Patent Description:
<CIT> discloses a fuel cell system having a plurality of injection devices as injection devices for injecting raw fuel for a fuel cell. Specifically, the fuel cell system includes a main fuel injection valve, a supply destination of which is a main combustion unit of a combustor and a sub fuel injection valve, a supply destination of which is a sub combustion unit of the combustor. The main fuel injection valve and the sub fuel injection valve are used separately depending on the situation (paragraph <NUM>). Fuel cell systems according to the preamble of claim <NUM> are disclosed in <CIT>, <CIT> and <CIT>.

In a fuel cell system having a plurality of injection devices, when the injection device that actually operates during an operation of the system is switched depending on the situation like this, the following problem may arise. Stopping an operation of a part of the injection devices causes stagnation in a flow passage of the raw fuel depending on an arrangement of the injection devices, and affects the state of the stopping injector or the operating injector. When stagnation occurs, since the sufficient cooling effect by the raw fuel as a cooling medium cannot be obtained, this problem becomes more remarkable in
a system having a fuel cell which operates at a high temperature, such as a solid oxide fuel cell.

It is an object of the present invention to provide a fuel cell system and a method for operating the same taking the above-mentioned problems into account.

According to an aspect of the present invention, a fuel cell, a first injection device associated with a supply of fuel to a fuel cell, and a second injection device provided on an upstream side of the first injection device in a fuel flow passage from a fuel storage unit to the first injection device are provided. The first and second injection devices switch a flow passage extending downstream from the fuel flow passage, between a first flow passage via the first injection device and a second flow passage via the second injection device. The second injection device operates at a lower frequency than the first injection device during an operation of the fuel cell system.

According to another aspect of the present invention, a method for operating the fuel cell system is provided.

Hereinafter, referring to the drawings, an embodiment of the present invention will be described.

<FIG> schematically shows the configuration of a fuel cell system S according to the embodiment of the present invention.

The fuel cell system (hereinafter, referred to as a "fuel cell system" and simply referred to as a "system") S according to the present embodiment includes a fuel cell stack <NUM>, a fuel processing unit <NUM>, an oxidant gas heating unit <NUM>, a combustor <NUM>, and a controller <NUM> as a control unit.

The fuel cell stack (hereinafter, simply referred to as a "stack") <NUM> is formed by stacking a plurality of fuel cells or fuel cell unit cells. Each of the fuel cells, which is a power generating source, is a solid oxide fuel cell (SOFC), for example. In an anode system, the fuel cell stack <NUM> includes an anode gas passage <NUM> for supplying fuel gas to an anode electrode of the fuel cell and an anode off gas passage, not shown, for flowing anode off gas after the power generation reaction discharged from the anode electrode. On the other hand, in a cathode system, the fuel cell stack <NUM> includes a cathode gas passage <NUM> for supplying oxidant gas to a cathode electrode of the fuel cell and a cathode off gas passage, not shown, for flowing cathode off gas after the power generation discharged from the cathode electrode.

The fuel processing unit <NUM> processes raw fuel, which is primary fuel, and produces fuel gas used for a power generation reaction in the fuel cell. The fuel processing unit <NUM> is interposed in the anode gas passage <NUM> and receives the supply of the raw fuel from a fuel tank (corresponding to "fuel storage unit" or "raw fuel storage unit") <NUM> which is a storage unit mountable on a vehicle (arrows A1, A2). In this embodiment, the raw fuel is a water-containing oxygenated fuel, and specifically, is a mixture of ethanol, which is an oxygenated fuel, and water (ethanol water solution). The fuel processing unit <NUM> includes a vaporizer, a fuel heat exchanger and a reformer, receives the supply of the raw fuel from the fuel tank <NUM>, and after vaporizing the raw fuel by the vaporizer and heating by the fuel heat exchanger, supplies hydrogen generated by the reformer to the fuel cell stack <NUM> as the fuel gas. The reformer includes a catalyst for reforming, and produces hydrogen from ethanol by steam reforming.

The oxidant gas heating unit <NUM> heats the oxidant gas. The oxidant gas heating unit <NUM> is interposed in the cathode gas passage <NUM> and receives the supply of the oxidant gas (arrow B). The oxidant gas is, for example, air, and by supplying air in the atmosphere to the cathode electrode of the fuel cell, it is possible to supply oxygen used in the power generation reaction to the cathode electrode. In the present embodiment, the oxidant gas heating unit <NUM> is configured as an air heat exchanger, heats air at a normal temperature (for example, <NUM>° C) and supplies the air to the fuel cell stack <NUM>.

Here, the reaction related to power generation at the anode and cathode electrodes of the solid oxide fuel cell can be expressed by the following equations.

The combustor <NUM> burns the raw fuel and produces the combustion gas of the raw fuel. The combustor <NUM> receives the supply of raw fuel from the fuel tank <NUM> (arrows A1 and A3) and the supply of the oxidant gas (arrow C). In this embodiment, the combustor <NUM> includes a catalyst for combustion, and produces combustion gas by catalytic combustion of ethanol. The heat amount generated by the combustion of the raw fuel or the heat amount of the combustion gas can be supplied not only to the fuel cell stack <NUM> but also to the fuel processing unit <NUM> and the oxidant gas heating unit <NUM>. <FIG> shows the transfer of the heat amount from the combustor <NUM> to the fuel processing unit <NUM> and the oxidant gas heating unit <NUM> by thick dotted lines. In the fuel processing unit <NUM>, the vaporizer and the reformer are heated by the heat amount of the combustion gas, and the raw fuel (in the present embodiment, the ethanol gas after evaporation) can be heated by heat exchange with the combustion gas in the fuel heat exchanger. In the oxidant gas heating unit <NUM>, the oxidant gas can be heated by heat exchange with the combustion gas.

The controller <NUM> controls the supply of the raw fuel and the oxidant gas to the fuel processing unit <NUM> and the oxidant gas heating unit <NUM>, and controls the supply of the raw fuel and the oxidant gas to the combustor <NUM>.

In the present embodiment, the supply of the raw fuel to the fuel processing unit <NUM> is performed by the first fuel injector (corresponding to the "first injection device") <NUM>, and the supply of the raw fuel to the combustor <NUM> is performed by a second fuel injector (corresponding to the "second injection device") <NUM>. The second fuel injector <NUM> is provided on the upstream side of the first fuel injector <NUM> in the middle of the flow passage (corresponding to the "fuel flow passage") p0 of the raw fuel from the fuel tank <NUM> to the first fuel injector <NUM>. On the other hand, the supply of the oxidant gas to the oxidant gas heating unit <NUM> is performed by an air supply device <NUM> which is an air compressor, for example. The way of supplying of the oxidant gas to the combustor <NUM> is not limited to this, but it may be possible by the air supply device <NUM> shared with the oxidant gas heating unit <NUM> via passages (cathode gas passage, cathode off gas passage) in the cathode system of the fuel cell stack <NUM> by connecting the cathode off gas passage to the combustor <NUM>.

Here, referring to <FIG>, the configuration around the first and second fuel injectors <NUM> and <NUM> will be described in more detail. <FIG> shows the positional relation between the first fuel injector <NUM> and the second fuel injector <NUM> in the fuel cell system S.

In the present embodiment, of the anode gas passage <NUM> connecting the fuel tank <NUM> and the anode electrode of the fuel cell stack <NUM>, a part of the fuel flow passage p0 from the fuel tank <NUM> to the first fuel injector <NUM> is formed by a fuel rail <NUM> shared by the first and second fuel injectors <NUM> and <NUM>. Although not limited to this, the first fuel injector <NUM> is directly attached to a portion of the fuel rail <NUM> on the most downstream side in the flow direction without interposing another flow passage member such as a conduit. The second fuel injector <NUM> is directly attached to a portion on the upstream side of the first fuel injector <NUM>, similarly to the first fuel injector <NUM>. The fuel rail <NUM>, on the upstream side, is connected to the fuel tank <NUM> via a fuel pump <NUM>, on the downstream side, is connected to the fuel processing unit <NUM> via the first fuel injector <NUM> and a flow passage (corresponding to the "first flow passage") p1 following the downstream side thereof, and is connected to the combustor <NUM> via the second fuel injector <NUM> and a flow passage (corresponding to the "second flow passage") p2 following the downstream side thereof. The fuel flow passage p0 (including the fuel rail <NUM>) extending from the fuel tank <NUM> and the flow passage p1 extending from first fuel injector <NUM> form a part of the anode gas passage <NUM>.

Returning to <FIG>, the first fuel injector <NUM>, the second fuel injector <NUM> and the air compressor <NUM> operate in response to command signals from the controller <NUM>. The first fuel injector <NUM> supplies the raw fuel to the fuel processing unit <NUM> via the first flow passage p1 following the fuel flow passage p0 (in the present embodiment, the fuel rail <NUM>). The second fuel injector <NUM> introduces the raw fuel flowing in the fuel passage p0 into the second flow passage p2 different from the first flow passage p1, and supplies the raw fuel to the combustor <NUM> via the second flow passage p2. The connection between the first fuel injector <NUM> and the fuel processing unit <NUM>, the connection between the second fuel injector <NUM> and the combustor <NUM> can be achieved by piping, respectively. In other words, the first fuel injector <NUM> is connected to the fuel processing unit <NUM> by a conduit forming the first flow passage p1, and the second fuel injector <NUM> is connected to the combustor <NUM> by a conduit forming the second flow passage p2.

In the present embodiment, the first fuel injector <NUM> and the second fuel injector <NUM> are provided at a position of the fuel cell system S where the temperature of the raw fuel becomes higher than the temperature in the fuel tank <NUM> during an operation of the fuel cell system S. Specifically, among the components of the fuel cell system S, the entire system S except for some parts like the air compressor <NUM>, the fuel tank <NUM>, the controller <NUM>, is accommodated in a heat insulating case Rh, Rc. The inside of the insulating case Rh, Rc is roughly partitioned into two. One is a high temperature room (corresponding to "the first constant temperature room") Rh accommodating the fuel cell stack <NUM>, the fuel processing unit <NUM>, the oxidant gas heating unit <NUM> and the combustor <NUM>. The other one is a low temperature room (corresponding to "the second constant temperature room") Rc accommodating the first and second fuel injectors <NUM> and <NUM>. In the low temperature room Rc, a cooling water pipe is passed, and during the operation of the fuel cell system S, the internal temperature is maintained at a temperature lower than the high temperature room Rh. The air compressor <NUM>, the fuel tank <NUM> and the controller <NUM> are located outside the insulating case Rh, Rc and are managed at a room temperature. <FIG> conceptually indicates an area of the high temperature room Rh by a two-dot chain line and an area of the low temperature room Rc by a one-dot chain line. Between the high temperature room Rh and the low temperature room Rc, in order to suppress the heat transfer from the high temperature room Rh to the low temperature room Rc, a heat insulating member (not shown) is installed. The first and second fuel injectors <NUM>, <NUM> are connected to the fuel processing unit <NUM> and the combustor <NUM> via conduits passing through the heat insulating member. As an example, during the operation of the fuel cell system S, the temperature of the high temperature room Rh is <NUM> - <NUM> and the temperature of the low temperature room Rc between the outside air temperature and <NUM>.

The power generated by the fuel cell stack <NUM> can be used to charge the battery or to drive an external device such as an electric motor or motor generator. For example, the fuel cell system S can be applied to a drive system for a vehicle, and charges the battery with the power generated by the rated operation of the fuel cell stack <NUM> and supplies the power corresponding to the target driving force of the vehicle from the battery to the motor generator for running.

The operation of the first fuel injector <NUM>, the second fuel injector <NUM>, the air compressor <NUM>, and other various devices or components used in the operation of the fuel cell system S is controlled by the controller <NUM>. In the present embodiment, the controller <NUM> is configured as an electronic control unit, and includes a microcomputer including a central processing unit, various storage devices such as a ROM and a RAM, an input/output interface, and the like.

The controller <NUM>, during a startup of the fuel cell system S (hereinafter sometimes referred to as "system startup"), executes a startup control for performing a warmup of the fuel cell system S, the fuel cell stack <NUM> that was in a low temperature state (e.g., room temperature) during stopping, to raise the temperature to the operating temperature. The operating temperature of the solid oxide fuel cell is <NUM> or higher. In the present embodiment, the temperature of the fuel cell stack <NUM> or the fuel cell is raised to the operating temperature by the startup control.

The controller <NUM> inputs signal from a stack temperature sensor <NUM> that detects the stack temperature Tstk as information relating the startup control. The stack temperature Tstk is an index indicating a temperature condition of the fuel cell stack <NUM> or the fuel cell. In the present embodiment, the stack temperature sensor <NUM> is installed near the cathode off gas outlet of the fuel cell stack <NUM>, and the temperature detected by the stack temperature sensor <NUM> is regarded as the temperature Tstk. The controller <NUM> inputs the temperature of the fuel processing unit <NUM> (for example, the reformer) and the temperature of the combustor <NUM> as information relating the startup control in addition to the stack temperature Tstk. The temperature of the fuel processing unit <NUM> can be detected by installing a temperature sensor near the fuel gas outlet of the fuel processing unit <NUM>. The temperature of the combustor <NUM> can be detected by installing a temperature sensor near the combustion gas outlet of the combustor <NUM>.

During the system startup, the controller <NUM> determines whether or not to warmup the fuel cell system S based on the stack temperature Tstk. When it is determined that the temperature of the fuel cell system S is low and the warmup is required, the raw fuel in an amount corresponding to the stack temperature Tstk is supplied to the combustor <NUM> via the second fuel injector <NUM>, and the raw fuel is combusted by the combustor <NUM> to execute the warmup of the fuel cell system S.

In addition, the controller <NUM> performs the rated operation of the fuel cell stack <NUM>, in other words, the operation at the maximum power generation output of the fuel cell stack <NUM>, during a normal operation after the temperature of the fuel cell system S has risen and the warmup has been completed. The controller <NUM> sets the supply amount of the raw fuel required for the rated operation of the fuel cell stack <NUM>, and supplies the raw fuel of this normal supply amount to the fuel cell system S (i.e., the fuel processing unit <NUM>) via the first fuel injector <NUM>.

<FIG> is a flow chart showing a basic flow of control executed by the controller <NUM>. In the present embodiment, the controller <NUM> is programmed to execute the control routines shown in <FIG> at predetermined intervals.

In S101, it is determined whether or not there has been an instruction to start the fuel cell system S. The presence or absence of the startup command can be determined based on whether or not a system start switch <NUM> has been turned on by a driver. When there is the startup command, the process proceeds to S102 to execute the startup control. Otherwise, the process waits until there is the startup command.

In S102, the second fuel injector <NUM> is operated to provide the combustor <NUM> with the raw fuel in an amount in accordance with the thermal condition of the fuel cell system S. More specifically, based on the stack temperature Tstk, the startup supply amount for causing the combustor <NUM> to generate the heat amount required for the warmup of the fuel cell system S is calculated, and the raw fuel of the startup supply amount is supplied to the combustor <NUM> via the second fuel injector <NUM>. In the present embodiment, the startup supply amount is greater than the supply amount of the raw fuel required for the rated operation of the fuel cell stack <NUM>, i.e., the normal supply amount. The second fuel injector <NUM> is a fuel injector having a higher injection flow rate than the first fuel injector <NUM>.

In S103, it is determined whether the warmup of the fuel cell system S is completed. The completion of the warmup can be determined by determining whether the stack temperature Tstk rises and reaches the predetermined temperature indicating the completion of the warmup. If the warmup is complete, proceed to S104 and if not, return to S102 and continue to operate the second fuel injector <NUM> to continue the warmup.

In S104, the startup control is terminated as the warmup of the fuel cell system S is completed, and the process proceeds to a normal control. In other words, the fuel injector to be operated is switched from the second fuel injector <NUM> to the first fuel injector <NUM>, and the raw fuel in an amount of the normal supply amount is supplied to the fuel processing unit <NUM> by the first fuel injector <NUM>.

<FIG> and <FIG> show an operating state of the fuel cell system S. <FIG> indicates the operating state during the startup of the fuel cell system S, and <FIG> indicates the operating state during the normal operation after the system startup, i.e., after completion of the warmup. Among the passages of the anode system and the cathode system, the passage through which gas is actually flowing is indicated by an arrow of a thick solid line whereas the passage through which the flow of gas is stopped is indicated by a thin solid line.

During the system startup, the supply of the raw fuel via the first fuel injector <NUM> is stopped, the raw fuel required for the warmup of the fuel cell system S is supplied to the combustor <NUM> via the second fuel injector <NUM> (<FIG>). On the other hand, the air compressor <NUM> is operated to supply the oxidant gas to the combustor <NUM>. The heat amount generated by the combustion of the raw fuel heats the fuel processing unit <NUM> and the oxidant gas heating unit <NUM>, thereby promoting the warmup of the fuel cell stack <NUM> and the fuel cell system S. "During the system startup" corresponds to the "system low temperature period" in which the fuel cell system S is in the low temperature state.

During the normal operation after the system is started, the operation of the second fuel injector <NUM> is stopped, and the raw fuel of the normal supply amount required for the rated operation of the fuel cell stack <NUM> is supplied to the fuel processing unit <NUM> via the first fuel injector <NUM> (<FIG>). By connecting both the anode off gas passage and the cathode off gas passage (not shown) to the combustor <NUM>, it is possible to combust the residual fuel in the anode off gas in the combustor <NUM>. Thus, while supplying the heat amount required to continue the reforming of the raw fuel (steam reforming) to the fuel processing unit <NUM>, it is possible to maintain the entire fuel cell system S at a temperature necessary for the operation. "During the normal operation" corresponds to the "system high temperature period" in which the fuel cell system S is in a high temperature state.

During the system startup and the subsequent normal operation, the pressure inside the fuel rail <NUM> is kept substantially uniform without significant uneven distribution, and thus substantially equivalent fuel pressure is applied on the first fuel injector <NUM> and the second fuel injector <NUM>.

The fuel cell system S according to the present embodiment is configured as described above, and the operation and effects obtained by the present embodiment will be described below.

First, in the fuel flow passage p0 (in the present embodiment, the flow passage formed by the fuel rail <NUM>) from the fuel tank <NUM> to the first fuel injector <NUM>, the first fuel injector <NUM> which operates at a higher frequency during the operation of the fuel cell system S is disposed on the downstream side, and the second fuel injector <NUM> which operates at a lower frequency than the first fuel injector <NUM> is disposed on the upstream side. Thus, when the operation of the second fuel injector <NUM> is stopped, it is possible to suppress stagnation in the flow of the raw fuel on the downstream side of the second fuel injector <NUM>.

Specifically, referring to <FIG>, by operating the first fuel injector <NUM> while stopping the second fuel injector <NUM>, the flow of the raw fuel can still be ensured on the downstream side of the second fuel injector <NUM> (indicated by the dotted line A) in the fuel flow passage p0, stagnation is suppressed.

Thus, it is possible to suppress the influence of stagnation in the fuel passage p0 on the stopping second fuel injector <NUM> and the operating first fuel injector <NUM>.

Specifically, in the fuel flow passage p0 from the fuel tank <NUM> to the first fuel injector <NUM>, it is possible to secure the cooling effect using the raw fuel as a cooling medium and reduce a thermal load applied on the stopping second fuel injector <NUM>. Thus, for example, it is possible to prevent an excessive thermal load from applying on resin members such as an O-ring used in the second fuel injector <NUM> and prevent an excessive progress of their deterioration.

Furthermore, it is possible to suppress the occurrence of a local increase in the temperature of the raw fuel in the fuel passage p0 due to stagnation, and stably supply the raw fuel to the fuel processing unit <NUM> via the first fuel injector <NUM>.

Here, since the arrangement of the first fuel injector <NUM> is on the downstream side of the second fuel injector <NUM>, stagnation occurs on the downstream side of the second fuel injector <NUM> when the first fuel injector <NUM> is stopped. However, since such a situation occurs only at a relatively low frequency during the operation of the fuel cell system S, it is possible to switch the operating fuel injector and mitigate the effect of stagnation before the effect of stagnation becomes too large.

The above effects are better obtained in the system S in which the first and second fuel injectors <NUM> and <NUM> are provided at a position where a temperature of the raw fuel becomes higher than a temperature of the raw fuel in the fuel tank <NUM>. In the system S where the fuel cell stack <NUM> is accommodated in the high temperature room Rh (first constant temperature room) and the first and second fuel injectors <NUM> and <NUM> are accommodated in the low temperature room Rc (second constant temperature room), the warmup of the fuel cell stack <NUM> is promoted and, after the completion of the warmup, the temperature is kept. Further, it is also possible to suppress the heat reception of the first and second fuel injectors <NUM> and <NUM> for which the fuel cell stack <NUM> is a heat source.

Second, by operating the second fuel injector <NUM> during the warmup of the fuel cell system S and by operating the first fuel injector <NUM> during the normal operation after the completion of the warmup, it is possible to effectively obtain the above effects.

During the warmup, since the temperature of the entire fuel cell system S is low, even if the fuel flow passage p0 (in the present embodiment, the fuel rail <NUM>) is affected by a heat amount of the combustion gas, the temperature of the fuel flow passage p0 does not increase greatly. Therefore, even if stagnation occurs downstream of the second fuel injector <NUM>, it does not become a major issue in terms of a thermal load or the like on the second fuel injector <NUM>. In contrast, during the normal operation after completion of the warmup, since the temperature of the entire fuel cell system S is relatively high and the temperature of the components constituting the system S is also high, the heat received by the fuel flow passage p0 is concerned. However, since stagnation in the fuel flow passage p0 is suppressed by devising the arrangement of the first and second fuel injectors <NUM> and <NUM>, the cooling effect by the raw fuel is secured, and while reducing the thermal load on the second fuel injector <NUM>, the raw fuel can be stably supplied to the fuel cell system S via the first fuel injector <NUM>.

Third, since the injection characteristics of the first fuel injector <NUM> and the second fuel injector <NUM> are different, and the injection flow rate of the second fuel injector <NUM> is larger than that of the first fuel injector <NUM>, in the system S in which supplying the more raw fuel is temporary, it is possible to suppress stagnation in the fuel flow passage p0 when the second fuel injector <NUM> is stopped during the normal operation. By supplying more raw fuel via the second fuel injector <NUM> during the warmup of the fuel cell system S, together with the above effects, it is possible to accelerate the progress of the warmup.

In the above description, the first fuel injector <NUM> and the second fuel injector <NUM> are mounted to the fuel rail <NUM>, the first fuel injector <NUM> is disposed at the most downstream portion of the fuel rail <NUM>, and the second fuel injector <NUM> is disposed at a substantially intermediate portion of the fuel rail <NUM>. However, the arrangement of the first and second fuel injectors <NUM> and <NUM> is not limited thereto. Various modifications are possible as long as the second fuel injector <NUM> is disposed on the upstream side of the first fuel injector <NUM> in the direction of flow in the fuel flow passage p0.

<FIG> illustrate variations of the arrangement of the first fuel injector <NUM> and the second fuel injector <NUM>.

As a first modification, <FIG> shows a case where the first fuel injector <NUM> is disposed at the most downstream portion of the fuel rail <NUM> and the second fuel injector <NUM> is disposed at the most upstream portion in the flow direction of the raw fuel. The first fuel injector <NUM> and the second fuel injector <NUM> may be disposed close to each other or may be disposed apart from each other. By arranging the first fuel injector <NUM> at the most downstream portion, it is possible to suppress stagnation over the entire fuel rail <NUM>, reduce fluctuations in the fuel pressure applied on the first fuel injector <NUM>, and suppress a local temperature rise.

<FIG> shows a second modification in which the second fuel injector <NUM> is disposed at the most upstream portion of the fuel rail <NUM> and the first fuel injector <NUM> is disposed at a substantially intermediate portion in the flow direction of the raw fuel. This arrangement results in stagnation on the downstream side of the first fuel injector <NUM>. However, since the flow of the raw fuel at the portion where the second fuel injector <NUM> is disposed is maintained, it is possible to suppress the influence of stagnation on the second fuel injector <NUM>.

<FIG> shows a third modification in which the first fuel injector <NUM> is disposed at the most downstream portion of the fuel rail <NUM> and the plurality of second fuel injectors 52a and 52b are disposed on the upstream side of the first fuel injector <NUM>. The second fuel injector <NUM> need not be single. It is possible to install any number of second fuel injectors 52a, 52b corresponding to the number of the supply target(s) of the raw fuel. For example, the second fuel injectors 52a, 52b are installed for each combustor if a combustor for main combustion and a combustor for sub-combustion exist. If the frequency of operation between the main combustor and the sub combustor is different, the second fuel injector corresponding to the less frequent combustor is preferably located upstream.

As a fourth modification, <FIG> illustrates a case in which, in the direction of the raw fuel, the first fuel injector <NUM> is disposed at the most downstream portion of the fuel rail <NUM>, the second fuel injector <NUM> is disposed at the most upstream portion, and further, the first fuel injector <NUM> is disposed such that the injection direction is parallel to the flow direction of the raw fuel in the fuel rail <NUM>. Thus, not only suppressing stagnation over the entire fuel rail <NUM>, but also making the flow of the raw fuel from the fuel rail <NUM> toward the first fuel injector <NUM> smooth, it is possible to more effectively suppress stagnation in the fuel rail <NUM>.

The first and second fuel injectors <NUM> and <NUM> are mounted to the fuel rail <NUM>, but not limited thereto. The fuel tank <NUM> and the first fuel injector <NUM> may be connected via conduits, and the second fuel injector <NUM> may be disposed in the middle of the pipe extending from the fuel tank <NUM> to the first fuel injector <NUM>.

Furthermore, in the above description, the first fuel injector <NUM> and the second fuel injector <NUM> are alternatively operated, but the present invention is not limited thereto. It is also possible to operate both at the same time depending on the situation, while operating alternatively basically. For example, only the second fuel injector <NUM> is operated during the warmup. During the normal operation after the warmup is completed, while fuel is supplied basically by the first fuel injector <NUM>, the second fuel injector <NUM> is also operated in addition to the first fuel injector <NUM> when heating is required due to a decrease in temperature or the like in the fuel processing unit <NUM>.

Claim 1:
A fuel cell system (S) comprising:
a fuel cell (<NUM>);
a first injection device (<NUM>) connected to a fuel storage unit (<NUM>) and associated with a supply of fuel to the fuel cell (<NUM>);
a second injection device (<NUM>); and
a controller (<NUM>) programmed to control the first injection device (<NUM>) and the second injection device (<NUM>), wherein
the first and second injection devices (<NUM>, <NUM>) are configured to switch a flow passage extending downstream from a fuel flow passage (p0) from the fuel storage unit (<NUM>) to the first injection device (<NUM>), between a first flow passage (p1) via the first injection device (<NUM>) and a second flow passage (p2) via the second injection device (<NUM>), the fuel flow passage (p0) being supplied with a common fuel with the first injection device (<NUM>),
characterized in that
the controller (<NUM>) is programed to control the second injection device (<NUM>) to be operated at a lower frequency than the first injection device (<NUM>) during an operation of the fuel cell system (S), and
the second injection device (<NUM>) is provided on an upstream side of the first injection device (<NUM>) in the fuel flow passage (p0).