JP2001266914A - Fuel cell system - Google Patents
Fuel cell systemInfo
- Publication number
- JP2001266914A JP2001266914A JP2000083265A JP2000083265A JP2001266914A JP 2001266914 A JP2001266914 A JP 2001266914A JP 2000083265 A JP2000083265 A JP 2000083265A JP 2000083265 A JP2000083265 A JP 2000083265A JP 2001266914 A JP2001266914 A JP 2001266914A
- Authority
- JP
- Japan
- Prior art keywords
- fuel cell
- cooling
- temperature
- path
- cooling water
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Withdrawn
Links
- 239000000446 fuel Substances 0.000 title claims abstract description 99
- 238000001816 cooling Methods 0.000 claims abstract description 97
- UFHFLCQGNIYNRP-UHFFFAOYSA-N Hydrogen Chemical compound [H][H] UFHFLCQGNIYNRP-UHFFFAOYSA-N 0.000 claims abstract description 11
- 239000001257 hydrogen Substances 0.000 claims abstract description 11
- 229910052739 hydrogen Inorganic materials 0.000 claims abstract description 11
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 claims abstract description 7
- 239000001301 oxygen Substances 0.000 claims abstract description 7
- 229910052760 oxygen Inorganic materials 0.000 claims abstract description 7
- 230000001052 transient effect Effects 0.000 abstract description 6
- 238000006243 chemical reaction Methods 0.000 abstract description 4
- 238000010438 heat treatment Methods 0.000 abstract 5
- 239000000498 cooling water Substances 0.000 description 50
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 8
- 230000020169 heat generation Effects 0.000 description 4
- 230000007613 environmental effect Effects 0.000 description 3
- 239000012530 fluid Substances 0.000 description 3
- 238000010248 power generation Methods 0.000 description 3
- 238000010586 diagram Methods 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 102100034542 Acyl-CoA (8-3)-desaturase Human genes 0.000 description 1
- 101000848239 Homo sapiens Acyl-CoA (8-3)-desaturase Proteins 0.000 description 1
- 230000001276 controlling effect Effects 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 239000005518 polymer electrolyte Substances 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
- 239000007787 solid Substances 0.000 description 1
- 238000011144 upstream manufacturing Methods 0.000 description 1
Classifications
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
- Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02E60/30—Hydrogen technology
- Y02E60/50—Fuel cells
Landscapes
- Electric Propulsion And Braking For Vehicles (AREA)
- Fuel Cell (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、冷却系の冷却能力
を向上を図る燃料電池システムに関する。The present invention relates to a fuel cell system for improving the cooling capacity of a cooling system.
【０００２】[0002]
【従来の技術】従来より、水素と酸素（空気）との化学
反応を利用して発電を行う燃料電池（ＦＣスタック）を
備えた燃料電池システムが知られており、燃料電池で
は、発電時の化学反応によって発熱が起こる。2. Description of the Related Art Conventionally, there is known a fuel cell system including a fuel cell (FC stack) for generating electric power by utilizing a chemical reaction between hydrogen and oxygen (air). An exotherm occurs due to a chemical reaction.
【０００３】燃料電池は、作動時において発電効率のた
めに定温（例えば８０℃程度）に維持することが必要で
あるため、発電時に発生する熱のほとんどを冷却水等の
流体（熱媒体）を介してラジエータ（冷却手段）により
大気に放出している。燃料電池の出力増大に伴う発熱量
増大に対しては、ラジエータの冷却能力を冷却水流量お
よび送風量を増大することで対応している。Since a fuel cell needs to be maintained at a constant temperature (for example, about 80 ° C.) for power generation efficiency during operation, most of the heat generated at the time of power generation is transferred to a fluid (heat medium) such as cooling water. The air is discharged to the atmosphere by a radiator (cooling means). An increase in the amount of heat generated by an increase in the output of the fuel cell is handled by increasing the cooling capacity of the radiator by increasing the flow rate of the cooling water and the amount of blown air.
【０００４】[0004]
【発明が解決しようとする課題】燃料電池では急激な出
力増大によって過渡的に発熱量が増大する場合がある。
しかし、従来のラジエータでは瞬時に低温の冷却水を作
り出すことは不可能であり、ラジエータ能力増大には時
間的な遅れが生ずるため、過渡的な発熱量増大にラジエ
ータの冷却能力を追従させることは困難である。このた
め、このような過渡的な発熱量増大が発生すると燃料電
池の定温維持を図ることができず、燃料電池の安定出力
を得ることができなくなるという問題がある。In a fuel cell, the amount of heat generated may transiently increase due to a sudden increase in output.
However, it is impossible to generate low-temperature cooling water instantaneously with a conventional radiator, and there is a time delay in increasing the radiator capacity.Therefore, it is not possible to make the cooling capacity of the radiator follow a transient increase in the amount of heat generated. Have difficulty. For this reason, if such a transient increase in the amount of generated heat occurs, the constant temperature of the fuel cell cannot be maintained, and there is a problem that a stable output of the fuel cell cannot be obtained.
【０００５】また、一般的にラジエータの性能は、上記
ファンの送風量、冷却水流量に加えてラジエータ自身の
体格によってほぼ決定する。しかし、燃料電池を例えば
車両の駆動電源として適用する場合には車両搭載スペー
スの制限によりラジエータ小型化の要求があり、ラジエ
ータの能力増大を体格増大によって行うことは困難であ
る。In general, the performance of a radiator is substantially determined by the size of the radiator itself in addition to the amount of air blown by the fan and the flow rate of cooling water. However, when a fuel cell is applied as a drive power source for a vehicle, for example, there is a demand for a smaller radiator due to a limitation of a vehicle mounting space, and it is difficult to increase the capacity of the radiator by increasing the physical size.
【０００６】さらに、ラジエータは、周囲の環境温度に
より送風空温度が決定されるため、冷却能力は環境温度
に左右される。このため、ラジエータ周囲の環境温度が
高く気水温度差をとれない場合などには、必要な冷却を
行うことができないことがある。[0006] Further, in the radiator, since the air temperature is determined by the surrounding environment temperature, the cooling capacity depends on the environment temperature. For this reason, when the ambient temperature around the radiator is high and the air-water temperature difference cannot be obtained, necessary cooling may not be performed in some cases.
【０００７】本発明は、上記問題点に鑑み、燃料電池の
高出力時における過渡的な発熱量増大に対して、確実に
燃料電池の冷却を行うことのできる燃料電池システムを
提供するとともに、環境温度に冷却能力が影響されず、
さらにラジエータ（冷却手段）の必要冷却能力を低減す
ることを目的とする。SUMMARY OF THE INVENTION In view of the above problems, the present invention provides a fuel cell system capable of reliably cooling a fuel cell against a transient increase in the amount of heat generated at the time of high output of the fuel cell. Cooling capacity is not affected by temperature,
It is another object of the present invention to reduce the required cooling capacity of the radiator (cooling means).
【０００８】[0008]
【課題を解決するための手段】上記目的を達成するた
め、請求項１に記載の発明では、水素と酸素とを化学反
応させて電力を得る燃料電池（１）と、燃料電池（１）
を循環する第１の熱媒体を保持しており、燃料電池
（１）にて発生した熱を系外に放出する冷却手段（１
１）を備える主冷却用経路（１０）と、第１の熱媒体よ
り低温の第２の熱媒体を保持している補助冷却用経路
（２０）とを備え、燃料電池（１）の出力に応じて、第
２熱媒体を主冷却用経路（１０）に流入させ、第１熱媒
体と第２熱媒体とを混合して燃料電池（１）に循環させ
ることを特徴としている。To achieve the above object, according to the first aspect of the present invention, a fuel cell (1) for obtaining electric power by chemically reacting hydrogen and oxygen, and a fuel cell (1)
Cooling means (1) which holds a first heat medium circulating through the fuel cell and discharges heat generated in the fuel cell (1) to the outside of the system.
1), a main cooling path (10) having a lower temperature than the first heat medium, and an auxiliary cooling path (20) holding a second heat medium. Accordingly, the second heat medium flows into the main cooling path (10), and the first heat medium and the second heat medium are mixed and circulated through the fuel cell (1).
【０００９】これにより、燃料電池（１）の出力が急激
に増大して、瞬時に燃料電池（１）の冷却量を増大させ
る必要がある場合にも、燃料電池（１）を効果的に冷却
することができる。また、補助冷却用経路（２０）に低
温の第２冷却水を予め用意しておくことで、冷却手段
（１１）のみによる冷却とは異なり、環境温度（気水温
度差）に影響されない燃料電池（１）の冷却が可能とな
る。従って、燃料電池（１）の過渡的な発熱量増大に追
従した燃料電池（１）の高速冷却が可能となり、燃料電
池（１）の定温維持が容易に図ることができ、燃料電池
（１）の高出力時においても安定出力を得ることができ
る。Thus, even when the output of the fuel cell (1) is rapidly increased and the amount of cooling of the fuel cell (1) needs to be increased instantaneously, the fuel cell (1) is effectively cooled. can do. Also, by preparing low-temperature second cooling water in advance in the auxiliary cooling path (20), unlike the cooling using only the cooling means (11), the fuel cell which is not affected by the environmental temperature (gas-water temperature difference). The cooling of (1) becomes possible. Therefore, high-speed cooling of the fuel cell (1) following the transient increase in the calorific value of the fuel cell (1) becomes possible, and the constant temperature of the fuel cell (1) can be easily maintained. , A stable output can be obtained even when the output is high.
【００１０】さらに、燃料電池（１）の高出力時に対応
した冷却手段（１１）を必要としないため、主冷却経路
（１０）における冷却手段（１１）の必要冷却能力を軽
減することができ、冷却手段（１１）の必要体格を小さ
くすることが可能となる。Furthermore, since the cooling means (11) corresponding to the high output of the fuel cell (1) is not required, the required cooling capacity of the cooling means (11) in the main cooling path (10) can be reduced. The required size of the cooling means (11) can be reduced.
【００１１】また、請求項２に記載の発明は、燃料電池
（１）の出力に応じて、第１熱媒体と第２熱媒体との混
合割合を制御する制御装置（３０）を備えることを特徴
としている。Further, the invention according to claim 2 includes a control device (30) for controlling a mixing ratio of the first heat medium and the second heat medium according to the output of the fuel cell (1). Features.
【００１２】なお、上記各手段の括弧内の符号は、後述
する実施形態に記載の具体的手段との対応関係を示すも
のである。The reference numerals in parentheses of the above-mentioned means indicate the correspondence with the concrete means described in the embodiments described later.
【００１３】[0013]
【発明の実施の形態】以下、本発明を適用した実施形態
を図１〜３に基づいて説明する。図１は本実施形態の燃
料電池システムの概略構成を示している。図１に示すよ
うに、本実施形態の燃料電池システムは、水素と酸素と
の化学反応を利用して電力を発生する燃料電池（ＦＣス
タック）１を備えている。この燃料電池１は、走行用電
動モータやバッテリ等の電気機器に電力を供給するもの
である。本実施形態では燃料電池１として固体高分子電
解質型燃料電池を用いている。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment to which the present invention is applied will be described below with reference to FIGS. FIG. 1 shows a schematic configuration of the fuel cell system of the present embodiment. As shown in FIG. 1, the fuel cell system according to the present embodiment includes a fuel cell (FC stack) 1 that generates electric power using a chemical reaction between hydrogen and oxygen. The fuel cell 1 supplies electric power to an electric device such as a traveling electric motor or a battery. In this embodiment, a solid polymer electrolyte fuel cell is used as the fuel cell 1.
【００１４】燃料電池１には、空気通路２を介して空気
（酸素）が供給され、水素通路３を介して水素タンク４
から水素が供給されるように構成されている。空気通路
２および水素通路３には、空気等を供給するための供給
ポンプ５、６と、空気等の供給を調整する弁７、８が設
けられている。The fuel cell 1 is supplied with air (oxygen) through an air passage 2 and a hydrogen tank 4 through a hydrogen passage 3.
Is configured to supply hydrogen. The air passage 2 and the hydrogen passage 3 are provided with supply pumps 5 and 6 for supplying air and the like, and valves 7 and 8 for adjusting the supply of the air and the like.
【００１５】図１中黒線で示すように燃料電池システム
には、燃料電池１を冷却するための主冷却用経路１０が
設けられている。主冷却用経路１０には、例えば冷却水
のような流体（第１の熱媒体）が循環している。主冷却
用経路１０にはファンを備えたラジエータ（冷却手段）
１１が備えられており、燃料電池１における発熱は第１
冷却水を介してラジエータ１１で系外に放出される。As shown by the black line in FIG. 1, the fuel cell system is provided with a main cooling path 10 for cooling the fuel cell 1. A fluid (a first heat medium) such as, for example, cooling water is circulating in the main cooling path 10. Radiator (cooling means) having a fan in the main cooling path 10
11 is provided, and the heat generation in the fuel cell 1 is the first
It is discharged outside the system by the radiator 11 via the cooling water.
【００１６】また、主冷却経路１０には、第１冷却水が
ラジエータ１１をバイパスするためのバイパス経路１２
が設けられている。三方弁１３により、第１冷却水のラ
ジエータ１１またはバイパス通路１２への流量配分が調
整される。主冷却経路１０における燃料電池１の下流側
には、燃料電池１の発熱量（温度）を検出するための第
１温度センサ１４が設けられている。燃料電池１本体の
温度を直接検出するのは難しいため、本実施形態では燃
料電池１の温度として燃料電池１出口における第１冷却
水温度Ｔｗ１を検出している。The main cooling passage 10 has a bypass passage 12 through which the first cooling water bypasses the radiator 11.
Is provided. The three-way valve 13 regulates the flow rate distribution of the first cooling water to the radiator 11 or the bypass passage 12. A first temperature sensor 14 for detecting a calorific value (temperature) of the fuel cell 1 is provided downstream of the fuel cell 1 in the main cooling path 10. Since it is difficult to directly detect the temperature of the fuel cell 1 main body, in this embodiment, the first cooling water temperature Tw1 at the outlet of the fuel cell 1 is detected as the temperature of the fuel cell 1.
【００１７】第１温度センサ１４の下流側には、主冷却
経路１０を循環する第１冷却水の流量を調整するための
ウォータポンプ１５が設けられている。さらにウォータ
ポンプの下流側には、第１冷却水の流れを主冷却用経路
１０と後述の補助冷却用経路２０に切り替える三方弁１
６が設けられている。Downstream of the first temperature sensor 14, a water pump 15 for adjusting the flow rate of the first cooling water circulating in the main cooling path 10 is provided. Further, downstream of the water pump, a three-way valve 1 for switching the flow of the first cooling water between a main cooling path 10 and an auxiliary cooling path 20 described later.
6 are provided.
【００１８】図１中白抜き線で示すように、燃料電池シ
ステムには例えば冷却水のような流体（第２の熱媒体）
を保持している補助冷却用経路２０が設けられている。
この第２冷却水は、主冷却用経路１０に保持されている
第１冷却水より低温となるように構成されている。補助
冷却用経路２０は、主冷却用経路１０と燃料電池１の上
流側で合流し、燃料電池１の下流側における三方弁１６
から分岐している。本実施形態では、第２冷却水の温度
は例えば２０℃の環境温度としている。As shown by a white line in FIG. 1, a fluid (a second heat medium) such as cooling water is provided in the fuel cell system.
Are provided.
The second cooling water is configured to be lower in temperature than the first cooling water held in the main cooling passage 10. The auxiliary cooling path 20 joins the main cooling path 10 on the upstream side of the fuel cell 1 and the three-way valve 16 on the downstream side of the fuel cell 1.
Branches from. In the present embodiment, the temperature of the second cooling water is set to, for example, an environmental temperature of 20 ° C.
【００１９】このような構成により、燃料電池１におい
て急激な出力増大に伴う急激な発熱が起こった場合に、
補助冷却用経路２０に保持された低温の第２冷却水を、
第１冷却経路１０内を循環する主冷却経路１０に混入し
て冷却量を急激に増大させることが可能となる。With this configuration, when a rapid heat generation occurs in the fuel cell 1 due to a sudden increase in output,
The low-temperature second cooling water held in the auxiliary cooling path 20 is
It becomes possible to rapidly increase the cooling amount by mixing into the main cooling passage 10 circulating in the first cooling passage 10.
【００２０】補助冷却用経路２０における三方弁１６の
下流側には、補助冷却用経路２０における冷却水の循環
を調整する弁２１が設けられている。補助冷却経路２０
には、第２冷却水を予め低温にしておくためのラジエー
タ（冷却手段）２２が設けられている。また、補助冷却
経路２０には、第２冷却水が燃料電池１をバイパスする
バイパス経路２３が設けられている。三方弁２４により
補助冷却用経路２０においてラジエータ２２側とバイパ
ス経路２３側とで閉ループを形成し、ラジエータ２２に
て第２冷却水を予め冷却しておくことができる。バイパ
ス経路２３には第２冷却水を循環させるためのウォータ
ポンプ２５が設けられている。三方弁２４の下流側に
は、第２冷却水の温度Ｔｗ２を検出する第２温度センサ
２６が設けられている。On the downstream side of the three-way valve 16 in the auxiliary cooling passage 20, a valve 21 for regulating the circulation of the cooling water in the auxiliary cooling passage 20 is provided. Auxiliary cooling path 20
Is provided with a radiator (cooling means) 22 for keeping the second cooling water at a low temperature in advance. In addition, the auxiliary cooling path 20 is provided with a bypass path 23 through which the second cooling water bypasses the fuel cell 1. The three-way valve 24 can form a closed loop between the radiator 22 and the bypass path 23 in the auxiliary cooling path 20, and the radiator 22 can cool the second cooling water in advance. The bypass passage 23 is provided with a water pump 25 for circulating the second cooling water. Downstream of the three-way valve 24, a second temperature sensor 26 that detects the temperature Tw2 of the second cooling water is provided.
【００２１】図２は本実施形態における燃料電池システ
ムの制御系を示している。本実施形態の燃料電池システ
ムは、図２に示す制御装置（ＥＣＵ）３０を備えてい
る。ＥＣＵ３０には温度センサ１３、２６からセンサ値
Ｔｗ１、Ｔｗ２が入力され、ＥＣＵ３０はこれらセンサ
値に基づいて各種機器５〜８、１４〜１６、２２、２
４、２５の制御を行う。FIG. 2 shows a control system of the fuel cell system according to this embodiment. The fuel cell system according to the present embodiment includes a control device (ECU) 30 shown in FIG. Sensor values Tw1 and Tw2 are input from the temperature sensors 13 and 26 to the ECU 30, and the ECU 30 determines various devices 5 to 8, 14 to 16, 22, and 2 based on these sensor values.
4 and 25 are controlled.
【００２２】以下、図３のフローチャートに基づいて燃
料電池システムの作動について説明する。まず、燃料電
池１に空気（酸素）と水素を供給を開始する（Ｓ１
０）。これにより燃料電池１では、発電とこれに伴う発
熱が起こる。燃料電池１では、作動時に安定出力を得る
ために燃料電池１本体を定温（８０℃程度）に維持する
必要がある。このため、本実施形態の燃料電池システム
では、燃料電池１の出力（発熱量）に応じて主冷却用経
路１０のみ、あるいは主冷却用経路１０に補助冷却用経
路２０を併用して燃料電池１の冷却を行う。Hereinafter, the operation of the fuel cell system will be described with reference to the flowchart of FIG. First, supply of air (oxygen) and hydrogen to the fuel cell 1 is started (S1).
0). As a result, in the fuel cell 1, power generation and accompanying heat generation occur. In the fuel cell 1, the main body of the fuel cell 1 needs to be maintained at a constant temperature (about 80 ° C.) in order to obtain a stable output during operation. For this reason, in the fuel cell system of the present embodiment, the fuel cell 1 includes only the main cooling path 10 or the auxiliary cooling path 20 in combination with the main cooling path 10 according to the output (heat generation) of the fuel cell 1. To cool down.
【００２３】そこで、第１温度センサ１４にて燃料電池
１出口における第１冷却水温度Ｔｗ１を検出すること
で、間接的に燃料電池１の温度を得て（Ｓ１１）、主冷
却用経路１０のみで燃料電池１の冷却を行うことのでき
るか否か、具体的にはＴｗ１が第１所定温度Ｔ１（例え
ば９０℃）を超えているか否かを判定する（Ｓ１２）。
主冷却用経路１０のみで冷却可能な場合には（Ｔｗ１＜
Ｔ１）、三方弁１６を矢印Ａ方向に切り替えるとともに
弁２１を閉じて、主冷却用経路１０にて燃料電池１の冷
却を行う（Ｓ１３）。制御装置３０は、燃料電池１の冷
却の必要レベル（Ｔｗ１温度）に応じて、ウォータポン
プ１５による第１冷却水の流量調整、三方弁１３による
ラジエータ１１（矢印Ｂ方向）とバイパス通路１２（矢
印Ｃ方向）への流量配分調整、ファンによるラジエータ
１１の冷却能力調整を行い、燃料電池１の冷却量を制御
する。このとき第１冷却水の温度は７０℃程度に調整さ
れる。その後ステップＳ１１に戻る。Therefore, by detecting the first cooling water temperature Tw1 at the outlet of the fuel cell 1 by the first temperature sensor 14, the temperature of the fuel cell 1 is obtained indirectly (S11), and only the main cooling path 10 is provided. Then, it is determined whether or not the fuel cell 1 can be cooled, specifically, whether Tw1 exceeds a first predetermined temperature T1 (for example, 90 ° C.) (S12).
If cooling is possible only with the main cooling path 10, (Tw1 <
T1) The three-way valve 16 is switched in the direction of arrow A, the valve 21 is closed, and the fuel cell 1 is cooled in the main cooling path 10 (S13). The control device 30 adjusts the flow rate of the first cooling water by the water pump 15, the radiator 11 (in the direction of arrow B) by the three-way valve 13, and the bypass passage 12 (in accordance with the arrow) in accordance with the required cooling level (Tw1 temperature) of the fuel cell 1. The cooling amount of the fuel cell 1 is controlled by adjusting the flow distribution in the C direction) and adjusting the cooling capacity of the radiator 11 by the fan. At this time, the temperature of the first cooling water is adjusted to about 70 ° C. Then, the process returns to step S11.
【００２４】一方、燃料電池１の瞬間的な出力増大等に
よって燃料電池１の発熱量が増大し、主冷却用経路１０
のみでは燃料電池１の冷却を行うことができない場合に
は（Ｔｗ１＞Ｔ１）、三方弁１６を矢印Ａ、Ｄ方向に切
り替えるとともに弁２１を開く。これにより、第２冷却
水は矢印Ｅ方向に流れ、主冷却用経路１０を循環する第
１冷却水（７０℃程度）に補助冷却用経路２０から低温
の第２冷却水（２０℃程度）が流入して、４０℃程度の
冷却水を得ることができ、燃料電池１の瞬間的な冷却に
対応することができる（Ｓ１６）。このとき、制御装置
３０は、燃料電池１の冷却の必要レベル（Ｔｗ１温度）
に応じて、主冷却用経路１０への第２冷却水の流入量
（第１冷却水とより低温の第２冷却水との混合割合）の
調整を行う。これにより、任意の温度の冷却水を作るこ
とができる。On the other hand, the amount of heat generated by the fuel cell 1 increases due to an instantaneous increase in output of the fuel cell 1 and the like, and the main cooling path 10
If the cooling of the fuel cell 1 cannot be performed only by using only (Tw1> T1), the three-way valve 16 is switched in the directions of arrows A and D and the valve 21 is opened. As a result, the second cooling water flows in the direction of arrow E, and the low-temperature second cooling water (about 20 ° C.) flows from the auxiliary cooling path 20 to the first cooling water (about 70 ° C.) circulating through the main cooling path 10. By flowing in, cooling water of about 40 ° C. can be obtained, which can correspond to instantaneous cooling of the fuel cell 1 (S16). At this time, the control device 30 determines the required level of cooling of the fuel cell 1 (Tw1 temperature).
The flow rate of the second cooling water into the main cooling path 10 (the mixing ratio of the first cooling water and the lower-temperature second cooling water) is adjusted in accordance with the above. Thereby, cooling water of any temperature can be produced.
【００２５】次に、再び燃料電池出口温度Ｔｗ１を検出
し（Ｓ１７）、Ｔｗ１が主冷却用経路１０のみで冷却可
能な第１所定温度Ｔ１（例えば９０℃）より高いか否か
を判定する（Ｓ１８）。主冷却用経路１０のみで冷却不
可能であれば（Ｔｗ１＞Ｔ１）、ステップＳ１６に戻っ
て、主冷却用経路１０への第２冷却水の混入を継続す
る。一方、燃料電池１の出力が定常状態に達するかある
いは低出力となって、主冷却用経路１０のみで冷却可能
となれば（Ｔｗ１＜Ｔ１）、三方弁１６を矢印Ａ方向に
切り替えるとともに弁２１を閉じて、主冷却用経路１０
への第２冷却水の混入を停止する（Ｓ１９）。Next, the fuel cell outlet temperature Tw1 is detected again (S17), and it is determined whether or not Tw1 is higher than a first predetermined temperature T1 (for example, 90 ° C.) that can be cooled only by the main cooling path 10 (for example, 90 ° C.). S18). If cooling is impossible only with the main cooling path 10 (Tw1> T1), the process returns to step S16, and the mixing of the second cooling water into the main cooling path 10 is continued. On the other hand, if the output of the fuel cell 1 reaches a steady state or becomes low and cooling can be performed only by the main cooling path 10 (Tw1 <T1), the three-way valve 16 is switched in the direction of arrow A and the valve 21 is switched. To close the main cooling passage 10
The mixing of the second cooling water into the cooling water is stopped (S19).
【００２６】上記の燃料電池１出力増大時に、補助冷用
却経路２０内の第２冷却水は、減少しているかあるいは
温度が高くなっているため、次の燃料電池１の出力増大
時に備えて補助冷却経路２０内に低温の第２冷却水を予
め用意しておく必要がある。When the output of the fuel cell 1 is increased, the second cooling water in the auxiliary cooling passage 20 is decreasing or the temperature is high. It is necessary to prepare low-temperature second cooling water in the auxiliary cooling path 20 in advance.
【００２７】そこで、第２温度センサ２６で第２冷却水
の温度Ｔｗ２を検出し（Ｓ２０）、第２冷却水の冷却が
必要な第２所定温度Ｔ２（例えば２０℃）より高いか否
かを判定する（Ｓ２１）。第２冷却水の冷却が必要であ
れば（Ｔｗ２＞Ｔ２）、三方弁２４により補助冷却用経
路２０を閉ループにしてウォータポンプ２５作動させ、
第２冷却水が矢印Ｆ、Ｇ方向に流れるようにし、第２冷
却水をラジエータ２２で冷却する（Ｓ２２）。その後、
第２冷却水の温度Ｔｗ２が、所定温度Ｔ２より低くなる
まで第２冷却水の冷却が継続される（Ｓ２０〜Ｓ２
２）。第２冷却水の冷却が必要なくなれば（Ｔｗ２＜Ｔ
２）、上記ステップＳ１２に戻る。Therefore, the temperature Tw2 of the second cooling water is detected by the second temperature sensor 26 (S20), and it is determined whether or not the temperature Tw2 is higher than a second predetermined temperature T2 (for example, 20 ° C.) which requires cooling of the second cooling water. A determination is made (S21). If the second cooling water needs to be cooled (Tw2> T2), the three-way valve 24 makes the auxiliary cooling path 20 a closed loop, and the water pump 25 is operated.
The second cooling water is caused to flow in the directions of arrows F and G, and the second cooling water is cooled by the radiator 22 (S22). afterwards,
The cooling of the second cooling water is continued until the temperature Tw2 of the second cooling water becomes lower than the predetermined temperature T2 (S20 to S2).
2). If the cooling of the second cooling water becomes unnecessary (Tw2 <T
2) Return to step S12.
【００２８】以上、本実施形態の燃料電池システムのよ
うに、主冷却用経路１０に加えて低温の第２冷却水を保
持した補助冷却用経路２０を設けることにより、燃料電
池１の出力が急激に増大して、瞬時に燃料電池１の冷却
量を増大させる必要がある場合にも、補助冷却経路２０
から第２冷却水を主冷却経路１０に供給することで燃料
電池１を効果的に冷却することができる。また、補助冷
却用経路２０に低温の第２冷却水を予め用意しておくこ
とで、ラジエータ１１のみによる冷却とは異なり、環境
温度（気水温度差）に影響されない燃料電池の冷却が可
能となる。As described above, as in the fuel cell system according to the present embodiment, by providing the auxiliary cooling path 20 holding the low-temperature second cooling water in addition to the main cooling path 10, the output of the fuel cell 1 is rapidly increased. When the amount of cooling of the fuel cell 1 needs to be increased instantaneously,
By supplying the second cooling water to the main cooling path 10, the fuel cell 1 can be cooled effectively. In addition, by preparing low-temperature second cooling water in the auxiliary cooling path 20 in advance, unlike the cooling using only the radiator 11, it is possible to cool the fuel cell that is not affected by the environmental temperature (the gas-water temperature difference). Become.
【００２９】これにより、燃料電池１の過渡的な発熱量
増大に追従した燃料電池１の高速冷却が可能となり、燃
料電池１の定温維持が容易に図ることができ、燃料電池
１の高出力時においても安定出力を得ることができる。As a result, the fuel cell 1 can be cooled at a high speed following a transient increase in the amount of heat generated by the fuel cell 1, and the constant temperature of the fuel cell 1 can be easily maintained. , A stable output can be obtained.
【００３０】さらに、燃料電池１の高出力時に対応した
ラジエータ１１を必要としないため、主冷却経路１０に
おけるラジエータ１１の必要冷却能力を軽減することが
でき、ラジエータ１１の必要体格を小さくすることが可
能となる。従って車載搭載性の面で有利になる。Further, since the radiator 11 corresponding to the high output of the fuel cell 1 is not required, the required cooling capacity of the radiator 11 in the main cooling path 10 can be reduced, and the required size of the radiator 11 can be reduced. It becomes possible. Therefore, it is advantageous in terms of in-vehicle mountability.
【図１】上記実施形態における燃料電池システムの概略
構成を示す概念図である。FIG. 1 is a conceptual diagram showing a schematic configuration of a fuel cell system in the embodiment.
【図２】上記実施形態における燃料電池システムの制御
系の説明図である。FIG. 2 is an explanatory diagram of a control system of the fuel cell system in the embodiment.
【図３】図１の燃料電池システムの作動を示すフローチ
ャートである。FIG. 3 is a flowchart showing the operation of the fuel cell system of FIG.
１…燃料電池、２…空気通路、３…水素通路、１０…主
冷却用経路、１１…ラジエータ（冷却手段）、２０…補
助冷却用経路、３０…制御装置。DESCRIPTION OF SYMBOLS 1 ... Fuel cell, 2 ... Air passage, 3 ... Hydrogen passage, 10 ... Main cooling path, 11 ... Radiator (cooling means), 20 ... Auxiliary cooling path, 30 ... Control device.
フロントページの続き (72)発明者 岡本 邦夫 愛知県刈谷市昭和町１丁目１番地 株式会 社デンソー内 Ｆターム(参考） 5H027 AA02 CC06 KK48 MM16 5H115 PG04 PI18 PI29 PU01 TI10 TO05 TR19 TU12 UI29 UI30Continued on the front page (72) Inventor Kunio Okamoto 1-1-1, Showa-cho, Kariya-shi, Aichi F-term in Denso Corporation (Reference) 5H027 AA02 CC06 KK48 MM16 5H115 PG04 PI18 PI29 PU01 TI10 TO05 TR19 TU12 UI29 UI30
Claims (2)
る燃料電池（１）と、 前記燃料電池（１）を循環する第１の熱媒体を保持して
おり、前記燃料電池（１）にて発生した熱を系外に放出
する冷却手段（１１）を備える主冷却用経路（１０）
と、 前記第１の熱媒体より低温の第２の熱媒体を保持してい
る補助冷却用経路（２０）とを備え、 前記燃料電池（１）の出力に応じて、前記第２の熱媒体
を前記主冷却用経路（１０）に流入させ、前記第１の熱
媒体と前記第２の熱媒体とを混合して前記燃料電池
（１）に循環させることを特徴とする燃料電池システ
ム。1. A fuel cell (1) that obtains electric power by chemically reacting hydrogen and oxygen, and a first heat medium that circulates through the fuel cell (1). Main cooling path (10) including cooling means (11) for releasing the heat generated in the system to the outside of the system
And an auxiliary cooling path (20) for holding a second heat medium lower in temperature than the first heat medium, and the second heat medium according to the output of the fuel cell (1). The fuel cell system according to any one of claims 1 to 3, characterized in that the first heat medium and the second heat medium are mixed and circulated through the fuel cell (1).
記第１の熱媒体と前記第２の熱媒体との混合割合を制御
する制御装置（３０）を備えることを特徴とする請求項
１に記載の燃料電池システム。2. A control device (30) for controlling a mixing ratio of the first heat medium and the second heat medium according to an output of the fuel cell (1). Item 2. The fuel cell system according to Item 1.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2000083265A JP2001266914A (en) | 2000-03-21 | 2000-03-21 | Fuel cell system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2000083265A JP2001266914A (en) | 2000-03-21 | 2000-03-21 | Fuel cell system |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JP2001266914A true JP2001266914A (en) | 2001-09-28 |
Family
ID=18599934
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2000083265A Withdrawn JP2001266914A (en) | 2000-03-21 | 2000-03-21 | Fuel cell system |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2001266914A (en) |
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR20030075013A (en) * | 2002-03-15 | 2003-09-22 | 현대자동차주식회사 | Cooling device of fuel cell assembly of fuel cell type vehicle |
| JP2004103367A (en) * | 2002-09-09 | 2004-04-02 | Denso Corp | Fuel cell system |
| JP2004253213A (en) * | 2003-02-19 | 2004-09-09 | Nissan Motor Co Ltd | Cooling control device of fuel cell |
| JP2006073404A (en) * | 2004-09-03 | 2006-03-16 | Toyota Motor Corp | Power source cooling apparatus and vehicle loaded with it |
| JP2006160212A (en) * | 2004-12-10 | 2006-06-22 | Suzuki Motor Corp | Cooling structure of fuel cell vehicle |
| JP2009078703A (en) * | 2007-09-26 | 2009-04-16 | Toyota Motor Corp | Vehicle equipped with fuel cell |
| CN106340698A (en) * | 2015-07-08 | 2017-01-18 | 三星电子株式会社 | Metal air battery system and method for operating the same |
-
2000
- 2000-03-21 JP JP2000083265A patent/JP2001266914A/en not_active Withdrawn
Cited By (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR20030075013A (en) * | 2002-03-15 | 2003-09-22 | 현대자동차주식회사 | Cooling device of fuel cell assembly of fuel cell type vehicle |
| JP2004103367A (en) * | 2002-09-09 | 2004-04-02 | Denso Corp | Fuel cell system |
| JP2004253213A (en) * | 2003-02-19 | 2004-09-09 | Nissan Motor Co Ltd | Cooling control device of fuel cell |
| JP2006073404A (en) * | 2004-09-03 | 2006-03-16 | Toyota Motor Corp | Power source cooling apparatus and vehicle loaded with it |
| JP2006160212A (en) * | 2004-12-10 | 2006-06-22 | Suzuki Motor Corp | Cooling structure of fuel cell vehicle |
| JP4636363B2 (en) * | 2004-12-10 | 2011-02-23 | スズキ株式会社 | Fuel cell vehicle cooling structure |
| JP2009078703A (en) * | 2007-09-26 | 2009-04-16 | Toyota Motor Corp | Vehicle equipped with fuel cell |
| CN106340698A (en) * | 2015-07-08 | 2017-01-18 | 三星电子株式会社 | Metal air battery system and method for operating the same |
| CN106340698B (en) * | 2015-07-08 | 2021-01-05 | 三星电子株式会社 | Metal-air battery system and method of operating the same |
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