JP7372884B2 - fuel cell system - Google Patents

Description

Embodiments of the present invention relate to a fuel cell system.

In recent years, research has been conducted into utilizing fuel cells as a driving power source for moving objects such as railway vehicles.

However, when the railway vehicle is running, the railway vehicle repeatedly runs and stops. For example, when accelerating a railway vehicle, power generated by the fuel cell is supplied to the travel drive motor in order to drive the travel drive motor. On the other hand, when decelerating or stopping a railway vehicle, no electric power is required to drive the travel drive motor. It is also conceivable to stop the operation of the fuel cell when decelerating or stopping the railway vehicle. However, in this case, the fuel cell is repeatedly operated and stopped as the railway vehicle accelerates and stops. For this reason, the number of times the fuel cell starts and stops increases, and there is a concern that the fuel cell may deteriorate.

Japanese Patent Application Publication No. 2004-248433

The present invention has been made with these points in mind, and an object of the present invention is to provide a fuel cell system that can reduce the number of times a fuel cell is started and stopped for driving a running drive motor of a railway vehicle. do.

The fuel cell system according to the embodiment is mounted on a railway vehicle. This fuel cell system includes a travel drive motor, a fuel cell capable of generating electric power for driving the travel drive motor, a fuel cell auxiliary device for operating the fuel cell, and a rechargeable/dischargeable secondary battery. A loop circuit, a first electric path control section, a second electric path control section, and a third electric path control section provided in the loop circuit; A control circuit that controls the three-current circuit control section. The loop circuit includes a first electrical circuit that connects the travel drive motor and the fuel cell, a second electrical circuit that connects the fuel cell and the fuel cell auxiliary equipment, and a third electrical circuit that connects the fuel cell auxiliary equipment and the secondary battery. and a fourth electrical path connecting the secondary battery and the travel drive motor. The first electric path control section allows or cuts off power supply in the first electric path. The second electric line control section allows or cuts off power supply in the second electric line. The third electric line control section allows or cuts off power supply in the third electric line. The control circuit is configured to control the first electric line control section and the second electric line so as to cut off the power supply to the first electric line and the electric power supply to the third electric line and permit the electric power supply to the second electric line during deceleration traveling in the railway running pattern. Controls the control section and the third electric path control section.

According to the present invention, it is possible to reduce the number of times a fuel cell is started and stopped for driving a running drive motor of a railway vehicle.

FIG. 1 is a block diagram showing a fuel cell system according to an embodiment of the present invention. FIG. 2 is a graph for explaining the operating method of the fuel cell system shown in FIG. FIG. 3 is a block diagram showing the states of the switches in the fuel cell system shown in FIG. 1 when the fuel cell is stopped when the railway vehicle is stopped. FIG. 4 is a block diagram showing the states of the switches in the fuel cell system shown in FIG. 1 when starting the fuel cell when the railway vehicle is stopped. FIG. 5 is a block diagram showing the states of the switches when operating the fuel cell when the railway vehicle is stopped in the fuel cell system shown in FIG. FIG. 6 is a block diagram showing the states of the switches when the railway vehicle accelerates in the fuel cell system shown in FIG. 1. FIG. 7 is a block diagram showing the states of the switches in the fuel cell system shown in FIG. 1 when the railway vehicle is running at a constant speed. FIG. 8 is a block diagram showing the states of the switches when the railway vehicle is decelerating in the fuel cell system shown in FIG. 1. FIG. 9 is a block diagram showing the states of the switches in the fuel cell system shown in FIG. 1 when the fuel cell is operated when the railway vehicle is stopped. FIG. 10 is a block diagram showing the states of the switches in the fuel cell system shown in FIG. 1 when the fuel cell is stopped when the railway vehicle is stopped. FIG. 11 is a block diagram showing a modification of the fuel cell system shown in FIG. 1.

Hereinafter, a fuel cell system according to the present embodiment will be described with reference to the drawings.

First, a fuel cell system 1 according to the present embodiment will be described using FIG. 1. The fuel cell system 1 according to this embodiment is mounted on a railway vehicle 2, and the power generated by the fuel cell is used as driving power for the railway vehicle 2.

As shown in FIG. 1, the fuel cell system 1 according to the present embodiment includes a travel drive motor 10, a first power conversion circuit 15, a fuel cell 20, a second power conversion circuit 25, and a fuel cell auxiliary machine 30. , a third power conversion circuit 35 , a secondary battery 40 , a fourth power conversion circuit 45 , a charge amount detection section 50 , a loop circuit 60 , a first electric path switch 71 , a second electric path switch 72 , It includes a third electric path switch 73 and a control circuit 80.

The traveling drive motor 10 is a drive source for causing the railway vehicle 2 to travel. Drive power is supplied to the travel drive motor 10 to drive drive wheels (not shown) of the railway vehicle 2. Travel drive motor 10 may be an AC motor.

The first power conversion circuit 15 is a circuit for converting electric power supplied between the loop circuit 60 and the travel drive motor 10. In the power running mode, the first power conversion circuit 15 converts the DC power supplied from the loop circuit 60 and supplies AC power to the travel drive motor 10 . In this case, the first power conversion circuit 15 functions as an inverter. Note that when the travel drive motor 10 is a DC motor, the first power conversion circuit 15 functions as a DC/DC converter. In this case, the voltage of the DC power supplied from the loop circuit 60 can be converted and supplied to the travel drive motor 10. On the other hand, in the regeneration mode, the first power conversion circuit 15 converts the regenerative power supplied from the travel drive motor 10 into DC power and supplies it to the loop circuit 60. In this case, the first power conversion circuit 15 functions as a DC/DC converter.

The fuel cell 20 is capable of generating electricity. That is, the fuel cell 20 is a power generation device that generates power using fuel gas and oxidant gas. Examples of the fuel gas include hydrogen gas and a mixed gas containing hydrogen gas. Examples of the oxidant gas include air. Although not shown, the fuel cell 20 may include a cell stack, a manifold, and a storage container. The cell stack includes a plurality of stacked fuel cells. In each fuel cell, fuel gas and oxidant gas undergo an electrochemical reaction to generate electricity. The manifold is a member for introducing fuel gas and oxidizing gas into each fuel cell and discharging it from each fuel cell. The cell stack and the manifold are housed in the container. The power generated by the fuel cell 20 is used as driving power for driving the travel drive motor 10 or as driving power for driving the fuel cell auxiliary machine 30. Further, the power generated by the fuel cell 20 may be used as charging power for a secondary battery. Note that the fuel cell may be a polymer electrolyte fuel cell, but is not limited to this, and may be other types of fuel cells such as a phosphoric acid fuel cell.

The second power conversion circuit 25 is a circuit that can convert the voltage of the power generated by the fuel cell 20. The second power conversion circuit 25 converts the voltage of the generated power supplied from the fuel cell 20 and supplies DC power to the loop circuit 60 . Further, the second power conversion circuit 25 outputs DC power after confirming that the voltage of the power generated by the fuel cell 20 has reached a predetermined value. Such a second power conversion circuit 25 may be a DC/DC converter.

The fuel cell auxiliary machine 30 is a device for operating the fuel cell 20. For example, a blower that supplies fuel gas to the fuel cell 20, a blower that supplies oxidant gas to the fuel cell 20, a pump that supplies cooling water to the fuel cell 20, and the like correspond to the fuel cell auxiliary equipment 30. The fuel cell auxiliary machine 30 is supplied with the power generated by the fuel cell 20 or the discharged power of the secondary battery 40, and is used as driving power for the fuel cell auxiliary machine 30.

The third power conversion circuit 35 is a circuit that can convert the voltage of the power supplied to the fuel cell auxiliary machine 30. The third power conversion circuit 35 converts the voltage of the DC power supplied from the loop circuit 60 into a voltage suitable for driving the fuel cell auxiliary machine 30, and supplies the voltage to the fuel cell auxiliary machine 30. In this case, the third power conversion circuit 35 functions as a DC/DC converter. Further, when the fuel cell auxiliary machine 30 is driven by AC power, the third power conversion circuit 35 functions as an AC/DC converter. In this case, the DC power supplied from the loop circuit 60 is converted into AC power and supplied to the fuel cell auxiliary machine 30. Note that if the fuel cell auxiliary device 30 can be driven by the DC power of the loop circuit 60, the third power conversion circuit 35 may be omitted.

The secondary battery 40 can be charged and discharged with respect to the travel drive motor 10. The secondary battery 40 is capable of supplying discharged power as drive power to the travel drive motor 10 and is also capable of charging regenerated power of the travel drive motor 10 . Further, the secondary battery 40 can be charged with the power generated by the fuel cell 20. Furthermore, the secondary battery 40 is capable of supplying discharged power to the fuel cell auxiliary machine 30 as driving power for the fuel cell auxiliary machine 30 . As the secondary battery 40, any battery can be used as long as it can be charged and discharged, and for example, a lithium ion battery, a nickel cadmium battery, a nickel hydride battery, a lead battery, etc. may be used.

The fourth power conversion circuit 45 is a circuit for controlling charging and discharging of the secondary battery 40. More specifically, in the charging mode, the fourth power conversion circuit 45 converts the voltage of the DC power supplied from the loop circuit 60 and supplies it to the secondary battery 40 . In the discharge mode, the fourth power conversion circuit 45 converts the voltage of the discharge power supplied from the secondary battery 40 and supplies it to the loop circuit 60. The fourth power conversion circuit 45 may be a DC/DC converter.

The charge amount detection unit 50 detects the charge amount of the secondary battery 40. The detected amount of charge is transmitted to the control circuit 80. The charge amount detection unit 50 may be incorporated into the secondary battery 40 or may be configured separately.

The loop circuit 60 connects the travel drive motor 10, the fuel cell 20, the fuel cell auxiliary machine 30, and the secondary battery 40. The loop circuit 60 includes a first connection point P1, a second connection point P2, a third connection point P3, and a fourth connection point P4.

The first connection point P1 is a point where the travel drive motor 10 and the loop circuit 60 are connected. A travel drive motor 10 is connected to the first connection point P1 via a first power conversion circuit 15.

The second connection point P2 is a point where the fuel cell 20 and the loop circuit 60 are connected. A fuel cell 20 is connected to the second connection point P2 via a second power conversion circuit 25.

The third connection point P3 is a point where the fuel cell auxiliary machine 30 and the loop circuit 60 are connected. A fuel cell auxiliary machine 30 is connected to the third connection point P3 via a third power conversion circuit 35.

The fourth connection point P4 is a point where the secondary battery 40 and the loop circuit 60 are connected. A secondary battery 40 is connected to the fourth connection point P4 via a fourth power conversion circuit 45.

Further, the loop circuit 60 includes a first electric path 61, a second electric path 62, a third electric path 63, and a fourth electric path 64.

The first electric line 61 is an electric line that connects the travel drive motor 10 and the fuel cell 20. More specifically, the first electric path 61 is located between the first connection point P1 and the second connection point P2, and connects the first connection point P1 and the second connection point P2.

The second electric line 62 is an electric line that connects the fuel cell 20 and the fuel cell auxiliary machine 30. More specifically, the second electric path 62 is located between the second connection point P2 and the third connection point P3, and connects the second connection point P2 and the third connection point P3.

The third electric line 63 is an electric line that connects the fuel cell auxiliary machine 30 and the secondary battery 40. More specifically, the third electric path 63 is located between the third connection point P3 and the fourth connection point P4, and connects the third connection point P3 and the fourth connection point P4.

The fourth electric line 64 is an electric line that connects the secondary battery 40 and the travel drive motor 10. More specifically, the fourth electric path 64 is located between the fourth connection point P4 and the first connection point P1, and connects the fourth connection point P4 and the first connection point P1.

The first electric path 61, the second electric path 62, the third electric path 63, and the fourth electric path 64 are connected in this order. By connecting the fourth electric path 64 to the first electric path 61, a loop circuit 60 is configured by the four electric paths 61 to 64.

The first electric path switch 71 is provided in the first electric path 61 of the loop circuit 60 . The first electric path switch 71 is an example of a first electric path control section. The first electric path switch 71 is configured to permit or cut off power supply in the first electric path 61.

The second electric path switch 72 is provided in the second electric path 62 of the loop circuit 60. The second electric path switch 72 is an example of a second electric path control section. The second electric path switch 72 is configured to permit or cut off power supply in the second electric path 62.

The third electric path switch 73 is provided in the third electric path 63 of the loop circuit 60. The third electric path switch 73 is an example of a third electric path control section. The third electric path 63 is configured to permit or block power supply in the third electric path 63.

The control circuit 80 controls each device based on the railway running pattern. The control circuit 80 includes a storage section (not shown) that stores railway travel patterns. When operating the railway vehicle 2, the control circuit 80 reads out the railway running pattern stored in the storage section and controls each device.

The control circuit 80 controls the fuel cell auxiliary equipment 30 based on the railway running pattern. More specifically, when starting and driving the fuel cell 20 in the railway running pattern, the cell stack constituting the fuel cell 20 is supplied with fuel gas, oxidizing gas, and cooling water. The fuel cell auxiliary equipment 30 is controlled so as to perform the following steps.

Further, the control circuit 80 controls the first power conversion circuit 15, the second power conversion circuit 25, and the fourth power conversion circuit 45 based on the railway running pattern.

More specifically, the control circuit 80 switches the first power conversion circuit 15 between the power running mode and the regeneration mode based on the railway running pattern. In the power running mode, the control circuit 80 controls the first power conversion circuit 15 to convert the DC power of the loop circuit 60 into AC power. On the other hand, in the regeneration mode, the first power conversion circuit 15 is controlled to convert the regenerative power of the travel drive motor 10 from AC power to DC power. The control circuit 80 may select the power running mode when the voltage on the travel drive motor 10 side of the first power conversion circuit 15 is low, and select the regeneration mode when the voltage is high.

The control circuit 80 controls the supply of generated power from the fuel cell 20 to the loop circuit 60 by controlling the second power conversion circuit 25 based on the railway running pattern. More specifically, the control circuit 80 controls the second power conversion circuit 25 to supply the loop circuit 60 with DC power obtained by converting the voltage of the power generated by the fuel cell 20 . The control circuit 80 then controls the output of power from the second power conversion circuit 25 to the loop circuit 60. As a result, the amount of power (for example, current) supplied from the fuel cell 20 to the loop circuit 60 is adjusted.

The control circuit 80 switches the fourth power conversion circuit 45 between the charging mode and the discharging mode based on the railway running pattern. More specifically, the control circuit 80 controls the fourth power conversion circuit 45 to convert the voltage of the DC power of the loop circuit 60 in the charging mode. On the other hand, in the discharge mode, the fourth power conversion circuit 45 is controlled to convert the voltage of the discharge power of the secondary battery 40 and supply it to the loop circuit 60.

The control circuit 80 controls the first electric path switch 71, the second electric path switch 72, and the third electric path switch 73 based on the railway running pattern. The control circuit 80 controls opening and closing of the first electric path switch 71, the opening and closing of the second electric path switch 72, and the opening and closing of the third electric path switch 73 according to the stage of the railway running pattern.

More specifically, the control circuit 80 cuts off the power supply to the first electric line 61 and the electric power supply to the third electric line 63 and allows the electric power supply to the second electric line 62 when the vehicle is stopped in the railway running pattern. , and control each of the electric circuit switches 71 to 73 (see FIG. 3). In this embodiment, the control circuit 80 opens the first electric path switch 71 and the third electric path switch 73, and closes the second electric path switch 72.

Further, when starting the fuel cell 20 when the vehicle is stopped in the railway running pattern, the control circuit 80 cuts off the power supply in the first electric line 61 and the electric power supply in the second electric line 62, and allows the electric power supply in the third electric line 63. Each of the electric circuit switches 71 to 73 is controlled so as to do so (see FIG. 4). In this embodiment, the control circuit 80 opens the first electric path switch 71 and the second electric path switch 72, and closes the third electric path switch 73.

Further, when starting the operation of the fuel cell 20 when the vehicle is stopped in the railway running pattern, the control circuit 80 allows the power supply in the first electric line 61 and the electric power supply in the third electric line 63, and allows the electric power supply in the second electric line 62. Each of the electric circuit switches 71 to 73 is controlled so as to cut off the circuit (see FIG. 5). In this embodiment, the control circuit 80 closes the first electric path switch 71 and the third electric path switch 73, and opens the second electric path switch 72.

The control circuit 80 also allows the power supply to the first electric line 61 and the third electric line 63 and cuts off the electric power supply to the second electric line 62 during acceleration running and constant speed running of the railway running pattern. Then, the circuit switches 71 to 73 are controlled (see FIGS. 6 and 7). In this embodiment, the control circuit 80 closes the first electric path switch 71 and the third electric path switch 73, and opens the second electric path switch 72.

Further, the control circuit 80 controls each electric line switch so as to cut off the power supply to the first electric line 61 and the electric power supply to the third electric line 63 and to permit the electric power supply to the second electric line 62 during deceleration traveling in the railway traveling pattern. 71 to 73 (see FIG. 8). In this embodiment, the control circuit 80 opens the first electric path switch 71 and the third electric path switch 73, and closes the second electric path switch 72.

Further, the control circuit 80 allows the power supply to the first electric line 61 and the second electric line 62 and cuts off the electric power supply to the third electric line 63 when the train is stopped after decelerating in the railway running pattern. Each electric circuit switch 71 to 73 is controlled (see FIG. 9). In this embodiment, the control circuit 80 closes the first electric path switch 71 and the second electric path switch 72, and opens the third electric path switch 73.

Further, when the control circuit 80 determines that the secondary battery 40 is fully charged based on the amount of charge of the secondary battery 40 detected by the amount of charge detection section 50 when the train is stopped after decelerating traveling in the railway traveling pattern, Then, the first electric path switch 71 is controlled to cut off the power supply to the first electric path 61 (see FIG. 10). In this embodiment, the control circuit 80 opens the first electric path switch 71. The second electric path switch 72 is maintained in a closed state, and the third electric path switch 73 is maintained in an open state.

Next, a method of operating the fuel cell system 1 according to the present embodiment having such a configuration will be explained. Here, a method of operating the fuel cell system 1 based on the railway running pattern shown in FIG. 2 will be described. In the following explanation, the operation of each device controlled by the control circuit 80 described above will be explained.

The railway running pattern mainly includes a stop stage, an accelerated running stage, a constant speed running stage, a decelerating running stage, and a stopping stage of the railway vehicle 2. The train travel pattern shown in FIG. 2 shows an example in which the train stops at one station (en route station) after leaving the starting station and arriving at the terminal station.

(When stopped at the starting station)
When the railway travel pattern stops at the starting station, the fuel cell 20 is stopped until the departure time from the starting station approaches. In this case, as shown in FIG. 3, the first electric path switch 71 and the third electric path switch 73 are opened. The second electric path switch 72 may be closed or open. Although the secondary battery 40 is fully charged, since the railway vehicle 2 is also stopped, no current flows. The fuel cell auxiliary machine 30 is also stopped.

When the activation start time of the fuel cell 20 in the railway running pattern is reached, the fuel cell 20 is activated.

In this case, as shown in FIG. 4, the first electric path switch 71 and the second electric path switch 72 are opened, and the third electric path switch 73 is closed. The fourth power conversion circuit 45 is switched to the discharge mode, and the discharge power of the secondary battery 40 is supplied to the loop circuit 60. With the third electric path switch 73 closed, the discharged power of the secondary battery 40 is supplied to the fuel cell auxiliary machine 30 through the third electric path 63 and the third power conversion circuit 35. Then, the fuel cell auxiliary machine 30 is driven, and the fuel gas, oxidant gas, and cooling water are supplied to the fuel cell 20. During this time, as shown in FIG. 2, the amount of charge of the secondary battery 40 decreases. Note that the activation start time of the fuel cell 20 can be set by back-calculating the time required for activation of the fuel cell 20 from the starting station departure time.

When the fuel gas and the oxidant gas reach the fuel cells of the fuel cell 20 and an electrochemical reaction takes place, power generation begins. That is, the operation of the fuel cell 20 starts. When the fuel cell 20 starts operating and the voltage of the generated power reaches a predetermined value, the second power conversion circuit 25 converts the voltage of the generated power and outputs DC power.

In this case, as shown in FIG. 5, the first electric path switch 71 and the third electric path switch 73 are closed, and the second electric path switch 72 is opened. As a result, the power generated by the fuel cell 20 is supplied to the loop circuit 60 through the second power conversion circuit 25. On the other hand, with the start of operation of the fuel cell 20, the fourth power conversion circuit 45 is switched to charging mode. With the first electric path switch 71 closed, the power generated by the fuel cell 20 is supplied to the secondary battery 40 through the first electric path 61 and the fourth electric path 64, and the secondary battery 40 is charged. Further, since the third circuit switch 73 is closed, the power generated by the fuel cell 20 passes through the first circuit 61, the fourth circuit 64, the third circuit 63, and the third power conversion circuit 35. It is also supplied to machine 30. The driving of the fuel cell auxiliary machine 30 is then continued. During this time, as shown in FIG. 2, the amount of charge of the secondary battery 40 increases. In addition, in FIG. 5, the second electric path switch 72 may be closed and the third electric path switch 73 may be opened. Even in this case, the fuel cell auxiliary machine 30 can continue to be driven.

(during acceleration)
When the acceleration traveling start time of the railway traveling pattern (corresponding to the starting station departure time) is reached, the railway vehicle 2 starts traveling and accelerates. The operation of the fuel cell 20 continues.

In this case, as shown in FIG. 6, the first electric path switch 71 and the third electric path switch 73 are closed, and the second electric path switch 72 is opened. As a result, the power generated by the fuel cell 20 is supplied to the loop circuit 60 through the second power conversion circuit 25. On the other hand, upon reaching the acceleration running start time, the first power conversion circuit 15 is switched to the power running mode. Since the first electric path switch 71 is closed, the power generated by the fuel cell 20 is supplied to the first power conversion circuit 15 through the first electric path 61. In the first power conversion circuit 15, the power generated by the fuel cell 20 is converted into AC power. The AC power is supplied to the travel drive motor 10 as a drive current, and the travel drive motor 10 is driven. As a result, the travel drive motor 10 drives the drive wheels and the railway vehicle 2 accelerates.

Furthermore, upon reaching the acceleration running start time, the fourth power conversion circuit 45 is switched to the discharge mode. As a result, the discharged power of the secondary battery 40 is supplied to the travel drive motor 10 as drive power through the fourth electric path 64 and the first power conversion circuit 15. As a result, the drive current of the running drive motor 10 is increased, and the acceleration of the railway vehicle 2 is increased. During this time, as shown in FIG. 2, the amount of charge of the secondary battery 40 decreases.

Furthermore, during acceleration, the third electric path switch 73 is closed, so that part of the DC power supplied from the fuel cell 20 and the secondary battery 40 to the loop circuit 60 is transferred to the third electric path 63 and the third electric power source. The fuel is supplied to the fuel cell auxiliary equipment 30 through the conversion circuit 35. The driving of the fuel cell auxiliary machine 30 is then continued.

(When driving at constant speed)
When the constant speed running start time of the railway running pattern is reached, the railway vehicle 2 continues running at a substantially constant speed. The operation of the fuel cell 20 is also continued.

In this case, as shown in FIG. 7, the first electric path switch 71 and the third electric path switch 73 are closed, and the second electric path switch 72 is opened. That is, the open/close states of the switch shown in FIG. 7 are the same as the open/close states of the switch during acceleration driving shown in FIG. 6. Therefore, the first electric path switch 71 and the third electric path switch 73 are maintained in a closed state, and the second electric path switch 72 is maintained in an open state.

Even when the vehicle is traveling at a constant speed, the first power conversion circuit 15 is maintained in the power running mode. However, the drive power required by the travel drive motor 10 is small. As a result, the fourth power conversion circuit 45 is switched to the charging mode when the constant speed running start time is reached. As a result, a part of the power generated by the fuel cell 20 is supplied to the secondary battery 40 through the first electric line 61, the fourth electric line 64, and the fourth power conversion circuit 45, and the secondary battery 40 is charged. . During this time, as shown in FIG. 2, the amount of charge of the secondary battery 40 increases.

Furthermore, during constant speed driving, a portion of the power generated by the fuel cell 20 is supplied to the fuel cell auxiliary equipment 30 through the third electric path 63 and the third power conversion circuit 35, as in the case of accelerated driving. The driving of the fuel cell auxiliary machine 30 is then continued.

(during deceleration)
When the deceleration traveling start time of the railway traveling pattern is reached, the railway vehicle 2 decelerates. The operation of the fuel cell 20 continues. Note that deceleration of the railway vehicle 2 can be realized by the control circuit 80 controlling a brake (not shown).

During deceleration traveling, as shown in FIG. 8, the first electric path switch 71 and the third electric path switch 73 are opened, and the second electric path switch 72 is closed.

When the deceleration traveling start time is reached, the first power conversion circuit 15 is switched to the regeneration mode. As a result, regenerated power generated by the travel drive motor 10 is supplied to the loop circuit 60 through the first power conversion circuit 15. Even during deceleration driving, the fourth power conversion circuit 45 is maintained in the charging mode. As a result, the regenerated power of the travel drive motor 10 is supplied to the secondary battery 40 through the fourth electric path 64 and the fourth power conversion circuit 45, and the secondary battery 40 is charged. During this time, as shown in FIG. 2, the amount of charge of the secondary battery 40 increases. Note that during deceleration traveling, the regenerative power generated by the traveling drive motor 10 is substantially supplied only to the secondary battery 40. Therefore, in FIG. 2, the rate of increase in the amount of charge of the secondary battery 40 during deceleration traveling is greater than the rate of increase in the amount of charge of the secondary battery 40 during constant speed travel. However, the rate of increase in the amount of charge of the secondary battery 40 is not limited to this, and by controlling the second power conversion circuit 25, the amount of power supplied from the fuel cell 20 to the loop circuit 60 can be adjusted arbitrarily. May be adjusted.

Further, during deceleration running, the second electric path switch 72 is closed, so that the DC power supplied from the fuel cell 20 to the loop circuit 60 passes through the second electric path 62 and the third power conversion circuit 35 to the fuel cell. It is supplied to the auxiliary machine 30. The driving of the fuel cell auxiliary machine 30 is then continued. Note that during deceleration traveling, the current supplied from the fuel cell 20 to the loop circuit 60 may be reduced by controlling the second power conversion circuit 25. This can prevent the power generated by the fuel cell 20 from becoming surplus.

Further, during deceleration traveling, the first electric path switch 71 and the third electric path switch 73 are open. This can prevent the regenerated power of the travel drive motor 10 from being supplied to the fuel cell 20. That is, the fuel cell 20 tends to deteriorate when charged. Therefore, by opening the first circuit switch 71 and the third circuit switch 73, deterioration of the fuel cell 20 can be suppressed. Furthermore, the power generated by the fuel cell 20 can be used as driving power for the fuel cell auxiliary device 30, and the operation of the fuel cell 20 can be continued. Furthermore, it is not necessary to discharge the secondary battery 40 to generate driving power for the fuel cell auxiliary device 30, and a reduction in the amount of charge of the secondary battery 40 can be suppressed.

(When stopping at a station on the way)
When the stop time at an intermediate station in the railway running pattern is reached, the railway vehicle 2 stops. The operation of the fuel cell 20 continues.

In this case, as shown in FIG. 9, the first electric path switch 71 and the second electric path switch 72 are closed, and the third electric path switch 73 is opened. As a result, the power generated by the fuel cell 20 is supplied to the loop circuit 60 through the second power conversion circuit 25. Even when stopping at a station on the way, the fourth power conversion circuit 45 is maintained in the charging mode. As a result, a part of the power generated by the fuel cell 20 is supplied to the secondary battery 40 through the first electric line 61, the fourth electric line 64, and the fourth power conversion circuit 45, and the secondary battery 40 is charged. . During this time, as shown in FIG. 2, the amount of charge of the secondary battery 40 increases. Note that when stopping at a station on the way, most of the power generated by the fuel cell 20 is supplied to the secondary battery 40. Therefore, in FIG. 2, the rate of increase in the amount of charge of the secondary battery 40 when the vehicle is stopped at a station on the way is greater than the rate of increase in the amount of charge of the secondary battery 40 when the vehicle is decelerating.

Furthermore, when stopping at a station on the way, the second electric path switch 72 is closed, so that a part of the power generated by the fuel cell 20 is passed through the second electric path 62 and the third power conversion circuit 35 to the fuel cell auxiliary equipment 30. supplied to The driving of the fuel cell auxiliary machine 30 is then continued. In addition, in FIG. 9, the second electric path switch 72 may be opened and the third electric path switch 73 may be closed. Even in this case, the fuel cell auxiliary machine 30 can continue to be driven.

When the train travel pattern reaches the departure time from an intermediate station, the above-mentioned acceleration driving, constant speed driving, and decelerating driving are performed.

(When stopped at the terminal station)
When the terminal station stop time of the railway travel pattern is reached, the railway vehicle 2 stops. The operation of the fuel cell 20 continues.

In this case, as shown in FIG. 9, the first electric path switch 71 and the second electric path switch 72 are closed, and the third electric path switch 73 is opened, in the same way as when stopping at a station on the way. As a result, a part of the power generated by the fuel cell 20 is supplied to the secondary battery 40, and the secondary battery 40 is charged. During this time, as shown in FIG. 2, the amount of charge of the secondary battery 40 increases. Further, when the terminal station is stopped, a part of the power generated by the fuel cell 20 is supplied to the fuel cell auxiliary machine 30.

When the vehicle stops at the terminal station, the charge amount detection unit 50 detects the charge amount of the secondary battery 40. Charging of the secondary battery 40 is continued until the secondary battery 40 becomes fully charged based on the amount of charge of the secondary battery 40 detected by the amount of charge detection section 50.

When the secondary battery 40 becomes fully charged, the operation of the fuel cell 20 is stopped.

In this case, as shown in FIG. 10, the first electric path switch 71 and the third electric path switch 73 are opened. The second electric path switch 72 may be closed or open. Although the secondary battery 40 is fully charged, since the railway vehicle 2 is stopped, no current flows. The fuel cell auxiliary machine 30 is also stopped.

In this way, the fuel cell system 1 can be operated based on the railway running pattern. In particular, in the above-described railway travel pattern, the fuel cell 20 can be activated when the train stops at the starting station and then continue to operate until the train stops at the terminal station.

As described above, according to the present embodiment, during deceleration running in the railway running pattern, the power supply to the first electric line 61 and the third electric line 63 of the loop circuit 60 is cut off, and the electric power supply to the second electric line 62 is interrupted. To give permission. Thereby, the power generated by the fuel cell 20 can be supplied to the fuel cell auxiliary machine 30 through the second electric path 62. Therefore, a supply destination for the power generated by the fuel cell 20 can be secured, and the operation of the fuel cell 20 can be continued. As a result, it is possible to avoid stopping the operation of the fuel cell 20, and it is possible to reduce the number of times the fuel cell 20 is started and stopped for driving the travel drive motor 10 of the railway vehicle 2. In this case, deterioration of the fuel cell 20 can be suppressed.

Further, according to the present embodiment, the power supply to the first electric path 61 and the power supply to the third electric path 63 are cut off. This can prevent the regenerated power of the travel drive motor 10 from being supplied to the fuel cell 20. Therefore, the fuel cell 20 can be prevented from being charged with regenerated power, and deterioration of the fuel cell 20 can be suppressed.

Further, according to the present embodiment, when the train is stopped after decelerating in the train running pattern, power supply to the first electric line 61 and electric power supply to the second electric line 62 is permitted, and power supply to the third electric line 63 is cut off. . As a result, the power generated by the fuel cell 20 can be supplied to the secondary battery 40 through the first electric path 61 and the fourth electric path 64, and is also supplied to the fuel cell auxiliary equipment 30 through the second electric path 62. can do. Therefore, a supply destination for the power generated by the fuel cell 20 can be secured, and the operation of the fuel cell 20 can be continued. As a result, it is possible to avoid stopping the operation of the fuel cell 20, and it is possible to reduce the number of times the fuel cell 20 is started and stopped. Further, the secondary battery 40 is charged, and the amount of charge of the secondary battery 40 can be increased. Therefore, preparations for the next run can be made.

Further, according to the present embodiment, based on the amount of charge of the secondary battery 40 detected by the amount of charge detection section 50, when the secondary battery 40 is fully charged, the power supply in the first electric path 61 is determined. is blocked. This can prevent the power generated by the fuel cell 20 from being supplied to the secondary battery 40.

Further, according to the present embodiment, when starting the fuel cell 20 when the vehicle is stopped in the railway running pattern, the power supply to the first electric line 61 and the electric power supply to the second electric line 62 are cut off, and the electric power supply to the third electric line 63 is interrupted. Allow supply. Thereby, the discharge power of the secondary battery 40 can be supplied to the fuel cell auxiliary machine 30 through the third electric path 63. Therefore, the fuel cell auxiliary machine 30 can be driven to start the fuel cell 20.

Further, according to the present embodiment, when starting the operation of the fuel cell 20 when the vehicle is stopped in the railway running pattern, power supply in the first electric line 61 and electric power supply in the third electric line 63 is permitted, and the second electric line 62 cut off the power supply. Thereby, the power generated by the fuel cell 20 can be supplied to the secondary battery 40 through the first electric path 61 and the fourth electric path 64. Therefore, it is possible to charge the secondary battery 40 and increase the amount of charge. Further, the power generated by the fuel cell 20 can be supplied to the fuel cell auxiliary machine 30 through the first electric path 61, the fourth electric path 64, and the third electric path 63. Therefore, the fuel cell auxiliary machine 30 can continue to be driven.

Further, according to the present embodiment, during acceleration running and constant speed running in the railway running pattern, power supply in the first electric line 61 and electric power supply in the third electric line 63 is permitted, and electric power supply in the second electric line 62 is permitted. Cut off. Thereby, the power generated by the fuel cell 20 can be supplied to the travel drive motor 10. During accelerated travel, the charging power of the secondary battery 40 can be supplied to the travel drive motor 10, and the driving power of the travel drive motor 10 can be increased. When traveling at a constant speed, the secondary battery 40 can be charged with the power generated by the fuel cell 20. Further, the power generated by the fuel cell 20 can be supplied to the fuel cell auxiliary machine 30 through the first electric path 61, the fourth electric path 64, and the third electric path 63. Therefore, the fuel cell auxiliary machine 30 can continue to be driven.

In addition, in this embodiment mentioned above, the example where the 1st electric path switch 71 was provided in the 1st electric path 61 of the loop circuit 60 was demonstrated. However, the present invention is not limited to this, and as shown in FIG. 11, a rectifier 90 may be provided as a substitute for the first electric path switch 71. The rectifier 90 shown in FIG. 11 allows power to be supplied from the fuel cell 20 to the travel drive motor 10 through the first electric path 61, and also allows power to be supplied from the travel drive motor 10 to the fuel cell 20 through the first electric path 61. Cut off the supply. More specifically, the rectifier 90 allows power supply from the second connection point P2 to the first connection point P1, and cuts off power supply from the first connection point P1 to the second connection point P2. That is, the rectifier 90 is configured to prevent current from flowing backward from the first connection point P1 to the second connection point P2.

According to the embodiments described above, it is possible to reduce the number of times the fuel cell is started and stopped for driving the travel drive motor of the railway vehicle.

Although several embodiments of the invention have been described, these embodiments are presented by way of example and are not intended to limit the scope of the invention. These novel embodiments can be implemented in various other forms, and various omissions, substitutions, and changes can be made without departing from the gist of the invention. These embodiments and their modifications are included within the scope and gist of the invention, as well as within the scope of the invention described in the claims and its equivalents.

1: Fuel cell system, 2: Railway vehicle, 10: Travel drive motor, 20: Fuel cell, 30: Fuel cell auxiliary equipment, 40: Secondary battery, 50: Charge amount detection unit, 60: Loop circuit, 61: No. 1 electric path, 62: 2nd electric path, 63: 3rd electric path, 64: 4th electric path, 71: 1st electric path switch, 72: 2nd electric path switch, 73: 3rd electric path switch, 80: control circuit, 90: rectifier

Claims (7)

A fuel cell system mounted on a railway vehicle,
a travel drive motor;
a fuel cell capable of generating electric power for driving the traveling drive motor;
a fuel cell auxiliary machine for operating the fuel cell;
A rechargeable secondary battery,
loop circuit,
a first electric path control section, a second electric path control section, and a third electric path control section provided in the loop circuit;
a control circuit that controls the first electric line control unit, the second electric line control unit, and the third electric line control unit based on a railway running pattern,
The loop circuit includes a first electrical path connecting the traveling drive motor and the fuel cell, a second electrical path connecting the fuel cell and the fuel cell auxiliary device, and a second electrical path connecting the fuel cell auxiliary device and the secondary battery. and a fourth electrical path connecting the secondary battery and the travel drive motor,
The first electric line control unit allows or cuts off power supply in the first electric line,
The second electric line control unit allows or cuts off power supply in the second electric line,
The third electric line control unit allows or cuts off power supply in the third electric line,
The control circuit is configured to cut off the power supply to the first electric line and the power supply to the third electric line, and permit the electric power supply to the second electric line, during deceleration traveling in the railway running pattern. A fuel cell system that controls a control unit, the second electric line control unit, and the third electric line control unit. The control circuit is configured to allow power supply to the first electric line and the second electric line, and cut off the electric power supply to the third electric line, when the train is stopped after decelerating in the railway running pattern. The fuel cell system according to claim 1, wherein the fuel cell system controls the first electric path control section, the second electric path control section, and the third electric path control section. further comprising a charge amount detection unit that detects a charge amount of the secondary battery,
When the control circuit determines that the secondary battery is fully charged based on the amount of charge of the secondary battery detected by the amount of charge detection section when the train is stopped after decelerating traveling in the railway traveling pattern, 3. The fuel cell system according to claim 2, wherein the first electric circuit control unit is controlled to cut off power supply in the first electric circuit. When starting the fuel cell when the vehicle is stopped in the railway running pattern, the control circuit shuts off power supply to the first electric line and the power supply to the second electric line, and allows power supply to the third electric line. The fuel cell system according to any one of claims 1 to 3, wherein the first electric path control section, the second electric path control section, and the third electric path control section are controlled as follows. When starting operation of the fuel cell when the vehicle is stopped in the railway running pattern, the control circuit allows power supply in the first electric line and electric power supply in the third electric line, and disables power supply in the second electric line. The fuel cell system according to any one of claims 1 to 4, wherein the first electric path control section, the second electric path control section, and the third electric path control section are controlled so as to cut off the power. The control circuit is configured to permit electric power supply to the first electric line and electric power supply to the third electric line, and cut off electric power supply to the second electric line during acceleration running and constant speed running of the railway running pattern. The fuel cell system according to any one of claims 1 to 5, wherein the fuel cell system controls the first electric path control section, the second electric path control section, and the third electric path control section. The first electric circuit control section allows power to be supplied from the fuel cell to the travel drive motor through the first electric path, and allows power to be supplied from the travel drive motor to the fuel cell through the first electric path. A fuel cell system according to any one of claims 1 to 6, comprising a rectifier for cutting off the supply.

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