016174738A1 WO2016174738A1 PCT/JP2015/062819 JP2015062819W WO2016174738A1 WO 2016174738 A1 WO2016174738 A1 WO 2016174738A1 JP 2015062819 W JP2015062819 W JP 2015062819W WO 2016174738 A1 WO2016174738 A1 WO 2016174738A1
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- fuel
- fuel vapor
- vapor
- fuel cell
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M8/00—Fuel cells; Manufacture thereof
- H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M8/00—Fuel cells; Manufacture thereof
- H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
- H01M8/04007—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids related to heat exchange
- H01M8/04014—Heat exchange using gaseous fluids; Heat exchange by combustion of reactants
- H01M8/04022—Heating by combustion
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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
- 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
- H01M8/04268—Heating of fuel cells during the start-up of the 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
- H01M8/10—Fuel cells with solid electrolytes
- H01M8/12—Fuel cells with solid electrolytes operating at high temperature, e.g. with stabilised ZrO2 electrolyte
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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
- H01M8/06—Combination of fuel cells with means for production of reactants or for treatment of residues
- H01M8/0606—Combination of fuel cells with means for production of reactants or for treatment of residues with means for production of gaseous reactants
- H01M8/0612—Combination of fuel cells with means for production of reactants or for treatment of residues with means for production of gaseous reactants from carbon-containing material
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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
Definitions
- the present invention relates to a fuel cell system that generates power by supplying fuel and an oxidant to a fuel cell.
- Patent Document 1 A technology is known in which fuel vapor generated in a fuel tank is adsorbed and released by a canister and flows into a fuel vapor reformer to use the fuel vapor as fuel for a fuel cell.
- the fuel (fuel vapor) vaporized in the fuel tank is discharged to the outside from the fuel supply port when fuel is supplied to the fuel tank, and the fuel vapor containing energy is wasted.
- an object of the present invention is to effectively use the fuel vapor generated in the fuel storage unit that stores the fuel in a liquid state.
- the present invention has a fuel vapor pipe for flowing the fuel vapor generated by the evaporation of the liquid fuel in the fuel storage portion to the oxidant heater.
- the fuel vapor generated in the fuel container is supplied to the oxidant heater through the fuel vapor pipe and burned by the oxidant heater, so that it can be effectively used for heating the oxidant.
- FIG. 1 is an overall configuration diagram of a fuel cell system according to a first embodiment of the present invention.
- FIG. 2 is a simplified cross-sectional view of the vaporizer, heat exchanger, and catalytic combustor used in FIG.
- FIG. 3 is a simplified cross-sectional view of the startup combustor used in FIG.
- FIG. 4 is an overall configuration diagram of a fuel cell system according to the second embodiment of the present invention.
- FIG. 5 is an overall configuration diagram of a fuel cell system according to the third embodiment of the present invention.
- FIG. 6 is an overall configuration diagram of a fuel cell system according to the fourth embodiment of the present invention.
- FIG. 7 is an overall configuration diagram of a fuel cell system according to the fifth embodiment of the present invention.
- FIG. 8 is an overall configuration diagram of a fuel cell system according to the seventh embodiment of the present invention.
- FIG. 9 is a simplified cross-sectional view of the heat exchanger and catalytic combustor used in FIG.
- FIG. 1 is an overall configuration diagram of a fuel cell system according to a first embodiment of the present invention.
- a solid oxide fuel cell (SOFC, hereinafter, simply referred to as a fuel cell) 1 is supplied with hydrogen as a fuel and air as an oxidant to generate power.
- SOFC solid oxide fuel cell
- Fuel is stored in a liquid state as liquid fuel 5 in a fuel tank 3 as a fuel storage section.
- liquid fuel 5 alcohols such as methanol and ethanol, gasoline, light oil and the like are used.
- the fuel pipe 7 that connects the fuel cell 1 and the fuel tank 3 includes a fuel pump 9, a first fuel heat exchanger 11, a vaporizer 13, and a second fuel heat exchanger in order from the upstream side of the fuel tank 3 side. 15 and the reformer 17 are respectively arranged.
- the fuel pump 9 sends the liquid fuel 5 in the fuel tank 3 to the first fuel heat exchanger 11.
- the first fuel heat exchanger 11 heats and raises the temperature of the liquid fuel fed by the fuel pump 9 by the heat of the exhaust discharged from the fuel cell 1.
- Exhaust gas flows from the fuel cell 1 through the exhaust pipe 19 into the first fuel heat exchanger 11.
- the vaporizer 13 vaporizes the liquid fuel flowing from the first fuel heat exchanger 11. As shown in FIG. 2, the vaporizer 13 discharges liquid fuel into the vaporizer 13 through a nozzle 21, and at that time, air flows from the air introduction pipe 23, thereby atomizing the fuel discharged from the nozzle 21. Further, although not shown in FIG. 1, the carburetor 13 heats the fuel atomized by the exhaust gas flowing through the exhaust pipe 19.
- the second fuel heat exchanger 15 raises the temperature of the vaporized fuel flowing from the vaporizer 13 by heating it with a catalytic combustor 27 as a fuel heater including the electric heater 25.
- the exhaust pipe 19 described above is connected to the catalytic combustor 27, and exhaust gas flowing through the exhaust pipe 19 is introduced to raise the temperature by catalytic combustion.
- the heated exhaust gas gives heat to the fuel in the carburetor 13 and the first fuel heat exchanger 11.
- FIG. 2 shows the structure of the catalytic combustor 27 together with the second fuel heat exchanger 15 in a simplified manner.
- the catalytic combustor 27 is accommodated in the catalytic combustion chamber 29 together with the second fuel heat exchanger 15.
- FIG. 2 the positional relationship between the second fuel heat exchanger 15 and the catalytic combustor 27 is upside down with respect to FIG.
- the catalytic combustor 27 includes the electric heater 25, the catalyst 31, and the spark plug 33 described above.
- the electric heater 25 heats the liquid fuel supplied to the nozzle 37 via the liquid fuel pipe 35.
- the liquid fuel pipe 35 is connected to the fuel tank 3 and includes a first liquid fuel pump 39 on the catalyst combustor 27 side. Liquid fuel is supplied to the nozzle 37 by the first liquid fuel pump 39.
- the spark plug 33 ignites the liquid fuel discharged from the nozzle 37.
- the catalyst 31 causes the ignited liquid fuel to undergo catalytic combustion together with the exhaust flowing from the exhaust pipe 19, and exchanges heat with the fuel in the second fuel heat exchanger 15.
- the electric heater 25 operates when the fuel cell system is started, and heats the fuel supplied to the fuel cell 1 by the catalytic combustor 27 from the stage where high-temperature exhaust does not exist. For this reason, the first liquid fuel pump 39 that supplies liquid fuel to the catalytic combustor 27 is also activated when the fuel cell system is started.
- the reformer 17 reforms the heated fuel flowing from the second fuel heat exchanger 15 to generate hydrogen.
- the generated hydrogen is supplied to the positive electrode of the fuel cell 1.
- a compressor 43 In the air pipe 41 through which the air supplied to the fuel cell 1 flows, a compressor 43, an air flow rate adjustment valve 45, an air heat exchanger 47, and an activation combustor 49 as an oxidant heater are arranged in order from the upstream side. .
- the air pressurized by the compressor 43 is sent to the air heat exchanger 47 after the flow rate is adjusted by the air flow rate adjusting valve 45.
- the air heat exchanger 47 is connected to the above-described exhaust pipe 19 extending from the first fuel heat exchanger 11, and heats and raises the temperature of the air by the exhaust gas flowing through the exhaust pipe 19. Exhaust gas discharged from the air heat exchanger 47 is discharged to the outside through the exhaust muffler 50. That is, in the exhaust pipe 19, the catalytic combustor 27, the carburetor 13, the first fuel heat exchanger 11, the air heat exchanger 47, and the exhaust muffler 50 are arranged in order from the fuel cell 1 side.
- the start-up combustor 49 includes an electric heater 51 and heats the air flowing from the air heat exchanger 47 to raise the temperature.
- the startup combustor 49 and the fuel tank 3 are connected to each other by a fuel vapor pipe 53. Fuel vapor generated by evaporation of the liquid fuel 5 in the fuel tank 3 is supplied to the start combustor 49 through the fuel vapor pipe 53. In other words, the fuel vapor pipe 53 flows the fuel vapor generated by the evaporation of the liquid fuel 5 in the fuel tank 3 to the startup combustor 49.
- the simplified structure of the start-up combustor 49 is shown in FIG.
- the startup combustor 49 has an air introduction chamber 55 and a combustion chamber 57, and the air introduction chamber 55 accommodates the electric heater 51 described above.
- the liquid fuel in the fuel tank 3 is supplied to the liquid fuel nozzle 59 via the liquid fuel pipe 35 described above.
- Liquid fuel is supplied to the liquid fuel nozzle 59 by a second liquid fuel pump 61 shown in FIG.
- the second liquid fuel pump 61 is provided in the liquid fuel pipe 35 at the downstream end of the first liquid fuel pump 39 described above.
- the liquid fuel heated by the electric heater 51 is discharged into the combustion chamber 57.
- the electric heater 51 operates at the time of starting the fuel cell system, and heats the air supplied to the fuel cell 1 by the start combustor 49 from the stage where high-temperature exhaust does not exist. For this reason, the second liquid fuel pump 61 that supplies liquid fuel to the startup combustor 49 also operates when the fuel cell system is started.
- fuel vapor is discharged from the fuel vapor nozzle 63 near the portion of the combustion chamber 57 where liquid fuel is discharged.
- the fuel vapor nozzle 63 is connected to the fuel vapor pipe 53 described above.
- a spark plug 65 is installed in the vicinity of the portion of the combustion chamber 57 where liquid fuel and fuel vapor are discharged.
- the spark plug 65 ignites and burns the liquid fuel discharged from the liquid fuel nozzle 59 and the fuel vapor discharged from the fuel vapor nozzle 63.
- the air introduced from the air heat exchanger 47 into the air introduction chamber 55 of the start-up combustor 49 is heated by passing through a pipe (not shown) in the combustion chamber 57 to be heated.
- the heated air is supplied to the negative electrode of the fuel cell 1 and supplied to the power generation of the fuel cell 1 together with the fuel supplied to the positive electrode via the fuel pipe 7 separately.
- the fuel-side catalyst combustor 27 and the air-side start-up combustor 49 are both activated when the fuel cell system is started. Thereby, the temperature of the fuel and air is increased by heating from the time of starting the fuel cell system.
- the solid oxide fuel cell 1 having a steady operating temperature of 650 ° C. to 800 ° C. needs to raise the temperature of the supplied air and fuel, and the catalyst combustor 27 and the start combustor 49 when the fuel cell system is started By operating, stable operation is possible.
- the fuel vapor generated by the evaporation of the liquid fuel 5 in the fuel tank 3 flows through the fuel vapor pipe 53 toward the start combustor 49 and is supplied to the start combustor 49. For this reason, when the starting combustor 49 is burned, not only the liquid fuel 5 in the fuel tank 3 but also fuel vapor generated by evaporation of the liquid fuel 5 in the fuel tank 3 is used for combustion. .
- the fuel vapor by suppressing the release of the fuel vapor generated in the fuel tank 3 to the outside.
- the liquid fuel 5 can be saved.
- the fuel vapor for the combustion of the start-up combustor 49 less electric power is required for vaporizing the liquid fuel than when the entire amount of liquid fuel is used for combustion.
- the temperature of the startup combustor 49 is also increased in a shorter time, and the startup time of the fuel cell system can be shortened.
- FIG. 4 is an overall configuration diagram of a fuel cell system according to the second embodiment of the present invention.
- a flow rate adjustment valve 67 as a flow rate adjustment unit is installed in the fuel vapor pipe 53 in contrast to the first embodiment.
- the flow rate of the fuel vapor flowing through the fuel vapor pipe 53 is adjusted by the flow rate adjusting valve 67.
- Other configurations are the same as those of the first embodiment, and the same components as those of the first embodiment are denoted by the same reference numerals.
- the flow rate adjustment valve 67 is opened when the fuel cell system is started up, and then the opening degree is changed by a control device (not shown) to adjust the amount of fuel vapor supplied to the start-up combustor 49. After the activation, the flow rate adjustment valve 67 is closed after a certain period of time has elapsed so that the fuel cell 1 can be stably operated.
- the ratio of the fuel vapor to the liquid fuel used for combustion can be changed by adjusting the amount of fuel vapor supplied to the start-up combustor 49 by the flow rate adjusting valve 67.
- the fuel vapor suitable for raising the temperature of the startup combustor 49 can be supplied, and a highly versatile fuel cell system can be obtained.
- FIG. 5 is an overall configuration diagram of a fuel cell system according to the third embodiment of the present invention.
- a fuel vapor pump 69 as a fuel vapor transfer section is installed in the fuel vapor pipe 53 in contrast to the first embodiment.
- the fuel vapor flowing through the fuel vapor pipe 53 is transferred to the start-up combustor 49 and sent by the fuel vapor pump 69.
- Other configurations are the same as those of the first embodiment, and the same components as those of the first embodiment are denoted by the same reference numerals.
- the fuel vapor in the fuel tank 3 can be started more stably by using the fuel vapor pump 69 regardless of the internal pressure conditions of both the fuel tank 3 and the startup combustor 49. It can be supplied to the combustor 49.
- the fuel vapor pump 69 By stably supplying fuel vapor to the start-up combustor 49, effective use of the fuel vapor, shortening of the start-up time of the fuel cell system, and saving of the liquid fuel 5 can be realized more stably.
- FIG. 6 is an overall configuration diagram of a fuel cell system according to the fourth embodiment of the present invention.
- the fourth embodiment is a fuel vapor pipe 53 upstream of the fuel vapor pump 69, that is, a fuel vapor pipe 53 between the fuel tank 3 and the fuel vapor pump 69.
- a canister 71 is installed.
- the canister 71 is a container in which activated carbon is placed in a container, and constitutes a fuel holding unit that adsorbs fuel vapor in the fuel vapor pipe 53 and detaches the adsorbed fuel vapor.
- Other configurations are the same as those of the third embodiment, and the same components as those of the third embodiment are denoted by the same reference numerals.
- the canister 71 adsorbs the fuel vapor generated in the fuel tank 3 in the fuel vapor pipe 53.
- the fuel vapor pump 69 is operated to introduce air into the canister 71 from an air intake port (not shown). As the introduced air flows around the activated carbon, the adsorbed fuel vapor is removed (air purge).
- the concentration of the fuel vapor used in the startup combustor 49 can be increased by separating the fuel vapor adsorbed by the canister 71 and supplying it to the startup combustor 49.
- the concentration of the fuel vapor By increasing the concentration of the fuel vapor, the amount of liquid fuel used can be reduced correspondingly, and the saving effect of the liquid fuel can be further enhanced, and the startup time can be shortened.
- FIG. 7 is an overall configuration diagram of a fuel cell system according to the fifth embodiment of the present invention.
- the fifth embodiment is different from the fourth embodiment shown in FIG. 6 in that a concentration detector 73 that detects the concentration of fuel vapor and a control device 75 that controls the amount of fuel vapor supplied to the startup combustor 49. And are provided.
- the concentration detector 73 is provided in the fuel vapor pipe 53 between the fuel vapor pump 69 and the canister 71 and detects the concentration of the fuel vapor in the fuel vapor pipe 53.
- the control device 75 takes in the fuel vapor concentration signal detected by the concentration detector 73 and controls the operation of the fuel vapor pump 69 and the electric heater 51 of the start-up combustor 49 in accordance with the fuel vapor concentration.
- control device 75 and the fuel vapor pump 69 constitute a fuel vapor amount control unit that controls the amount of fuel vapor supplied to the startup combustor 49.
- the fuel vapor amount control unit controls the amount of fuel vapor flowing through the fuel vapor pipe 53 on the downstream side of the concentration detector 73 according to the concentration of the fuel vapor detected by the concentration detector 73.
- Other configurations are the same as those of the fourth embodiment in FIG. 6, and the same reference numerals are given to the same components as those of the fourth embodiment.
- the control device 75 calculates the supply amount of the fuel vapor according to the fuel vapor concentration. If the fuel vapor concentration is high, the control device 75 increases the driving force of the fuel vapor pump 69 and controls to send a large amount of fuel vapor corresponding to the high fuel vapor concentration to the startup combustor 49. On the other hand, if the fuel vapor concentration is low, the control device 75 controls to reduce the driving force of the fuel vapor pump 69 and send a small amount of fuel vapor corresponding to the low fuel vapor concentration to the start-up combustor 49.
- the control device 75 performs control so that the amount of electric power used by the electric heater 51 is reduced when the concentration of fuel vapor that is easy to ignite is higher than that of liquid fuel.
- the control device 75 performs control so that the amount of electric power used by the electric heater 51 is increased.
- the fuel vapor pump 69 and the electric heater 51 are optimally controlled according to the fuel vapor concentration, operate efficiently, and save the liquid fuel used in the startup combustor 49. This can contribute to a reduction in startup time.
- the fuel vapor amount control unit includes a control device 75 and a fuel vapor pump 69.
- the flow rate adjustment valve 67 in the second embodiment of FIG. 4 is configured such that the control device 75 controls the opening degree according to the detected concentration of the concentration detector 73, so that the control device 75 and the flow rate adjustment valve 67 provide fuel.
- a steam amount control unit is configured.
- the fuel vapor pump 69 used in each of the embodiments shown in FIGS. 5 to 7 and FIG. 8 described later has a function of lowering the pressure in the fuel vapor pipe 53. Shall be provided.
- Other configurations are the same as those of the embodiments shown in FIGS.
- the fuel vapor pump 69 lowers the pressure in the fuel vapor pipe 53, the liquid fuel 5 in the fuel tank 3 is easily evaporated, the amount of fuel vapor increases, and the concentration of fuel vapor can be increased.
- the amount of liquid fuel used for combustion can be reduced by that amount, and the amount of electric power used by the electric heater 51 can be reduced.
- FIG. 8 is an overall configuration diagram of a fuel cell system according to the seventh embodiment of the present invention.
- the seventh embodiment is configured to supply the fuel vapor in the fuel vapor pipe 53 to the catalytic combustor 27 serving as a fuel heater. That is, the fuel vapor pipe 53 flows the fuel vapor generated by the evaporation of the liquid fuel 5 in the fuel tank 3 to the catalytic combustor 27.
- the fuel vapor pipe 53 between the fuel vapor pump 69 and the concentration detector 73 and the catalytic combustor 27 are connected by the fuel vapor pipe 77, and the fuel vapor pump 79 is installed in the fuel vapor pipe 77.
- the control device 75 controls the operation of the electric heater 25 of the catalytic combustor 27.
- FIG. 9 corresponds to the diagram in which the carburetor 13 in FIG. 2 is omitted, and shows a simplified structure of the catalytic combustor 27 together with the second fuel heat exchanger 15.
- FIG. 9 is provided with a fuel vapor nozzle 81 connected to the fuel vapor pipe 77 as compared to FIG.
- the fuel vapor nozzle 81 discharges fuel vapor toward the inside of the catalytic combustion chamber 29 near the portion where the nozzle 37 discharges liquid fuel.
- Other configurations are the same as those of the fifth embodiment, and the same components as those of the fifth embodiment are denoted by the same reference numerals.
- liquid fuel is supplied from the nozzle 37 and fuel vapor is supplied from the fuel vapor nozzle 81 to burn. That is, when starting up the fuel cell system, the fuel vapor is used not only for raising the temperature of the air but also for securing the heat of vaporization of the liquid fuel necessary for reforming the fuel in the reformer 17.
- the timing at which the fuel vapor in the fuel tank 3 is utilized is extended to steady operation other than startup, stop processing, and idle standby. At that time, the fuel vapor in the fuel tank 3 is supplied to at least one of the startup combustor 49 and the catalytic combustor 27.
- the startup combustor 49 and the catalytic combustor 27 require a temperature rise in the air supplied to the fuel cell 1 and the fuel for reforming not only when starting the fuel cell system but also during normal operation.
- the exhaust gas from the fuel cell 1 can be used as a heat source for raising the temperature of air or fuel.
- the exhaust gas has a shortage of heat, the temperature of the exhaust gas depends on the operating condition of the fuel cell 1, Flow rate may fluctuate.
- the fuel becomes a stable heat source by burning the fuel, but the liquid fuel can be saved by using the fuel vapor in the fuel tank 3 rather than using the entire amount as the heat source.
- a plurality of embodiments can be combined.
- both of the flow rate adjustment valve 67 of the second embodiment shown in FIG. 4 and the fuel vapor pump 69 of the third embodiment shown in FIG. 5 may be provided.
- the flow rate adjusting valve 67 of the second embodiment shown in FIG. 4 and the canister 71 of the fourth embodiment shown in FIG. 6 may be provided.
- a flow rate adjusting valve 67, a fuel vapor pump 69, and a canister 71 may be provided.
- the present invention is applied to a fuel cell system that generates power by supplying fuel and an oxidant to the fuel cell.
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Abstract
Description
図1は、本発明の第1の実施形態に係わる燃料電池システムの全体構成図である。固体酸化物形燃料電池(SOFC、以下、単に燃料電池という。)1は、燃料である水素及び、酸化剤である空気が供給されて発電する。
図4は、本発明の第2の実施形態に係わる燃料電池システムの全体構成図である。第2の実施形態は、第1の実施形態に対し、燃料蒸気配管53に流量調整部としての流量調整バルブ67を設置している。流量調整バルブ67によって、燃料蒸気配管53を流れる燃料蒸気の流量を調整する。その他の構成は、第1の実施形態と同様であり、第1の実施形態と同一の構成要素には同一符号を付してある。
図5は、本発明の第3の実施形態に係わる燃料電池システムの全体構成図である。第3の実施形態は、第1の実施形態に対し、燃料蒸気配管53に燃料蒸気移送部としての燃料蒸気ポンプ69を設置している。燃料蒸気ポンプ69によって、燃料蒸気配管53を流れる燃料蒸気を起動燃焼器49に移送して送り込む。その他の構成は、第1の実施形態と同様であり、第1の実施形態と同一の構成要素には同一符号を付してある。
図6は、本発明の第4の実施形態に係わる燃料電池システムの全体構成図である。第4の実施形態は、図5に示した第3の実施形態に対し、燃料蒸気ポンプ69の上流側の燃料蒸気配管53、つまり燃料タンク3と燃料蒸気ポンプ69との間の燃料蒸気配管53に、キャニスタ71を設置している。
図7は、本発明の第5の実施形態に係わる燃料電池システムの全体構成図である。第5の実施形態は、図6に示した第4の実施形態に対し、燃料蒸気の濃度を検出する濃度検出器73と、起動燃焼器49に供給する燃料蒸気の量を制御する制御装置75とを設けている。
本発明の第6の実施形態として、前述した図5~図7及び後述する図8に示した各実施形態で使用している燃料蒸気ポンプ69が、燃料蒸気配管53内の圧力を下げる機能を備えるものとする。その他の構成は、図5~図8に示す各実施形態と同様である。
図8は、本発明の第7の実施形態に係わる燃料電池システムの全体構成図である。第7の実施形態は、図7に示した第5の実施形態に対し、燃料蒸気配管53内の燃料蒸気を、燃料加熱器となる触媒燃焼器27にも供給する構成としている。すなわち、燃料蒸気配管53は、燃料タンク3の液体燃料5が蒸発して発生した燃料蒸気を触媒燃焼器27へ流す。
本発明の第8の実施形態として、燃料タンク3内の燃料蒸気を活用するタイミングを、起動時以外の定常運転時や停止処理時やアイドル待機時などにも拡大する。その際、起動燃焼器49と触媒燃焼器27との少なくとも一方に、燃料タンク3内の燃料蒸気を供給する。
3 燃料タンク(燃料収容部)
17 改質器
27 触媒燃焼器(燃料加熱器)
49 起動燃焼器(酸化剤加熱器)
53,77 燃料蒸気配管
67 流量調整バルブ(流量調整部)
69 燃料蒸気ポンプ(燃料蒸気移送部、燃料蒸気量制御部)
71 キャニスタ(燃料保持部)
73 濃度検出器
75 制御装置(燃料蒸気量制御部)
Claims (8)
- 燃料及び酸化剤が供給されて発電する燃料電池と、
前記燃料電池に供給される燃料を液体状態で収容する燃料収容部と、
前記燃料電池に供給される酸化剤を加熱する酸化剤加熱器と、
前記燃料収容部と前記酸化剤加熱器とを接続し、前記燃料収容部の液体燃料が蒸発して発生した燃料蒸気を前記酸化剤加熱器へ流す燃料蒸気配管と、を有することを特徴とする燃料電池システム。 - 前記酸化剤加熱器は、燃料電池システムの起動時に作動することを特徴とする請求項1に記載の燃料電池システム。
- 燃料及び酸化剤が供給されて発電する燃料電池と、
前記燃料電池に供給される燃料を液体状態で収容する燃料収容部と、
前記燃料収容部から前記燃料電池に供給される燃料を加熱する燃料加熱器と、
前記燃料加熱器によって加熱された燃料を改質して前記燃料電池に供給する水素を生成する改質器と、
前記燃料収容部と前記燃料加熱器とを接続し、前記燃料収容部の液体燃料が蒸発して発生した燃料蒸気を前記燃料加熱器へ流す燃料蒸気配管と、を有することを特徴とする燃料電池システム。 - 前記燃料蒸気配管に、当該燃料蒸気配管内の燃料蒸気の流量を調整する流量調整部が設けられていることを特徴とする請求項1ないし3のいずれか1項に記載の燃料電池システム。
- 前記燃料蒸気配管に、当該燃料蒸気配管内の燃料蒸気を移送する燃料蒸気移送部が設けられていることを特徴とする請求項1ないし4のいずれか1項に記載の燃料電池システム。
- 前記燃料蒸気配管に、当該燃料蒸気配管内の燃料蒸気の吸着及び、吸着した燃料蒸気の離脱を行う燃料保持部が設けられていることを特徴とする請求項1ないし5のいずれか1項に記載の燃料電池システム。
- 前記燃料蒸気配管内の燃料蒸気の濃度を検出する濃度検出器と、
前記濃度検出器によって検出された燃料蒸気の濃度に応じて、前記濃度検出器の下流側の燃料蒸気配管に流れる燃料蒸気の量を制御する燃料蒸気量制御部と、を備えていることを特徴とする請求項1ないし6のいずれか1項に記載の燃料電池システム。 - 前記燃料蒸気移送部は、前記燃料蒸気配管内の圧力を下げる機能を有することを特徴とする請求項5に記載の燃料電池システム。
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US15/568,592 US20180138526A1 (en) | 2015-04-28 | 2015-04-28 | Fuel cell system |
CA2984097A CA2984097C (en) | 2015-04-28 | 2015-04-28 | Fuel cell system |
CN201580079358.0A CN107534168A (zh) | 2015-04-28 | 2015-04-28 | 燃料电池系统 |
PCT/JP2015/062819 WO2016174738A1 (ja) | 2015-04-28 | 2015-04-28 | 燃料電池システム |
EP15890722.0A EP3291345A4 (en) | 2015-04-28 | 2015-04-28 | Fuel cell system |
BR112017023311A BR112017023311A2 (pt) | 2015-04-28 | 2015-04-28 | sistema de pilha de combustível |
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CN108386344B (zh) * | 2018-03-09 | 2019-10-08 | 重庆大学 | 燃料电池和压缩空气储能耦合的发电储能系统及控制方法 |
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CN210866373U (zh) * | 2019-11-27 | 2020-06-26 | 潍柴动力股份有限公司 | 燃烧换热总成及sofc系统 |
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CA2984097A1 (en) | 2016-11-03 |
CN107534168A (zh) | 2018-01-02 |
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