JP2007141812A - Fuel cell system and scavenging method in the system - Google Patents

Abstract

Even when an ignition switch is turned off a short time after being turned on, the next activation of the fuel cell at a temperature below freezing point is reliably performed.
When power generation of a fuel cell is stopped, a first scavenging process x1 for removing droplets in an oxidant gas channel 146 and a second scavenging process x2 for removing droplets in a fuel gas channel 148 are sequentially performed. Since it is not performed at the same time, the air compressor 36, which is a scavenging means with a smaller capacity compared to the prior art, can be used for removing droplets. Further, after removing the droplets from the oxidant gas flow path 146, the oxidant gas flow path 146 is further scavenged by the third scavenging process x3, so that the oxidant gas flow path 146 is reduced to a predetermined water content. It can be dried sufficiently.
[Selection] Figure 1

Description

  This invention prepares for the next start-up at a low temperature such as a sub-freezing start by scavenging at least one of the fuel gas flow path and the oxidant gas flow path with a scavenging gas such as air when power generation is stopped or after power generation is stopped. The present invention relates to a fuel cell system and a scavenging treatment method in the system.

  For example, in a polymer electrolyte fuel cell, an electrolyte membrane / electrode structure in which an anode electrode (fuel electrode) and a cathode electrode (oxidant electrode) are provided on both sides of an electrolyte membrane made of a polymer ion exchange membrane, While being held by the separator, a fuel gas flow path is formed between the anode electrode and the separator, and an oxidant gas flow path is formed between the cathode electrode and the separator. This fuel cell is usually used as a fuel cell stack by laminating a predetermined number of electrolyte membrane / electrode structures and separators.

  In a fuel cell, a fuel gas, for example, a hydrogen-containing gas, supplied to an anode electrode through a fuel gas channel is hydrogen ionized on an electrode catalyst and moves to a cathode electrode through an appropriately humidified electrolyte membrane. The electrons generated during the movement are taken out to an external circuit and used as direct current electric energy. Since the oxidant gas, for example, oxygen-containing gas such as air, is supplied to the cathode electrode through the oxidant gas flow path, the hydrogen ions, electrons, and oxygen gas react with each other at the cathode electrode. Is generated. Moisture is also stored in the anode electrode due to reverse diffusion from the cathode side or high humidity of the fuel gas.

  If water is excessive in any of the electrodes, a water clogging state may occur. Therefore, in such a fuel cell system, not only the cathode electrode but also the anode electrode is oxidized when the fuel cell system is shut down. A scavenging treatment technique has been proposed in which gas is circulated to remove generated water adhering to an electrolyte membrane / electrode structure and a separator in a fuel cell (see Patent Document 1).

  By the way, when the fuel cell system is started at a low temperature such as a freezing point or the like after the fuel cell system is shut down and the fuel cell system is started at a low temperature such as below freezing point, the convenience of the operator such as the driver is reduced before the fuel cell is warmed up. For example, the ignition switch may be turned off. Such an operation for requesting a stop after a short period of power generation at a low temperature (for example, an operation of stopping the fuel cell system in a short period of power generation after starting below freezing point, in other words, immediately stopping the fuel cell system after starting a little below freezing point It has been found that when the operation is performed, the fuel cell system may become unstable due to, for example, insufficient activity of the electrolyte membrane.

  A technique for removing this instability in advance and ensuring the next stable startability has been proposed (see Patent Document 2).

  In this technology, immediately after starting the fuel cell system under freezing point, when the ignition switch is turned off, control is performed to prohibit the stop of power generation of the fuel cell until the temperature of the fuel cell exceeds a predetermined value. Therefore, sufficient activity of the electrolyte membrane is surely performed, and the next stable startability can be ensured.

Japanese Patent Laying-Open No. 2003-331893 (FIG. 4) JP 2004-152599 A

  However, when the ignition switch is controlled to be prohibited from stopping power generation until the temperature of the fuel cell becomes equal to or higher than a predetermined value after the ignition switch is turned off as in Patent Document 2, the ignition switch There is a risk that the operator of a moving body such as a fuel cell-equipped vehicle may be given an uncomfortable feeling that the fuel cell system is generating power even though is turned off.

  Further, as in the above Patent Document 1, when the fuel cell system is stopped, the technology for simultaneously discharging the generated water on the anode electrode side and the cathode electrode side requires a large capacity air compressor with a large air volume. There is also a problem that energy consumption increases and noise increases.

  The present invention has been made in consideration of the above-described problems, and even when an operation for requesting a stop after a short time power generation at a low temperature is performed, the scavenging process is surely performed when the operation is performed. An object of the present invention is to provide a fuel cell system capable of performing reliable restart even at a low temperature such as the next freezing point and a scavenging treatment method in the system.

  The present invention also provides a fuel cell system that makes it possible to clarify the trade-off between the scavenging performance in the scavenging processing performed in response to the operation of a stop request after short-time power generation at a low temperature and merchandise such as fuel economy, and the like. An object of the present invention is to provide a scavenging method in the system.

  Another object of the present invention is to provide a fuel cell system capable of preventing the operator from feeling uncomfortable that the power generation operation continues when the fuel cell system is stopped, and a scavenging method in the system. .

  Furthermore, an object of the present invention is to provide a fuel cell system and a scavenging treatment method in the system that can efficiently dilute and discharge the fuel gas when the fuel cell system is stopped.

  In this section, for ease of understanding, a part of an example code in the attached drawings will be described. Therefore, the contents described in this section should not be construed as being limited to those having the reference numerals.

  The fuel cell system according to the present invention includes a fuel cell that generates electric power using the fuel gas supplied to the fuel gas flow channel and the oxidant gas supplied to the oxidant gas flow channel, and the fuel gas when the power generation of the fuel cell is stopped. Scavenging means (70, 36, 54) that scavenges at least one of the fuel gas flow path through which the oxidant gas flows or the oxidant gas flow path through which the oxidant gas circulates. The first scavenging process (S18e to S18h) for scavenging at a large flow rate capable of removing droplets in the oxidant gas flow path by the scavenging gas, and the fuel gas by the scavenging gas after the first scavenging process A second scavenging process (S19g to S19i) for scavenging at a large flow rate capable of removing droplets in the flow path, and a third scavenging gas in the oxidant gas flow path at a smaller flow rate than the large flow rate by the scavenging gas. Scavenging (S19i to S18k) are performed in the order of the second scavenging process, the third scavenging process, or the order of the third scavenging process and the second scavenging process, and during the first scavenging process or the second scavenging process. At the same time, the fuel gas in the fuel gas flow path is diluted and discharged.

  According to the present invention, when the power generation of the fuel cell is stopped, the first scavenging process for removing the droplets in the oxidant gas channel and the second scavenging process for removing the droplets in the fuel gas channel are sequentially performed. (Because they are not performed simultaneously), a scavenging means having a small capacity can be used for removing droplets as compared with the prior art. Further, since the oxidant gas flow path is further scavenged after the droplets are removed from the oxidant gas flow path, the oxidant gas flow path is sufficiently filled up to a predetermined water content (the same as the water content). Can be dried. As a result, even if a stop request operation is performed after power generation for a short time at low temperatures, the scavenging process can be performed reliably when the operation is performed, and a reliable restart is possible even at the next low temperature such as below freezing point. Can do.

  In addition, since the scavenging process is performed when the fuel cell system is stopped, the system is stopped, so that it is uncomfortable that the power generation operation is performed after the stop request such as the operation to turn off the ignition switch as in the prior art. Is not given to the operator.

  Further, at the time of the first scavenging process or the second scavenging process, the fuel gas in the fuel gas flow path is diluted and gradually discharged, so that an increase in the exhaust fuel gas concentration can be suppressed. This eliminates the need for a separate process for diluting and discharging the fuel gas, and enables efficient dilution and discharging of the fuel gas.

  In this case, after the first scavenging process, after the predetermined condition is satisfied, for example, after the elapse of a predetermined time, the third scavenging process having a relatively long processing time is performed to immediately stop the system when a stop request is made. This makes it possible to further reduce the sense of incongruity. Note that the second scavenging process having a relatively short processing time may be performed immediately after the first scavenging process or before or after the third scavenging process.

  The small flow rate in the third scavenging process may be a flow rate pressure at which the integrated volume flow rate becomes maximum or a flow rate pressure at which the relative humidity at the scavenging gas discharge port is maximized in order to efficiently dry the oxidant gas flow path. preferable.

  The system further includes a system temperature detecting means (71) for detecting a system temperature of the fuel cell system at the time of soak after the power generation is stopped, and the scavenging means has the system temperature up to a set temperature (Tset) at the time of the soak. By performing the third scavenging process when it is lowered, the scavenging process performance can be taken into consideration. The scavenging performance increases as the system temperature increases.

  Further, a system temperature detecting means (71) for detecting the system temperature when the power generation is stopped in the fuel cell system, and a waiting time (tb) from the time when the power generation is stopped to the time when the third scavenging process is performed are set. Timing means (73), wherein the waiting time is set when the power generation is stopped from the relationship (RA) between the soak time after the power generation is stopped and the system temperature during the soak time. Good. In this way, if the system temperature is detected when power generation is stopped, it is not necessary to detect the system temperature thereafter. The longer the waiting time, the lower the system temperature.The longer the waiting time, the lower the scavenging performance.However, if the waiting time after power generation is stopped is long, the operator is likely to be away. Productivity that scavenging processing can be performed in a separated state is improved. Further, by delaying the execution timing of the scavenging process, it is not necessary to perform the third scavenging process which is unnecessary when a situation occurs in which the apparatus is restarted before the set waiting time.

  In this case, the set temperature and the waiting time are determined from the relationship (RA) between the soak time from when the power generation is stopped and the system temperature during the soak time, and the minimum temperature that ensures low temperature startability at the time of restart is ensured. The temperature is set to a temperature equal to or higher than the temperature (Tsmin) and a time within the longest time (tmax).

  Note that the trade-off between the scavenging performance in the scavenging process and the merchantability such as fuel economy is clarified from the relationship between the soak time from when the power generation is stopped and the system temperature during the soak time.

  Further, according to the scavenging method in the fuel cell system according to the present invention, when the power generation of the fuel cell that generates power using the fuel gas supplied to the fuel gas passage and the oxidant gas supplied to the oxidant gas passage is stopped, In a scavenging method in a fuel cell system in which at least one of the fuel gas flow path through which the fuel gas flows or the oxidant gas flow path through which the oxidant gas flows is scavenged with a scavenging gas, the oxidation is performed with the scavenging gas. After the first scavenging process steps (S18e to S18h) for scavenging at a large flow rate capable of removing droplets in the agent gas flow path, and after the first scavenging process step, the liquid in the fuel gas flow path is generated by the scavenging gas. A second scavenging process step (S19g to S19i) for scavenging at a large flow rate capable of removing droplets, and the scavenging gas in the oxidant gas flow path from the large flow rate. The third scavenging process steps (S19i to S18k) for scavenging at a small flow rate are performed in random order, and at the same time during the first scavenging process step or the second scavenging process step, the fuel gas in the fuel gas flow path It is characterized by diluting and discharging.

  According to the present invention, when the power generation of the fuel cell is stopped, the first scavenging process step for removing the droplets in the oxidant gas channel and the second scavenging process step for removing the droplets in the fuel gas channel are sequentially performed. Therefore, it is possible to use a scavenging means with a small capacity as compared with the prior art for removing the droplets. Further, since the oxidant gas flow path is further scavenged after the droplets are removed from the oxidant gas flow path, the oxidant gas flow path can be sufficiently dried to a predetermined water content. As a result, even if a stop request operation is performed after power generation for a short time at low temperatures, the scavenging process can be performed reliably when the operation is performed, and a reliable restart is possible even at the next low temperature such as below freezing point. Can do.

  In addition, since the scavenging process step is performed when the fuel cell system is stopped, the system is stopped, so that the power generation operation is performed after a stop request such as an operation to turn off the ignition switch as in the prior art. The operator does not feel uncomfortable.

  Further, at the same time during the first scavenging process step or the second scavenging process step, the fuel gas in the fuel gas flow path is diluted and gradually discharged, so that an increase in the exhaust gas concentration can be suppressed. As a result, a separate process for diluting and discharging the fuel gas becomes unnecessary, and the diluting and discharging of the fuel gas can be performed efficiently.

  Furthermore, the small flow rate in the third scavenging process is a flow rate pressure at which the integrated volume flow rate becomes maximum or a flow rate pressure at which the relative humidity at the scavenging gas discharge port is maximized in order to efficiently dry the oxidant gas flow path. It is preferable to do.

  In this case, after the first scavenging processing step, after the predetermined condition is satisfied, for example, after the elapse of a predetermined time, the third scavenging processing step having a relatively long processing time is performed, so that the system is immediately requested at the time of a stop request. Can be stopped, and the feeling of strangeness is further reduced. The second scavenging process step having a relatively short processing time may be performed immediately after the first scavenging process step or before or after the third scavenging process step.

  Furthermore, in the method invention, similarly to the system invention, detection of the system temperature at the time of soaking, setting of the set temperature for performing the third scavenging process, detection of the system temperature at the time of power generation stop, and the third scavenging from the time of power generation stop. It is possible to set a waiting time until processing is performed.

  According to the present invention, in the fuel cell system, even when a stop operation is performed after power generation at a low temperature for a short time, when the stop request is made, a reliable scavenging process can be performed, and the next freezing point or the like can be performed. Reliable restart is possible even at low temperatures.

  Moreover, since the system can be stopped by performing an appropriate scavenging process immediately after receiving the stop request, the operator does not feel uncomfortable.

  According to the present invention, even when a stop operation is performed after power generation for a short time at a low temperature, when there is a request to stop the operation, it is necessary to consider the trade-off between the scavenging performance and the merchantability. A scavenging process can be performed, and a reliable restart can be performed at a low temperature such as the next freezing point.

  Further, immediately after receiving the stop request, the system can be stopped by performing an appropriate process, so that the operator does not feel uncomfortable.

  Furthermore, when the fuel cell system is stopped, the fuel gas can be efficiently diluted and discharged.

  Embodiments of the present invention will be described below with reference to the drawings.

  FIG. 1 is a schematic configuration diagram of a fuel cell vehicle 12 including a fuel cell system 10 to which an embodiment of the present invention is applied.

  The fuel cell vehicle 12 is basically a fuel cell 14 and a power storage device (energy storage) that assists the output of the fuel cell 14 and is charged by the generated current If of the fuel cell 14. It is composed of a capacitor 16 such as an electric double layer capacitor, a load 18 including a driving motor for traveling, and an auxiliary machine such as an air compressor 36. Here, the power storage device can be replaced by a battery other than the capacitor 16, or both can be used.

  The fuel cell 14 has a stack structure in which a plurality of fuel cell cells configured by holding a solid polymer electrolyte membrane between an anode electrode and a cathode electrode are stacked and integrated.

  Specifically, as shown in the exploded perspective view of the fuel cell 114 of FIG. 2, each fuel cell 114 includes an electrolyte membrane (solid polymer electrolyte membrane) / electrode structure 120 and the electrolyte membrane / electrode structure. And metal separators 122 and 124 that sandwich the body 120.

  One end edge of the fuel cell 114 in the direction of arrow B communicates with each other in the direction of arrow A, which is the stacking direction, and an oxidant for supplying an oxidant gas that is one reaction gas, for example, an oxygen-containing gas The gas supply communication hole 130a, the cooling medium supply communication hole 132a for supplying the cooling medium, and the fuel gas discharge communication hole 134b for discharging the other reactive gas, for example, the hydrogen-containing gas, are indicated by an arrow C. Arranged in the direction (vertical direction).

  The other end edge of fuel cell 114 in the direction of arrow B communicates with each other in the direction of arrow A, and a fuel gas supply communication hole 134a for supplying fuel gas, and a cooling medium discharge communication for discharging the cooling medium. The holes 132b and the oxidant gas discharge communication holes 130b for discharging the oxidant gas are arranged in the direction of arrow C.

  The electrolyte membrane / electrode structure 120 includes, for example, an electrolyte membrane (solid polymer electrolyte membrane) 120b in which a perfluorosulfonic acid thin film is impregnated with water, and an anode electrode 120a and a cathode electrode 120c held between the electrolyte membranes 120b. With.

  The anode electrode 120a and the cathode electrode 120c include a gas diffusion layer made of carbon paper or the like, and an electrode catalyst layer in which a porous carbon particle having a platinum alloy supported on the surface is uniformly applied to the surface of the gas diffusion layer. Have. The electrode catalyst layer is bonded to both surfaces of the electrolyte membrane 120b.

  On the surface 122a of the separator 122 facing the electrolyte membrane / electrode structure 120, an oxidant gas flow channel (also referred to as a reaction gas flow channel) communicating with the oxidant gas supply communication hole 130a and the oxidant gas discharge communication hole 130b. ) 146 is provided. The oxidant gas flow path 146 is formed between, for example, a plurality of grooves extending in the direction of arrow B and the cathode electrode 120c.

  A fuel gas flow path (also referred to as a reaction gas flow path) 148 communicating with the fuel gas supply communication hole 134a and the fuel gas discharge communication hole 134b is formed on the surface 124a of the separator 124 facing the electrolyte membrane / electrode structure 120. It is formed. The fuel gas channel 148 is formed, for example, between a plurality of grooves that extend in the direction of arrow B and the anode electrode 120a.

  A cooling medium flow path 150 is formed between the surface 122b of the separator 122 and the surface 124b of the separator 124 to guide the cooling medium supplied from the cooling medium supply communication hole 132a to the cooling medium discharge communication hole 132b. The cooling medium flow path 150 is integrally formed by extending a plurality of grooves provided in the metal separator 122 and a plurality of grooves provided in the separator 124 in the arrow B direction.

In FIG. 1 again, the fuel cell 14 includes a hydrogen supply port 20 for supplying a fuel gas, for example, hydrogen (H ₂ ) gas, to the fuel cell 14, and an unused hydrogen gas discharged from the fuel cell 14. A hydrogen discharge port 22 for discharging exhaust gas containing oxygen, an air supply port 24 for supplying air (air) containing an oxidant gas, for example, oxygen (O ₂ ) to the fuel cell 14, and unused oxygen And an air discharge port 26 for discharging the air containing the fuel cell 14 from the fuel cell 14.

  In addition, in the vicinity of the hydrogen discharge port 22 and the air discharge port 26, as temperature detecting means for detecting (measuring) the temperature Th of the gas in the hydrogen discharge port 22 and the temperature To of the gas in the air discharge port 26. Temperature sensors 71 and 72 are attached. In addition, a temperature sensor (not shown) for detecting (measuring) the temperature of the cooling medium is also provided near the outlet side of the cooling medium discharge communication hole 132b (FIG. 2) in the fuel cell 14, although not shown.

  A hydrogen supply channel 28 communicates with the hydrogen supply port 20. The hydrogen supply flow path 28 is provided with an ejector 48, and the ejector 48 supplies hydrogen gas supplied from a hydrogen tank 42 storing high-pressure hydrogen through a hydrogen supply valve 44 to a hydrogen supply flow path 28 and a hydrogen supply port. The exhaust gas containing unused hydrogen gas that has not been used in the fuel cell 14 is sucked from the hydrogen circulation passage 46 communicating with the hydrogen discharge port 22 and supplied to the fuel cell 14 again. .

  In the hydrogen circulation channel 46, water accumulated in the anode electrode 120a and fuel gas containing nitrogen gas that has permeated the electrolyte membrane 120b from the cathode electrode 120c and mixed into the anode electrode 120a are supplied to the hydrogen purge channel 32, the dilution box 90, and In addition to providing a hydrogen purge valve 30 for a relatively large flow rate that is appropriately opened during normal power generation operation or the like in order to discharge to the outside (outside air / atmosphere) via the discharge flow path 94 to ensure power generation stability, Relatively small for discharging water or the like collected in a catch tank (not shown) of the hydrogen circulation passage 46 to the atmosphere through the discharge passage 52, the dilution box 90 and the discharge passage 94 together with the exhaust gas containing hydrogen gas. A flow rate drain valve 50 is provided.

  On the other hand, an air supply passage 34 is communicated with the air supply port 24, and an air compressor 36 integrated with an air compressor motor that compresses and supplies air from the atmosphere is connected to the air supply passage 34. An intercooler (I / C) 55 that cools compressed air (high-temperature dry compressed air) discharged from the air compressor 36, and a humidifier 56 that supplies moisture to the cooled air and discharges it as humidified air. The intercooler bypass valve 57 and the humidifier bypass valve 58 that bypass the intercooler 55 and the humidifier 56 are connected.

  Further, the air discharge port 26 is provided with a back pressure control valve 38 for adjusting the pressure of the air supplied from the air compressor 36 to the fuel cell 14 through the air supply flow path 34 and the air supply port 24. The 14 air discharge ports 26 communicate with the atmosphere through the air discharge flow path 40, the dilution box 90 and the discharge flow path 94 via the back pressure control valve 38. A humidity sensor 92 as a humidity detecting means for measuring the scavenging outlet humidity RH and a flow meter 91 for measuring the volume flow rate are attached to the air discharge channel 40. The dilution box 90 has a function of diluting the fuel gas (exhaust gas) supplied through the hydrogen purge flow path 32 and the discharge flow path 52 with the oxidant gas supplied from the air discharge flow path 40 and discharging it to the outside. .

  Furthermore, compressed air is supplied to the hydrogen supply port 20 via the air introduction flow path 53 between the hydrogen supply flow path 28 and the air supply flow path 35 (the communication path between the humidifier 56 and the intercooler 55) of the fuel cell 14. An air introduction valve 54 that is opened during the so-called anode scavenging process is provided.

  Except for the back pressure control valve 38, the hydrogen supply valve 44, the air introduction valve 54, the hydrogen purge valve 30, the drain valve 50, the intercooler bypass valve 57, and the humidifier bypass valve 58 are ON / OFF valves.

  Further, the fuel cell system 10 and the fuel cell vehicle 12 on which the fuel cell system 10 is mounted are provided with a control device 70, and the control device 70 opens and closes the various valves of the fuel cell system 10 and the fuel cell vehicle 12. All operations are controlled, including control of the load 18, control of auxiliary equipment such as the air compressor 36, charge / discharge control of the capacitor 16, on / off control of the contactor 82 of the discharge resistor 80, and the like.

  The control device 70 is configured by a computer (ECU), and also operates as functional means for realizing various functions by executing programs stored in a memory based on various inputs. In this embodiment, the control device 70 includes scavenging means, low temperature start countermeasure means, low temperature short time after power generation stop determination means, scavenging processing means, capacitor remaining capacity detection (calculation) means, time measurement means (counter / timer 73), etc. Function as.

  In FIG. 1, a thick solid line indicates a power line, and a dotted line indicates a signal line. Moreover, the double line has shown piping.

  During normal power generation operation of the fuel cell system 10, the hydrogen supply valve 44 is basically opened and the back pressure control valve 38 is opened in an appropriate amount by the valve control by the control device 70, and the hydrogen purge valve 30. The drain valve 50 is appropriately opened but is normally closed, and the air introduction valve 54, the intercooler bypass valve 57, and the humidifier bypass valve 58 are closed.

  During this normal power generation operation, the fuel gas supplied from the hydrogen tank 42 is supplied to the hydrogen supply port 20 of the fuel cell 14 through the hydrogen supply channel 28 via the ejector 48.

  The fuel gas supplied to the hydrogen supply port 20 is supplied to the anode electrode 120a along the fuel gas flow path 148 through the fuel gas supply communication hole 134a constituting each fuel cell 114, and moves along the anode electrode 120a. Exhaust gas containing unused hydrogen gas containing moisture is discharged from the hydrogen discharge port 22 through the fuel gas discharge communication hole 134 b and sent to the hydrogen circulation passage 46.

  The exhaust gas discharged into the hydrogen circulation channel 46 is returned to the hydrogen supply channel 28 under the suction action of the ejector 48 and then supplied again as fuel gas into the fuel cell 14. This fuel gas is a gas containing moisture, that is, a humidified gas.

  On the other hand, the air is supplied from the compressor 102 as compressed air in which the outside air is compressed. During normal operation, the humidified air is supplied to the air supply flow path 34 through the intercooler 55 and the humidifier 56. This air, that is, the oxidant gas, is supplied from the air supply port 24 to the cathode electrode 120c along the oxidant gas flow path 146 through the oxidant gas supply communication hole 130a constituting each fuel cell 114, and along the cathode electrode 120c. Then, the exhaust gas containing unused air is discharged from the air discharge port 26 to the air discharge passage 40 through the oxidant gas discharge communication hole 130b.

  Thereby, in each fuel cell 114, hydrogen, which is the fuel gas supplied to the anode electrode 120a, reacts with oxygen in the oxidant gas supplied to the cathode electrode 120c to generate power.

  This power generation process will be described. Hydrogen gas is hydrogen ionized at the anode electrode 120a to generate hydrogen ions and electrons. The hydrogen ions reach the cathode electrode 120c side with moisture in the electrolyte membrane 120b. The generated electrons are output as a generated current If from the anode electrode 120a through a negative terminal plate (not shown), and through an electric current / voltage sensor 60, an external load {load (electric load) 18, an auxiliary machine for the air compressor 36, etc.} And reaches the cathode electrode 120c. Then, on the cathode electrode 120c side of the electrolyte membrane 120b, oxygen combines with hydrogen ions and electrons to become water. The surplus water is stored in the oxidant gas channel 146 (droplet generation in the oxidant gas channel 146).

  Thus, in the fuel cell 114, when the hydrogen ions generated at the anode electrode 120a move through the electrolyte membrane 120b to the cathode electrode 120c, water molecules are accompanied. Therefore, in order to maintain the conductivity of hydrogen ions, the electrolyte membrane 120b is required to be in a predetermined wet state (predetermined water content) including moisture.

  When the power generation state continues for a certain time or longer, the generated water generated on the cathode electrode 120c side passes through the electrolyte membrane 120b and the anode electrode 120a and is transmitted to the fuel gas channel 148 side. (Droplet generation in the fuel gas flow path 148).

  That is, when power generation is started in the fuel cell 14, droplets are first generated in the oxidant gas channel 146, and droplets are also generated in the fuel gas channel 148 after a predetermined power generation time has elapsed.

  In this way, during the normal power generation operation in which the fuel cell 14 generates power using both supplied reaction gases, the generated current If extracted from the fuel cell 14 is supplied to the load 18 and the current 18 via the current / voltage sensor 60 of the fuel cell 14. In addition to being supplied to the air compressor 36 (drive motor for the air compressor), the capacitor 16 is supplied via the current / voltage sensor 62 of the capacitor 16 to be charged. The integrated power generation amount of the fuel cell 14 is calculated and managed by the control device 70 based on the output of the current / voltage sensor 60, and the remaining capacity of the capacitor 16 is stored in the memory based on the output of the current / voltage sensor 62. Is done.

  The capacitor 16 is charged with the generated current If of the fuel cell 14 under the control of the control device 70. The power stored in the capacitor 16 is mainly supplied to the load 18 and the air compressor 36 when the power generation of the fuel cell 14 is stopped. When the driving force is transmitted from the driving wheel to the driving motor as the load 18 when the fuel cell vehicle 12 is decelerated, the driving motor functions as a generator and generates a so-called regenerative braking force. Thereby, the kinetic energy of the vehicle body can be recovered as electric energy, and the electric energy is regenerated (accumulated) from the load 18 side to the capacitor 16.

  During the normal power generation operation, in the fuel cell vehicle 12 equipped with the fuel cell system 10, the control device 70 calculates the required power from the accelerator pedal depression amount Ap, the vehicle speed Vs, and the like, and the fuel is calculated based on the calculated required power. Various controls such as sending control signals to the battery 14, the load 18, the air compressor 36, the back pressure control valve 38, and the like are performed. In addition, the control device 70 performs current / voltage sensors 60 and 62, an outside air temperature sensor 74 and temperature sensors 71 and 72, and a humidity sensor in order to reliably perform the low temperature start-up control such as the load 18 control and the below-freezing start-up control. 92, from the flow meter 91, the generated current If, the generated voltage (terminal voltage for each fuel cell 114) Vf, the current flowing into the capacitor 16, the voltage Vc of the capacitor 16, the outside temperature Ta, and the gas in the hydrogen discharge port 22, respectively. Each signal of the temperature Th, the temperature To of the gas in the air discharge port 26, the relative humidity RH of the air discharge passage 40, and the volume flow rate F is taken in. The generated voltage Vf is a terminal voltage for each fuel cell 114, but in the following description, an average voltage and a total voltage can be used as appropriate for the generated voltage Vf.

  Further, the control device 70 includes an on signal (a signal for turning the fuel cell system 10 from an off state) that is a start signal (start signal) of the fuel cell vehicle 12 and the fuel cell system 10 and an off signal that is a stop signal. An ignition switch (IG switch) 76 for outputting (a signal for turning the fuel cell system 10 from an on state to an off state) is connected.

  Basically, the operation related to the scavenging process of the fuel cell system 10 configured and operated as described above and the fuel cell vehicle 12 equipped with the fuel cell system 10 will be described based on the flowchart of FIG.

  In step S1, when the control device 70 detects an ON signal of the ignition switch 76, which is an activation signal of the fuel cell system 10 (fuel cell vehicle 12), in step S2, when the previous operation was stopped (when the ignition switch 76 was turned off). The pre-processing described later is performed based on the type of scavenging processing performed in step (1).

  After this pretreatment, power generation of the fuel cell 14 is started in step S3.

  Next, in step S4, the temperature (referred to as the temperature of the fuel cell) Th is detected by temperature detection means for detecting the temperature of the fuel cell 14, in this embodiment, the temperature sensor 71 attached to the hydrogen discharge port 22. At this time, it is determined whether or not the temperature sensor 71 has failed. As a sensor for detecting the temperature of the fuel cell 14, a temperature sensor (not shown) attached to the hydrogen supply port 20 is used instead of the temperature sensor 71 provided at the hydrogen discharge port 22, and the temperature of the cooling medium is detected. A temperature sensor (not shown) or a temperature sensor 72 provided at the air outlet 26 can be used.

  Note that the failure of the temperature sensor 71 in step S4 is determined based on whether the output value cannot be obtained, the output value does not change, or is an abnormal value. The abnormal value refers to, for example, the temperature Th obtained from the temperature sensor 71 and the outside air temperature sensor even though the soak time (the time during which the fuel cell system 10 is stopped and left) has elapsed several hours. 74 when the difference from the temperature Ta obtained from 74 is an abnormally large value greater than or equal to a predetermined value.

  If the temperature sensor 71 has not failed, it is determined in step S5 whether the temperature Th (Th = Ts) of the fuel cell 14 immediately after the start of power generation detected in step S4 is equal to or lower than a predetermined temperature (threshold) Ta. The Here, the predetermined temperature Ta is set to, for example, 0 [° C.] (Ta = 0), which is a freezing point that is a standard at low temperatures.

  Next, when the temperature Th (Th = Ts) of the fuel cell 14 immediately after the start of power generation is a temperature equal to or lower than the predetermined temperature Ta (Ts ≦ Ta), whether or not the ignition switch 76 outputs an off signal in step S6. Detected. When the off signal is detected, it is determined that a stop request has been received during the power generation operation after the start of the fuel cell 14 (step S1). In the next step S7, a stop request is received from the current start time (step S1). It is determined whether or not moisture has been generated in the fuel cell 14 by the power generation of the fuel cell 14 by the time (step S6).

  The determination in step S7 is the power calculated by the control device 70 based on the generated current If detected by the current / voltage sensor 60, the generated voltage Vf, and the elapsed time (the time from the current start time to the time when the stop request is received). It can be determined by the amount, so-called integrated power generation amount [Wh]. Further, instead of the integrated power generation amount, it can also be determined by a change in the weight of the fuel cell 14. Furthermore, it can also be determined simply by the elapsed time. In any case, the relationship between the integrated power generation amount and the moisture amount, or the relationship between the weight change and the moisture amount, and the relationship between the elapsed time and the moisture amount are obtained in advance and stored in the memory of the control device 70. With reference to this relationship (characteristic), the amount of moisture (generation of moisture) can be detected.

  In step S7, for example, when it is determined that no moisture is generated because the elapsed time is extremely short, it is not necessary to perform the scavenging process. Therefore, in step S8, the fuel cell is not used. Normal stop processing (processing such as closing the hydrogen supply valve 44 and stopping the air compressor 36) of the system 10 is performed.

  On the other hand, when it is determined in step S7 that moisture is generated, in step S9, the temperature Th of the fuel cell 14 (the temperature Te at which the stop request at the time of the current stop is received). Is detected by the temperature sensor 71, and it is determined whether or not the temperature Th (Th = Te) immediately after the detected ignition switch 76 is turned off is equal to or lower than a predetermined temperature (threshold value) Tb. The predetermined temperature Tb (Ta <Tb) is a temperature that is determined in advance and stored in the memory. However, since the determination in step S9 has not passed so much time since the start of power generation, the oxidant gas flow path 146 side This is a threshold value for determining a state where moisture is generated only in the fuel gas passage 148 and no moisture is transmitted to the fuel gas channel 148 side.

  The determination in step S9 is made based on whether or not the integrated power generation amount generated from the current start-up (step S1: YES) to the ignition off (step S6: YES) is equal to or less than a predetermined integrated power generation amount. You can also.

  If the determination in step S9 is negative, that is, if the temperature Th (Th = Te) of the fuel cell 14 exceeds the predetermined temperature Tb, in step S10, the fuel cell detected in step S9. It is determined whether the temperature 14 (Th = Te) is equal to or lower than a predetermined temperature (threshold value) Tc (Tb ≦ Te ≦ Tc).

  This predetermined temperature Tc (Tb <Tc) is a temperature that is determined in advance and stored in the memory, but the determination in step S10 is that moisture is generated in both the oxidant gas channel 146 and the fuel gas channel 148. It is for judging whether or not. That is, the predetermined temperature Tc is a threshold value for determining that moisture is generated in both the oxidant gas channel 146 and the fuel gas channel 148.

  If the determination in step S10 is affirmative, or if the determination in step S9 is affirmative, reception of an off signal from the ignition switch 76 in step S6 (operation to turn off the ignition switch 76). Is determined to be an operation to request a stop after a short period of power generation at a low temperature. If the determination in step S10 is affirmative, in step S11, a value “2” for the second scavenging process is set as the scavenging process flag Fs based on the low temperature short time power generation stop request (Fs = 2).

  Even when the determination in step S9 is affirmative, it is determined that the reception of the off signal from the ignition switch 76 in step S6 is an operation for requesting a stop after power generation for a short time at low temperature, and in step S12, A value “1” for the first scavenging process is set as the scavenging process flag Fs based on the low temperature short time stop request (Fs = 1).

  Further, in the determination in step S5, the temperature Th (Th = Ts) of the fuel cell 14 immediately after the start of power generation is a temperature exceeding a predetermined temperature Ta (Ta = 0 [° C.]) (Ts> Ta), and then When the off signal is received from the ignition switch 76 in step S13 and in the determination in step S10, the temperature Th (Th = Te) of the fuel cell 14 is a temperature exceeding the predetermined temperature Tc (Te> Tc). In step S6, it is determined that the reception of the OFF signal of the ignition switch 76 does not correspond to the start at low temperature, and the power generation operation has been performed for a sufficient time even if it corresponds to the start at low temperature. Each is determined not to be a stop request after a short period of power generation at low temperatures. Therefore, in step S14, the scavenging process flag Fs is not raised (Fs = 0), and the default value for the normal scavenging process is maintained.

  Next, in step S15, it is determined whether or not the scavenging process flag Fs is set. If the scavenging process flag Fs is set, in step S16, the value of the scavenging process flag Fs is set to the value “first scavenging process value“ 1 ”or the value“ 2 ”for the second scavenging process is determined, and in accordance with the determination result, a two-stage scavenging process (described later) of the first scavenging process is performed in step S18, and in step S19. Then, a three-stage scavenging process (described later) of the second scavenging process is performed. If the scavenging process flag Fs is not set in step S15, the normal scavenging process when the fuel cell 14 is stopped normally is performed in step S17.

  Further, after it is determined in step S4 that the temperature sensor 71 has failed, in step S20, when the ignition switch 76 is turned off, the two-stage scavenging process in step S18 is performed.

  After any of the scavenging processes is performed, the system stop process in step S8 is performed.

  Next, the meaning and processing contents of the normal scavenging process in step S17, the two-stage scavenging process in step S18, and the three-stage scavenging process in step S19 will be described using a flowchart and a time chart.

  First, referring to the flowchart of FIG. 4, when it is determined that the current operation of the ignition switch 76 in step S13 is not a stop request after a short time power generation at a low temperature, in other words, a normal stop The operation of the normal scavenging process in step S17 when it is determined as a request will be described.

  In this case, in step S17a, the hydrogen supply valve 44 is closed (shut off) by the control device 70, and the supply of fuel gas to the fuel cell 14 is stopped.

  Next, in step S17b, the intercooler bypass valve 57 and the humidifier bypass valve 58 are opened, and the amount of air discharged from the air compressor 36 is further increased so that a large amount of dry air flows into the fuel cell 14 from the air supply port 24. To be introduced.

  The generated water (droplets) in the oxidant gas flow path 146 in the fuel cell 14 due to the introduced large amount of dry air passes through the air discharge port 26, the back pressure control valve 38, and the air discharge flow path 40. By discharging the air together with scavenging air, the scavenging process on the cathode side is started.

  Next, discharge control is started in step S17c. The discharge control is a process performed for the purpose of, for example, consuming fuel gas remaining in the fuel gas flow path 148 of the fuel cell 14 in a short time. In this case, the contactor 82 is closed and the generated current If is reduced. Part is consumed by the discharge resistor 80. In the discharge control, the generated current If is also used to drive the air compressor 36.

  Next, when the cathode-side scavenging process is completed after elapse of a predetermined time in step S17d, the operation of the air compressor 36 is stopped in step S17e, whereby the supply of air to the fuel cell 14 is stopped. At this time, the back pressure control valve 38 is fully opened, and the oxidant gas flow path 146 is opened to the outside air.

  Next, in step S17f, it is determined whether or not the power generation voltage Vf of the fuel cell 14 has become a value equal to or lower than a predetermined voltage. When the value becomes equal to or lower than the predetermined voltage, the contactor 82 is opened in step S17g and discharge control is performed. Is terminated.

  Next, in step S17h, the control device 70 itself, that is, the ECU enters the sleep state, and the fuel cell system 10 enters the system stop state.

  As described above, in the normal scavenging process, the fuel cell system 10 is brought into the system stop state in a short time after the OFF state of the ignition switch 76 is detected in step S13, so that the operator of the fuel cell vehicle 12 such as a driver. There is no sense of incongruity.

  Next, during the soak of the fuel cell system 10, the controller 70 wakes up at predetermined time intervals corresponding to the system temperature (the temperature Th of the fuel cell 14) in steps S17i, S17j, and S17k, respectively. 14 is detected, and it is determined whether or not the detected temperature Th is equal to or lower than a predetermined temperature Td, for example, Td = 5 [° C.] (Th ≦ Td). As a result, the outside air temperature Ta becomes low. It is determined whether or not. The predetermined time interval may be a predetermined fixed time.

  If the determination in step S17k is affirmative, it is determined that the outside air temperature Ta may become a low temperature such as below freezing point, and in order to avoid freezing of the droplets in the fuel gas flow path 148 in the fuel cell 14. In step S171, the air compressor 36 is driven by the electric power of the capacitor 16, and the air introduction valve 54 is opened. The high-temperature compressed air discharged from the air compressor 36 is supplied with the intercooler bypass valve 57, the air introduction passage 53, and the air introduction valve 54. Then, scavenging by the air on the anode side is started by introducing the fuel gas channel 148 and the oxidant gas channel 146 of the fuel cell 14 from both the hydrogen supply port 20 and the air supply port 24.

  The air flowing through the fuel gas flow path 148 in the fuel cell 14 is discharged from the hydrogen discharge port 22, and at the beginning of the anode side air scavenging process, the diluted fuel gas is passed through the small flow rate drain valve 50 and the discharge flow path 52. And the generated water (droplets) are discharged together with the generated water (droplets) through a large flow rate hydrogen purge valve 30 and hydrogen purge flow path 32 after a predetermined time. In this way, the anode-side scavenging process is performed.

  In step S17m, after the anode-side scavenging process is performed for a predetermined time, the air compressor 36 is stopped in step S17n, and all the remaining valves are closed, the anode-side scavenging process is stopped, and the normal scavenging process is performed. In step S8, the fuel cell system 10 is stopped.

  As described above, when the outside air temperature Ta decreases, the inside of the fuel gas passage 148 is automatically scavenged to ensure stable and reliable start-up at a low temperature such as the next freezing point.

  Next, referring to the flowchart of FIG. 5 and the time chart of FIG. 6, the reception of the OFF signal from the ignition switch 76 in step S6 is a request for stopping after a short period of power generation at a low temperature and the cathode electrode 120c side. The operation of the two-stage scavenging process of step S18 performed when it is determined that moisture has been generated only in the oxidant gas flow path 146 will be described.

  In this case, when an OFF signal of the ignition switch 76 is detected at the time t0 in order to ensure the current system stop control and the reliable start-up at a low temperature such as the next freezing point, first, in step S18a, the generated current If To charge the capacitor 16 to a predetermined capacity (time t0 to t1).

  After the charging is completed, in step S18b, the hydrogen supply valve 44 is closed and the supply of fuel gas to the fuel cell 14 is stopped. Even if the hydrogen supply valve 44 is closed, the fuel gas remains in the fuel gas flow path 148. In order to consume this residual gas, the supply of air is continued in step S18c.

  Therefore, in step S18d, the generated current If is supplied to an auxiliary machine such as the air compressor 36 to generate power and consume the fuel gas (time t1 to t2). As the fuel gas is consumed, the gas pressure in the fuel gas flow path 148 gradually decreases (time points t1 to t2).

  Next, in steps S18e, 18f, 18g, and 18h, a two-stage scavenging process first stage process for discharging droplets in the oxidant gas flow path 146 is performed (time points t2 to t3). At this time, in step S18e, the humidifier bypass valve 58 and the intercooler bypass valve 57 are opened (time point t2).

  Next, in step S18f, the contactor 82 is closed, and discharge control is started to cause the discharge resistor 80 to consume the generated current If (time t2).

  Next, in step S18g, the amount of air discharged from the air compressor 36 is set to a large flow rate (time point t2), and the large amount of dry air is supplied for a predetermined time (time point t2 to t3) in step S18h. The liquid droplets remaining in the oxidant gas flow path 146 are discharged (removed) by flowing through the path 146. Note that the time required for removing the droplets in the oxidant gas flow path 146 from time t1 to time t3 is about 20 [sec].

  After discharging droplets from the oxidant gas flow path 146 by the two-stage scavenging process, the drying on the cathode electrode 120c side of the fuel cell 14 is promoted in steps S18i to S18k, and the next start-up at a low temperature such as below freezing point. The second stage scavenging process for ensuring the second stage process is performed (time points t3 to t5).

  At this time, in step S18i, the driving of the air compressor 36 is reduced to a small flow rate air amount, and a small flow rate of dry air is supplied into the oxidant gas flow path 146 (time point t3). The small flow rate in the second stage scavenging process second stage process (third scavenging process) is a flow rate at which the integrated volume flow rate F measured by the flow meter 91 is maximized in order to dry the oxidant gas flow path 146 efficiently. It is preferable to set the flow rate pressure so that the relative humidity RH of the air discharge channel 40 that is the discharge port of the scavenging gas measured by the pressure or the humidity sensor 92 becomes maximum.

  Then, in step S18j, a low flow rate of dry air is circulated in the oxidant gas flow path 146 for a predetermined time, thereby ensuring the next start-up at a low temperature (time points t3 to t5). This predetermined time is a predetermined time until the water content of the electrolyte membrane 120b reaches a predetermined value determined from the next start-up property. Instead of the predetermined value of the water content, the time until the relative humidity of the air discharge channel 40 reaches a predetermined value may be used.

  Specifically, as shown in FIG. 7, the water content is not high and low between the next startability (maximum possible output after power generation is possible) and the water content of the electrolyte membrane 120b. It is known that the relationship (characteristic 84) is such that the startability is high (the maximum possible output is high) in the intermediate state. Therefore, on the characteristic 84, the supply time of the dry air with a small flow rate until the next activation becomes equal to or higher than the predetermined value is set as the predetermined time in step S18j.

  Note that the process of step S18j can be determined as an alternative based on whether or not the remaining capacity of the capacitor 16 has decreased to a capacity required for starting at a low temperature such as the next freezing point. Further, although the discharge control started in step S18f is not shown in the flowchart, the time t4 when the gas pressure in the fuel gas flow path 148 falls below a predetermined value or the generated voltage Vf of the fuel cell 14 falls below the predetermined value. When lowered, the contactor 82 is opened and the discharge control process is terminated.

  Next, in step S18k, the driving of the air compressor 36 is stopped, the bypass valves 57 and 58 are closed, and the second-stage scavenging process ends, whereby the second-stage scavenging process ends.

  In this way, the current operation of the ignition switch 76 in step S6 is a request to stop after a short time power generation at a low temperature, and water is supplied only into the oxidant gas flow path 146 on the cathode electrode 120c side. If it has been determined that it has occurred, the droplets in the oxidant gas flow path 146 are discharged at a high flow rate, and then subjected to a two-stage scavenging process that dries at a low flow rate, so that it is stable at a low temperature such as the next freezing point. Startability can be ensured.

  When it is determined in step S4 that the temperature sensor 71 has failed and the ignition switch 76 is turned off in step S20, control is performed so that the above-described two-stage scavenging process in step S18 is performed. is doing. By performing this two-stage scavenging process, the next start-up can be reliably performed under any circumstances. That is, even if the ignition switch 76 is turned off at a low temperature such as below the freezing point, it can be restarted with less energy consumption as compared to the three-stage scavenging process described later.

  The two-stage scavenging process first-stage process and the two-stage scavenging process second-stage process described with reference to the flowchart of FIG. 5 and the time chart of FIG. 6 are continuously performed in time when the ignition switch 76 is turned off. However, as shown in the flowchart of FIG. 8 and the time chart of FIG. 9, the first-stage two-stage scavenging process is performed when the ignition switch 76 is turned off, and the second-stage scavenging process is performed after a predetermined time elapses (predetermined conditions are satisfied). You may make it perform by dividing | segmenting intermittently temporally so that a 2nd step process may be performed.

  The flowchart in FIG. 8 and the time chart in FIG. 9 show a two-stage scavenging process (with division).

  In the two-stage scavenging process (with division), the humidifier bypass valve 58 and the intercooler bypass valve 57 are closed in steps S18a to S18d and steps S18e to s18h in step S18h after the first stage process is completed. System stop processing such as stopping the operation of the air compressor 36 is performed (time t3), and timing of a time interval determined according to a predetermined time, for example, the system temperature (temperature Th of the fuel cell 14) is started. The control device 70 is in a sleep state, here a standby state for a predetermined time.

  Then, after the standby state for a predetermined time has elapsed (after the system is stopped for a predetermined time), the controller 70 wakes up and performs the second-stage scavenging process and the second-stage process. At this time, in step S18ia, the drive of the air compressor 36 is set to a small flow rate air amount, and the humidifier bypass valve 58 and the intercooler bypass valve 57 are opened so that a small flow rate of dry air is passed through the oxidant gas flow path 146. (Time t3a).

  Next, as described above, in step S18j, a low flow rate of dry air is supplied for a predetermined time until the next start-up property becomes a predetermined value or more due to the characteristic 84, and in step S18k, the driving of the air compressor 36 is stopped. Then, the bypass valves 57 and 58 are closed, and the two-stage scavenging process (with division) is completed.

  In the two-stage scavenging process (with division), when the ignition switch 76 is turned off, the droplets in the oxidant gas flow path 146 are removed in a short time with a large flow of oxidant gas, and then the system is temporarily stopped, After a lapse of time, a small amount of oxidant gas is circulated in the oxidant gas flow path 146 for a relatively long time to dry the electrolyte membrane 120b, etc., so that the ignition switch 76 is turned off. Since the system is immediately stopped after a stop request such as the above, it is possible to further reduce the uncomfortable feeling that may be given to the operator.

  Next, referring to the flowchart of FIG. 10 and the time chart of FIG. 11, the current operation of turning off the ignition switch 76 in step S6 is a stop request after short-time power generation at a low temperature and the cathode electrode 120c side. The operation of the three-stage scavenging process in step S19 performed when it is determined that moisture has occurred in both the oxidizing gas channel 146 and the fuel gas channel 148 on the anode electrode 120a side will be described.

  In this case, when the OFF state of the ignition switch 76 is detected at time t10 in order to ensure the current system stop control and the reliable start-up at a low temperature such as the next freezing point, first, in step S19a, first, the generated current If Thus, the capacitor 16 is charged to a predetermined capacity (time t10 to t11).

  After the charging is completed, in step S19b, the hydrogen supply valve 44 is closed and the supply of fuel gas to the fuel cell 14 is stopped. Even if the hydrogen supply valve 44 is closed, the fuel gas remains in the fuel gas flow path 148. In order to consume this residual gas, the supply of air is continued in step S19c.

  Therefore, in step S19d, the generated current If is supplied to an auxiliary machine such as the air compressor 36 to generate power and consume the fuel gas (time t11 to t12). As the fuel gas is consumed, the gas pressure in the fuel gas flow path 148 gradually decreases (time points t11 to t12).

  Next, in step S19e, in order to satisfy the dilution requirement of the fuel gas discharged from the fuel cell system 10 to the outside, the drain valve 50 having a relatively small flow rate is opened and the air introduction valve 54 is opened (time t12). .

  In step S19f, the first stage process of the two-stage scavenging process that is the same as the process in steps S18e to S18h described with reference to the flowchart of FIG. 5, that is, the droplets in the oxidant gas flow path 146 are discharged. Is performed (time t12 to t13). Therefore, between time points t12 and t13, as described above, a large flow rate of dry air is circulated through the oxidant gas flow path 146, and droplets remaining in the oxidant gas flow path 146 are discharged (removed). Also in this case, the time required for removing the droplet in the oxidant gas flow path 146 from time t11 to t13 is about 20 [sec].

  Since the air introduction valve 54 is opened at time t12, air is also introduced into the fuel gas flow path 148 after this time t12, but the high-flow hydrogen purge valve 30 is closed and the low-flow-rate hydrogen flow valve 148 is closed. Since the drain valve 50 is opened, a small amount of air is also introduced into the fuel gas flow path 148. In this case, the fuel gas discharged from the drain valve 50 through the discharge flow path 52 and the oxidant gas discharged from the air discharge flow path 40 are diluted via the dilution box 90 and discharged as diluted fuel gas. It is discharged to the outside air through the path 94.

  In this way, the droplets are discharged from the oxidant gas flow path 146, and the fuel gas is also diluted and discharged without increasing the fuel gas discharge concentration. Perform (remove) processing.

  In this case, by opening the hydrogen purge valve 30 with a large flow rate in step S19g (time point t13), a predetermined time (time points t13 to t14) is set in step S19h in the fuel gas flow path 148 where the diluted fuel gas remains. A large flow of air is circulated, and droplets in the fuel gas flow path 148 are discharged (removed), and diluted fuel gas is discharged. In step S19i, the air introduction valve 54 is closed.

  As shown from time t12 to t14, the oxidant gas flow path 146 is divided in time so that the flow rate in the oxidant gas flow path 146 and the flow rate in the fuel gas flow path 148 of scavenging gas do not increase simultaneously. Since the droplets in the fuel gas channel 148 are removed, the driving of the air compressor 36 can be suppressed and noise can be suppressed. As a result, it is possible to use an air compressor 36 that is smaller, lighter and has a smaller capacity than the conventional technology. In addition, since the fuel gas is gradually diluted and discharged between the time points t12 and t13, it is not necessary to supply the oxidant gas to the dilution box 90 only for dilution of the fuel gas.

  Next, in step S19j, the second stage process of the same two-stage scavenging process as the process of steps S18i to S18k described with reference to the flowchart of FIG. 5, that is, drying on the cathode electrode 120c side of the fuel cell 14 is promoted. Then, a process for ensuring the start-up at a low temperature such as the next freezing point is performed (time t14 to t15).

  In this way, the current operation of the ignition switch 76 in step S6 is a request to stop after a short time power generation at a low temperature, and the oxidizing gas channel 146 on the cathode electrode 120c side and the anode electrode 120a side By performing the three-stage scavenging process that is performed when it is determined that water is generated in both of the fuel gas channels 148, stable startability can be ensured at the next low temperature such as below freezing point. .

  The two-stage scavenging process first stage process and the two-stage scavenging process second stage process during the three-stage scavenging process described with reference to the flowchart of FIG. 10 and the time chart of FIG. 11 are performed when the ignition switch 76 is turned off. As shown in the flowchart of FIG. 12 and the time chart of FIG. 13, the two-stage scavenging process first stage process is performed when the ignition switch 76 is turned off, and a predetermined time has elapsed (the predetermined condition is satisfied). ) After that, the second-stage scavenging process, the second-stage process, and the process for removing the droplets in the fuel gas flow path 148 may be performed intermittently in time.

  The flowchart of FIG. 12 and the time chart of FIG. 13 show a three-stage scavenging process (with division).

  In this three-stage scavenging process (with division), the humidifier bypass valve 58 and the intercooler bypass valve 57 are closed in steps S19a to S19e and in step S19fa after the completion of the first stage process in step S19f. System stop processing such as stopping the operation of the air compressor 36 is performed (time t13a), and timing of a time interval determined according to a predetermined time, for example, the system temperature (temperature Th of the fuel cell 14) is started. The control device 70 is in a sleep state, here a standby state for a predetermined time.

  Then, after the standby state for a predetermined time has elapsed (after the system is stopped for a predetermined time), at time t14, the control device 70 wakes up and performs the two-stage scavenging process second-stage process. First, in step S19fb, Open the air introduction valve 54 and the small flow rate drain valve 50.

  Next, in the second-stage scavenging process second-stage process in step S19ja (S19a, not S19, because the valve opening / closing control in the process of S18k is different as will be described later), the flowchart of FIG. As described with reference to FIG. 5, in step S18ia, the drive of the air compressor 36 is set to a small flow rate air amount, and the humidifier bypass valve 58 and the intercooler bypass valve 57 are opened to oxidize the small flow rate of dry air. Supply into the agent gas flow path 146.

  Next, in step S18j, a small flow rate of dry air is supplied for a predetermined time until the next start-up property becomes a predetermined value or more due to the characteristic 84, and in step S18ka (not shown), the driving of the air compressor 36 is stopped. In this case, unlike the process of step S18k, the two-stage scavenging process (with division) ends without closing the bypass valves 57 and 58 (time t15).

  Next, a process for discharging (removing) droplets from the fuel gas flow path 148 described above is performed (time t15 to t16).

  In this case, by opening the hydrogen purge valve 30 with a large flow rate in step S19g (time t15), a large flow of air is circulated in the fuel gas flow path 148 for a predetermined time (time t14 to t15) in step S19h. The droplets in the fuel gas flow path 148 are discharged (removed). In step S19ia, the air introduction valve 54 is closed, and the drain valve 50 and the hydrogen purge valve 30 are further closed (time point t16). At the same time, the air compressor 36 is stopped, the bypass valves 57 and 58 are closed (time t16), and the three-stage scavenging process (with division) is completed.

  Here, the pre-processing in step S2 will be described with reference to the flowchart of FIG.

  As described above, when the ON signal of the ignition switch 76 is detected in step S1, whether or not the anode side has been scavenged with air in the scavenging process performed at the previous operation stop in step S2a is read from the memory. That is, when the anode-side air scavenging process is performed in the three-stage scavenging process or the normal scavenging process, the fuel gas flow path 148 is replaced with air, so that the anode system including the fuel gas flow path 148 The oxidant gas remaining in the flow path, mainly nitrogen, is exhausted, and in order to ensure startability, the oxidant is completely replaced with hydrogen gas, which is a high-purity fuel gas. A gas purge process is performed.

  Therefore, in the process of step S2b, after the hydrogen supply valve 44 is opened, the hydrogen purge valve 30 is opened for a predetermined time until the inside of the anode flow path is completely replaced with hydrogen gas, and then in step S3. Power generation is started.

  On the other hand, if the determination result of step S2a is that the three-stage scavenging process has not been performed or the anode-side air scavenging process has not been performed in the normal scavenging process, that is, the two-stage scavenging process has been performed. Alternatively, when the anode-side air scavenging process is not performed in the normal scavenging process, the normal purge process is performed in step S2c. In this normal purge process, after the hydrogen supply valve 44 is opened at startup, the hydrogen purge valve 30 is opened for a predetermined time corresponding to the soak time (much shorter than the predetermined time in step S2b described above). After the anode system flow path is replaced with high-purity fuel gas, power generation in step S3 is started.

  FIG. 15 is a flowchart for explaining another embodiment for determining the scavenging process of the present invention using a map (lookup table). In the flowchart of FIG. 15, the same processes as those shown in the flowchart of FIG. 3 are given the same step numbers, and detailed descriptions thereof are omitted.

  When an ON signal of the ignition switch 76 is detected in step S1, a pre-process is performed in step S2 with reference to the contents of the scavenging process performed at the previous stop of operation.

  After this pretreatment, power generation of the fuel cell 14 is started in step S3.

  In step S31, the timer 73 starts measuring the power generation time tg from the start of power generation. Instead of the power generation time tg, the integrated power generation amount from the start of power generation may be measured.

  Next, in step S4, it is determined whether or not the temperature sensor 71 has failed.

  If the temperature sensor 71 has not failed, in step S32, the temperature Th of the fuel cell 14 immediately after the start of power generation is detected as the power generation start temperature Ts (Th = Ts).

  Next, in step S33, it is detected whether or not the ignition switch 76 is turned off. When the OFF state is detected, it is determined that a stop request has been received during the power generation operation after the start of the fuel cell 14 (step S1). In the next step S34, when the power generation is stopped, the ignition switch 76 is accurately set. The temperature Th of the fuel cell 14 in the off state is detected as the power generation stop temperature Te (Th = Te). At the same time, in step S34, the counting of the power generation time tg from the start of power generation is ended, and the time from the start of the current power generation to the stop of power generation is measured as the power generation time tg.

  Next, in step S <b> 7, it is determined whether or not moisture has been generated in the fuel cell 14 due to the power generation of the fuel cell 14 from the time of starting this time to the time when the stop request is received.

  As described above, the determination in step S7 can also be performed based on the integrated power generation amount [Wh] or the change in the weight of the fuel cell 14. In any case, the relationship (characteristic) between the integrated power generation amount and the moisture amount or the change in weight and the moisture amount is obtained in advance and stored in the memory of the control device 70, and the moisture is referenced with reference to this property. The amount can be detected.

  If it is determined in step S7 that moisture has not been generated, the scavenging process is not performed, and in step S8, the normal stop process of the fuel cell system 10 (the hydrogen supply valve 44 is closed, the air compressor 36 is turned off). Processing such as stopping).

  On the other hand, when it is determined in step S7 that moisture has been generated, in step S35, the power generation time tg that has been timed in step S34 is a predetermined time, for example, a short time of 1 minute to 2 minutes or less (or this short time). It is determined whether or not the power generation amount is equal to or less than the cumulative power generation amount corresponding to the time power generation time).

  If it is 1 minute to 2 minutes or less, after the normal scavenging process in step S17, the system stop process in step S8 is performed.

  In step S35, when the power generation time tg is a time exceeding the predetermined time of 1 minute to 2 minutes, the turning-off operation of the ignition switch 76 in step S33 is the operation for requesting the stop after the short-time power generation described above. Next, in step S36, a map is searched using the power generation start temperature Ts and the power generation stop temperature Te as coordinate points to determine the scavenging process.

  FIG. 16 shows a scavenging process determination map 200 to be searched.

  Basically, when the power generation start temperature Ts and the power generation end temperature Te are relatively high, the normal scavenging process area 201 is determined, and when the power generation end temperature Te is the lowest temperature, the two-stage scavenging process area 202, and in the middle, the three-stage scavenging processing region 203 is determined. However, the two-stage scavenging treatment region 204 is also a region indicated by a rectangle in which the power generation start temperature Ts is 0 [° C.] or less, a predetermined temperature or more, and the power generation stop temperature Te is 0 [° C.] or less. It is said.

  The two-stage scavenging treatment area 204 is an area used when it is determined that a device necessary for the anode scavenging is frozen because the air introduction valve 54 is frozen and does not operate. In addition, when it determines with not being frozen, in the two-stage scavenging process area | region 204, it determines to the process of the other area | regions 201-203.

  Next, in step S37, a scavenging process is performed according to the scavenging process determined by the scavenging process determination map 200.

  That is, when it is determined that the operation of turning off the ignition switch 76 in step S33 is an operation for requesting a stop after power generation for a short time at a low temperature, a two-stage scavenging process or a three-stage scavenging process is performed, not at a low temperature, When it is determined that the operation is to request a stop after power generation for a short time, a normal scavenging process is performed.

  As described above, according to the above-described embodiment, at least one of the fuel gas flow path 148 through which the fuel gas flows or the oxidant gas flow path 146 through which the oxidant gas circulates when the power generation of the fuel cell 14 is stopped or after the power generation is stopped. The fuel cell system 10 is provided with scavenging means (70, 36, 54) for scavenging the gas with scavenging gas, in this embodiment with air.

  In particular, when the fuel cell system 10 is stopped after power generation for a short time after startup at a low temperature such as below freezing point, a process for preventing the power generation performance from being extremely deteriorated or being unable to restart in the worst case. The fuel cell system 10 capable of performing the above is intended.

  Here, whether the operation when the ignition switch 76 is turned off after the ignition switch 76 is turned on is an operation corresponding to a stop request after a short time power generation at a low temperature is determined, for example, at startup The temperature Th when the ignition switch 76 is on is equal to or lower than the predetermined temperature Ta (Ta = 0 [° C.]) (step S5: YES), and the temperature Th when the ignition switch 76 is off is the predetermined temperature Tb. When the temperature is below (step S9: YES) or below the predetermined temperature Tc (step S10: YES), it is determined that the operation is a request for a stop after short-time power generation at a low temperature, and the controller 70 as the scavenging process switching means From the normal scavenging process (step S17) to the two-stage scavenging process (step S18) or the second scavenging process as the first scavenging process. It is switched in three stages scavenging process as physical (step S19).

  Note that the control device 70 may select the two-stage scavenging process and the three-stage scavenging process using the scavenging process determination map 200 using the power generation start temperature Ts and the power generation stop temperature Te shown in FIG. 12 as parameters. it can.

  In addition, the control device 70 does not generate moisture due to power generation (step S7: NO), or generates power for a very short time (or less than the integrated power generation corresponding to the power generation for a very short time) even if water is generated. If this is the case, the normal scavenging process is selected.

  Here, the two-stage scavenging process is basically performed by using a small amount of dry oxidant gas after the pre-scavenging process in which water droplets generated in the oxidant gas flow path 146 are scavenged for a short time with a large amount of oxidant gas. This is a process including a post-scavenging process in which scavenging is performed for a time longer than the short time in order to make the electrolyte membrane 120b have a good water content with good startability.

  The three-stage scavenging process includes an intermediate scavenging process in which the droplets generated in the fuel gas channel 148 are scavenged for a short time with a large flow of oxidant gas between the scavenging processes before and after the two-stage scavenging process. It is processing. That is, the three-stage scavenging process is a process including a process obtained by adding a short-time scavenging process on the anode electrode 120a side to the two-stage scavenging process.

  FIG. 17 is a schematic explanatory diagram of the three-stage scavenging process according to this embodiment.

  The three-stage scavenging process includes a first scavenging process x1 for scavenging at a large flow rate capable of removing droplets in the oxidant gas flow path with the scavenging gas, and a fuel gas flow path 148 with the scavenging gas after the first scavenging process x1. A second scavenging process x2 for scavenging at a large flow rate capable of removing droplets therein, and a third scavenging process x3 for scavenging the oxidant gas flow path 146 with a scavenging gas at a smaller flow rate than the large flow rate. 2 scavenging process x2, third scavenging process x3, or third scavenging process x3, second scavenging process x2, and in the order of the first scavenging process x1 and / or the second scavenging process x2. In this process, the fuel gas in the fuel gas channel 148 is diluted and discharged.

  In this case, the third scavenging process x3 is performed after the first scavenging process x1 and after the predetermined condition is satisfied, and in the example of FIG.

  That is, when normal temperature power generation is performed at time points t31 to t32, after the ignition switch 76 is turned off at time point t32, the normal scavenging process S17 is performed, but the temperature Th of the fuel cell 14 during the soak is performed. However, when the temperature has become equal to or lower than a predetermined temperature Td (for example, Td = 5 [° C.]), as shown at time points t33 to t34, the anode side air scavenging is automatically performed (steps S17l and S17m). Prepare for the start at low temperatures such as the next freezing start.

  Further, as shown at time t35, when the fuel cell system 10 is activated at a low temperature such as below freezing (Th ≦ Ta = 0 [° C.]) and the power generation is stopped in a short time, that is, a short time power generation at a low temperature. When a post-stop request operation is performed, at the time point t36 when the system stops, a three-stage scavenging process that is continuously performed immediately after the stop, that is, after the first scavenging process x1, the second scavenging process x2 and the third scavenging process x3. (Either the second scavenging process x2 or the third scavenging process x3 may be performed first), so that it can be reliably restarted at the next low temperature such as below the freezing point at time t41.

  Further, as the three-stage scavenging process (with division) at the system stop time t36, immediately after the stop, the second scavenging process x2 is performed after the first scavenging process x1, and the third scavenging process is performed at the time t39 after a predetermined time has elapsed. Perform x3. Alternatively, immediately after the stop, only the first scavenging process x1 is performed, and the scavenging process is performed in the order of the second scavenging process x2 and the third scavenging process x3 at a time point t39 after a predetermined time has elapsed. Further, immediately after the stop, only the first scavenging process x1 is performed, and the scavenging process is performed in the order of the third scavenging process x3 and the second scavenging process x2 at a time point t39 after a predetermined time has elapsed.

  As described above, according to the above-described embodiment, when the power generation of the fuel cell 14 is stopped, the first scavenging process x1 for removing the droplets in the oxidant gas channel 146 and the droplets in the fuel gas channel 148 are removed. Since the second scavenging process x2 is sequentially performed (since it is not performed simultaneously), an air compressor 36, which is a scavenging means having a smaller capacity than that of the prior art, is used for droplet removal. Can be used. In addition, since the oxidant gas channel 146 is further scavenged after the droplets in the oxidant gas channel 146 are removed, the oxidant gas channel 146 can be sufficiently dried to a predetermined water content. it can. As a result, even if a stop request operation is performed after power generation for a short time at low temperatures, the scavenging process can be performed reliably when the operation is performed, and a reliable restart is possible even at the next low temperature such as below freezing point. Can do.

  In this case, since the scavenging process is performed when the power generation of the fuel cell system 10 is stopped, the system is stopped. Therefore, as in the prior art, the power generation operation is performed after a stop request such as an operation to turn off the ignition switch. This does not give the operator an uncomfortable feeling.

  Further, at the same time during the first scavenging process x1 and the second scavenging process x2, the fuel gas in the fuel gas flow path 148 is diluted and discharged, so a separate process for diluting and discharging the fuel gas is performed. It becomes unnecessary, and the fuel gas can be efficiently diluted and discharged.

  In this case, after the first scavenging process x1, by performing the third scavenging process x3 having a relatively long processing time after a lapse of a predetermined time, the system can be immediately stopped when a stop request is made. There is less discomfort. Note that the second scavenging process x2 having a relatively short processing time may be performed immediately after the first scavenging process x1 or before or after the third scavenging process x3.

  The small flow rate in the second stage scavenging process second stage process, that is, the third scavenging process x3 performed in the three stage scavenging process, is an integrated volume measured by the flow meter 91 in order to dry the oxidant gas flow path 146 efficiently. It is preferable to set the flow rate pressure at which the flow rate F is maximized or the flow rate pressure at which the relative humidity RH of the air discharge passage 40 that is the scavenging gas discharge port measured by the humidity sensor 92 is maximized. The determination of the end of scavenging in the third scavenging process x3 may be made when the relative humidity value RH of the air discharge passage 40 becomes a predetermined value.

  The third scavenging process x3 described above is a process of drying the oxidant gas flow path 146 with the scavenging gas.

  The direction of the arrow α drawn along the characteristic RA representing the relationship between the soak time on the left side of FIG. 18 and the system temperature (here, Th) of the fuel cell 14 indicates the system temperature Th when the third scavenging process x3 is performed. The higher the value, the higher the water removal effect (scavenging effect) by the scavenging process. That is, as can be seen from the relationship RB between the low-temperature startability on the right side of FIG. 18 and the system temperature Th when the third scavenging process x3 is performed, the higher the system temperature Th (= scavenging start setting system temperature Tset) when the scavenging is performed. Low temperature startability is improved. That is, the specified output current If can be taken out in a shorter time at a low temperature. The relationship RA shown in the left side of FIG. 18 in which the system temperature Th decreases with respect to the soak time from when the ignition switch 76 is turned off is measured in advance and stored in the ROM (storage means, memory) of the control device 70. Yes.

  Conversely, the direction of the arrow β drawn along the relationship RA in the direction opposite to the direction of the arrow α is based on the scavenging process as the system temperature Th (scavenging start setting system temperature Tset) during the third scavenging process x3 is lower. While the low-temperature startability is reduced, it is shown that the merchantability is improved as the waiting time tb until the third scavenging process x3 is performed is longer.

  In the relationship RB, when the system temperature Th when the scavenging is performed is lower than the minimum system temperature Thpmin when the third scavenging process x3 is performed, the fuel cell 14 does not start normally. In other words, it becomes impossible to start. Therefore, a margin temperature that is a margin between the minimum set temperature Tsmin of the settable operating temperature range Tsarea of the system temperature Th when the third scavenging process x3 is performed and the minimum system temperature Thpmin at which the fuel cell 14 cannot be started. Taf is provided.

  On the other hand, as described above, the merchantability is improved as the execution timing of the third scavenging process x3 is delayed from the time when the ignition switch 76 is turned off. The reason is that, firstly, the probability that an operator such as a driver of the fuel cell vehicle 12 can perform the scavenging process in a state of being reliably separated from the fuel cell vehicle 12 is increased. Second, there is a high possibility of reducing the number of times the third scavenging process x3 is performed even when it is unnecessary. This is because the third scavenging process x3 is actually required when starting at a low temperature such as below freezing, and is not necessary when the fuel cell system 10 is restarted before reaching a low temperature such as below freezing. By delaying the execution timing, the scavenging process is not performed in a situation where it does not actually cool down (an unnecessary situation). If the third scavenging process x3 is performed in a situation where the engine is not completely cooled, so-called fuel consumption is deteriorated due to wasteful discharge of fuel gas, and a power storage device such as the capacitor 16 needs to be charged to replenish energy consumed in the scavenging process. There is a concern about the deterioration of fuel consumption due to this.

  Therefore, it is preferable to perform the 3rd scavenging process x3 at the implementation timing which can improve commerciality, ensuring low temperature starting property. The execution timing is set to the timer 73 which is a time measuring unit by predicting the time (waiting time) tb from the system temperature Th monitored during the soak or the system temperature Thstop at the time of stop to the execution time. The range of the waiting time tb that can be set in the timer 73 is defined on the relation RA with respect to the temperature range between the system temperature Thstop and the minimum set temperature Tsmin at the time when the ignition switch 76 is turned off. The execution waiting timer settable range tsarea which is the time width to be set is entered.

  As described above, the system temperature Th of the fuel cell system 10 at the time of the soak after the power generation stop due to the short time power generation stop request at the low temperature is detected by the temperature sensor 71 as the system temperature detecting means, and the system temperature Th is set to the set temperature Tset at the time of the soak. When the scavenging means performs the third scavenging process x3 when the pressure is lowered to the above, scavenging considering the scavenging process performance can be performed. As described above, the scavenging performance increases as the system temperature Th during scavenging increases.

  Further, the temperature sensor 71 detects the system temperature Thstop when the fuel cell system 10 stops generating power, and sets the waiting time tb from the time when power generation stops until the time when the third scavenging process x3 is performed to the timer 73. The waiting time tb refers to the relationship between the soak time from when power generation is stopped and the system temperature Th during the soak time (a relationship stored in advance in the ROM of the control device 70) RA. Off). In this way, if the system temperature Th = Thstop is detected when power generation is stopped, it is not necessary to detect the system temperature Th thereafter. As can be seen from the relationship RA, the longer the waiting time tb, the lower the system temperature Th, so that the scavenging processing performance is lowered. On the other hand, if the waiting time tb after power generation stop is set longer, the operator may be separated. Therefore, the merchantability that the scavenging process can be performed while the operator is away is improved. In addition, by setting the waiting time tb to be long and delaying the execution timing of the scavenging process, the third scavenging process x3 that is unnecessary when a situation of restart before the set waiting time tb occurs is not performed. It will be over.

  In this case, the temperature setting range Tsare and the execution waiting timer settable range tsare (the longest time tmax) from the minimum temperature Thpmin at which the low temperature startability at the time of restart is ensured or from the temperature (Thpmin + Taf) obtained by adding a margin Taf to the minimum temperature It is preferable to set the time within.

  Thus, the trade-off between the scavenging performance in the scavenging process and the merchantability such as fuel economy becomes clear from the relationship RA between the soak time from when the power generation is stopped and the system temperature Th during the soak time.

1 is a schematic configuration diagram of a fuel cell vehicle equipped with a fuel cell system according to an embodiment of the present invention. It is a disassembled perspective view of the fuel battery cell laminated | stacked on a fuel cell as a stack. It is a flowchart with which the whole operation | movement description of a scavenging process is provided. It is a flowchart which concerns on normal scavenging processing. It is a flowchart which concerns on a two-stage scavenging process. It is a time chart which concerns on a two-stage scavenging process. It is a characteristic view which shows the relationship between moisture content and next startability. It is a flowchart concerning a two-stage scavenging process (with division). It is a time chart concerning a two-stage scavenging process (with division). It is a flowchart which concerns on a three-stage scavenging process. It is a time chart which concerns on a three-stage scavenging process. It is a flowchart concerning a three-stage scavenging process (with division). It is a time chart which concerns on a three-stage scavenging process (with division | segmentation). It is a time chart concerning a pretreatment. It is a flowchart in the case of determining a scavenging process with a map. It is explanatory drawing of a scavenging process determination map. It is a schematic explanatory drawing of a three-stage scavenging process. It is explanatory drawing of the relationship between the preset temperature at the time of a 3rd scavenging process start, and low temperature starting property.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 ... Fuel cell system 12 ... Fuel cell vehicle 14 ... Fuel cell 16 ... Capacitor 18 ... Load 36 ... Air compressor 54 ... Air introduction valve 70 ... Control apparatus 71, 72 ... Temperature sensor 76 ... Ignition switch 90 ... Dilution box

Claims (6)

A fuel cell that generates power using a fuel gas supplied to the fuel gas flow path and an oxidant gas supplied to the oxidant gas flow path;
Scavenging means for scavenging at least one of the fuel gas flow path through which the fuel gas flows or the oxidant gas flow path through which the oxidant gas flows when the fuel cell stops generating power;
The scavenging means includes
A first scavenging process for scavenging at a large flow rate capable of removing droplets in the oxidant gas flow path by the scavenging gas;
After the first scavenging process, a second scavenging process for scavenging at a large flow rate capable of removing droplets in the fuel gas channel with the scavenging gas; and the oxidant gas channel with the scavenging gas in the large scavenging gas. A third scavenging process for scavenging at a smaller flow rate than the flow rate is performed in the order of the second scavenging process, the third scavenging process, or in the order of the third scavenging process, the second scavenging process;
In the first scavenging process or in the second scavenging process, the fuel gas in the fuel gas flow path is diluted and discharged simultaneously. The fuel cell system according to claim 1, wherein
The fuel cell system, wherein the third scavenging process is performed after the first scavenging process and after a predetermined condition is established. The fuel cell system according to claim 1, wherein
A system temperature detecting means for detecting a system temperature of the fuel cell system at the time of soaking after the power generation is stopped;
The scavenging means performs the third scavenging process when the system temperature drops to a set temperature during the soak. The fuel cell system according to claim 1, wherein
System temperature detecting means for detecting a system temperature when the power generation is stopped in the fuel cell system;
A timing means for setting a waiting time from when the power generation is stopped to when the third scavenging process is performed,
The waiting time is set when the power generation is stopped from a relationship between a soak time after the power generation is stopped and a system temperature during the soak time. The fuel cell system according to claim 3 or 4,
The set temperature and the waiting time are determined from the relationship between the soak time from when the power generation is stopped and the system temperature during the soak time, and the maximum temperature and the longest temperature at which the low temperature startability at the time of restart is ensured. The fuel cell system is characterized in that the time is set within an hour. The fuel gas channel through which the fuel gas flows or the oxidant gas when the power generation of the fuel cell that generates power by the fuel gas supplied to the fuel gas channel and the oxidant gas supplied to the oxidant gas channel is stopped In a scavenging treatment method in a fuel cell system for scavenging at least one of the oxidant gas flow channels through which the gas flows with scavenging gas,
A first scavenging treatment step of scavenging at a large flow rate capable of removing droplets in the oxidant gas flow path by the scavenging gas;
After the first scavenging process step, a second scavenging process step of scavenging at a large flow rate capable of removing droplets in the fuel gas channel by the scavenging gas; and the inside of the oxidant gas channel by the scavenging gas. Performing a third scavenging process step of scavenging at a small flow rate smaller than the large flow rate in random order;
At the time of the first scavenging process step or the second scavenging process step, the fuel gas in the fuel gas flow path is diluted and discharged simultaneously.

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