JP5437089B2 - Fuel cell system - Google Patents

Description

  The present invention includes a fuel cell stack in which a plurality of fuel cells are stacked in the vertical direction along the horizontal direction of the electrode surface, and a fuel cell including an attachment portion to which the fuel cell stack is attached to be inclined with respect to the horizontal direction. About the system.

  For example, in a polymer electrolyte fuel cell, an electrolyte membrane / electrode structure (MEA) in which an anode side electrode and a cathode side electrode are disposed on both sides of an electrolyte membrane made of a polymer ion exchange membrane is provided by a pair of separators. The power generation unit is sandwiched. This type of fuel cell is usually used as, for example, an in-vehicle fuel cell stack by stacking a predetermined number (for example, several hundreds) of power generation units.

  In the above fuel cell, a fuel gas channel (reactive gas channel) for flowing a fuel gas opposite to the anode side electrode and an oxidant gas for flowing the cathode gas facing the cathode side electrode in the plane of the separator. The oxidant gas flow path (reaction gas flow path) is provided.

  In this case, condensate water is generated in the fuel gas flow path, and water generated by reaction is generated in the oxidant gas flow path, and stagnant water is generated in each flow path. easy. For this reason, there is a possibility that the fuel gas channel and the oxidant gas channel are blocked by the staying water, and the fuel gas and the oxidant gas are not properly supplied to the anode side electrode and the cathode side electrode.

  Thus, for example, in the fuel cell disclosed in Patent Document 1, as shown in FIG. 13, a cell assembly 2 in which a plurality of cells are stacked in a main body casing 1 that is tiltable with respect to a reference plane h. Is arranged. An inlet 3 for supplying humidified gas to each gas flow path is disposed on the upper side of the main casing 1, and humidified gas discharged from the gas flow path is disposed at both lower ends of the main casing 1. A first outlet 4 and a second outlet 5 are arranged.

  When the main casing 1 is inclined with respect to the reference plane h, water guided to the bottom surface 6 flows to the second outlet 5 and is discharged to the outside of the main casing 1 through the on-off valve 7. Thereby, it is said that it does not become excessive water and stays in the gas flow path, and deterioration of power generation performance can be effectively suppressed.

JP 2003-92130 A

  By the way, in general, the fuel gas flow path and the oxidant gas flow path are a flow in which the fuel gas and the oxidant gas flowing through each flow in the opposite direction in addition to the parallel flow in the same direction. May be set. At that time, the inlet / outlet of the fuel gas channel and the inlet / outlet of the oxidant gas channel are formed on opposite sides.

  For this reason, when the main body casing 1 is tilted with respect to the reference plane h as in Patent Document 1 described above, there is a problem that drainage of either the fuel gas channel or the oxidant gas channel becomes difficult.

  In particular, in the fuel gas flow path, when pure hydrogen is used as the fuel gas, the supply path communicating with the inlet side and the discharge path communicating with the outlet side are connected by an ejector to circulate and supply the fuel gas. It has been adopted. In this type of system, since the flow rate of the circulated fuel gas is small, the condensed water tends to stay in the fuel gas flow path. Therefore, the flow resistance increases due to the accumulated condensed water, and the fuel gas is not sufficiently supplied to the reaction surface, so that there is a problem that the stoichiometry of the fuel gas is reduced.

  In addition, in a system provided with a pump that forcibly circulates hydrogen, it may be possible to cope by increasing the capacity of the pump. However, since the density of the hydrogen gas is small, there is a problem that the load on the pump is remarkably increased and the efficiency is greatly reduced.

  The present invention solves this type of problem, and provides a fuel cell system capable of easily and reliably discharging stagnant water from a reaction gas flow path in a fuel cell stack with a simple configuration. Objective.

  The fuel cell system according to the present invention includes a fuel cell stack and an attachment portion to which the fuel cell stack is attached.

The fuel cell stack includes a membrane electrode assembly in which a pair of electrodes on both sides of the electrolyte membrane is laminated between the separators, between the one electrode and one separator, a fuel gas along an electrode surface A fuel gas flow path is formed, and an oxidant gas flow path for flowing an oxidant gas along the electrode surface is formed between the other electrode and the other separator, and the fuel gas flow A fuel cell in which a path and the oxidant gas flow channel constitute a counter flow is provided, and a plurality of the fuel cells are stacked in the vertical direction along the horizontal direction on the electrode surface.

The attachment portion has a state in which the inlet side of the fuel gas channel is disposed above the outlet side of the fuel gas channel with respect to the horizontal direction, and the inlet side of the oxidant gas channel is the oxidant gas. The fuel cell stack is attached to be inclined with respect to the horizontal direction in a state where the fuel cell stack is disposed below the outlet side of the flow path with respect to the horizontal direction. The generated water in the oxidant gas channel is discharged from the inlet side of the oxidant gas channel to the outlet side of the oxidant gas channel.

Further, the inlet port side of the oxidant gas flow path, a through to drainage passage in the stacking direction of the fuel cell is formed, the water discharge communication hole extends to the outside of the fuel cell stack drain It is preferable to communicate with the piping.

  Further, in this fuel cell system, it is preferable that an open / close valve is provided in the drain pipe.

  Furthermore, this fuel cell system preferably includes a detecting means for detecting the amount of condensed water remaining in the drainage communication hole.

  Moreover, it is preferable that an attaching part is provided in the front box which comprises a fuel cell vehicle.

  According to the present invention, the fuel cell stack is attached with an inclination to the attachment portion in a state where the inlet side of the fuel gas passage is disposed above the outlet side of the fuel gas passage with respect to the horizontal direction. It has been. For this reason, the condensed water in the fuel gas channel is smoothly and reliably drained from the inlet side to the outlet side along the inclination of the fuel gas channel, and no accumulated water exists in the fuel gas channel. . As a result, the fuel gas stoichiometry does not decrease and good power generation is maintained.

  On the other hand, the flow rate of the oxidant gas flowing through the oxidant gas flow channel is larger than the flow rate of the fuel gas flowing through the fuel gas flow channel and the viscosity and density of the gas are high. The pressure difference between the inlet side and the outlet side is large. Therefore, even if the inlet side of the oxidant gas flow path is disposed below the outlet side of the oxidant gas flow path, the generated water in the oxidant gas flow path uses the pressure difference to Smoothly and reliably drained to the outlet side. For this reason, there is no stagnant water in the oxidant gas flow path, and good power generation is performed while maintaining the stoichiometry of the oxidant gas.

1 is a schematic explanatory diagram of a fuel cell vehicle equipped with a fuel cell system according to a first embodiment of the present invention. It is a schematic structure explanatory view of the fuel cell system. It is a principal part disassembled perspective explanatory drawing of the fuel cell which comprises the said fuel cell system. FIG. 5 is an explanatory diagram of the relationship between the stoichiometry of fuel gas and the inclination angle. FIG. 4 is an explanatory diagram of a relationship between stoichiometric oxidant gas and an inclination angle. It is a flowchart explaining a drain process. It is explanatory drawing of the accumulation map of condensed water. It is explanatory drawing of the instability table of load and accumulation amount. It is explanatory drawing of the arrangement space of the said fuel cell system. It is a schematic explanatory drawing of the fuel cell vehicle by which the fuel cell system which concerns on the 2nd Embodiment of this invention is mounted. It is explanatory drawing of the arrangement space of the said fuel cell system. It is front explanatory drawing of the fuel cell vehicle by which the fuel cell system which concerns on the 3rd Embodiment of this invention is mounted. 2 is an explanatory diagram of a fuel cell disclosed in Patent Document 1. FIG.

  As shown in FIG. 1, the fuel cell system 10 according to the first embodiment of the present invention is incorporated in a fuel cell vehicle 12.

  The fuel cell system 10 includes a fuel cell stack 14 and an attachment portion 16 to which the fuel cell stack 14 is attached with an inclination. The fuel cell stack 14 is accommodated in the front box 18 of the fuel cell vehicle 12, and the mounting portion 16 is configured in the front box 18.

  As shown in FIG. 2, the fuel cell stack 14 is stacked with a plurality of fuel cells 20 inclined in the direction of arrow A (vertical direction), and a terminal plate 22a at the lower end of the fuel cell 20 in the stacking direction. An insulating plate 24a and an end plate 26a are disposed. At the upper end of the fuel cell 20 in the stacking direction, a terminal plate 22b, an insulating plate 24b, and an end plate 26b are disposed.

  Both ends of a plurality of connecting bars 28 are fixed to the end plates 26a, 26b, and a predetermined tightening load is applied between the end plates 26a, 26b.

  As shown in FIG. 3, in the fuel cell 20, an electrolyte membrane / electrode structure (MEA) 30 is sandwiched between first and second metal separators 32 and 34. The first and second metal separators 32 and 34 are made of, for example, a steel plate, a stainless steel plate, an aluminum plate, a plated steel plate, or a vertically long metal plate that has been subjected to a surface treatment for anticorrosion.

  The first and second metal separators 32 and 34 have a rectangular planar shape, and are formed into a concavo-convex shape by pressing a metal thin plate into a corrugated plate shape. Instead of the first and second metal separators 32 and 34, for example, first and second carbon separators (not shown) may be employed.

  One end edge of the fuel cell 20 in the direction of arrow C communicates with each other in the direction of arrow A, which is the stacking direction, and an oxidant gas inlet communication hole 36a for supplying an oxidant gas, for example, an oxygen-containing gas, A fuel gas outlet communication hole 38b for discharging a fuel gas, for example, a hydrogen-containing gas, is provided.

  The other end edge of the fuel cell 20 in the direction of arrow C communicates with each other in the direction of arrow A, a fuel gas inlet communication hole 38a for supplying fuel gas, and an oxidant gas for discharging oxidant gas. An outlet communication hole 36b is provided.

  The both ends of the fuel cell 20 in the direction of arrow B communicate with each other in the direction of arrow A, and supply a cooling medium inlet communication hole 40a for supplying a cooling medium, and a cooling medium outlet communication hole for discharging the cooling medium. 40b.

  An oxidant gas flow path 42 communicating with the oxidant gas inlet communication hole 36a and the oxidant gas outlet communication hole 36b is provided on the surface 32a of the first metal separator 32 facing the electrolyte membrane / electrode structure 30. The oxidant gas flow path 42 has a plurality of meandering flow path grooves 42a extending in the direction of arrow C, and an inlet buffer section 43a and an outlet buffer section 43b are provided upstream and downstream.

  A fuel gas flow path 44 communicating with the fuel gas inlet communication hole 38a and the fuel gas outlet communication hole 38b is provided on the surface 34a of the second metal separator 34 facing the electrolyte membrane / electrode structure 30. The fuel gas channel 44 has a plurality of meandering channel grooves 44a extending in the direction of arrow C, and an inlet buffer unit 45a and an outlet buffer unit 45b are provided upstream and downstream. The fuel gas flow path 44 and the oxidant gas flow path 42 constitute a counter flow in which the flow directions are set in opposite directions. Instead of the meandering channel grooves 42a and 44a, straight channel grooves may be adopted.

  The cooling medium inlet communication hole 40a and the cooling medium outlet communication hole 40b are communicated between the surface 32b of the first metal separator 32 and the surface 34b of the second metal separator 34 constituting the fuel cells 20 adjacent to each other. A cooling medium flow path 46 is provided. The cooling medium channel 46 is configured by overlapping the back surface shape of the oxidant gas channel 42 and the back surface shape of the fuel gas channel 44.

  The first seal member 48 is integrally or individually provided on the surfaces 32 a and 32 b of the first metal separator 32, and the second seal member 50 is integrally formed on the surfaces 34 a and 34 b of the second metal separator 34. Or individually.

  The first and second seal members 48 and 50 are, for example, EPDM, NBR, fluoro rubber, silicon rubber, fluorosilicon rubber, butyl rubber, natural rubber, styrene rubber, chloroprene, or acrylic rubber or the like, cushion material, Alternatively, a packing material is used.

  The electrolyte membrane / electrode structure 30 includes, for example, a solid polymer electrolyte membrane 52 in which a perfluorosulfonic acid thin film is impregnated with water, and a cathode side electrode 54 and an anode side electrode 56 that sandwich the solid polymer electrolyte membrane 52. With.

  The cathode side electrode 54 and the anode side electrode 56 are formed by uniformly applying a gas diffusion layer made of carbon paper or the like and porous carbon particles carrying a platinum alloy on the surface thereof to the surface of the gas diffusion layer. An electrode catalyst layer. The electrode catalyst layers are formed on both surfaces of the solid polymer electrolyte membrane 52.

  In the fuel cell 20, drainage communication holes 58 are formed in the inlet buffer 43 a that is the inlet side of the oxidant gas flow path 42 so as to penetrate in the stacking direction. The drainage communication hole 58 is provided in the solid polymer electrolyte membrane 52 and the second metal separator 34, and seal portions 50 a are provided on both surfaces of the second metal separator 34 so as to circulate around the drainage communication hole 58. It is done.

  As shown in FIG. 2, a pipe manifold section 60 is attached to the end plate 26a. The piping manifold portion includes an oxidant gas inlet communication hole 36a, a fuel gas inlet communication hole 38a, a cooling medium inlet communication hole 40a, an oxidant gas outlet communication hole 36b, a fuel gas outlet communication hole 38b, and a cooling medium outlet communication hole 40b. , Each having a plurality of independent manifold members communicating with each other. In FIG. 2, detailed description of each manifold member is omitted.

  The fuel cell stack 14 includes an air supply device 62 for supplying air as an oxidant gas, a hydrogen supply device 64 for supplying hydrogen gas as a fuel gas, and a cooling medium for supplying a cooling medium. A supply device 66 is connected.

  The air supply device 62 includes an air pump 68, and an air supply path 70 to which the air pump 68 is connected communicates with the oxidant gas inlet communication hole 36 a of the fuel cell stack 14 via a humidifier 72.

  The air supply device 62 has an air discharge path 74 that communicates with the oxidant gas outlet communication hole 36 b of the fuel cell stack 14, and the air discharge path 74 extends outside the vehicle via a humidifier 72. The humidifier 72 humidifies the new air by exchanging water between the used humidified air discharged to the air discharge path 74 and new air introduced to the air supply path 70. .

  The hydrogen supply device 64 includes a hydrogen tank 76 that stores high-pressure hydrogen, and the hydrogen tank 76 is disposed in a hydrogen supply path 78. The hydrogen supply path 78 communicates with the fuel gas inlet communication hole 38a of the fuel cell stack 14, and a pressure reducing valve 80 and an ejector 82 are provided. A hydrogen discharge path 84 communicates with the suction port of the ejector 82, and the hydrogen discharge path 84 communicates with the fuel gas outlet communication hole 38 b of the fuel cell stack 14 via a gas-liquid separator 86.

  The cooling medium supply device 66 includes a radiator 88. A cooling medium circulation path 90 is connected to the radiator 88, and both ends of the cooling medium circulation path 90 are connected to the cooling medium inlet communication hole 40 a and the cooling medium outlet communication hole 40 b of the fuel cell stack 14. A refrigerant pump 92 is interposed in the cooling medium circulation path 90.

  The fuel cell stack 14 is connected to a drain pipe 94 that communicates with the drain communication hole 58 and extends to the outside. An electromagnetic valve (open / close valve) 96 is disposed in the drain pipe 94.

  The fuel cell system 10 is controlled by an ECU 98. The ECU 98 includes a G sensor 100 for detecting acceleration / deceleration acting on the vehicle body, an inclination angle sensor 102 for detecting the inclination angle of the vehicle body, and a fuel cell stack. A temperature sensor 104 for detecting 14 ambient temperatures (or outside air temperatures) is connected.

  The air supply device 62 includes a differential pressure sensor 106 for detecting a pressure difference between the oxidant gas inlet communication hole 36a and the oxidant gas outlet communication hole 36b, and a temperature of the oxidant gas inlet communication hole 36a. A water level sensor 110 for detecting the water level of the temperature sensor 108 and the drainage communication hole 58 is provided as necessary. The differential pressure sensor 106, the temperature sensor 108, and the water level sensor 110 are connected to the ECU 98.

  The G sensor 100 is positioned in the vicinity of the fuel cell stack 14 and is fixed to the vehicle body. The installation direction of the G sensor 100 is set such that the acceleration / deceleration detection direction is parallel to the fuel gas flow direction in the fuel gas passage 44.

  In addition, since the flow direction of the fuel gas is the front-rear direction (vehicle length direction) of the fuel cell vehicle 12 (in the direction of arrow B in FIG. 1), instead of the G sensor 100, based on data from the vehicle speed sensor, G may be calculated in the ECU 98. Alternatively, G may be determined based on the brake or accelerator depression amount.

  The tilt angle sensor 102 is, for example, a pendulum type (Hall element, resistance type, mechanical type, gyroscope, car navigation system) or the like, and is fixed to the vehicle body. It is set parallel to the gas flow direction.

  The water level sensor 110 is, for example, a float type (optical type, mechanical type) or the like, and is set in the inside of the fuel cell stack 14, the pipe manifold part 60, the drain pipe 94, or a hole part communicating with the drain pipe 94. Is done.

  As shown in FIGS. 1 and 2, the fuel cell stack 14 is installed inclined at an angle α ° downward from the horizontal reference line H toward the rear of the fuel cell vehicle 12 in the vehicle length direction (arrow B1 direction). The The angle α ° is set within a range of 4 ° to 90 °, preferably within a range of 20 ° to 80 °, and more preferably within a range of 30 ° to 70 °.

  As shown in FIG. 1, in the fuel cell vehicle 12, in the front box 18, in addition to the fuel cell stack 14, a radiator 88, an air pump 68, various auxiliary machines (including a humidifier 72) 111, a traveling motor 112. And an air conditioner 114 and the like are provided. The traveling motor 112 is driven by electric power output from the fuel cell stack 14.

  A hydrogen tank 76 is disposed on the rear side of the fuel cell vehicle 12, and a battery 116 is disposed in front of the hydrogen tank 76. The battery 116 can supply power to the traveling motor 112 in addition to the auxiliary machine 111 and the air conditioner 114, and is charged by the power from the fuel cell stack 14.

  The operation of the fuel cell system 10 configured as described above will be described below.

  First, when an ignition switch (not shown) of the fuel cell vehicle 12 is turned on, power is supplied from the battery 116 to the auxiliary equipment 111 and the like, and the operation of the fuel cell stack 14 is started.

  As shown in FIG. 2, in the air supply device 62, the compressed air led to the air supply path 70 under the driving action of the air pump 68 is humidified by the humidifier 72 and then the oxidant gas inlet of the fuel cell stack 14. It is supplied to the communication hole 36a.

  In the hydrogen supply device 64, the high-pressure hydrogen stored in the hydrogen tank 76 is reduced in pressure via the pressure reducing valve 80 and sent to the hydrogen supply path 78. The fuel gas (hydrogen gas) is ejected from the nozzle portion of the ejector 82, and used fuel gas to be described later is sucked and supplied to the fuel gas inlet communication hole 38 a of the fuel cell stack 14.

  On the other hand, in the cooling medium supply device 66, the cooling medium is supplied from the cooling medium circulation path 90 to the cooling medium inlet communication hole 40 a of the fuel cell stack 14 under the action of the refrigerant pump 92.

  Therefore, as shown in FIG. 3, the oxidant gas is introduced into the oxidant gas flow path 42 of the first metal separator 32 from the oxidant gas inlet communication hole 36a. The oxidant gas is supplied to the cathode side electrode 54 constituting the electrolyte membrane / electrode structure 30 while moving in the direction of arrow C along the oxidant gas flow path 42.

  On the other hand, the fuel gas is introduced into the fuel gas flow path 44 of the second metal separator 34 from the fuel gas inlet communication hole 38a. The fuel gas is supplied to the anode side electrode 56 constituting the electrolyte membrane / electrode structure 30 while moving in the arrow C direction along the fuel gas flow path 44.

  Therefore, in the electrolyte membrane / electrode structure 30, the oxidant gas supplied to the cathode side electrode 54 and the fuel gas supplied to the anode side electrode 56 are consumed by an electrochemical reaction in the electrode catalyst layer to generate power. Is done.

  Next, the oxidant gas consumed by being supplied to the cathode side electrode 54 moves in the direction of arrow A along the oxidant gas outlet communication hole 36b and is discharged to the air discharge path 74 (see FIG. 2). The oxidant gas is humidified with a new oxidant gas by the humidifier 72 and then discharged outside the vehicle.

  On the other hand, the consumed fuel gas supplied to the anode side electrode 56 moves in the direction of arrow A along the fuel gas outlet communication hole 38b and is discharged to the hydrogen discharge path 84 (see FIG. 2). This fuel gas is mixed with new fuel gas under the suction action of the ejector 82, introduced into the hydrogen supply path 78, and supplied to the fuel cell stack 14 as fuel gas.

  Further, the cooling medium (pure water, ethylene glycol, oil, etc.) supplied to the cooling medium inlet communication hole 40a is a cooling medium flow path 46 between the first and second metal separators 32 and 34 as shown in FIG. Circulated in the direction of arrow B. The cooling medium cools the electrolyte membrane / electrode structure 30 and then is discharged to the cooling medium outlet communication hole 40b. As shown in FIG. 2, the cooling medium is returned to the cooling medium circulation path 90, cooled by the radiator 88, and then circulated and supplied to the fuel cell stack 14.

  In this case, in the first embodiment, as shown in FIGS. 1 and 2, the fuel cell stack 14 has an angle α ° downward from the horizontal reference line H toward the rear in the vehicle length direction (arrow B1 direction). Inclined. At this time, the inlet side (fuel gas inlet communication hole 38a side) of the fuel gas flow path 44 is disposed higher than the outlet side (fuel gas outlet communication hole 38b side) of the fuel gas flow path 44 in the horizontal direction. Has been.

  Therefore, the condensed water remaining in the fuel gas passage 44 is smoothly and reliably drained from the inlet side to the outlet side along the inclination of the fuel gas passage 44, and the remaining water remains in the fuel gas passage 44. There is nothing to do.

  Specifically, as shown in FIG. 4, when the fuel gas flow path 44 is arranged in parallel in the horizontal direction, if the stoichiometry of the fuel gas is reduced, the time during which the cell voltage can be stably maintained is remarkably shortened. , Power generation stability is reduced. On the other hand, in the first embodiment, the fuel gas flow path 44 is inclined downward by 30 ° from the inlet side toward the outlet side, so that the cell voltage is stabilized even if the stoichiometry of the fuel gas is reduced. Therefore, it is possible to suppress a reduction in the time that can be maintained, and an effect of maintaining good power generation can be obtained.

  On the other hand, in the oxidant gas flow path 42, the inlet side (oxidant gas inlet communication hole 36a side) is disposed below the outlet side (oxidant gas outlet communication hole 36b side) in the horizontal direction. Here, the flow rate of the oxidant gas that flows through the oxidant gas flow channel 42 is larger than the flow rate of the fuel gas that flows through the fuel gas flow channel 44, and the viscosity and density of the gas are high. The pressure difference between both ends of the oxidant gas passage 42 is large.

  Therefore, even if the inlet side of the oxidant gas flow path 42 is disposed below the outlet side, the generated water in the oxidant gas flow path 42 is smoothly transferred from the inlet side to the outlet side by utilizing the pressure difference. And it drains reliably. That is, as shown in FIG. 5, the oxidant gas flow path 42 maintains the same stoichiometry as the configuration arranged in the horizontal direction even when the inlet side is inclined 30 ° downward with respect to the outlet side. And good power generation is achieved.

  Moreover, the oxidant gas channel 42 is purged to remove condensed water in the channel when the fuel cell system 10 is stopped. After the purge process, part of the condensed water remaining on the outlet side during the stop is gradually returned to the inlet side along the inclination of the oxidant gas passage 42 over time. As a result, in the soak, the inlet side of the oxidant gas flow path 42 shifts from a dry atmosphere to a wet atmosphere, and it is possible to maintain good power generation performance immediately after the fuel cell stack 14 is started. There is.

  In addition, the fuel gas flow direction in the fuel gas flow path 44 and the oxidant gas flow direction in the oxidant gas flow path 42 are set to counterflow (reverse direction). Therefore, the condensed water easily moves to the inlet side of the oxidant gas flow path 42, and the humidified state is maintained well from the inlet side of the oxidant gas flow path 42. Thereby, in the air supply apparatus 62, there exists an effect that the humidifier 72 can be abolished or reduced in size.

  Furthermore, in the first embodiment, the fuel cell stack 14 is disposed such that the rear side is inclined downward toward the rear in the vehicle length direction. For this reason, when acceleration (G) is generated in the fuel cell vehicle 12, G directed toward the rear in the vehicle length direction (arrow B1 direction) acts on the fuel cell stack 14. Thereby, in the fuel gas flow path 44 in the fuel cell stack 14, drainage of condensed water existing in the fuel gas flow path 44 is promoted by acceleration, and good drainage treatment is performed.

  Furthermore, in the first embodiment, as shown in FIGS. 2 and 3, a drainage communication hole 58 is formed on the inlet side of the oxidant gas flow path 42 corresponding to the inlet buffer portion 43 a. The drain communication hole 58 communicates with a drain pipe 94 extending to the outside of the fuel cell stack 14. The drain pipe 94 is provided with an electromagnetic valve 96.

  The water level sensor 110 detects the water level of the condensed water existing on the inlet side of the oxidant gas flow path 42, and when it is determined that the detected water level is equal to or higher than the set level, the ECU 98 Then, the electromagnetic valve 96 is opened. Therefore, the condensed water staying in the drainage communication hole 58 is discharged well from the drain pipe 94.

  In addition, the G sensor 100, the tilt angle sensor 102, and the differential pressure sensor 106 are connected to the ECU 98. Accordingly, when a value that affects drainage is continuously detected for a predetermined time by at least one of the G sensor 100, the inclination angle sensor 102, and the differential pressure sensor 106, the output voltage of the fuel cell stack 14 is detected. Stable operation can be maintained by increasing the stoichiometric amount of the oxidant gas for a predetermined time or increasing the load before the temperature decreases.

  Next, the opening control of the electromagnetic valve 96 disposed in the drain pipe 94 will be described below.

  First, as a water level determination means for opening the electromagnetic valve 96, at least one of a water level sensor 110, a differential pressure sensor 106, or a potential sensor (not shown) of the fuel cell 20 is used.

  Next, when at least one of condensed water of a predetermined level or higher is detected by the water level sensor 110, a differential pressure of a predetermined value or higher by the differential pressure sensor 106, or a potential of a predetermined value or lower by the potential sensor, the ECU 98 It is determined that condensate more than the allowable amount exists in the drainage communication hole 58, and the electromagnetic valve 96 is opened for a predetermined time.

  On the other hand, the opening control of the electromagnetic valve 96 can be performed without using the above-described various sensors. This will be described below along the flowchart shown in FIG.

  As shown in FIG. 7, a map of the accumulated amount of condensed water at the outside air temperature (or ambient temperature or refrigerant temperature) and the operating load is obtained in advance by experiments. Further, in FIG. 8, the relationship between the operation load and the unstable accumulation amount is set as an instability table.

  Therefore, first, in the previous process, it is determined whether or not the electromagnetic valve 96 has been opened. If it is determined that the electromagnetic valve 96 has been opened (YES in step S1), the process proceeds to step S2, and the integration timer is reached. Is reset, and the integrated value of the operation duration is changed to 0 (step S3).

  On the other hand, when the solenoid valve 96 is not opened in the previous process (NO in step S1), the process proceeds to step S4, and the condensed water accumulation amount Δy at each load and temperature is searched. Next, the process proceeds to step S5, where the accumulated value y of the condensed water accumulated amount by the accumulated operation duration is accumulated, and the unstable accumulated amount yl at each load is searched (step S6). Further, the process proceeds to step S7, and if it is determined that the integrated value y exceeds the unstable accumulation amount yl (YES in step S7), the process proceeds to step S8, and the electromagnetic valve 96 is opened for a predetermined time.

  Thereby, since the opening control of the solenoid valve 96 is reliably performed without using sensors, the drainage treatment from the drain pipe 94 is performed easily and economically.

  Furthermore, in the first embodiment, as shown in FIG. 9, the rear end side of the fuel cell stack 14 is inclined downward by α ° toward the rear in the vehicle length direction. For this reason, spaces S1, S2, S3, and S4 are provided around the fuel cell stack.

  The space S1 is a front area of the stack, and a humidifier 72, a solenoid valve 96, and the like, which are air supply system devices, can be disposed therein. The space S2 is an upper area in front of the stack, and functions as, for example, a crash space for ensuring clearance with the bonnet.

  Furthermore, the space S3 is a stack rear upper side region and accommodates an electrical device, for example, an ECU 98 or the like. The space S4 is an area at the lower rear side of the stack, and can accommodate a hydrogen-based device such as a gas-liquid separator 86 and an ejector 82.

  FIG. 10 is a schematic explanatory diagram of a fuel cell vehicle 12 in which the fuel cell system 120 according to the second embodiment of the present invention is incorporated.

  Note that the same components as those of the fuel cell system 10 according to the first embodiment are denoted by the same reference numerals, and detailed description thereof is omitted. Similarly, in the third embodiment described below, detailed description thereof is omitted.

  The fuel cell system 120 includes a fuel cell stack 122, and the fuel cell stack 122 is disposed such that the front end side is inclined downward by an angle α ° toward the front in the vehicle length direction (arrow B2 direction).

  In the fuel cell stack 122, the inlet side of the oxidant gas flow path 42 is disposed below the outlet side, while the fuel gas flow path 44 that forms a counter flow with the oxidant gas flow path 42 has an inlet side on the outlet side. It is arranged above.

  As shown in FIG. 11, the front end side of the fuel cell stack 122 is inclined downward toward the front in the vehicle length direction (the direction of the arrow B2), and therefore, there are spaces S11, S12, S13 and around the fuel cell stack 122. S14 is provided.

  In the spaces S11 and S12, air supply devices such as a humidifier 72 and an electromagnetic valve 96 are disposed, and a crash space S12a is provided on the upper side of the space S12. In the space S13, an electrical device is disposed, while in the space S14, a hydrogen device is disposed.

  In the second embodiment configured as described above, the fuel cell stack 122 is inclined, and the inlet side of the fuel gas channel 44 is disposed above the outlet side of the fuel gas channel 44. The same effects as those of the first embodiment can be obtained.

  Furthermore, in the second embodiment, when deceleration (G) occurs in the fuel cell vehicle 12, G acts forward on the fuel cell stack 122. Therefore, in the fuel gas flow path 44, G acts on the flow of the fuel gas inclined downward toward the front, so that the effect of improving the drainage of the condensed water can be obtained.

  FIG. 12 is an explanatory front view of the fuel cell vehicle 12 on which the fuel cell system 130 according to the third embodiment of the present invention is mounted.

  The fuel cell system 130 includes a fuel cell stack 132, and the fuel cell stack 132 is installed at an angle α ° with respect to the attachment portion 16 on one end side in the vehicle width direction (arrow C direction). In the fuel cell stack 132, the inlet side of the fuel gas passage 44 is disposed above the outlet side of the fuel gas passage 44, and constitutes a counterflow with the oxidant gas passage 42.

  Therefore, in the third embodiment configured as described above, the same effect as in the first and second embodiments can be obtained. Moreover, in the third embodiment, the fuel cell stack 132 is disposed so as to be inclined by an angle α ° with respect to the vehicle width direction of the fuel cell vehicle 12. For this reason, when acceleration (G) due to turning acts on the fuel cell vehicle 12, the turning G can assist in discharging condensed water in the flow direction of the fuel gas passage 44, and the drainage performance is good. There is an effect of improving.

DESCRIPTION OF SYMBOLS 10, 120, 130 ... Fuel cell system 12 ... Fuel cell vehicle 14, 122, 132 ... Fuel cell stack 16 ... Mounting part 18 ... Front box 20 ... Fuel cell 30 ... Electrolyte membrane and electrode structure 32, 34 ... Separator 36a ... Oxidant gas inlet communication hole 36b ... Oxidant gas outlet communication hole 38a ... Fuel gas inlet communication hole 38b ... Fuel gas outlet communication hole 40a ... Cooling medium inlet communication hole 40b ... Cooling medium outlet communication hole 42 ... Oxidant gas flow path 44 ... Fuel gas passage 46 ... Cooling medium passage 52 ... Solid polymer electrolyte membrane 54 ... Cathode side electrode 56 ... Anode side electrode 58 ... Drain communication hole 60 ... Pipe manifold 62 ... Air supply device 64 ... Hydrogen supply device 66 ... Cooling medium supply device 68 ... Air pump 72 ... Humidifier 82 ... Ejector 88 ... Radiator 94 ... Drain pipe 96 ... Solenoid valve 98 ... ECU
DESCRIPTION OF SYMBOLS 100 ... G sensor 102 ... Inclination angle sensor 104, 108 ... Temperature sensor 106 ... Differential pressure sensor 110 ... Water level sensor 112 ... Motor for driving

Claims (5)

Membrane electrode assembly in which a pair of electrodes on both sides of the electrolyte membrane is laminated between the separators, between the one electrode and one of the separators, fuel gas circulating a fuel gas along an electrode surface An oxidant gas flow path is formed between the other electrode and the other separator, and an oxidant gas flow path for flowing an oxidant gas along the electrode surface. The fuel gas flow path and the oxidant A fuel cell stack comprising a fuel cell that forms a counter flow with a gas flow path, and a plurality of the fuel cells are stacked vertically in the horizontal direction on the electrode surface;
The inlet side of the oxidant gas flow path is in the state where the inlet side of the fuel gas flow path is disposed above the outlet side of the fuel gas flow path in the horizontal direction, and the oxidant gas flow path is the outlet side of the oxidant gas flow path An attachment portion to which the fuel cell stack is attached to be inclined with respect to the horizontal direction in a state of being disposed below the horizontal direction from the side ;
Equipped with a,
The product water of the oxidant gas flow path, the fuel cell system characterized Rukoto discharged from the inlet side of the oxidant gas flow path on the outlet side of the oxidant gas passage. The fuel cell system according to claim 1, wherein a drainage communication hole is formed on the inlet side of the oxidant gas flow path so as to penetrate in the stacking direction of the fuel cell.
The drainage communication hole communicates with a drain pipe extending to the outside of the fuel cell stack.   3. The fuel cell system according to claim 2, wherein an open / close valve is disposed in the drain pipe.   4. The fuel cell system according to claim 2, further comprising detection means for detecting an amount of condensed water staying in the drainage communication hole.   The fuel cell system according to any one of claims 1 to 4, wherein the attachment portion is provided in a front box constituting a fuel cell vehicle.

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