JP2009272275A - Fuel cell system, and starting method for fuel cell system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a fuel cell system and a starting method for a fuel cell system, can operate by selecting an optimal control method. <P>SOLUTION: In the fuel cell system having a temperature sensor 63 substituted for a detector of detecting internal temperature of a fuel cell 10, hydrogen is supplied from a hydrogen tank 21 to an anode of the fuel cell 10 at the time of starting the system, and gas replacement is carried out by supplying compressed air to a cathode of the fuel cell 10 from an air pump 31. Generated power of the fuel cell 10 is supplied to a load 51 at the time of completion of the gas replacement, and when a designated period passes from the time of starting the system, the sensor temperature obtained by the temperature sensor 63 is used for starting control by setting it as starting temperature after passing the designated period. Furthermore, when the designated period does not pass after completion of the gas replacement, the starting temperature is corrected. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a fuel cell system and a fuel cell system activation method that changes activation conditions according to temperature.

In the fuel cell system, the start condition is changed according to the temperature at the time of start-up. For example, when the temperature at the time of start-up of the fuel cell is below the freezing point, it is necessary to promote warm-up. An auxiliary machine (device) is operated. Conventionally, the sensor temperature at the time of starting the fuel cell system is adopted as the temperature at the time of startup (see Patent Documents 1 and 2).
JP 2007-12636 A (paragraph 0029, FIG. 1 and FIG. 3) JP 2008-4371 (paragraph 0042, FIG. 1 and FIG. 4)

  By the way, it is difficult to provide a temperature sensor directly inside the fuel cell. Therefore, by measuring the temperature of the fluid flowing in the fuel cell outside the fuel cell, the sensor temperature is controlled as the internal temperature of the fuel cell. It is generally done. In addition, since the fuel cell is a heat source for the entire system and has the largest heat capacity, the internal temperature of the fuel cell is always higher than the sensor temperature after power generation is stopped. That is, after power generation is stopped, the internal temperature of the fuel cell slowly decreases with respect to the sensor temperature, and the sensor temperature decreases quickly, so that there is a large difference between the sensor temperature and the actual internal temperature of the fuel cell. For this reason, in a system in which the control method is changed according to the temperature of the fuel cell at the time of startup, such as warm-up control of the fuel cell, there is a problem that a control method different from the control method to be originally employed is adopted. is there.

  The present invention solves the above-described conventional problems, and an object of the present invention is to provide a fuel cell system and a fuel cell system activation method that can always be operated by an optimal control method.

  According to a first aspect of the present invention, there is provided a fuel cell that generates power by being supplied with a fuel gas and an oxidant gas, a fuel cell temperature detecting means that detects an internal temperature of the fuel cell in place of the fuel cell, and the fuel gas A fuel gas supply means for supplying a fuel cell; an oxidant gas supply means for supplying the oxidant gas to the fuel cell; and a fuel gas flow passage through which the fuel gas flows when the fuel cell is activated. A fuel cell system comprising: a gas replacement unit that replaces with gas and replaces the inside of the oxidant gas flow passage through which the oxidant gas flows with the oxidant gas, after the gas replacement by the gas replacement unit is completed The temperature detected by the fuel cell temperature detecting means is used as start temperature for start control.

  According to the first aspect of the present invention, it is possible to detect a temperature close to the actual internal temperature of the fuel cell by detecting the start-up temperature not immediately after the system start-up but after the completion of gas replacement from the system start-up. Thus, it becomes possible to perform start-up control at an appropriate start-up temperature. Therefore, for example, when control for promoting warm-up is performed at startup in a low-temperature environment, an auxiliary device for accelerating the temperature rise of the fuel cell is unnecessarily operated, and the fuel cell is excessively heated. Can be prevented. In addition, since the auxiliary machine is not operated unnecessarily, power consumption can be suppressed. Furthermore, when a temperature range that can be started is set, it is determined that the temperature is actually startable but cannot be started, and system (for example, vehicle) startup is prohibited unnecessarily. Can be prevented.

  According to a second aspect of the present invention, there is provided a fuel cell temperature correction means for correcting the internal temperature of the fuel cell when a predetermined time has not elapsed until the internal temperature of the fuel cell after detection is detected. It is characterized by providing. By the way, in the predetermined time, the elapsed time when the detected temperature rise is below the predetermined value can be set in advance, but when the gas replacement is completed before the predetermined time thus set elapses Even so, by correcting the internal temperature of the fuel cell, a temperature close to the internal temperature of the fuel cell can be set as the startup temperature, and appropriate startup control can be performed.

  The invention according to claim 3 is characterized in that the fuel cell temperature correcting means is determined based on a temperature change amount by the fuel cell temperature detecting means. According to this, since it can be determined based on the actually detected temperature change, a temperature closer to the internal temperature of the fuel cell can be set as the starting temperature.

  The invention according to claim 4 is characterized in that the predetermined time is determined based on a system startup temperature at the startup of the fuel cell. Since the predetermined time depends on the detected temperature at the time of system startup, even if the temperature at the time of system startup fluctuates, it is possible to set the temperature close to the internal temperature of the fuel cell as the startup temperature Become.

  The invention according to claim 5 is characterized in that the predetermined time is set longer as the system startup temperature is lower. According to this, it becomes possible to set the temperature close to the internal temperature of the fuel cell as the starting temperature in accordance with the fluctuation of the temperature environment at the time of starting.

  According to a sixth aspect of the present invention, there is provided a fuel cell that is supplied with fuel gas from the fuel gas supply means and is supplied with the oxidant gas from the oxidant gas supply means to generate electric power, and detects the internal temperature of the fuel cell instead. A fuel cell temperature detecting means, and at the time of starting the fuel cell, the fuel gas flow passage is replaced with fuel gas, and the oxidant gas flow passage is replaced with oxidant gas. The internal temperature of the fuel cell detected by the fuel cell temperature detecting means is used for start-up control after completion of gas replacement in the fuel gas flow passage and the oxidant gas flow passage. And

  According to the sixth aspect of the invention, the temperature close to the actual internal temperature of the fuel cell is detected by detecting the start-up temperature not after the system is started but after the gas replacement is completed after the system is started. This makes it possible to perform start-up control at an appropriate start-up temperature.

  According to the fuel cell system and the start-up method of the fuel cell system of the present invention, it is possible to always operate with an optimal control method.

  FIG. 1 is an overall configuration diagram showing a fuel cell system of the present embodiment, FIG. 2 is a flowchart showing start-up control in the fuel cell system of the present embodiment, FIG. 3 is a graph showing an example of changes in sensor temperature, and FIG. FIG. 5 is a graph showing a temperature estimation method when the gas replacement is completed before the lapse of the predetermined time. FIG. 5 is a map showing the relationship between the sensor temperature at the start and the predetermined time. In this embodiment, the case where the fuel cell vehicle is mounted on a fuel cell vehicle (vehicle) will be described as an example. However, the present invention is not limited to this. It can be applied to everything.

  As shown in FIG. 1, the fuel cell system 1 of the present embodiment includes a fuel cell 10, an anode system 20, a cathode system 30, a refrigerant circulation system 40, a power consumption system 50, a control system 60, and the like.

  In the fuel cell 10, for example, one side of a solid polymer electrolyte membrane having ionic conductivity is sandwiched between an anode containing a catalyst and the other side is a cathode containing a catalyst, and further sandwiched between a pair of conductive separators. It has a structure in which a plurality of single cells are stacked in the thickness direction. The separator has an anode channel 10a through which hydrogen (fuel gas) flows on the surface facing the anode, a cathode channel 10b through which air (oxidant gas) flows on the surface facing the cathode, and a surface not facing the anode and cathode. Refrigerant flow paths 10c through which the refrigerant flows are respectively formed. The fuel cell 10 is configured such that single cells are electrically connected in series to obtain a high voltage electromotive force.

  The anode system 20 is a system that supplies and discharges hydrogen to and from the anode of the fuel cell 10, and includes a hydrogen tank 21, a shutoff valve 22, an ejector 23, a purge valve 24, and the like.

  The hydrogen tank 21 is, for example, a container filled with high-purity hydrogen at a high pressure. The shut-off valve 22 is, for example, an electromagnetically operated type having a solenoid, and is connected to the hydrogen tank 21 via a pipe a1 and is connected to an ejector 23 via a pipe a2. The ejector 23 is a kind of vacuum pump, and has a function of returning unreacted hydrogen discharged from the anode of the fuel cell 10 to the anode again through the pipes a4 and a3 and recirculating them. The purge valve 24 is, for example, an electromagnetically operated type having a solenoid, and impurities accumulated periodically and accumulated in the anode circulation system (pipe a3, a4, anode flow path 10a) are passed through the pipe a5. Has the function of discharging to the outside. The impurities are nitrogen, generated water, and the like contained in air that has permeated from the cathode to the anode through the solid polymer electrolyte membrane.

  Although not shown, a pressure reducing valve or the like for reducing the pressure of high pressure hydrogen supplied from the hydrogen tank 21 is provided. Further, the pipes a1 to a5 and the anode flow path 10a correspond to the fuel gas flow passage in the present embodiment.

  The cathode system 30 is a system that supplies and discharges air to and from the cathode of the fuel cell 10, and includes an air pump 31, a humidifier 32, a back pressure valve 33, and the like.

  The air pump 31 is a mechanical supercharger driven by a motor, and has a function of compressing air taken from outside and supplying the compressed air to the cathode of the fuel cell 10. The humidifier 32 has a function of humidifying the solid polymer electrolyte membrane to a humidity suitable for power generation of the fuel cell 10 with the air supplied from the air pump 31 via the pipe c1, and the humidified air passes through the pipe c2. The fuel cell 10 is supplied to the cathode. The humidifier 32 is configured by bundling a plurality of hollow fiber membranes. The dry air from the air pump 31 is supplied to one side of the hollow fiber membrane, and the cathode offgas discharged from the cathode of the fuel cell 10 to the other side. The dry air supplied from is humidified. The back pressure valve 33 is constituted by a butterfly valve, for example, and has a function of appropriately adjusting the cathode pressure of the fuel cell 10.

  Although not shown, the fuel cell system 1 is provided with a diluter for diluting the hydrogen discharged from the anode side and discharging it to the outside downstream of the purge valve 24 and downstream of the back pressure valve 33. Yes. The pipes c1 to c3 and the cathode channel 10b correspond to the oxidant gas flow passage in the present embodiment.

  The refrigerant circulation system 40 is a system that circulates a refrigerant (ethylene glycol or the like) with respect to the fuel cell 10, and includes a radiator 41, a water pump 42, a thermostat valve 43, a flow rate adjustment valve 44, and the like.

  The radiator 41 has a function of releasing the heat accumulated in the refrigerant to the outside, and is connected to the thermostat valve 43 through the refrigerant pipe d1 and to the water pump 42 through the refrigerant pipe d2.

  The water pump 42 has a function of circulating the refrigerant, and is configured to be coaxial with the rotation shaft of the air pump 31, for example, and is configured to simultaneously drive the water pump 42 when the air pump 31 is driven.

  The thermostat valve 43 is a valve that can switch the flow path in accordance with the temperature of the refrigerant, and is switched to a position that passes through the radiator 41 when the temperature of the fuel cell 10 is excessively raised, and bypasses the radiator 41 otherwise. The refrigerant bypass pipe d3 is switched to the position. The thermostat valve 43 is connected to the refrigerant outlet of the fuel cell 10 via the refrigerant pipe d4. This switching is performed, for example, by changing the volume of the wax in the thermostat valve 43 depending on the temperature. For example, the switching may be performed electrically by a signal from the ECU 61 described later.

  The flow rate adjustment valve 44 is configured by, for example, a butterfly valve, and functions to promote warm-up of the fuel cell 10 by closing the valve at the time of low temperature startup that requires warm-up of the fuel cell 10 to reduce the flow rate of the refrigerant. Have The flow rate adjusting valve 44 is connected to the water pump 42 via the refrigerant pipe d5 and is connected to the refrigerant inlet of the fuel cell 10 via the refrigerant pipe d6.

  The power consumption system 50 is a system that consumes the power generated by the fuel cell 10 and includes a load 51 and the like necessary to drive the fuel cell vehicle. The load 51 is a travel motor, a high voltage battery (for example, a lithium ion battery), an air pump 31 or the like (not shown). Although not shown, the power consumption system 50 is a VCU (Voltage Control Unit) that controls the extraction of the generated power from the fuel cell 10 and a switch that connects and disconnects the fuel cell 10 and the load 51. It has a contactor.

  The control system 60 includes an ECU (Electronic Control Unit) 61, temperature sensors 62, 63, 64, a voltage sensor 65, and the like.

  The ECU 61 includes a CPU (Central Processing Unit), a RAM, a ROM storing programs, various circuits, and the like. The ECU 61 opens and closes the shutoff valve 22 and the purge valve 24, and appropriately adjusts the rotation speeds of the air pump 31 and the water pump 42. The opening degree of the back pressure valve 33 and the flow rate adjustment valve 44 is adjusted as appropriate.

  Further, the ECU 61 obtains the anode offgas temperature Ta by providing the temperature sensor 62 in the anode outlet pipe a4 of the fuel cell 10, and obtains the cathode offgas temperature Tc by providing the temperature sensor 63 in the cathode outlet pipe c3. The temperature sensor 64 is provided in the refrigerant pipe d4 at the refrigerant outlet, acquires the refrigerant outlet temperature Tw, and acquires the voltage of the fuel cell 10 from the voltage sensor 65. In the present embodiment, the cathode offgas temperature Tc is used as a temperature that substitutes for the internal temperature of the fuel cell 10. However, the cathode offgas temperature Tc is not limited to the cathode offgas temperature Tc, and the refrigerant depends on the system configuration of the fuel cell system 1. The outlet temperature Tw and the anode off gas temperature Ta may be applied.

  Next, start-up control in the fuel cell system 1 of the present embodiment will be described with reference to FIGS. 2 to 5 (appropriately FIG. 1). When the ignition switch of the fuel cell system 1 is turned off, the shutoff valve 22 is closed, the supply of hydrogen to the anode of the fuel cell 10 is stopped, the air pump 31 is stopped, and the cathode of the fuel cell 10 Air supply to is stopped. Further, the contactor (not shown) is opened (turned off), and the electrical connection between the fuel cell 10 and the load 51 is cut off.

  In step S100, when the ignition switch (IG) provided in the fuel cell vehicle is turned on, the ECU 61 starts up the system, reads a predetermined program recorded in the ROM, and progresses from the start of the system. A timer that measures time starts. The elapsed time can be measured using a timer built in the ECU 61.

  In step S110 (gas replacement means), the ECU 61 drives the air pump 31 using electric power stored in a high voltage battery (not shown), and supplies the air humidified by the humidifier 32 to the cathode of the fuel cell 10. Then, the shutoff valve 22 is opened, and the hydrogen reduced to a predetermined pressure by the pressure reducing valve is supplied to the anode of the fuel cell 10. At this time, the water pump 42 is also driven by the driving of the air pump 31, and the refrigerant circulates. Thereby, a potential difference is generated in each single cell, and OCV (Open Circuit Voltage) is generated in the fuel cell 10. At this time, by appropriately opening the purge valve 24, the inside of the fuel gas flow passage is gradually replaced with hydrogen, the inside of the oxidant gas flow passage is gradually replaced with air, and the OCV of the fuel cell 10 gradually rises. .

  In step S120, the ECU 61 detects the cathode offgas temperature Tc from the temperature sensor 63, and sets the cathode offgas temperature Tc detected for the first time after the system startup as the system startup temperature T0.

  In step S130, the ECU 61 determines whether or not the gas replacement is completed. The conditions for completing the gas replacement can be determined based on whether or not the hydrogen replacement of the anode of the fuel cell 10 and the air replacement of the cathode are sufficiently performed and the OCV of the fuel cell 10 exceeds a predetermined voltage. . The OCV can be determined by monitoring the voltage value (open circuit voltage) obtained from the voltage sensor 65. The predetermined voltage is set to a value that does not impair the power generation performance of the fuel cell 10 even when power generation is started and power is supplied to the load 51.

  In step S130, if the ECU 61 determines that the OCV has not yet exceeded the predetermined voltage and the gas replacement has not been completed (No), the ECU 61 returns to step S120 to detect the sensor temperature and continue the gas replacement. If the OCV exceeds the predetermined voltage and it is determined that the gas replacement is completed (Yes), the process proceeds to step S140. By driving the air pump 31, air flows through the cathode flow path 10b inside the fuel cell 10, so that the sensor temperature Tc gradually increases as the gas replacement is continued. That is, when the system is started, the internal temperature of the fuel cell 10 is higher than (or equivalent to) the sensor temperature Tc. Therefore, when air flows through the fuel cell 10, the air discharged from the fuel cell 10 receives heat. The temperature rises. When air continues to flow, heat exchange proceeds, and eventually, air equivalent to the internal temperature of the fuel cell 10 is discharged from the fuel cell 10.

  In step S140, the ECU 61 connects a contactor (not shown) and starts taking out a current from the fuel cell 10 via a VCU (not shown) (pulling the load). Thereby, a part or all of the electric power from the high voltage battery is replaced with the electric power generated by the fuel cell 10, and the supply of electric power from the fuel cell 10 to the load 51 such as the air pump 31 is started.

  In step S150, the ECU 61 determines whether or not a predetermined time A has elapsed since the system was started (S100). As shown in FIG. 3, the predetermined time A is set to, for example, a time until the temperature change amount ΔTc of the sensor temperature at the elapsed time a is equal to or less than a predetermined value, that is, until the temperature change of the sensor temperature almost disappears. It is determined by experiment etc. Thus, even if it is difficult to directly measure the internal temperature of the fuel cell 10, the time during which the sensor temperature of the fluid (air in the present embodiment) flowing through the fuel cell 10 becomes substantially constant (predetermined time) By setting to A), it can be determined that the sensor temperature detected at that time is substantially equal to the internal temperature of the fuel cell 10.

  Further, as shown in FIG. 4, the predetermined time A is set based on a sensor temperature T0 (system startup temperature) obtained from the temperature sensor 63 at the time of system startup, and the predetermined time A becomes longer as the sensor temperature T0 is lower. Set to This is because the sensor temperature T0 decreases as the sensor temperature increases.

  In step S150, when the ECU 61 determines that the predetermined time A has elapsed since the system was activated (Yes), the sensor temperature obtained from the temperature sensor 63 after the predetermined time A has elapsed is set as the activation temperature. To do.

  As described above, in this embodiment, the sensor temperature immediately after the system startup is not set as the startup temperature, but the determination of the startup temperature is delayed and the sensor temperature when the predetermined time A has elapsed from the system startup is set as the startup temperature. Therefore, the temperature close to the internal temperature of the fuel cell 10 can be set as the starting temperature.

  By the way, in the fuel cell system 1 in which the start-up control for changing the power generation conditions according to the start-up temperature is performed, for example, when the system is used in a low-temperature environment where the system reaches below freezing point and the warm-up is performed at the start-up, the fuel cell 10 In order to speed up the temperature rise characteristic, it is necessary to control the flow rate adjusting valve 44 in the valve closing direction to reduce the refrigerant flow rate. According to the present embodiment, as described above, the starting temperature can be set to a temperature close to the actual internal temperature of the fuel cell 10, so that the flow rate adjusting valve 44 is excessively reduced to reduce the refrigerant flow rate more than necessary. Inconveniences such as excessive heating of 10 can be prevented. Specifically, where the starting temperature should actually be set to minus 10 ° C. is set to minus 20 ° C., the temperature is raised by starting control corresponding to minus 20 ° C., and the temperature of the fuel cell 10 Therefore, it is possible to prevent a disadvantage that the control of excessively raising the value is performed.

  Further, when the fuel cell 10 is warmed up, there are cases where the rotational speed of the motor of the air pump 31 is increased to increase the air amount or the air pressure. Such activation control is control that increases power consumption by increasing the air amount and air pressure. However, according to the present embodiment, the air pump 31 is not driven at a useless rotation speed, and the energy generated by the air pump 31 is reduced. Loss can be prevented. That is, since the output of the auxiliary machine such as the air pump 31 is not increased unnecessarily, the power consumption of the auxiliary machine can be suppressed.

  Furthermore, in a fuel cell vehicle, a temperature range in which the fuel cell system 1 can be activated may be set. When such a temperature range is set, it is determined that the start is impossible even though it is actually in the temperature range that can be started (ignition ON), and the inconvenience of prohibiting the start of the fuel cell vehicle unnecessarily is prevented. It becomes possible to do.

  On the other hand, if the ECU 61 determines in step S150 that the predetermined time A has not elapsed since the system activation (IG-ON) (No), the ECU 61 proceeds to step S170 (fuel cell temperature correction means) and sets the activation temperature. Perform correction processing. For example, as shown in FIG. 5, when the gas replacement is completed before a predetermined time has elapsed, the starting temperature is estimated based on the temperature change amount (ΔT) immediately before the gas replacement is completed. In FIG. 5, the graphs indicated by bold lines indicate the actual temperature and the temperature change amount based on the actual temperature, respectively, and the graphs indicated by thin lines indicate the estimated temperature change amount and the estimated temperature based on the estimated temperature change amount, respectively. Is shown.

  That is, as shown in FIG. 5, based on the temperature change amount ΔT (° C./sec) when the gas replacement is completed, the calculation is continued until the temperature change amount ΔT becomes 0 ° C. Specifically, assuming that the temperature change amounts measured immediately before completion of gas replacement are ΔT0 and ΔT1, ΔT2 = ΔT1− (ΔT0−ΔT1), ΔT3 = ΔT2− (ΔT0−ΔT1),. The calculation is continued until (ΔT1, ΔT2,...) = 0. The temperature is estimated as T2 = T1 + (ΔT0−ΔT1) and T3 = T2 + (ΔT0−ΔT1), and is calculated until ΔT = 0 to obtain a convergence point (starting temperature).

  Thus, according to the present embodiment, when the gas replacement is completed before the predetermined time A has elapsed, the startup temperature can be corrected and set to a temperature close to the actual internal temperature of the fuel cell 10, so that Appropriate start-up control can always be performed in such control as changing the start-up conditions (air pump 31, flow rate adjusting valve 44, etc.) according to the start-up temperature of the machine.

  In addition, as described with reference to FIG. 4, when the sensor temperature (system startup temperature) T0 at the time of system startup is lower and the predetermined time A is corrected to be longer, a temperature close to the actual internal temperature of the fuel cell 10 is started. Even if the sensor temperature T0 at the time of starting the system fluctuates, it is possible to perform optimum starting control.

  Incidentally, when gas replacement is completed earlier than the predetermined time A, the amount of gas at the time of gas replacement may vary depending on the power generation stop time (time from IG-OFF to IG-ON), and power generation is stopped. When the time is short, the amount of gas replacement is reduced, and the time until gas replacement is completed may be shortened. Note that the amount of gas at the time of gas replacement varies depending on the power generation stop time because hydrogen permeates from the anode to the cathode, hydrogen is consumed by the combustion reaction occurring at the cathode, and nitrogen and the like permeate from the cathode to the anode. This is because the anode is replaced with air. Specifically, when the fuel cell system 1 is rapidly cooled and the outside of the fuel cell 10 is cooled and the sensor temperature is low but the power generation stop time is short, the time until gas replacement is completed (S130, Yes) is predetermined. It may be shorter than time A. In addition, since hydrogen consumption is accelerated | stimulated if discharge is utilized, it is thought that the gas substitution amount with respect to an electric power generation stop time increases rather than only cross leak.

  In this embodiment, when the elapsed time at the time of gas replacement completion is less than the predetermined time A, the startup temperature is estimated by calculation based on the amount of temperature change. However, the present invention is not limited to this, and experimental data The starting temperature may be estimated with reference to a map based on the above. For example, the temperature change amount corresponding to each sensor temperature (T0) assumed at the time of starting the system is obtained in advance by an experiment or the like and held as a map, thereby corresponding to the sensor temperature T0 detected at the time of starting the system. The starting temperature is estimated based on the temperature change amount. In this case, the temperature change amount may be corrected based on the power generation stop time as described above. That is, correction is performed to reduce the amount of temperature change as the power generation stop time becomes longer.

  In the present embodiment, the process includes whether or not the predetermined time A has elapsed as the elapsed time (S150). However, the sensor temperature obtained from the temperature sensor 63 at that time is used as the starting temperature regardless of the elapsed time. You may make it set as.

It is a whole lineblock diagram showing the fuel cell system of this embodiment. It is a flowchart which shows the starting control in the fuel cell system of this embodiment. It is a graph which shows an example of change of sensor temperature. It is a map which shows the relationship between the sensor temperature at the time of system starting, and predetermined time. It is a graph which shows the temperature estimation method when gas substitution is completed before predetermined time progress.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Fuel cell system 10 Fuel cell 10a Anode flow path (fuel gas flow path)
10b Cathode flow path (oxidant gas flow path)
21 Hydrogen tank (fuel gas supply means)
31 Air pump (oxidant gas supply means)
61 ECU (gas replacement means, fuel cell temperature correction means)
63 Temperature sensor (Fuel cell temperature detection means)
a1 to a5 piping (fuel gas flow passage)
c1 to c3 piping (oxidant gas flow path)

Claims (6)

A fuel cell that is supplied with fuel gas and oxidant gas to generate power;
Fuel cell temperature detection means for detecting the internal temperature of the fuel cell instead;
Fuel gas supply means for supplying the fuel gas to the fuel cell;
Oxidant gas supply means for supplying the oxidant gas to the fuel cell;
Gas replacement means for replacing the fuel gas flow path through which the fuel gas flows with the fuel gas and replacing the oxidant gas flow path through which the oxidant gas flows with the oxidant gas when the fuel cell is started. A fuel cell system comprising:
A fuel cell system, wherein the temperature detected by the fuel cell temperature detection means after completion of gas replacement by the gas replacement means is used for start-up control as a start temperature.   The fuel cell temperature correcting means for correcting the internal temperature of the fuel cell when a predetermined time has not elapsed after the startup until the internal temperature of the fuel cell is detected. 2. The fuel cell system according to 1.   The fuel cell system according to claim 2, wherein the fuel cell temperature correction means is determined based on a temperature change amount by the fuel cell temperature detection means.   4. The fuel cell system according to claim 2, wherein the predetermined time is determined based on a system activation temperature at the time of activation of the fuel cell. 5.   5. The fuel cell system according to claim 4, wherein the predetermined time is set longer as the system startup temperature is lower. A fuel cell in which fuel gas is supplied from the fuel gas supply means, and an oxidant gas is supplied from the oxidant gas supply means to generate power; a fuel cell temperature detection means for detecting the internal temperature of the fuel cell instead; A fuel cell system start-up method, wherein at the start of the fuel cell, the fuel gas flow path is replaced with fuel gas, and the oxidant gas flow path is replaced with oxidant gas,
A fuel characterized in that the internal temperature of the fuel cell detected by the fuel cell temperature detecting means is used for start-up control after the gas replacement of the fuel gas flow passage and the oxidant gas flow passage is completed, respectively, as a start-up temperature. How to start the battery system.

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