Nissan Motor Company Limited

Avl List Gmbh

Daiki Tanaka

Julian Makinson

Jörg Mathé

Tatsuya Yaguchi

Kensuke Sasaki

Jun Sugihara

Yuichi Shibukawa

Robert Pöschl

Atsuo Kawamura

Michael Reissig

Siegfried Hartwig

Kohei Aoyama

Robert PÖSCHL

The present invention relates to a method for shutting down a generator unit () comprising a fuel cell device () having the steps (a) shutdown of a current generation via a control unit (); (b) detection of at least one anode temperature of an anode () of the fuel cell device (), in particular during a cool-down process; (c) blocking of an escape of carbon monoxide from an anode chamber () in which the anode () is arranged at least partially, in particular, at least for the most part, completely, if the anode temperature is higher than the first limit temperature T; (d) at least partial removal of carbon monoxide from an anode chamber () in which the anode () is arranged at least in part, in particular, at least for the most part, completely, if the anode temperature falls below a first limit temperature T. The present invention further relates to a generator unit (), a vehicle having this generator unit () and a use of this generator unit ().

Method for shutting down a generator unit having a fuel cell device

The present invention relates to a generator unit () having a housing (), a fuel cell device (), which is arranged in an interior space () of the housing (), a gas-carrying duct () having an upstream opening () and a downstream opening (), a valve (), which is provided, in particular set up, to connect the interior space () to the duct () at least at times in a gas-carrying manner, a driving device (), which moves gas within the duct () from the upstream opening () to the downstream opening (), and a sensor device (), which is arranged in a downstream direction of the duct () starting from the valve () and is designed to detect at least one parameter of the gas. The present invention also relates to a method for monitoring a generator unit.

Generator unit having a fuel cell device, vehicle having a generator unit of this type and method for monitoring a generator unit

The present invention relates to a generator unit () comprising a housing () having at least one opening (), a fuel cell device, which is arranged in the housing (), a tail pipe device () having at least one exhaust pipe (), which is connected to the fuel cell device in a gas-carrying manner and extends through the opening () of the housing (), and an insulator (), which extends at least in an area between an outer wall of the exhaust pipe () and an edge of the opening () and, in particular, reduces, in particular, at least for the most part, prevents, heat transfer from the exhaust pipe () to the housing (). Furthermore, the present invention relates to a tail pipe device () for use in a generator unit () of the type described here.

Generator unit having a fuel cell device; vehicle having a generator unit of this type and tail pipe device for a generator unit

A vehicle system includes a motor, a first device connected to the motor and configured to supply the motor with power, a fuel cell connected to the first device and configured to charge the first device, a second device connected to the fuel cell, a first converter interposed between the fuel cell and the first device and configured to adjust a voltage from one of the fuel cell or the first device and to supply power to the other, a second converter interposed between the fuel cell and the second device and configured to adjust a voltage from the second device and to apply the adjusted voltage to the fuel cell, and a third converter interposed between the first device and the second device and configured to adjust a voltage from one of the first device or the second device and to supply power to the other.

Electrical vehicle system with converters to share power between fuel, cell, high voltage battery and low voltage battery

A fuel cell system includes: a first fuel cell stack; and a second fuel cell stack with lower output voltage than the first fuel cell stack, a pre-switching stack configured by the first fuel cell stack or the second fuel cell stack, a step-up stack configured by the first fuel cell stack or the second fuel cell stack, a post-switching stack configured by at least the first fuel cell stack, and steps up voltage of the step-up stack with the pre-switching stack connected to the load and then switches to a connection state where the post-switching stack is connected to the load.

Fuel cell system

An electricity converter for controlling an output of the fuel cell, a battery for storing electricity of the fuel cell, and a load device that operates by electricity of at least one of the fuel cell or the battery are included. Further provided is a controller that calculates current chargeable electricity of the battery, load device electricity currently consumed by the load device and current generable electricity of the fuel cell, and decreases the output of the fuel cell by the electricity converter when the generable electricity is equal-to or more-than a combined value of the chargeable electricity and the load device electricity.

Control device for fuel cell vehicle

A soft switching system DC-DC converter includes a switching element, a transformer or a reactor, and a controller configured to control a switching operation of the switching element; and carries out the switching operation of the switching element in a state that a voltage or a current to be applied to the switching element is zero. In a case where a required output value of the DC-DC converter is lower than the minimum output over which soft switching is established, the controller controls the operation of the switching element so that an operation period in which an output of the DC-DC converter becomes the minimum output or higher and a stop period in which the output becomes zero are alternately repeated.

DC-DC converter and control method thereof

An electric motor () of the present invention includes: a stator (); a rotor () axially supported to a rotational shaft () in such a configuration as to rotate relative to the stator (), the rotor () being adapted to be cooled by a cooling medium (L); a cooling medium storing portion () disposed on the stator () side and storing therein () the cooling medium (L); and a cooling medium channel () for leading the cooling medium (L) from the cooling medium storing portion () to the rotor (), wherein a discharge port () for discharging the cooling medium (L) of the cooling medium channel () is disposed close to a rotational portion () of the rotor (), the cooling medium storing portion () is disposed lower than the discharge port (), and a negative pressure caused between the rotor () and the discharge port () sucks the cooling medium (L) in the cooling medium storing portion ().

Electric motor

An electric motor includes a stator, at least one rotor, an output shaft engaged with the at least one rotor, and a contact area changing device configured to change an area of contact between the at least one rotor and the output shaft, wherein the area of contact between the at least one rotor and the output shaft affects a characteristic resonant frequency of the at least one rotor. A method to reduce vibrations in an electric motor includes engaging an output shaft into at least one rotor, rotating the output shaft and the at least one rotor with respect to a stator, changing an area of contact between the at least one rotor and a radial protrusion of the output shaft, and shifting the resonant frequency of the at least one rotor with the changed area of contact.

Axial gap-type electric motor

A four-wheel drive system for a hybrid vehicle includes at least two motor-generators and a single engine connected to a differential having multiple degrees of freedom. In some embodiments, by adjusting the outputs of the motor-generators, a controller allocates power from the engine, to or from each of the motor-generators, to the front wheels and to the rear wheels, each of which is connected to an element of the differential. The relationship between the elements of the differential is represented by an alignment chart of the differential.

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Kawasaki, Japan

Daiki Tanaka