JPH11288730A - Compressor system for fuel cell - Google Patents

Compressor system for fuel cell

Info

Publication number
JPH11288730A
JPH11288730A JP10091454A JP9145498A JPH11288730A JP H11288730 A JPH11288730 A JP H11288730A JP 10091454 A JP10091454 A JP 10091454A JP 9145498 A JP9145498 A JP 9145498A JP H11288730 A JPH11288730 A JP H11288730A
Authority
JP
Japan
Prior art keywords
compressor
fuel cell
small
rotating speed
motor
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
JP10091454A
Other languages
Japanese (ja)
Inventor
Yoichi Yagi
洋一 八木
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Nissan Motor Co Ltd
Original Assignee
Nissan Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Nissan Motor Co Ltd filed Critical Nissan Motor Co Ltd
Priority to JP10091454A priority Critical patent/JPH11288730A/en
Publication of JPH11288730A publication Critical patent/JPH11288730A/en
Pending legal-status Critical Current

Links

Classifications

    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04082—Arrangements for control of reactant parameters, e.g. pressure or concentration
    • H01M8/04089—Arrangements for control of reactant parameters, e.g. pressure or concentration of gaseous reactants
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M2250/00—Fuel cells for particular applications; Specific features of fuel cell system
    • H01M2250/20—Fuel cells in motive systems, e.g. vehicle, ship, plane
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/30—Hydrogen technology
    • Y02E60/50—Fuel cells
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells

Landscapes

  • Life Sciences & Earth Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Manufacturing & Machinery (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Electrochemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Fuel Cell (AREA)

Abstract

PROBLEM TO BE SOLVED: To provide a downsized simple fuel cell compressor system improving efficiency of the fuel cell in the whole area including a frequently used low load area. SOLUTION: A large compressor 1 having large rated rotating speed and a high rate of airflow at the rated rotating speed, and a small compressor 2 having small rotating speed and a small airflow rate are respectively connected with both ends of a motor 3 through a centrifugal clutch 11 and an inverse centrifugal clutch 12, and the centrifugal clutch 11 is engaged only at the rotating speed more than nH. Then, the inverse centrifugal clutch 12 is fastened only at the rotating speed less than nL, and nH and nL meet the formula nH>=nL. Only the high-speed large compressor 1 is driven at high efficiency at the rotating speed more than nH, and only the low-speed small compressor 2 is driven at high efficiency at the rotating speed less than nL, therefore the compressors can be operated at high efficiency, as a whole. Further, one driving motor 3, two compressors 1, 2, and automatic switching between the large and the small compressors 1, 2 according to the rotating speed of the motor 3 simplify the control to a large extent.

Description

【発明の詳細な説明】DETAILED DESCRIPTION OF THE INVENTION

【０００１】[0001]

【発明の属する技術分野】この発明は、車両駆動用の燃
料電池における空気供給用の圧縮機に関し、特に二つの
圧縮機を用いるシステムにおける小型化、簡略化の技術
に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a compressor for supplying air in a fuel cell for driving a vehicle, and more particularly to a technique for miniaturizing and simplifying a system using two compressors.

【０００２】[0002]

【従来の技術】車両用燃料電池システムにおいては、燃
料電池に必要な空気を圧縮機を用いて供給している。そ
して従来の燃料電池システムにおいては、圧縮機を一つ
だけ設け、燃料電池の定格出力（最大出力）近傍の空気
供給量において圧縮機が最大効率点（最大効率発生流
量）になるように設定している。しかし、車両用の燃料
電池システムでは部分負荷領域の方が使用頻度が高いの
で、上記のように制御すると全体の効率が低下してしま
う。例えば図５は、上記のごとき従来の圧縮機制御を行
なった場合における空気流量・燃料電池負荷と効率との
関係を示す特性図である。図５に示すように、圧縮機の
効率を定格負荷付近で最大となるように設定した場合に
は、使用頻度の高い低負荷域で、燃料電池スタック効率
は上がるものの、圧縮機効率が大幅に低下するので、燃
料電池システム全体の効率は低下してしまう。この原因
は、燃料電池スタック効率を目減りさせる補機駆動力の
大半を、圧縮機が占めているからである。2. Description of the Related Art In a fuel cell system for a vehicle, air required for the fuel cell is supplied using a compressor. In the conventional fuel cell system, only one compressor is provided, and the compressor is set to have a maximum efficiency point (maximum efficiency generation flow rate) at an air supply amount near the rated output (maximum output) of the fuel cell. ing. However, in a fuel cell system for a vehicle, the partial load region is used more frequently, so that the above-described control reduces the overall efficiency. For example, FIG. 5 is a characteristic diagram showing a relationship between the air flow rate, the fuel cell load, and the efficiency when the conventional compressor control as described above is performed. As shown in FIG. 5, when the efficiency of the compressor is set to be maximum near the rated load, the efficiency of the fuel cell stack is increased in the low-load region where the frequency of use is high, but the efficiency of the compressor is significantly increased. As a result, the efficiency of the entire fuel cell system is reduced. The reason for this is that the compressor occupies most of the auxiliary machine driving force that reduces the fuel cell stack efficiency.

【０００３】また、低負荷域の効率を向上させるため、
２次電池をバッファとして用い、燃料電池システムをシ
ステムの最大効率点で断続的に使用する方法（圧縮機も
燃料電池システムに合わせて断続的に運転する）が考え
られる。しかし、この方法では実用上次のごとき問題が
ある。すなわち、実用的なシステムでは、メタノール等
の燃料から改質器（触媒装置）を用いて水素を発生させ
る装置を用いる場合があるが、この場合には、燃料ポン
プを停止させても配管内に残った燃料からしばらく水素
が発生し続けるため、燃料電池を断続的に停止させる
と、その間の水素は無駄に排気することになり、システ
ム効率は上がらないことになる。In order to improve the efficiency in a low load range,
A method is conceivable in which the secondary battery is used as a buffer and the fuel cell system is used intermittently at the maximum efficiency point of the system (the compressor is also operated intermittently in accordance with the fuel cell system). However, this method has the following practical problems. That is, in a practical system, a device that generates hydrogen from a fuel such as methanol using a reformer (catalyst device) may be used. In this case, even if the fuel pump is stopped, the device remains in the pipe. Since hydrogen continues to be generated from the remaining fuel for a while, if the fuel cell is intermittently stopped, hydrogen during that time will be exhausted wastefully, and the system efficiency will not increase.

【０００４】[0004]

【発明が解決しようとする課題】上記のように、従来の
燃料電池システムにおける圧縮機の制御は、車両用とし
て使用頻度の高い部分負荷域でシステム全体の効率が低
下してしまうという問題があった。上記の問題を解決す
るため、大小二つの圧縮機を設け、燃料電池に要求され
る出力に対応して、二つの圧縮機を切替えて燃料電池へ
空気を送るように制御する方法が考えられる。例えば、
小圧縮機は部分負荷域に最大効率発生流量を設定し、大
圧縮機は定格点（最大馬力発生域）近傍に最大効率発生
流量を設定し、燃料電池が要求する出力値と大小の圧縮
機の最大効率発生流量に応じて大小の圧縮機を切り替え
て使用することにより、使用頻度の高い低負荷域を含め
た全体の運転領域で常に圧縮機を効率の良い状態で作動
させることが出来る。しかし、この方法では、それぞれ
の圧縮機にモータおよびインバータ等のコントローラが
必要なため、小型化が困難であり、かつ二つのモータを
別々にコントロールする必要があるため、制御が複雑に
なるという問題がある。As described above, the control of the compressor in the conventional fuel cell system has a problem that the efficiency of the entire system is reduced in a partial load region frequently used for vehicles. Was. In order to solve the above-mentioned problem, a method is considered in which two large and small compressors are provided, and the two compressors are switched to send air to the fuel cell in accordance with the output required of the fuel cell. For example,
For small compressors, set the maximum efficiency generated flow rate in the partial load range. For large compressors, set the maximum efficiency generated flow rate near the rated point (maximum horsepower generation range). By switching between the large and small compressors according to the maximum efficiency generated flow rate, the compressor can always be operated in an efficient state in the entire operation region including the frequently used low load region. However, this method requires a controller such as a motor and an inverter for each compressor, which makes it difficult to reduce the size of the compressor, and requires that the two motors be separately controlled, resulting in complicated control. There is.

【０００５】本発明は、上記のごとき従来技術の問題を
解決するためになされたものであり、使用頻度の高い低
負荷域を含めた全体の領域で燃料電池システムの効率を
向上させることができ、しかも小型で簡略な車両用燃料
電池の圧縮機システムを提供することを目的とする。The present invention has been made to solve the problems of the prior art as described above, and can improve the efficiency of the fuel cell system in the entire area including the low-load area where the frequency of use is high. It is another object of the present invention to provide a compact and simple vehicle fuel cell compressor system.

【０００６】[0006]

【課題を解決するための手段】上記の目的を達成するた
め、本発明においては特許請求の範囲に記載するように
構成している。すなわち請求項１に記載の発明において
は、定格回転速度が大きく、かつ定格回転速度における
空気流量が大きな第１の圧縮機と、それらの小さい第２
の圧縮機との２個の圧縮機を用い、それらを回転速度感
応型のクラッチ要素を介して圧縮機駆動用モータの駆動
軸の両端にそれぞれ接続し、第１の圧縮機のクラッチ要
素は所定の回転速度ｎH以上でのみ締結し、第２の圧縮
機のクラッチ要素は所定の回転速度ｎL以下でのみ締結
し、かつｎH≧ｎLに設定したものである。In order to achieve the above object, the present invention is configured as described in the appended claims. That is, according to the first aspect of the present invention, the first compressor having a high rated rotation speed and a large air flow rate at the rated rotation speed, and the second compressor having a small
And two compressors connected to both ends of a drive shaft of a compressor driving motor via a rotational speed sensitive clutch element, respectively. entered into the rotational speed n H above only, the clutch elements of the second compressor are those concluded only below a predetermined rotational speed n L, and is set to n H ≧ n L.

【０００７】上記のように構成したことにより、回転速
度がｎH以上では高速型の第１の圧縮機のみが定格速度
に近い速度で高効率で駆動され、回転速度がｎL以下で
は低速型の第２の圧縮機のみが定格速度に近い速度で高
効率で駆動されるので、全体として圧縮機を高効率で作
動させることが出来る。そのため使用頻度の高い低負荷
域を含めた全体の運転領域で常に圧縮機を効率の良い状
態で作動させることが出来る。また、圧縮機は２個でも
駆動用のモータは１個のみであり、かつモータの回転速
度に応じて第１の圧縮機と第２の圧縮機が自動的に切り
替えられるので、２個の圧縮機をそれぞれ制御するより
も制御が大幅に簡略化される。なお、上記の構成は、例
えば後記第１の実施の形態に相当する。[0007] By the structure described above, only the first compressor of the high-speed type in rotational speed n H or is driven with high efficiency at a speed close to the rated speed, the rotational speed is a low speed type in the following n L Because only the second compressor is driven with high efficiency at a speed close to the rated speed, the compressor can be operated with high efficiency as a whole. Therefore, the compressor can always be operated in an efficient state in the entire operation region including the frequently used low load region. Further, even if there are two compressors, only one drive motor is used, and the first compressor and the second compressor are automatically switched according to the rotation speed of the motor. Control is greatly simplified as compared to controlling each machine individually. Note that the above configuration corresponds to, for example, a first embodiment described later.

【０００８】また、請求項２に記載の発明においては、
第１の圧縮機としてターボ型圧縮機を用い、駆動用のモ
ータにクラッチ要素を介さずに直結したものである。こ
の場合には、クラッチ要素が１個で済むので構成がさら
に簡略化される。なお、この構成では、低速型の第２の
圧縮機が作動する速度領域において、第１の圧縮機も回
転することになるが、詳細を後述するように、ターボ型
圧縮機の低速度域における損失は非常に小さい。上記の
構成は、例えば後記第２の実施の形態に相当する。Further, in the invention according to claim 2,
A turbo-type compressor is used as a first compressor, and is directly connected to a driving motor without a clutch element. In this case, since only one clutch element is required, the configuration is further simplified. In this configuration, the first compressor also rotates in the speed range where the low-speed second compressor operates, but as will be described in detail later, the turbo compressor in the low speed range. The losses are very small. The above configuration corresponds to, for example, a second embodiment described later.

【０００９】[0009]

【発明の効果】本発明においては、２個の圧縮機をそれ
ぞれ効率の良い領域で駆動するので、使用頻度の高い低
負荷域を含めた全体の運転領域で常に圧縮機を効率の良
い状態で作動させることが出来る。そのため全体の効率
を向上させることが出来る。また、圧縮機は２個でも駆
動用のモータは１個のみであり、かつモータの回転速度
に応じて第１の圧縮機と第２の圧縮機が自動的に切り替
えられるので、２個の圧縮機をそれぞれ制御するよりも
制御が大幅に簡略化される。また、モータやインバータ
等のコントローラは１個で済むので、小型で低コスト化
も図れる、という効果が得られる。According to the present invention, the two compressors are driven in an efficient area, respectively, so that the compressor is always kept in an efficient state in the entire operation area including the frequently used low load area. Can be activated. Therefore, the overall efficiency can be improved. Further, even if there are two compressors, only one drive motor is used, and the first compressor and the second compressor are automatically switched according to the rotation speed of the motor. Control is greatly simplified as compared to controlling each machine individually. Further, since only one controller such as a motor and an inverter is required, an effect that the size and cost can be reduced can be obtained.

【００１０】また、請求項２に記載の発明においては、
第１の圧縮機側のクラッチ要素が不要になるので、さら
にコンパクト化が図れる、という効果が得られる。[0010] In the second aspect of the present invention,
Since the clutch element on the first compressor side is not required, an effect that the size can be further reduced can be obtained.

【００１１】[0011]

【発明の実施の形態】以下、この発明を図面に基づいて
説明する。図１は、本発明の一実施の形態を示す図であ
り、車両用燃料電池システムの全体の構成を示すブロッ
ク図である。まず構成を説明すると、燃料電池４への空
気供給は、大圧縮機１と小圧縮機２の二つを用いて行な
う。この大圧縮機１と小圧縮機２は駆動用のモータを有
しない圧縮機構のみの圧縮機であり、その駆動は一つの
モータ３から回転速度感応型のクラッチ、すなわち遠心
クラッチ１１および逆遠心クラッチ１２を介して行な
う。なお、この圧縮機１、２とモータ３およびクラッチ
１１、１２の詳細は後述する。一方、燃料電池４への水
素供給は、メタノール等の燃料を改質器（触媒装置）５
で改質したものを使用する例を示したが、水素貯蔵合金
や水素タンクからの水素供給でも勿論かまわない。この
場合には改質器５は不要である。また、燃料電池４には
空気や水素を発電に必要な量よりもやや多めに供給する
ので、余剰の空気や水素が排気される。DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be described below with reference to the drawings. FIG. 1 is a diagram showing an embodiment of the present invention, and is a block diagram showing an entire configuration of a vehicle fuel cell system. First, the configuration will be described. Air is supplied to the fuel cell 4 using the large compressor 1 and the small compressor 2. The large compressor 1 and the small compressor 2 are compressors having only a compression mechanism that does not have a driving motor. 12 is performed. The details of the compressors 1 and 2, the motor 3, and the clutches 11 and 12 will be described later. On the other hand, hydrogen is supplied to the fuel cell 4 by using a fuel such as methanol by a reformer (catalyst device) 5.
Although an example in which a material reformed by the above method is used has been described, it is a matter of course that hydrogen may be supplied from a hydrogen storage alloy or a hydrogen tank. In this case, the reformer 5 is unnecessary. Further, since air and hydrogen are supplied to the fuel cell 4 in a slightly larger amount than required for power generation, excess air and hydrogen are exhausted.

【００１２】燃料電池４の出力は、コントローラ１０か
らの運転指示信号Ｓ１により電圧変換器６で所定の電圧
に調整され、車両駆動用のモータ７およびバッファ用の
バッテリ８に供給される。バッテリ８にはバッテリの放
電深度ＤＯＤ（全放電で１００％、満充電で０％）を検
出するＤＯＤセンサ９が設けられており、バッテリ８の
充電（放電）状態はコントローラ１０に入力されてい
る。The output of the fuel cell 4 is adjusted to a predetermined voltage by a voltage converter 6 according to an operation instruction signal S1 from a controller 10 and supplied to a motor 7 for driving a vehicle and a battery 8 for a buffer. The battery 8 is provided with a DOD sensor 9 for detecting the depth of discharge DOD of the battery (100% for full discharge, 0% for full charge), and the charge (discharge) state of the battery 8 is input to the controller 10. .

【００１３】さらにコントローラ１０は、たとえばアク
セル開度信号Ｓ４、アクセル開度変化率信号Ｓ５および
車速信号Ｓ６に基づいて、予め定められた演算を行なっ
て燃料電池４の出力を決定し、モータ３と改質器５へ所
定量の空気と水素を燃料電池４へ供給するように運転指
示信号Ｓ２、Ｓ３を出力する。そしてコントローラ１０
には燃料電池４の出力信号Ｓ７がフィードバックされ
る。なお、上記の各信号Ｓ４〜Ｓ７はそれぞれのセンサ
から与えられるが、それらのセンサは図示を省略してい
る。Further, the controller 10 performs a predetermined calculation based on, for example, an accelerator opening signal S4, an accelerator opening change rate signal S5 and a vehicle speed signal S6 to determine the output of the fuel cell 4, and Operation instruction signals S2 and S3 are output to supply a predetermined amount of air and hydrogen to the reformer 5 to the fuel cell 4. And the controller 10
, The output signal S7 of the fuel cell 4 is fed back. The above-mentioned signals S4 to S7 are given from respective sensors, but those sensors are not shown.

【００１４】次に、図２は圧縮機、モータおよびクラッ
チ部分の第１の実施の形態を示す概念図である。まず構
成を説明すると、モータ３の駆動軸の一端に遠心クラッ
チ１１を介して大圧縮機１を取り付け、上記駆動軸の他
端に逆遠心クラッチ１２を介して小圧縮機２を取り付け
る。なお、遠心クラッチ１１は所定回転速度以上で締結
されるクラッチであり、逆遠心クラッチ１２は、遠心ク
ラッチ１１とは逆に、所定回転速度以上では解放される
（所定回転速度以下で締結される）クラッチのことであ
る。遠心クラッチの構造は、例えば回転する遠心錘が回
転速度の上昇にともなって外方向に移動し、それによっ
て戻しバネに抗してクラッチ板を押して締結する構造で
あり、例えば「新編・自動車工学ハンドブック 社団法
人自動車技術会編図書出版社 昭和４５年６月１５日
第２版発行 第５編第８頁」に詳細に記載されている。
また、逆遠心クラッチは、上記と逆に、低速時にクラッ
チ板がバネに押されて締結されており、回転する遠心錘
が回転速度の上昇にともなって外方向に移動すると上記
バネに抗してクラッチ板が離れるようになっている。FIG. 2 is a conceptual diagram showing a first embodiment of a compressor, a motor and a clutch. First, the configuration will be described. The large compressor 1 is attached to one end of the drive shaft of the motor 3 via a centrifugal clutch 11, and the small compressor 2 is attached to the other end of the drive shaft via an inverse centrifugal clutch 12. The centrifugal clutch 11 is a clutch that is engaged at a speed equal to or higher than a predetermined rotation speed, and the reverse centrifugal clutch 12 is disengaged at a speed equal to or higher than a predetermined rotation speed (engaged at a speed equal to or lower than the predetermined rotation speed), contrary to the centrifugal clutch 11. It is a clutch. The structure of a centrifugal clutch is, for example, a structure in which a rotating centrifugal weight moves outward with an increase in rotation speed, thereby pressing and fastening a clutch plate against a return spring. The Japan Society of Automotive Engineers, Book publisher, June 15, 1970
Second Edition, Issue 5, Volume 8, Page 8 ".
On the contrary, the reverse centrifugal clutch, contrary to the above, is fastened and fastened by the clutch plate being pressed by a spring at a low speed, and against the spring when the rotating centrifugal weight moves outward with an increase in the rotation speed. The clutch plate is separated.

【００１５】大圧縮機１は高回転型の圧縮機で、例えば
定格回転速度９０００ｒｐｍのスクリュータイプ、小圧
縮機２は低回転型の圧縮機で、例えば定格回転速度６０
００ｒｐｍのピストンタイプとする。上記のように大圧
縮機１は小圧縮機２よりも定格回転速度が大きく、かつ
定格回転速度における空気流量が小圧縮機２のそれより
も大きな圧縮機である。ただし、後に説明するように、
回転速度が大きければ一般に空気流量が大きくなるの
で、必ずしも大圧縮機１の構造寸法が小圧縮機２よりも
大きい必要はない。The large compressor 1 is a high rotation type compressor, for example, a screw type with a rated rotation speed of 9000 rpm, and the small compressor 2 is a low rotation type compressor, for example, with a rated rotation speed of 60 rpm.
It is a piston type of 00 rpm. As described above, the large compressor 1 is a compressor having a higher rated rotation speed than the small compressor 2 and having a larger air flow rate at the rated rotation speed than that of the small compressor 2. However, as explained later,
If the rotation speed is high, the air flow rate generally increases, so that the structural size of the large compressor 1 does not necessarily need to be larger than that of the small compressor 2.

【００１６】遠心クラッチ１１および逆遠心クラッチ１
２の締結・解放回転速度を、例えば同じ７５００ｒｐｍ
とする。組み合わせるモータ３の最高効率点は１点だけ
であるが、最近の高効率モータでは例えば図３に示すよ
うに、最高効率−１ポイントの領域内で大小圧縮機の回
転速度比１：１.５を実現することが可能である。この
ときトルク比は１：２で、結局大小圧縮機の出力比（＝
回転速度×トルク）は１：３とすることが可能である。
つまり、大小圧縮機の効率と吐出流量が同じであれば、
大圧縮機１は小圧縮機２の３倍の流量を実現することが
できる。Centrifugal clutch 11 and reverse centrifugal clutch 1
2 at the same 7500 rpm, for example.
And Although the maximum efficiency point of the combined motor 3 is only one point, in a recent high efficiency motor, for example, as shown in FIG. Can be realized. At this time, the torque ratio was 1: 2, and the output ratio (=
(Rotation speed × torque) can be 1: 3.
In other words, if the efficiency and discharge flow rate of the large and small compressors are the same,
The large compressor 1 can realize a flow rate three times that of the small compressor 2.

【００１７】大小圧縮機の出力比をもっと小さくすれ
ば、圧縮機運転点におけるモータ３の最高効率点からの
効率の落ち代は、当然１ポイントよりも小さくなる。ま
た当然、大小圧縮機の最高効率点は、図３に示す運転点
で実現されるように圧縮機が設計ないし選定されている
ものとする。If the output ratio of the large and small compressors is further reduced, the drop in efficiency from the maximum efficiency point of the motor 3 at the compressor operating point naturally becomes smaller than one point. Naturally, it is assumed that the compressor is designed or selected so that the maximum efficiency point of the large and small compressors is realized at the operating point shown in FIG.

【００１８】次に作用を説明する。モータ３の回転速度
が遠心クラッチ１１および逆遠心クラッチ１２の締結・
解放設定回転速度ｎ0（前記の例では７５００ｒｐｍ）
よりも小さい時は、逆遠心クラッチ１２が締結して小圧
縮機２が作動する。このとき遠心クラッチ１１は解放状
態となり、大圧縮機１は作動しない。逆に回転速度がｎ
0よりも大きいときは遠心クラッチ１１が締結して大圧
縮機１が作動する。このとき逆遠心クラッチ１２は解放
状態となり、小圧縮機２は作動しない。上記大圧縮機１
と小圧縮機２の回転速度は、燃料電池４が必要とする空
気量を供給する値となるように、運転指示信号Ｓ２によ
って制御される。Next, the operation will be described. When the rotation speed of the motor 3 is set to
Set release rotational speed n 0 (7500 rpm in the above example)
If smaller, the reverse centrifugal clutch 12 is engaged and the small compressor 2 operates. At this time, the centrifugal clutch 11 is released, and the large compressor 1 does not operate. Conversely, the rotation speed is n
When it is larger than 0, the centrifugal clutch 11 is engaged and the large compressor 1 operates. At this time, the reverse centrifugal clutch 12 is released, and the small compressor 2 does not operate. Large compressor 1
The rotation speed of the small compressor 2 is controlled by the operation instruction signal S2 so as to be a value for supplying the amount of air required by the fuel cell 4.

【００１９】このようにモータ３の回転速度を指示する
だけで、大圧縮機１と小圧縮機２の切替え運転が可能で
あり、制御が非常に簡単になる。また、遠心クラッチ１
１と逆遠心クラッチ１２は必要であるが、モータおよび
インバータは１個で済むので圧縮機システムをコンパク
ト化することが可能となる。当然、モータおよびインバ
ータが１個で済む分、システムコストも安くなる。As described above, the switching operation between the large compressor 1 and the small compressor 2 can be performed only by instructing the rotation speed of the motor 3, and the control becomes very simple. Also, the centrifugal clutch 1
1 and the reverse centrifugal clutch 12 are required, but only one motor and one inverter are required, so that the compressor system can be made compact. Naturally, the system cost is reduced because only one motor and one inverter are required.

【００２０】また、以上の説明では、遠心クラッチ１１
と逆遠心クラッチ１２の締結・解放設定回転速度が同じ
ｎ0として説明してきたが、これは必ずしも同じである
必要はない。遠心クラッチ１１の締結・解放設定回転速
度をｎH、逆遠心クラッチ１２の締結・解放設定回転速
度をｎLとして、ｎH≧ｎLであれば良い。つまり、同時
に二つのクラッチ要素が締結しなければ良い。また、ｎ
H＞ｎLの場合には、回転速度がｎL〜ｎHの間はモータ３
への負荷がゼロとなるから回転速度の上昇・下降を早
め、大小圧縮機の切替速度を早くする効果が得られる。In the above description, the centrifugal clutch 11
And although engaging and disengaging the setting rotational speed reverse centrifugal clutch 12 has been described as the same n 0, this is not necessarily the same. Engaging and disengaging setting rotational speed n H of the centrifugal clutch 11, the engaging and disengaging the set rotational speed of the reverse centrifugal clutch 12 as n L, may be a n H ≧ n L. That is, it is only necessary that the two clutch elements are not simultaneously engaged. Also, n
In the case of H> n L during rotation speed is n L ~n H motor 3
Since the load on the compressor is reduced to zero, the effect of accelerating the increase and decrease of the rotational speed and increasing the switching speed of the large and small compressors can be obtained.

【００２１】次に、図４は圧縮機、モータおよびクラッ
チ部分の第２の実施の形態を示す概念図である。図４に
おいて、小圧縮機２は図２と同様に逆遠心クラッチ１２
を介してモータ３に接続されているが、大圧縮機１は例
えばターボ型の圧縮機であり、クラッチなしでモータ３
に直結されている。ただし、ターボ型圧縮機の仕様によ
っては、モータ３との間に増速機（図示せず）が必要に
なる場合もある。この実施の形態の狙いは、大流量側は
必要な出力（流量）がでれば良いので、多少効率が悪く
ても、よりコンパクトにまとめたい、というところにあ
る。FIG. 4 is a conceptual diagram showing a second embodiment of a compressor, a motor and a clutch. In FIG. 4, the small compressor 2 has a reverse centrifugal clutch 12 as in FIG.
The large compressor 1 is, for example, a turbo-type compressor, and is connected to the motor 3 without a clutch.
It is directly connected to. However, depending on the specifications of the turbo compressor, a speed-increasing gear (not shown) may be required between the compressor and the motor 3. The aim of this embodiment is to provide a required output (flow rate) on the large flow rate side, so that even if the efficiency is somewhat low, it is desired to combine the devices more compactly.

【００２２】ターボ型の圧縮機の駆動トルクは、容積型
のスクロールないしピストン型と異なり、回転速度の２
乗に比例して増加する（駆動馬力は回転速度の３乗に比
例する）。ターボ型の大圧縮機１の回転速度を、小圧縮
機２の例えば２.５倍に設定すると、図３のモータの最
高効率点−１ポイント領域からはみ出してしまうが、小
圧縮機２の運転点における大圧縮機１の駆動馬力は、大
圧縮機１の運転点（定格点）における値の１／２.５3≒
１／１５.６と小さくなる。したがって逆遠心クラッチ
１２が締結されている低回転速度域では、主に小圧縮機
２が作動し、大圧縮機１に要するエネルギーは非常に小
さな割合となる。逆遠心クラッチ１２が開放される高回
転速度域では大圧縮機１が十分に作動して全ての空気量
を供給する。The driving torque of a turbo-type compressor is different from that of a volume-type scroll or piston type, and is equal to the rotation speed of two.
It increases in proportion to the power (the driving horsepower is proportional to the cube of the rotational speed). If the rotation speed of the turbo-type large compressor 1 is set to, for example, 2.5 times that of the small compressor 2, the motor runs out of the maximum efficiency point-1 point region of the motor shown in FIG. The driving horsepower of the large compressor 1 at the point is 1 / 2.53 3 of the value at the operating point (rated point) of the large compressor 1.
It becomes as small as 1 / 15.6. Therefore, in the low rotational speed region where the reverse centrifugal clutch 12 is engaged, mainly the small compressor 2 operates, and the energy required for the large compressor 1 is very small. In the high rotation speed region where the reverse centrifugal clutch 12 is released, the large compressor 1 operates sufficiently to supply all air.

【００２３】なお、小圧縮機２の運転点（逆遠心クラッ
チ締結時）における大圧縮機１の吐出圧力は、ターボ型
圧縮機の特性上、吸込み圧力にかなり近いものとなり、
小圧縮機２の吐出空気と混合させるのは難しい。この点
における大圧縮機１の吐出空気は上記のように非常に少
ないが、それを捨ててしまうかどうかは、システム運用
上の問題で本発明とは直接関係はないが、一例として、
小圧縮機２の冷却空気として使用する方法が考えられ
る。小圧縮機２はピストン式であれ、スクロール式であ
れ冷却用の空気が必要であるから、その冷却用として大
圧縮機１の吐出空気を使用すれば、圧縮機システムとし
ての効率を下げることなく、小圧縮機２を運転すること
ができる。The discharge pressure of the large compressor 1 at the operating point of the small compressor 2 (when the reverse centrifugal clutch is engaged) is very close to the suction pressure due to the characteristics of the turbo compressor.
It is difficult to mix with the discharge air of the small compressor 2. Although the discharge air of the large compressor 1 at this point is very small as described above, it is not directly related to the present invention due to a problem in system operation as to whether or not it is discarded.
A method of using it as cooling air for the small compressor 2 is conceivable. Since the small compressor 2 needs air for cooling whether it is a piston type or a scroll type, if the discharge air of the large compressor 1 is used for cooling, the efficiency of the compressor system is not reduced. , The small compressor 2 can be operated.

【図面の簡単な説明】[Brief description of the drawings]

【図１】本発明の一実施の形態を示す図であり、車両用
燃料電池システムの全体の構成を示すブロック図。FIG. 1 is a diagram illustrating an embodiment of the present invention, and is a block diagram illustrating an overall configuration of a vehicle fuel cell system.

【図２】圧縮機、モータおよびクラッチ部分の第１の実
施の形態を示す概念図。FIG. 2 is a conceptual diagram showing a first embodiment of a compressor, a motor, and a clutch part.

【図３】大圧縮機と小圧縮機における回転速度、トルク
と効率との関係を示す特性図。FIG. 3 is a characteristic diagram showing a relationship between rotational speed, torque, and efficiency in a large compressor and a small compressor.

【図４】圧縮機、モータおよびクラッチ部分の第２の実
施の形態を示す概念図。FIG. 4 is a conceptual diagram showing a second embodiment of a compressor, a motor, and a clutch part.

【図５】従来の圧縮機制御を行なった場合における空気
流量・燃料電池負荷と効率との関係を示す特性図。FIG. 5 is a characteristic diagram showing the relationship between air flow rate / fuel cell load and efficiency when conventional compressor control is performed.

【符号の説明】[Explanation of symbols]

１…大圧縮機 ２…小圧縮機 ３…圧縮機駆動用モータ ４…燃料電池 ５…改質器 ６…電圧変換
器 ７…車両駆動用モータ ８…バッテリ ９…ＤＯＤセンサ １０…コントロ
ーラ １１…遠心クラッチ １２…逆遠心
クラッチDESCRIPTION OF SYMBOLS 1 ... Large compressor 2 ... Small compressor 3 ... Compressor drive motor 4 ... Fuel cell 5 ... Reformer 6 ... Voltage converter 7 ... Vehicle drive motor 8 ... Battery 9 ... DOD sensor 10 ... Controller 11 ... Centrifugal Clutch 12: reverse centrifugal clutch

Claims (2)

【特許請求の範囲】[Claims] 【請求項１】燃料電池に空気を供給する圧縮機として第
１の圧縮機と第２の圧縮機の２個を備え、 第１の圧縮機は第２の圧縮機よりも定格回転速度が大き
く、かつ定格回転速度における空気流量が第２の圧縮機
のそれよりも大きな圧縮機であり、 圧縮機駆動用のモータの駆動軸の一端に、上記第１の圧
縮機を、他端に上記第２の圧縮機を、それぞれ回転速度
感応型のクラッチ要素を介して接続し、 上記第１の圧縮機のクラッチ要素は所定の回転速度ｎH
以上でのみ締結し、上記第２の圧縮機のクラッチ要素は
所定の回転速度ｎL以下でのみ締結し、かつｎH≧ｎLで
あることを特徴とする燃料電池の圧縮機システム。1. A compressor for supplying air to a fuel cell, comprising a first compressor and a second compressor, wherein the first compressor has a higher rated rotational speed than the second compressor. And the air flow rate at the rated rotation speed is larger than that of the second compressor. The first compressor is provided at one end of a drive shaft of a motor for driving the compressor, and the second compressor is provided at the other end. 2 are connected via a rotational speed-sensitive clutch element, and the clutch element of the first compressor has a predetermined rotational speed n H.
Only signed, the second clutch element of the compressor fuel cell compressor system, characterized in that fastened only below a predetermined rotational speed n L, and a n H ≧ n L above. 【請求項２】燃料電池に空気を供給する圧縮機として第
１の圧縮機と第２の圧縮機の２個を備え、 第１の圧縮機は第２の圧縮機よりも定格回転速度が大き
く、かつ定格回転速度における空気流量が第２の圧縮機
のそれよりも大きな圧縮機であり、 圧縮機駆動用のモータの駆動軸の一端に、上記第１の圧
縮機を直結し、他端に上記第２の圧縮機を、回転速度感
応型のクラッチ要素を介して接続し、 上記第２の圧縮機のクラッチ要素は所定の回転速度ｎL
以下でのみ締結するものであり、かつ上記第１の圧縮機
がターボ型圧縮機である、ことを特徴とする燃料電池の
圧縮機システム。2. A compressor for supplying air to a fuel cell, comprising a first compressor and a second compressor, wherein the first compressor has a higher rated rotational speed than the second compressor. And the air flow rate at the rated rotation speed is greater than that of the second compressor. The first compressor is directly connected to one end of a drive shaft of a motor for driving the compressor, and the other end is connected to the other end. The second compressor is connected via a rotational speed-sensitive clutch element, and the clutch element of the second compressor has a predetermined rotational speed n L.
A compressor system for a fuel cell, wherein the first compressor is a turbo compressor and the first compressor is a turbo compressor.
JP10091454A 1998-04-03 1998-04-03 Compressor system for fuel cell Pending JPH11288730A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP10091454A JPH11288730A (en) 1998-04-03 1998-04-03 Compressor system for fuel cell

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP10091454A JPH11288730A (en) 1998-04-03 1998-04-03 Compressor system for fuel cell

Publications (1)

Publication Number Publication Date
JPH11288730A true JPH11288730A (en) 1999-10-19

Family

ID=14026822

Family Applications (1)

Application Number Title Priority Date Filing Date
JP10091454A Pending JPH11288730A (en) 1998-04-03 1998-04-03 Compressor system for fuel cell

Country Status (1)

Country Link
JP (1) JPH11288730A (en)

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2003129961A (en) * 2001-10-25 2003-05-08 Hitachi Ltd Compressor for fuel cell
JP2004178990A (en) * 2002-11-27 2004-06-24 Honda Motor Co Ltd Oxidant flow rate control method of fuel cell system
FR2867902A1 (en) * 2004-03-19 2005-09-23 Renault Sas Air supply system gas upgrading system for vehicle, has machines to compress/expand gas traversing them based on functioning rate of fuel cell system where gas is expanded to provide mechanical power to one machine acting as compressor
KR100633540B1 (en) 2004-09-01 2006-10-13 현대모비스 주식회사 Series type system for supplying air in fuel cell automobiles
JP2013510974A (en) * 2009-11-13 2013-03-28 ディーティーアイ グループ ビー．ブイ． Starting system for vehicle engine
US8957611B2 (en) 2010-10-25 2015-02-17 Hyundai Motor Company Starting device for high-voltage components of fuel cell vehicle and method for controlling the same
JP2018041587A (en) * 2016-09-06 2018-03-15 株式会社豊田自動織機 Fuel cell system

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2003129961A (en) * 2001-10-25 2003-05-08 Hitachi Ltd Compressor for fuel cell
JP2004178990A (en) * 2002-11-27 2004-06-24 Honda Motor Co Ltd Oxidant flow rate control method of fuel cell system
FR2867902A1 (en) * 2004-03-19 2005-09-23 Renault Sas Air supply system gas upgrading system for vehicle, has machines to compress/expand gas traversing them based on functioning rate of fuel cell system where gas is expanded to provide mechanical power to one machine acting as compressor
KR100633540B1 (en) 2004-09-01 2006-10-13 현대모비스 주식회사 Series type system for supplying air in fuel cell automobiles
JP2013510974A (en) * 2009-11-13 2013-03-28 ディーティーアイ グループ ビー．ブイ． Starting system for vehicle engine
US8957611B2 (en) 2010-10-25 2015-02-17 Hyundai Motor Company Starting device for high-voltage components of fuel cell vehicle and method for controlling the same
JP2018041587A (en) * 2016-09-06 2018-03-15 株式会社豊田自動織機 Fuel cell system

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