阅读说明：本技术 燃料消耗装置的安全控制系统及方法 (Safety control system and method for fuel consumption device ) 是由 P.德瓦尔德 R.格罗根 于 2019-08-23 设计创作，主要内容包括：一种用于燃料消耗装置的安全控制系统,包括开关组件。该开关组件包括电连接至电源节点的第一端、电连接至燃料消耗装置的燃料安全截止阀的电力输入节点的第二端、以及串联在第一端与第二端之间的一个或多个开关单元。每个开关单元配置为根据燃料消耗装置的一个或多个环境条件之中的相应环境条件而接通或关断。在所述一个或多个开关单元之中的至少一个被关断以停止向燃料消耗装置供应燃料时,第一端与第二端之间的电连接路径被停用。(A safety control system for a fuel consuming device includes a switch assembly. The switching assembly includes a first terminal electrically connected to the power supply node, a second terminal electrically connected to a power input node of a fuel safety shut-off valve of the fuel consumption device, and one or more switching units connected in series between the first and second terminals. Each switching unit is configured to be switched on or off in dependence on a respective environmental condition among one or more environmental conditions of the fuel consuming device. The electrical connection path between the first and second ends is deactivated when at least one of the one or more switching units is turned off to stop supplying fuel to the fuel consuming device.)

1. A safety control system for a fuel consuming device, comprising:

a first terminal electrically connected to the power supply node;

a second end of the power input node electrically connected to a fuel safety shut-off valve of the fuel consuming device; and

one or more switching units connected in series between the first and second terminals, each switching unit being configured to be switched on or off according to a respective environmental condition among one or more environmental conditions of the fuel consuming device,

wherein the electrical connection path between the first and second ends is deactivated when at least one of the one or more switching units is turned off to stop supplying fuel to the fuel consuming device.

2. The safety control system of claim 1, wherein the one or more switching units are implemented with one or more electromechanical switches.

3. The safety control system of claim 1, further comprising:

a delay relay unit connected in series to one of the one or more switching units, the delay relay unit being configured to be turned on for a predetermined period of time from a first time to a second time and to be turned off after the second time; and

a temperature switching unit connected in series to the one of the one or more switching units and connected in parallel to the time delay relay unit, the temperature switching unit being configured to be turned on or off according to a temperature of an afterburner unit of the fuel consumption device.

4. A safety control system as claimed in claim 3, wherein the temperature switch unit is configured to switch on when the temperature of the afterburner unit exceeds a preset afterburner temperature threshold.

5. The safety control system of claim 3, wherein when all the switch units are turned on and the delay relay unit is turned on, an electrical connection path between the first and second terminals is activated to supply power from the power supply node to the fuel safety shut-off valve.

6. The safety control system of claim 3, wherein when all the switching units are turned on and the time delay relay unit is turned off, the electrical connection path between the first and second terminals is activated when the temperature switching unit is turned on and is deactivated when the temperature switching unit is turned off.

7. The safety control system of claim 6, wherein when all the switching units are turned on, the time delay relay unit is turned off, and the temperature switching unit is turned on before the second time, the electrical connection path between the first terminal and the second terminal remains activated without being opened.

8. The safety control system of claim 6, wherein when all the switching units are turned on, the delay relay unit is turned off, and the temperature switching unit is turned on at a third time after the second time, the electrical connection path is deactivated for a period between the second time and the third time; and reactivated after a third time.

9. The safety control system of claim 1, wherein the one or more environmental units comprise air flow, pressure, and temperature.

10. The safety control system of claim 1, wherein a flow switch unit of the one or more switch units comprises a first electromechanical switch configured to turn on or off depending on whether an air flow rate sensed at a first location of the fuel consuming device satisfies a first preset requirement.

11. The safety control system of claim 1, wherein a pressure switch cell of the one or more switch cells comprises a second electromechanical switch configured to turn on or off depending on whether a differential pressure between two separate locations of the fuel consuming device meets a second preset requirement.

12. The safety control system of claim 11, wherein the two separate positions correspond to inlet and outlet positions, respectively, of a blower of the fuel consuming device.

13. The safety control system of claim 1, wherein an over-temperature switch unit of the one or more switch units comprises a third electromechanical switch configured to turn on or off depending on whether a temperature sensed at a third location of the fuel consuming device satisfies a third preset requirement.

14. The safety control system of claim 1, wherein the third preset requirement comprises a sensed temperature at a third location above a preset temperature threshold.

15. A fuel consumption device comprising the safety control system as recited in claim 1.

16. The fuel consuming device of claim 15, further comprising one or more of a fuel combustion device, a fuel reformer, and a fuel cell system.

17. The fuel consumption device of claim 15, wherein the fuel comprises a liquid fuel and a gaseous fuel.

18. A safety control method for a fuel consuming device, comprising:

providing a switch assembly between a power supply node of the fuel consuming device and the fuel safety shut-off valve, the switch assembly having a first end electrically connected to the power supply node and a second end electrically connected to a power input node of the fuel safety shut-off valve;

switching on or off each of one or more switching units connected in series between the first and second terminals according to a respective one of one or more environmental conditions of the fuel consuming device;

deactivating an electrical connection path between the first terminal and the second terminal when at least one switching unit among the one or more switching units is turned off; and is

The supply of fuel from the fuel reservoir to the fuel consuming device is stopped when the electrical connection between the first end and the second end is deactivated.

19. The safety control method of claim 18, wherein the one or more switching units are implemented with one or more electromechanical switches.

20. The safety control method of claim 18, further comprising:

providing a time delay relay unit connected in series to one of the one or more switching units, the time delay relay unit being configured to be turned on for a predetermined period of time from a first time to a second time and configured to be turned off after the second time; and is

Providing a temperature switching unit connected in series to said one of said one or more switching units and in parallel to said time delay relay unit, the temperature switching unit being configured to be switched on or off depending on the temperature of the afterburner unit of the fuel consuming device.

21. The safety control method of claim 20, further comprising:

and when the temperature of the afterburner unit exceeds a preset afterburner temperature threshold value, the temperature switch unit is switched on.

22. The safety control method of claim 20, further comprising:

activating an electrical connection path between the first and second terminals when all the switch units are turned on and the delay relay unit is turned on; and is

When the electrical connection is activated, power is supplied from the power supply node to the fuel safety shut-off valve.

23. The safety control method of claim 20, further comprising:

when all the switch units are turned on and the delay relay units are turned off, an electrical connection path between the first and second terminals is activated when the temperature switch unit is turned on, and the electrical connection path is deactivated when the temperature switch unit is turned off.

24. The safety control method of claim 20, further comprising:

when all the switch units are turned on before the second time, the delay relay unit is turned off, and the temperature switch unit is turned on, the activation of the electrical connection path is maintained without being turned off.

25. The safety control method of claim 20, further comprising:

deactivating the electrical connection path for a period of time between the second time and a third time when all the switching units are turned on, the time delay relay unit is turned off, and the temperature switching units are turned on at the third time after the second time; and reactivating the electrical connection path after a third time.

Technical Field

The present disclosure relates to a safety control system for controlling a fuel safety shut-off valve to ensure safe operation of a fuel consuming device and a method of operating the safety control system.

Background

Since fuel consuming devices, such as internal combustion engines or generators of vehicles, fuel reformers, fuel cell systems, etc., are susceptible to fire or explosion, special care should be taken to ensure safe operation thereof.

To this end, safety control mechanisms for fuel consuming devices have been developed, and some industries require safety tests to be performed to ensure that equipment with the safety control mechanism is working properly and meeting the requirements.

In one example of the prior art, a computer processor collects data associated with various environmental conditions of a fuel consuming device, detects a safety hazard based on the collected data parameters, and provides a control feedback signal to a fuel safety shut-off valve. However, in most cases, these solutions are based on software (e.g. program instructions) executed by a processor, which makes the control mechanism more complex. More specifically, this software-based approach makes it more difficult to associate certain functions with certain portions of the control system, so if a failure occurs, it may be less easy to identify the portion associated with the failure, and, in some aspects, the software-based control system may not be suitable in many industries for certain safety test cases that must be performed and passed.

In view of the above, there is a need for a new hardware-based safety control scheme that allows one to easily perform troubleshooting or safety testing.

Disclosure of Invention

The foregoing and other features and advantages of the present disclosure will be more fully understood from the following drawings, description, detailed exemplary embodiments, and claims.

According to one aspect of the present disclosure, a switch assembly for a safety control system of a fuel consuming device is provided. The switching assembly includes a first terminal electrically connected to the power supply node, a second terminal electrically connected to a power input node of a fuel safety shut-off valve of the fuel consumption device, and one or more switching units connected in series between the first and second terminals. Each switching unit is configured to be switched on or off in dependence on a respective environmental condition among one or more environmental conditions of the fuel consuming device. The electrical connection path between the first and second ends is deactivated when at least one of the one or more switching units is turned off to stop supplying fuel to the fuel consuming device.

In one embodiment, the one or more switching units are implemented with one or more electromechanical switches.

In one embodiment, the switching assembly further comprises a time delay relay unit connected in series to one of the one or more switching units, and a temperature switching unit connected in series to the one of the one or more switching units and connected in parallel to the time delay relay unit. The time delay relay unit is configured to be turned on for a predetermined period of time from a first time to a second time, and to be turned off after the second time. The temperature switch unit is configured to be switched on or off depending on the temperature of the afterburner unit of the fuel consuming device.

In one embodiment, the temperature switch unit is configured to switch on when the temperature of the afterburner unit exceeds a preset afterburner temperature threshold.

In one embodiment, when all the switch units are turned on and the delay relay unit is turned on, the electrical connection path between the first and second terminals is activated to supply power from the power supply node to the fuel safety shut-off valve.

In one embodiment, when all the switching units are turned on and the delay relay unit is turned off, the electrical connection path between the first and second terminals is activated when the temperature switching unit is turned on and is deactivated when the temperature switching unit is turned off.

In one embodiment, when all the switching units are turned on, the time delay relay unit is turned off, and the temperature switching units are turned on before the second time, the electrical connection path between the first and second terminals is kept activated without being opened.

In one embodiment, when all the switching units are turned on at a third time after the second time, the delay relay unit is turned off, and the temperature switching unit is turned on, the electrical connection path is deactivated for a period between the second time and the third time; and reactivated after a third time.

In one embodiment, the one or more environmental units include air flow, pressure, and temperature.

In one embodiment, a flow switch unit of the one or more switch units comprises a first electromechanical switch configured to be switched on or off depending on whether an air flow rate sensed at a first position of the fuel consuming device meets a first preset requirement.

In one embodiment, a pressure switch unit of the one or more switch units comprises a second electromechanical switch configured to be switched on or off depending on whether a differential pressure between two separate positions of the fuel consuming device fulfils a second preset requirement.

In one embodiment, the two separate positions correspond to inlet and outlet positions, respectively, of a blower of the fuel consuming device.

In one embodiment, the over-temperature switching unit of the one or more switching units comprises a third electromechanical switch configured to be switched on or off depending on whether a temperature sensed at a third position of the fuel consuming device meets a third preset requirement.

In one embodiment, the third preset requirement comprises a temperature sensed at the third location being above a preset temperature threshold.

According to another aspect of the present disclosure, a fuel consuming apparatus including a safety control system is provided. The safety control system includes a first terminal electrically connected to a power supply node, a second terminal electrically connected to a power input node of a fuel safety shut-off valve of a fuel consuming device, and one or more switching units connected in series between the first and second terminals. Each switching unit is configured to be switched on or off in dependence on a respective environmental condition among one or more environmental conditions of the fuel consuming device. The electrical connection path between the first and second ends is deactivated when at least one of the one or more switching units is turned off to stop supplying fuel to the fuel consuming device.

In one embodiment, the fuel consuming device comprises one or more of a fuel combustion device, a fuel reformer and a fuel cell system.

In one embodiment, the fuel includes a liquid fuel and a gaseous fuel.

According to another aspect of the present disclosure, a safety control method for a fuel consuming apparatus is provided. The method comprises the following steps: providing a switch assembly between a power supply node of the fuel consuming device and the fuel safety shut-off valve, the switch assembly having a first end electrically connected to the power supply node and a second end electrically connected to a power input node of the fuel safety shut-off valve; switching on or off each of one or more switching units connected in series between the first and second terminals according to a respective one of one or more environmental conditions of the fuel consuming device; deactivating an electrical connection path between the first terminal and the second terminal when at least one switching unit among the one or more switching units is turned off; and stopping the supply of fuel from the fuel reservoir to the fuel consuming device when the electrical connection between the first end and the second end is deactivated.

In one embodiment, the one or more switching units are implemented with one or more electromechanical switches.

In one embodiment, the method further comprises: providing a time delay relay unit connected in series to one of the one or more switching units, the time delay relay unit being configured to be turned on for a predetermined period of time from a first time to a second time and configured to be turned off after the second time; and providing a temperature switching unit connected in series to the one of the one or more switching units and in parallel to the time delay relay unit, the temperature switching unit being configured to be turned on or off according to a temperature of an afterburner unit of the fuel consumption device.

In one embodiment, the method further comprises switching on the temperature switching unit when the temperature of the afterburner unit exceeds a preset afterburner temperature threshold.

In one embodiment, the method further comprises: activating an electrical connection path between the first and second terminals when all the switch units are turned on and the delay relay unit is turned on; and power is supplied from the power supply node to the fuel safety shut-off valve when the electrical connection is activated.

In one embodiment, the method further comprises: when all the switch units are turned on and the delay relay units are turned off, an electrical connection path between the first and second terminals is activated when the temperature switch unit is turned on, and the electrical connection path is deactivated when the temperature switch unit is turned off.

In one embodiment, the method further comprises: when all the switch units are turned on before the second time, the delay relay unit is turned off, and the temperature switch unit is turned on, the activation of the electrical connection path is maintained without being turned off.

In one embodiment, the method further comprises: deactivating the electrical connection path for a period of time between the second time and a third time when all the switching units are turned on, the time delay relay unit is turned off, and the temperature switching units are turned on at the third time after the second time; and reactivating the electrical connection path after a third time.

Drawings

It should be understood that the following drawings are for illustrative purposes only. The drawings are not necessarily to scale, emphasis generally being placed upon illustrating the principles of the disclosure. The drawings are not intended to limit the scope of the present disclosure in any way. Like numbers generally refer to like parts.

FIG. 1 is a block diagram of an exemplary safety control system shown in conjunction with a fuel consuming device of an embodiment of the present disclosure;

FIG. 2A is a top view of an exemplary fuel cell system of one embodiment of the present disclosure;

FIG. 2B is a block diagram of an exemplary battery system shown in conjunction with the switch assembly of the safety control system of one embodiment of the present disclosure;

FIG. 3 is a block diagram of an example safety control system of one embodiment of the present disclosure;

FIG. 4A is a timing diagram of the afterburner temperature switching unit and the time delay relay unit of one embodiment of the present disclosure shown in FIG. 3;

FIG. 4B is a timing diagram of the afterburner temperature switching unit and the time delay relay unit of one embodiment of the present disclosure shown in FIG. 3;

FIG. 5 illustrates exemplary feedback signals provided from various nodes of the switching assembly of one embodiment of the present disclosure shown in FIG. 3; and

fig. 6 is a flowchart of a safety control method of one embodiment of the present disclosure.

Detailed Description

It has now been found that the safety control system of the present disclosure provides a more reliable and intuitive means of control for fuel consuming devices using a hard-wire based switching mechanism.

The term "fuel consuming device" as used herein refers to any device that operates on any kind of fuel.

For example, the fuel consuming device may include, but is not limited to: an internal combustion engine, or various devices including an internal combustion engine, such as a vehicle, a generator, or the like; and a fuel cell reformer which generates a fuel cell according to the fuel supplied thereto.

For purposes of illustration, the present disclosure will be described below with reference to a fuel cell reformer as one example of a fuel consuming apparatus, but the scope or exemplary embodiments of the present disclosure are not limited thereto.

The technical solution of the present invention differs from existing safety control solutions that employ a computer processor that collects sensed data from the fuel consuming device, processes the data according to the collected data parameters to detect safety hazards, and provides control feedback signals to the fuel safety shut-off valve of the fuel consuming device according to software (or program code) executed by the processor, which makes troubleshooting or passing safety tests required by many industries more difficult.

In contrast, the hard-wired based safety control system of the present disclosure employs electromechanical switches, each adapted to be turned on or off directly according to environmental data or conditions sensed from different locations of the fuel consuming device, enabling one to identify the responsible component of a particular operation of the safety control system, thereby making it easier to troubleshoot and perform safety tests in the event of a failure during operation.

The safety control system of the present disclosure provides a switching mechanism of electric power supplied to a fuel safety shut-off valve of a fuel consuming apparatus. For example, as shown in fig. 1, the safety control system 20 includes a switch assembly 21a between the power supply node 120 and the fuel safety shut-off valve 110. When the switching assembly 21a is turned on, the power supply node 120 is electrically connected to the fuel safety shut-off valve 110 so that power can be supplied from the power supply node 120 to the fuel safety shut-off valve 110. However, when the switching assembly 21a is turned off, the power supply node 120 is electrically disconnected from the fuel safety shut-off valve 110, and thus power cannot be supplied from the power supply node 120 to the fuel safety shut-off valve 110.

The term "turn on" as used herein may refer to an operation of "closing" a switching system, switching unit, switch, etc. to activate an electrical connection between nodes at both ends thereof so that power can flow through the electrical connection. Further, the term "turn off" as used herein may refer to an operation of "opening" a switching system, a switching unit, a switch, etc. to disable an electrical connection between nodes at both ends thereof so that power cannot flow through the electrical connection. Thus, in the present disclosure, the terms "on" and "closed" are interchangeable, while the terms "off" and "open" are interchangeable.

The safety control system 20 is configured to shut off by closing the control valve of the fuel safety shut-off valve 110 in case a safety hazard condition is detected, to stop the supply of fuel from the fuel reservoir 11 to the fuel consuming device 10.

Whether the switch assembly 21a is on or off depends on one or more environmental conditions of the fuel consuming device 10. In other words, the fuel safety shut-off valve 110 is controlled to open or close according to one or more environmental conditions of the fuel consuming apparatus 10. In one embodiment, the environmental conditions may include safety-related conditions, such as air flow, pressure, temperature, and the like.

Thus, if the one or more environmental conditions do not meet the respective preset requirements, the fuel safety shut-off valve 110 is closed, so that the fuel consuming apparatus 10 can be protected from fire, explosion, or the like.

In one embodiment, the one or more switching units may be implemented using electromechanical switches. The electromechanical switch is disposed within or near the fuel consuming device 10 to sense an environmental condition directly therefrom and is turned on or off depending on the result of the sensing. These features of the present disclosure differ from the prior art in which a fuel safety shut-off valve is controlled based on software or program code executed by a computer processor. In particular, in the prior art, a controller including a processor is employed to receive data regarding environmental conditions and provide control feedback signals to the fuel safety shut-off valve, which makes the control mechanism more complex. Furthermore, this software-based approach makes it more difficult to associate specific functions with specific parts of the control system, so if a fault occurs, the part associated with the fault may not be easily identified, and in some aspects, the software-based control system may not be suitable for certain safety test cases that must be passed in many industries.

In contrast, therefore, the electromechanical switch-based safety control scheme of the present disclosure provides a more direct, more efficient, simpler interface to shut off the fuel supply to the fuel consuming device 10, thereby making troubleshooting or safety testing easier.

It is to be understood that the disclosure is not limited to the particular procedures, materials, and modifications described, as such may vary. It is also to be understood that the terminology used herein is for the purpose of describing particular embodiments only, and is not intended to limit the scope of the present disclosure, which will be limited only by the appended claims.

In the present disclosure, when an element or component is described as being contained in at least one of the elements or components and/or selected from a list of the elements or components, it is understood that the element or component may be any one of the elements or components or the element or component may be selected from the group consisting of two or more of the elements or components. Furthermore, it should be understood that the elements and/or features of the composite constructions, devices, or methods described herein may be combined in a variety of ways, whether explicitly described herein or not, without departing from the subject matter and scope of the present disclosure. For example, when reference is made to a particular structure, that structure may be used in various embodiments of the apparatus and/or methods of the present disclosure.

The use of the terms "comprising," "having," "including," and their grammatical equivalents are to be construed as open-ended and non-limiting in general, e.g., to not exclude additional unrecited elements or steps, unless expressly stated otherwise in context or otherwise understandable from the context.

The use of the singular herein (e.g., "a," "an," and "the") includes the plural (and vice versa) unless otherwise indicated.

It should be understood that the order of steps or order of performing certain actions is immaterial so long as the operation of the disclosure is feasible. For example, the methods described herein can be performed in any suitable order unless otherwise indicated herein or otherwise clearly contradicted by context. Further, two or more steps or actions may be performed simultaneously.

The use of any and all examples, or exemplary language (such as "for example") provided herein, is intended merely to better illuminate the disclosure and does not pose a limitation on the scope of the invention unless otherwise claimed. No language in the specification should be construed as indicating any non-claimed element as essential to the practice of the disclosure.

The expression "fuel" is understood to include any kind of liquid fuel and gaseous fuel.

Furthermore, the expression "liquid fuel" is understood to include fuels that are liquid under Standard Temperature and Pressure (STP) conditions, such as methanol, ethanol, naphtha, distillate, gasoline, kerosene, jet fuel, diesel, biodiesel, and the like. The expression "liquid fuel" should further be understood to include such fuels whether in liquid or gaseous state (i.e. vapour).

Furthermore, the expression "gaseous fuel" is understood to include fuels which are gaseous at STP conditions, such as methane, ethane, propane, butane, isobutane, ethylene, propylene, butylenes, isobutene, dimethyl ether, and mixtures thereof, such as natural gas and liquefied natural gas which consist predominantly of methane, and petroleum gas and liquefied petroleum gas which consist predominantly of propane or butane but include all mixtures which consist predominantly of propane and butane, and the like. The gaseous fuel also includes ammonia, which may be stored in liquid form like other gaseous fuels.

An exemplary embodiment of controlling a fuel reformer or a fuel cell system including the fuel reformer using the safety control system of the present disclosure will be described below.

Referring now to fig. 2A, a top view of a fuel cell system is shown as one example of a fuel consuming apparatus 10a of an embodiment of the present disclosure. The exemplary fuel cell system of fig. 2A is also illustrated in provisional application 62/724,983 filed by applicant at 2018, 8, 30, the entire contents of which are incorporated herein by reference.

Referring to fig. 2A, the fuel cell system may include two thermal zones 710 and 720 enclosed by a housing. The two hot zones 710 and 720 may be separated by a blower 730 and an insulated wall 760 such that air or gas cannot otherwise communicate other than by circulation through the blower 730. Blower 730 may be configured to provide a forced air flow from region 710 to region 720, where fuel cell stack 173 and other equipment Balance (BOP) components, such as fuel reformers, chemical reactors, gaskets, pumps, heat exchangers, afterburners, blowers, reactant conduits, and the like, are located in region 720.

Referring now to fig. 2B, an exemplary battery system 10a is shown in conjunction with the switch assembly 21a of the safety control system 20a of one embodiment of the present disclosure. As shown in fig. 2B, the fuel cell system 10a refers to, but does not necessarily need to be, at least one of the Catalytic Partial Oxidation (CPOX) reformer based fuel cell systems disclosed in U.S. patents 9,627,700 and 9,627,701, the complete disclosures of which are incorporated herein by reference. Fuel cell system 10a includes blower 131, which blower 131 receives air provided from blower 730 and introduces an oxygen-containing gas (air in other embodiments of the present disclosure) as exemplified herein into conduit 140 and is used to drive this and other gas streams (including gaseous fuel-air mixtures and hydrogen-rich reformate) through various channels (including open gas flow channels) of the fuel reformer portion of fuel cell system 10 a. In one embodiment, blower 131 may be used to provide CPOX air to mix with or dilute the fuel to meet safety system requirements (e.g., LEL < 0.25% with propane as fuel). In other embodiments, a separate blower (not shown) other than blower 131 may be used as the dilution blower.

The fuel cell system 10a may include a plurality of micro-electromechanical switches or at least a portion (e.g., a sensing portion) of the micro-electromechanical switches at locations such as 30a, 31b, 32, 34, and 44 to measure or monitor the environmental conditions described above.

In a start-up mode of operation of the exemplary fuel reformer portion of fuel cell system 10a, air is introduced into conduit 140 by blower 131 for mixing with fuel (as described in U.S. Pat. Nos. 9,627,700 and 9,627,701) or for diluting the fuel, and passes through first heating zone 192 where the air is first heated by first heater 193 to within a preset or target first temperature rise range at a given flow rate. The first heated air then passes through heat transfer area 191, and in steady state mode, heat transfer area 191 is heated by the exotherm recovered from the CPOX reaction occurring within CPOX reaction area 190 of tubular CPOX reactor unit 196.

Upon reaching such steady state operation of the fuel reformer portion, for example when the CPOX reaction within the CPOX reactor unit 196 becomes self-sustaining, the heat output of the first heater 193 may be reduced or its operation stopped because the incoming air has been heated to or near the first elevated temperature range by the passage through the heat transfer region 191.

As the downstream flow continues within conduit 140, the heated air passes through the second heating zone 194 where it is further heated by the second heater 195 to within a second temperature rise range. The heater 195 is operable to achieve the temperature of the previously heated air to meet a number of operating requirements of the fuel cell system 10a, i.e., to help regulate and fine tune the thermal requirements of the fuel cell system 10a on a rapid response and as needed basis.

Fuel is introduced via a pump through fuel line 12 into conduit 140 where evaporator system 150 vaporizes the fuel with the heat of the hot air flowing out of second heating zone 194. The vaporized fuel is mixed with the heated air stream in mixing zone 160, and an in-line mixer is provided in mixing zone 160 to provide a more uniform fuel-air gaseous CPOX reaction mixture.

The heated vaporized fuel-air mixture (e.g., heated gaseous CPOX reaction mixture) enters a manifold or plenum 171, which manifold or plenum 171 serves to distribute the reaction mixture more uniformly (e.g., at a more uniform temperature) into the tubular CPOX reactor unit 196.

The heated CPOX reaction mixture is introduced into tubular CPOX reactor unit 196 from manifold 171. In a start-up mode of operation of the fuel reformer portion, the igniter 197 initiates a CPOX reaction of the CPOX reaction mixture within the CPOX reaction zone 190 of the tubular CPOX reactor unit 196 to commence production of the hydrogen-rich reformate. Upon reaching a steady state CPOX reaction temperature (e.g., 250 ℃ to 1100 ℃), the reaction becomes self-sustaining and operation of the igniter 197 can be stopped.

The fuel cell system 10a includes a power supply unit (not shown) electrically connected to the power supply node 120 to supply power to various electrically driven components of the fuel cell system 10a and/or the safety control system 20a, such as the blower 131, the heaters 193, 195, and 198, the fuel safety shut-off valve 110, the igniter 197, and various switching units 210 to 260.

As further shown in fig. 2B, the hydrogen-rich reformate driven by blower 131 enters fuel cell stack 173 from CPOX reactor unit 196, where the hydrogen-containing and oxygen-containing gases introduced into manifold 172 by blower 132 and subsequently entering fuel cell stack 173 undergo electrochemical conversion to electricity in fuel cell stack 173. Combustible gases (e.g., hydrocarbons, unconsumed hydrogen, etc.) contained in the exhaust gas resulting from such electrochemical conversion may be combusted in the afterburner unit 180. The heat generated by the combustion occurring in the afterburner unit 180 can be recovered and used for operation of the fuel reformer section, if desired, e.g., to preheat the oxygen-containing gas and/or fuel during a steady state mode of operation of the fuel reformer section. The blower 132 may be used to provide cathode air to the cathode side of the fuel cell stack 173 through a manifold 172 and channels (not shown).

The safety control system 20a shown in fig. 2B may be disposed in or near the fuel cell system 10 a. In one embodiment, the safety control system 20a includes a switch assembly 21a for controlling the electrical connection between the power supply node 120 and the fuel safety shut-off valve 110, or any other device capable of controlling the flow of fuel to the fuel reformer portion of the fuel cell system 10 a. In the example shown in fig. 2B, the switching assembly 21a includes a plurality of switching cells 210 to 240 connected in series with each other. One end of the switching unit 210 is connected to the power supply node 120 through a node N1. The other end of the switching unit 240 is connected in series to one end of the delay relay unit 250. The delay relay unit 250 is connected in parallel with the temperature switching unit 260.

In one embodiment, whether the switch assembly 21a is on or off depends on one or more environmental conditions sensed within or near the fuel cell system 10 a. The one or more environmental conditions are associated with air flow, pressure, temperature, and the like. For example, when the switching assembly 21a is turned on, the fuel safety shut-off valve 110 is powered by the power supply node 120 to supply fuel from the fuel tank 11 to the fuel cell system 10 a. Further, when the switching assembly 21a is turned off due to the detection of a potential safety hazard condition within the fuel cell system 10a, the power supply node 120 does not supply power to the fuel safety shut-off valve 110 to stop the supply of fuel to the fuel cell system 10a, thereby ensuring the safe operation thereof.

Referring further to fig. 2 and 3, the switch assembly 21a may include a flow switch unit 210. The switching operation (e.g., on or off) of the flow switching unit 210 is performed according to whether a sufficient amount of dilution air flows into the fuel cell system 10a (e.g., the duct 140). In one embodiment, an assessment is made as to whether a sufficient amount of dilution air is flowing into the conduit 140, such as by monitoring the airflow rate (or air flow rate) at a particular location (e.g., the inlet side 30a of the blower 730).

Referring further to fig. 3, the flow switch unit 210 is configured to be turned on or off according to whether the air flow rate sensed at a certain position (e.g., 30a of fig. 2B) of the fuel cell system 10a is equal to or greater than a preset air flow rate threshold. The flow switching unit 210 is configured to be turned off when the sensed air flow rate is less than a preset air flow rate threshold. For example, the preset air flow rate threshold is set to ensure that a sufficient amount of dilution air is provided into the fuel cell system 10a to meet system safety requirements (e.g., for fuel (propane), an LEL value > 0.25%) and/or to ensure complete catalytic combustion. In the particular example where a portion of the fuel cell system 10a is a passive vent that limits 100% full vent, the maximum inlet pressure of the fuel cell system 10a may be 14 inches of water at which the flow rate of propane cannot exceed about 2 liters/meter. Thus, in this case, given a propane flow rate of 2 liters/meter, the minimum dilution air flow rate that meets 0.25% LEL may be about 800 liters/meter (i.e., about 28CFM), whereby the preset air flow threshold may be set at 28 CFM. For safer operation, the preset air flow rate may be set higher, for example, to 40 CFM. However, the preset air flow rate threshold may vary depending on the specific design of the fuel consuming device.

In one embodiment, the flow switch unit 210 may be implemented using a relay coil 212, a normally open switch 212, and a flow switch 213. The relay coil 212 has one end node 214 connected to the dc power supply 27 (e.g., 12V) and the other end node 215 connected to ground GND through a flow switch 213. The normally open switch 212 is a mechanical switch that remains normally open and turns on (e.g., closes) when current flows through the relay coil 211 to join the connection between terminal nodes N1 and N2.

For example, when the flow switch 213 is turned on, current flows through both end nodes of the relay coil 211 to generate a magnetic field around it and force the normally open switch 212 to close, whereby the entire flow switch unit 210 will be turned on. When the flow switch 213 is off, no current flows through the relay coil 211, and the normally open switch 212 is kept off.

In one embodiment, the flow switch 213 may be implemented using a flapper-type flow meter or flapper valve (e.g., 713 of fig. 2A) that measures the amount of air (or the flow rate of air) flowing through a particular location (e.g., 30a of fig. 2B) of the fuel cell system 10 a. If the airflow rate is equal to or greater than the preset airflow rate threshold, the flapper-based flow switch 213 is configured to quickly connect one contact (not shown) connected to one end node 214 to another contact (not shown) connected to the other end node 215, thereby completing the electrical connection between its two end nodes 214 and 215. Furthermore, the flow switch 213 is configured to break the electrical connection between the end nodes 214 and 215 if the air flow is less than a preset air flow rate threshold.

Although only the flow switching unit 210 is illustrated in fig. 3A, embodiments of the present disclosure are not limited thereto. In one aspect, the safety control system 20a may further include one or more flow switch units, each of which is connected in series between the switch units 210 to 250. Each optional flow switch unit may be turned on or off depending on the air flow rate at a location other than location 30a to ensure that the proper amount of CPOX air flows into CPOX reactor unit 196 and/or the proper amount of cathode air flows into fuel cell stack 173. For example, one optional flow switch unit may be configured to measure the air flow rate at a location adjacent to blower 131 (e.g., the inlet or outlet side of blower 131) and/or anywhere in conduit 140 and turn on or off based on the measured flow rate to ensure an appropriate amount of CPOX air flows into CPOX reactor unit 196, and/or another optional flow switch unit may measure the air flow rate at a location adjacent to blower 132 (e.g., the inlet or outlet side of blower 132) and/or anywhere in the channels of the cathode side of fuel cell stack 173 to ensure an appropriate amount of cathode air flows into fuel cell stack 173.

In addition, referring further to fig. 3, the switch assembly 21a may include a pressure switch unit 220 for checking whether there is a significant pressure change (e.g., an abnormal pressure drop or rise). In particular, the abnormal pressure drop may occur due to a leak of the fuel cell system 10a, and more specifically, a leak occurs in a region 720 where the fuel cell stack 173 and other BOP components are located, for example, as shown in fig. 2A. The pressure switch unit 220 may be designed to ensure that the tank cover of the fuel cell system 10a remains in place based on the pressure sensed at the various locations. In one example, to protect the fuel cell system 10a in the event that the fuel cell system 10a leaks fuel and/or dilution air, the pressure switch unit 220 is configured to turn off when a differential pressure value (e.g., an abnormal pressure drop) between the split locations (e.g., 31a and 31b) within or near the fuel cell system 10a is greater than a preset differential pressure threshold. Here, the positions 31a and 31b may correspond to an inlet side and an outlet side of the blower 730, and thus, as the blower 730 operates, the pressure at the position 31b may increase (e.g., a positive differential pressure + P), and the pressure at the position 31a may decrease (e.g., a negative differential pressure-P or vacuum). Further, the pressure switching unit 220 is configured to be turned on when the sensed differential pressure value is less than a preset differential pressure threshold value.

In one embodiment, the pressure switch unit 220 may be implemented using a relay coil 221, a normally open switch 222, and a differential pressure switch 223.

The pressure switch cell 220 is substantially the same as or similar to the flow switch cell 210, except that a differential pressure switch 223 is used. Therefore, a repetitive description thereof will be omitted for the sake of simplicity.

In one embodiment, the differential pressure switch 223 may be implemented using a sensor that measures the difference between two pressure values sensed from two different locations within or near the fuel cell system 10 a. One of the locations (e.g., 31a of fig. 2B) may be an inlet side of blower 730 and the other (31B of fig. 2B) may be an outlet side thereof, and the differential pressure may correspond to a different pressure between regions 710 and 720. The measured differential pressure is compared to a corresponding preset differential pressure threshold, as described above. If the differential pressure is equal to or greater than the preset differential pressure threshold, the differential pressure switch 223 is turned off, and the entire pressure switch unit 220 is turned off. For example, according to one design example of fuel cell system 10a, the predetermined differential pressure threshold may be approximately 0.25 to 0.3 inches of water. However, the optimum differential pressure at which the cover of indicator region 720 is properly seated to retain the dilution therein may vary depending on its housing design, and the preset differential pressure threshold may vary accordingly.

Although only the pressure switch unit 220 is illustrated in fig. 3A, embodiments of the present disclosure are not limited thereto. In one aspect, the safety control system 20a may further include one or more pressure switch units, each of which is connected in series between the switch units 210 to 250. Each optional pressure switch unit may be turned on or off depending on the different pressures at a pair of positions consisting of two positions (except positions 31a and 31b) to ensure that an appropriate amount of CPOX air is present in the CPOX reactor unit 196 and/or an appropriate amount of cathode air is present in a channel (not shown) leading to the cathode side of the fuel cell stack 173. For example, one optional pressure switch unit may be configured to measure a differential pressure at a location adjacent blower 131 (e.g., a differential pressure between the inlet side and the outlet side of blower 131) and/or a differential pressure at any location in conduit 140 and turn on or off based on the measured differential pressure to ensure that an amount of CPOX air is present, and/or another optional pressure switch unit may be configured to measure a differential pressure at a location adjacent blower 132 (e.g., a differential pressure between the inlet side and the outlet side of blower 32) and/or a differential pressure at any location in the channels of the cathode side of fuel cell stack 173 to ensure that an amount of cathode air is present.

Additionally, with further reference to fig. 3, the switch assembly 21a may include one or more over-temperature switch units 230 and 240 to prevent overheating of the fuel cell system 10 a. Each of the over-temperature switch units 230 and 240 is configured to turn off when the temperature at a location (e.g., 34 or 44 of fig. 2B) within or near the fuel cell system 10a is above a preset temperature threshold. Further, each of the pressure switch units 230 and 240 is configured to be turned on when the sensed temperature is equal to or lower than a preset temperature threshold.

In one embodiment, the over-temperature switch unit 230 may be implemented using a relay coil 231, a normally open switch 232, and an over-temperature switch 233.

The overtemperature switch unit 230 is substantially the same as or similar to the flow switch unit 210, except that an overtemperature switch 233 is used. Therefore, a repetitive description thereof will be omitted for the sake of simplicity.

The over-temperature switch 233 may be configured to open or close depending on the temperature sensed at a location (e.g., 34 or 44 of fig. 2B). When the over temperature switch 233 is opened or closed, the entire over temperature switch unit 230 is turned off or on.

In one embodiment, the over-temperature switch 233 may be a bi-metallic switch designed to open when the sensed temperature is equal to or above a preset temperature threshold (e.g., 90℃.) and close when the temperature falls below the preset temperature threshold. Exemplary embodiments of the present disclosure are not limited thereto. For example, the preset temperature threshold may vary depending on the design of the fuel cell system 10a, but it should not reach the autoignition temperature of the combustible mixture in the fuel cell system 10 a. For example, the over-temperature switch may be replaced with any device that is functionally equivalent or similar, such as a thermocouple-based switch, a thermal fuse, etc. In particular, the thermal fuse may be used in some cases where a non-reset function is required, which is advantageous in terms of cost.

The over-temperature switch unit 240 is substantially the same as or similar to the over-temperature switch unit 230. Therefore, a repetitive description thereof will be omitted for the sake of simplicity.

It should be noted that the number of over-temperature switch units of the present disclosure is not limited to the number shown in fig. 3; for example, only a single over-temperature switch unit 230 may be used, and three or more over-temperature switch units may be used.

In addition, referring further to fig. 3, the switch assembly 21a may include a time delay relay unit 250 and a temperature switch unit 260 (or afterburner temperature switch unit) connected in parallel with each other. This exemplary configuration of the time delay relay unit 250 and the temperature switch unit 260 serves to ensure that the fuel safety shut-off valve 110 is turned off when the temperature of the afterburner unit 180 falls below a preset afterburner temperature threshold to prevent the discharge of materials that should not be discharged, such as combustible gases (e.g. hydrocarbons, unconsumed hydrogen, etc.).

In addition to what has been described with reference to fig. 2, the afterburner unit 180 may be configured to directly combust non-exhaustible materials with excess air at a specific temperature, or may include a catalytic bed (not shown) for catalytically oxidizing or combusting the non-exhaustible materials with excess air.

The temperature switching unit 260 is configured to be switched off when the temperature of the afterburner unit 180 or the temperature of the afterburner catalyst bed is equal to or less than the auto-ignition temperature threshold, otherwise the temperature switching unit 260 is configured to be switched on. The time delay relay unit 250 is configured to be turned on for a preset time after the fuel cell system 10a is powered on, and to be turned off after the preset time is over.

If all of the aforementioned switch units 210 to 240 of fig. 3 are turned on, the time delay relay unit 250 provides a temporary electrical connection path to allow the power from the power supply node 120 to be supplied to the fuel safety shut-off valve 110 when the temperature of the afterburner unit 180 does not reach the autoignition temperature threshold and the temperature switch unit 260 remains in the off state.

The temperature switching unit 260 and the delay relay unit 250 constitute a afterburner switching part.

For example, as exemplarily shown in fig. 3 and 4A, during a period from T1 to T2, the delay relay unit 250 is turned on to activate the temporary path P1 between the terminal nodes N5 and N6 (see 410 of fig. 4A). In this case, if the temperature of the afterburner unit 180 gradually increases above the autoignition temperature threshold at a time Tab _ temp before the off time T2 of the time delay relay unit 250 (see 420 of fig. 4A), the temperature switch unit 260 is turned on at the time Tab _ temp (see 420 of fig. 4A), and activates the electrical connection path P2 between the terminal nodes N5 and N6. In other words, during the time period from T1 to Tab _ temp, path P1 is active across the time delay relay unit 250. During the time period from Tab _ temp to T2, the parallel paths P1 and P2 between end nodes N5 and N6 are active. During the period after T2, the time delay relay unit 250 is off, so only path P2 is active between end nodes N5 and N6. In this case, the path P2 becomes the main path for supplying power to the fuel safety shut-off valve 110.

Further, as exemplarily shown in FIG. 4B, if the temperature of the afterburner unit 180 does not reach the auto-ignition temperature threshold (see 460 of FIG. 4B) within the time period from T1 to T2, neither of the paths P1 and P2 are activated until the temperature of the afterburner unit 180 reaches the auto-ignition temperature threshold at time Tab _ temp' (e.g., 455 ℃ for propane; 246-280 ℃ for gasoline; 336 ℃ for diesel; 500 ℃ for hydrogen), thereby turning the temperature switching unit 260 ON. During the period from T2 to Tab _ temp', power is not supplied to the fuel safety cut valve 110, thereby cutting off the fuel flowing into the fuel cell system 10 a.

It should be appreciated that the above-described switching configuration and function provides a mechanism for supplying fuel to the fuel cell system 10a during the transition period from T1 to T2 until the afterburner unit 180 reaches a condition where it is able to process (e.g., combust) material that should not be exhausted. Referring again to fig. 4B, if the temperature of the afterburner unit 180 fails to reach the autoignition temperature before T2, the afterburner switching portion is operated to cut off power supply to the fuel safety shut-off valve 110 to prevent the discharge of material 199 that should not be discharged from the fuel cell system 10a until the temperature switching unit 260 is turned on at Tab _ temp'.

Referring again to fig. 3, the delay relay unit 250 may include a relay coil 251 and a normally open switch 252, and the configuration and function of the relay coil 251 and the normally open switch 252 are substantially the same as or similar to those of the flow switch unit 220 except that a timer start signal generating part 253 is used to provide a delay function. Therefore, a repetitive description thereof will be omitted for the sake of simplicity. The timer start signal generation portion 253 may generate a start signal for a preset time period (see, for example, T1 to T2 of fig. 4A) that is set by a fixed resistance and thus is not adjustable when the fuel cell system 10a is energized. When the start signal is received within the period P1 to P2, the relay coil 251 may be energized to close the normally open switch 252, thereby activating the electrical connection path P1. When the timer start signal ends after P2, the relay coil 251 is not energized, so that the normally open switch 252 is maintained in the open state, thereby deactivating the electrical connection path P1.

Still referring to fig. 3, the temperature switch unit 260 may include a relay coil 261 and a normally open switch 262, the relay coil 261 and the normally open switch 262 having substantially the same or similar configuration and function as the flow switch unit 220, except for the use of a Thermocouple (TC) device 263. Therefore, a repetitive description thereof will be omitted for the sake of simplicity. The temperature switching unit 260 may control its on or off operation using the output voltage of the thermocouple device 263 as an input. A thermocouple device 263 (e.g., a type K thermocouple) may be configured to sense a temperature around or within the afterburner unit 180 and output a voltage based on the sensed temperature level. Any type of temperature measuring device capable of withstanding high temperatures (e.g., 1200 ℃) may be substituted for thermocouple device 263.

When the voltage output from the thermocouple device 263 exceeds a preset voltage threshold, the relay coil 261 may be energized to close the normally open switch 262, thereby activating the electrical connection path P2. When the voltage output from the thermocouple device 263 is less than the preset voltage threshold, the power supply to the relay coil 261 may be insufficient, and thus the normally open switch 262 is opened and the electrical connection path P2 is deactivated.

For example, the temperature switching unit 260 may be configured to be turned on when the temperature measured by the thermocouple device is higher than a preset temperature threshold. If the thermocouple device 263 measures the temperature inside the afterburner unit 180, the temperature measured by the thermocouple device may correspond to the internal temperature of the afterburner unit 180, and thus the preset temperature threshold may be set to be equal to or greater than the ignition temperature of the afterburner unit 180 (e.g., 455 ℃ for propane). If the thermocouple device measures the temperature around the afterburner unit 180, the temperature measured by the thermocouple device may be lower than the internal temperature of the afterburner unit 180; for example, for propane, when the internal temperature of the afterburner unit 180 reaches the light-off temperature (e.g., 455 ℃), the temperature measured by the thermocouple device is 250 ℃, and thus, the temperature switch unit 260 may be configured to turn on when the temperature measured by the thermocouple device is equal to or higher than 250 ℃ (e.g., for propane, the preset temperature threshold is 250 ℃).

It should be noted that each of the switches 213, 223, 233, 243, and 263 includes a sensing portion (not shown) and a switching portion (not shown), wherein, in one example, the sensing portion is independently deployed at a particular location of interest (e.g., 30a, 31B, 32, 34, and 44 of fig. 2B) within or near the fuel cell system 10a, and the switching portion is independently assembled to the switch assembly 21 a; in another example, the switch may be disposed within or near fuel cell system 10a as a whole.

It should also be noted that the arrangement order of the switching units 210 to 240 and the afterburner switching section including the temperature switching unit 260 and the time delay relay unit 250 of fig. 3 is merely exemplary. They may be arranged and connected in any order different from that shown in fig. 3.

Referring further to fig. 3, when all of the switching units 210 to 240 are turned on and any one of the temperature switching unit 260 or the time delay relay unit 250 is turned on, an electrical connection is formed between the power supply node 120 and the fuel safety shut-off valve 110, thereby supplying fuel to the fuel cell system 10 a. When all environmental conditions related to the safety of the fuel cell system 10a satisfy the corresponding safety requirements, all the switching units 210 to 240 are turned on.

However, when at least one environmental condition fails to satisfy the corresponding requirement, the corresponding switching unit is turned off and the electrical connection between the power supply node 120 and the fuel safety shut-off valve 110 is deactivated, thereby shutting off the supply of fuel to the fuel cell system 10 a.

In one embodiment, as shown in fig. 3, the switch assembly 21a provides feedback signals FS1 through FS5, each indicating an operating state of a respective one of the switch cells 210 through 240 and 260. Accordingly, according to the feedback signals FS1 to FS5, a system or a user can determine whether a fault occurs and/or the occurrence position of the fault in the linear chain of the switching units 210 to 240 and 260. This feature facilitates troubleshooting of the system or user in the event of a failure. In one embodiment, the switch assembly 21a includes a troubleshooting portion 290. The troubleshooting portion 290 may receive feedback signals FS 1-FS 5. The troubleshooting portion 290 may include a memory (not shown) that stores information collected about the feedback signals FS1 through FS 5; displaying the information to a user; and/or process the collected information using one or more processors (not shown) to locate the fault.

As further shown in fig. 3 and 5, if the switching unit 210 is turned off, no feedback signals FS1 to FS5 are provided regardless of the respective switching states of the subsequent other switching units 220 to 240 and 260, since no current can flow through the switching unit 210. The character "X" shown in fig. 5 indicates a case where the switching state of the corresponding switching unit may be on or off. In addition, if the switching unit 210 is turned on but the switching unit 220 is turned off, the feedback signal FS1 is provided, but any one of FS2 to FS5 is not provided regardless of the respective switching states of the subsequent other switching units 230, 240, and 260 because no current can flow through the switching unit 220. Similarly, if the switching units 210 and 220 are turned on but the switching unit 230 is turned off, the feedback signals FS1 and FS2 are provided, but any one of FS3 to FS5 is not provided regardless of the respective switching states of the subsequent other switching units 240 and 260 because no current can flow through the switching unit 230. In addition, if the switching cells 210 to 230 are turned on but the switching cell 240 is turned off, the feedback signals FS1 to FS3 are provided, but any one of FS4 and FS5 is not provided regardless of the switching state of the subsequent another switching cell 260 because no current can flow through the switching cell 240. Further, if the switching units 210 to 240 are turned on but the switching unit 260 is turned off, the feedback signals FS1 to FS4 are provided, but the signal FS5 is not provided because no current can flow through the switching unit 260. Finally, when the switching units 210 to 240 and 260 are all turned on, the feedback signals FS1 to FS5 are provided.

Thus, for example, in the event of failure to receive signals FS 1-FS 5, a processor (not shown) or user of the troubleshooting portion 290 may determine that the switch unit 210 is turned off, whereby the portion (e.g., 30a) associated with the air flow rate may be checked. Similarly, where only signal FS1 is received, a processor or user may determine that switch cell 220 is turned off, whereby the portion associated with the differential pressure (e.g., 31a or 31B of fig. 2B) may be examined. Further, in the event that only signals FS1 and FS2 are received, the processor or user may determine that switch unit 230 is turned off, whereby the portion (e.g., 44 of fig. 2B) associated with the over-temperature (e.g., at location 44) may be checked. Further, in the event that only signals FS 1-FS 3 are received, the processor or user may determine that switch unit 240 is turned off, whereby the portion (e.g., 34 of fig. 2B) associated with an over-temperature (e.g., at location 34) may be checked. Still further, in the event that only signals FS 1-FS 4 are received, the processor or user may determine that the switch unit 260 and the delay unit 250 are turned off, whereby the portion associated with the afterburner temperature and/or the delay unit 250 itself (e.g., 32 of fig. 2B) may be checked. Finally, upon receiving all signals FS1 to FS5, the processor or user may determine that the fuel cell system 10a is functioning properly and that all environmental requirements regarding the safety of the fuel consuming device 10a are met.

Fig. 6 is a flowchart of a safety control method of the fuel cell system 10a of one embodiment of the present disclosure.

Referring now to fig. 3 and 6, the safety control method includes: turning on a blower (e.g., 730) (S600); and power is supplied from the power supply node (e.g., 120) to the input node (e.g., N1 of fig. 3) of the flow switching unit (e.g., 210) (S601). Further, it is determined at the flow switch unit whether the air flow rate associated with the amount of dilution air at a specific location (e.g., 30a of fig. 2B) of the fuel cell system 10a satisfies a preset flow rate requirement (S603). In one embodiment, the method includes initiating operation of a time delay relay unit (e.g., 250) at T1 (see fig. 4A) to activate an electrical connection between two terminals (e.g., N5 and N6) (S602), which is independent of step S601. The delay of the delay relay unit is ended at T2 (see fig. 4A) to disable the connection between the terminals (e.g., N5 and N6). In one embodiment, the preset flow rate requirement includes an air flow rate at a particular location (e.g., 30a) above a preset air flow rate threshold. If the air flow rate satisfies the preset air flow rate requirement (yes), the flow switch unit (e.g., 210) is turned on, and the power supplied from the power supply node 120 is fed to the input node (e.g., N3) of the pressure switch unit (e.g., 230) (S604). If the air flow rate does not satisfy the preset flow requirement (no), the flow switch unit is turned off, and the power to the fuel safety shutoff valve is cut off (S622), and the supply of fuel to the fuel cell system 10a is stopped (S624).

Further, the method comprises step S606: it is determined at the pressure switch unit whether the differential pressure between specific locations (e.g., 31a and 31B of fig. 2B) of the fuel cell system 10a meets a preset pressure requirement. In one embodiment, the preset pressure requirement includes a differential pressure between two separate locations (31a and 31b) being below a preset differential pressure threshold.

If the sensed pressure meets the preset pressure requirement (yes), the pressure switch unit is turned on and power is sent to the input node (e.g., N4) of the over temperature switch unit (e.g., 230) (S608). If the sensed pressure does not satisfy the pressure requirement (yes), the pressure switching unit is turned off, and the power to the fuel safety shutoff valve 110 is cut off (S622), and the supply of fuel to the fuel cell system 10a is stopped (S624).

In addition, the method includes step S610: it is determined at the over-temperature switching unit whether the temperature of a specific location (e.g., 34 of fig. 2B) of the fuel cell system 10a satisfies a preset temperature requirement. In one embodiment, the preset temperature requirement includes a sensed temperature at a particular location (e.g., 34 or 44) being less than a preset temperature threshold.

Location 44 may be a location where fuel cell system 10a exhausts the hot exhaust/dilution air mixture before the exhaust/dilution air mixture exits the housing of fuel cell system 10 a. Location 34 may correspond to the inlet manifold of CPOX unit 195.

For example, the preset temperature threshold may be set to 90 ℃ in consideration of a specific temperature limit on the material. However, in view of safety contact concerns, it may be appropriate to lower the preset temperature threshold, for example to 80 ℃, wherein for metal plates the temperature should be kept below 80 ℃ and for other materials the temperature should be kept at a lower value, depending on the rate of heat transfer of the material to the skin.

If the sensed temperature satisfies the preset temperature requirement (yes), the over temperature switching unit is turned on and power is supplied to an input node (e.g., N5) of the afterburner switching part including the time delay relay unit 250 and the temperature switching unit 260 (S612). If the detected temperature does not satisfy the preset temperature requirement (no), for example, if the temperature is equal to or higher than a preset temperature threshold, the over-temperature switching unit is shut off and the power to the fuel safety shut-off valve 110 is shut off (S622), and the supply of fuel to the fuel cell system 10a is stopped (S624).

In addition, the method further includes determining whether the delay of the delay relay unit 250 is still in progress (S614). If the delay is in progress (yes), the method proceeds to step S616 of supplying power to the power input node (e.g., N110 of fig. 2B) of the fuel safety shut-off valve 110 and step S618 of supplying fuel to the fuel cell system 10 a. However, if the delay of the delay relay unit is not performed (no), the method proceeds to step S620 where it is determined whether the temperature of the afterburner unit 180 meets the preset afterburner temperature requirement. In one embodiment, the preset afterburner temperature requirement includes the afterburner temperature being equal to or greater than a preset afterburner temperature threshold (e.g., auto-ignition temperature). If the sensed afterburner temperature meets the preset afterburner temperature requirement (yes), the method proceeds to steps S616 and S618 to supply fuel to the fuel cell system 10 a. Further, if the sensed afterburner temperature does not satisfy the preset afterburner temperature requirement (no), the method proceeds to steps S622 and S624 to stop the supply of fuel to the fuel cell system 10 a.

The present disclosure encompasses other specific forms of embodiments that do not depart from its spirit or essential characteristics. The foregoing embodiments are therefore to be considered in all respects illustrative rather than limiting of the disclosure described herein. The scope of the invention is, therefore, indicated by the appended claims rather than by the foregoing description, and all changes which come within the meaning and range of equivalency of the claims are intended to be embraced therein.