JP2005126029A - Vehicle equipped with fuel cell - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve heat radiation efficiency of a fuel cell radiator. <P>SOLUTION: The fuel radiator 41 is disposed so as to be vertical to traveling wind, and an A/C condenser 42 is disposed in parallel with and above the fuel cell radiator 41 so as to tilt to the traveling wind. And an EV radiator 43 is disposed near an inlet of an air passage 46 except for an upstream side of the fuel cell radiator 41. A damper 44 rotated about a rotation shaft 44b provided near a border between the fuel cell radiator 41 and the A/C condenser 42 controls to make the resistance of wind passing the fuel cell radiator 41 become maximum when the temperature of a fuel cell is downwardly out of a specified operation temperature range, controls to make the resistance of the wind passing the fuel cell radiator 41 becomes smaller as vehicular speed v is higher when the temperature of the fuel cell is within the specified operation temperature range, and controls to make the resistance of wind passing the A/C condenser 42 become minimum when the vehicular speed is within a specified low speed range. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a fuel cell vehicle.

Conventionally, as a cooling system for a vehicle equipped with a fuel cell, a cooling refrigerant condenser for condensing a cooling refrigerant for air-conditioning the vehicle interior from an upstream side to a downstream side of a ventilation path through which traveling wind passes, and a battery for cooling a fuel cell The thing arrange | positioned in series in order of the fuel cell radiator which dissipates the refrigerant | coolant for water is proposed (for example, refer patent document 1). In the cooling system described in Patent Document 1, the cooling medium condenser and the fuel cell radiator are arranged in this order with respect to the flow of the wind passing through the ventilation path, and the fuel cell radiator is caused by the wind passing through the cooling refrigerant condenser. Therefore, the cooling system can be reduced in size and weight.
JP 2003-118396 A

  However, since the cooling efficiency decreases as the difference between the temperature of the refrigerant that cools the fuel cell radiator and the cooling refrigerant condenser and the temperature of the air that passes through the fuel cell radiator and the cooling refrigerant condenser decreases, Patent Document 1 In this cooling system, the air that passes through the fuel cell radiator is warmed by the cooling refrigerant condenser upstream of the fuel cell radiator, so that the heat dissipation efficiency of the fuel cell radiator is reduced and the fuel cell is sufficiently There was a problem that could not be cooled.

  The present invention has been made in view of such problems, and an object of the present invention is to provide a fuel cell-equipped vehicle capable of enhancing the heat dissipation efficiency of the fuel cell radiator and the cooling refrigerant condenser.

  The fuel cell vehicle according to the present invention employs the following means in order to achieve the above-described object.

The vehicle equipped with the fuel cell of the present invention is
A fuel cell-equipped vehicle equipped with a fuel cell that generates electricity by a reaction between fuel gas and oxidizing gas,
A ventilation path through which the driving wind passes when the vehicle is running;
A cooling fan that forcibly vents outside air to the ventilation path;
A fuel cell radiator that dissipates heat from the refrigerant for the battery that cools the fuel cell by wind passing through the ventilation path;
A cooling refrigerant condenser that is arranged in parallel with the fuel cell radiator with respect to the flow of wind passing through the ventilation path, and that condenses the cooling refrigerant by the wind passing through the ventilation path;
It is equipped with.

In this fuel cell vehicle, the fuel cell radiator and the cooling refrigerant condenser arranged in parallel are cooled by the wind passing through the air passage. At this time, as compared with the configuration in which the fuel cell radiator and the cooling refrigerant condenser are arranged in series, the air passing through the fuel cell radiator is not heated by the cooling refrigerant condenser, and the cooling refrigerant condensation is performed. The wind passing through the vessel is not warmed by the fuel cell radiator. Therefore, the heat radiation efficiency of the fuel cell radiator and the cooling refrigerant condenser can be increased. Here, the “battery refrigerant” is not particularly limited as long as it is a refrigerant capable of cooling the fuel cell, and examples thereof include a liquid refrigerant (water, oil, etc.) and a gas refrigerant (air, etc.). The “cooling refrigerant” is not particularly limited, and examples thereof include alternative CFCs (HFC-134a, CO _2, HC, etc.).

  In the fuel cell vehicle according to the present invention, the fuel cell radiator and the cooling refrigerant condenser may be arranged in parallel above and below the vehicle in or near the ventilation path. By doing so, the lateral width of the fuel cell radiator and the cooling refrigerant condenser can be increased to the same width as that of the left and right sides of the vehicle, so that these areas can be increased to increase the heat radiation efficiency.

  In the fuel cell vehicle according to the present invention, the fuel cell radiator may be disposed substantially perpendicular to the traveling wind, and the cooling refrigerant condenser may be disposed inclined with respect to the traveling wind. . The fuel cell radiator is preferably configured to receive a large amount of traveling wind because the load on the fuel cell is large, the temperature of the fuel cell is high, and the amount of heat radiation is increased during high-speed traveling where a large vehicle driving force is required. . On the other hand, the cooling refrigerant condenser is not much different in the necessity to condense the cooling refrigerant during high-speed running or low-speed running, so there is little need to adopt a configuration that receives a lot of running wind . Therefore, the heat dissipation efficiency can be improved by arranging the fuel cell radiator perpendicularly to the traveling wind so as to receive much traveling wind, and by arranging the cooling refrigerant condenser inclined with respect to the traveling wind. It is possible to reduce the size by adopting a configuration that can be arranged in a space limited in the height direction.

  A vehicle equipped with a fuel cell according to the present invention is an auxiliary machine that radiates heat for a refrigerant for auxiliary machines that cools auxiliary machines used for power generation of the fuel cell and / or conversion of electric power generated by the fuel cell into driving force. A radiator may be provided, and the accessory radiator may be disposed in the ventilation path other than upstream of the fuel cell radiator. In this way, compared with the configuration in which the auxiliary radiators are arranged in series upstream of the fuel cell radiator, the wind passing through the fuel cell radiator is not warmed by the auxiliary radiators. Efficiency can be increased. Here, the “auxiliary machinery” is not particularly limited as long as it is used for power generation of the fuel cell and conversion of the generated power into driving force. For example, auxiliary machinery used for power generation of the fuel cell An oxidant gas compressor, a fuel gas pump, and the like can be given. Examples of the auxiliary machines used for conversion to driving force include a driving motor, an inverter, and a converter. The “auxiliary refrigerant” is not particularly limited as long as it is a refrigerant that can cool the auxiliary machines, and examples thereof include a liquid refrigerant (water, oil, etc.) and a gas refrigerant (air, etc.). It is done.

  The vehicle equipped with the fuel cell according to the present invention includes a first air passage as a wind passage that passes through a part of the cooling refrigerant condenser and the fuel cell radiator, and a wind that has passed through the fuel cell radiator excluding the part. A partition wall portion that partitions the ventilation path to a second ventilation path serving as a passageway may be provided, and the cooling fan may be arranged to forcibly allow outside air to flow to the first ventilation path. The fuel cell radiator may be configured to allow a large amount of traveling wind to pass because the load on the fuel cell is large, the temperature of the fuel cell is high, and the amount of heat radiation is large when the vehicle is traveling at a high speed where a large vehicle driving force is required. preferable. Here, if the cooling fan exists where the traveling wind passes through the fuel cell radiator, the cooling fan becomes a resistance and the traveling wind does not easily pass. Further, in order to prevent the temperature of the fuel cell from excessively increasing, the fuel cell radiator may be forced to allow the cooling fan to pass the wind when traveling wind cannot be obtained such as when the vehicle is stopped. On the other hand, there is no great difference in the need for the cooling refrigerant condenser to condense the cooling refrigerant during high-speed running or low-speed running. Here, since it is almost impossible to obtain the traveling wind when the vehicle is traveling at a low speed, it is preferable to allow the cooling fan to pass the wind. Therefore, a part of the fuel cell radiator and the cooling refrigerant condenser are allowed to pass through the cooling fan when the vehicle is stopped, and the cooling fan is not present in the second ventilation path when traveling at high speed. It is possible to improve the heat radiation efficiency of the fuel cell radiator by making it easier to pass the traveling wind through the fuel cell radiator.

  The vehicle equipped with the fuel cell according to the present invention includes a resistance adjusting means for adjusting a resistance of wind passing through the fuel cell radiator, and a resistance adjusting control means for controlling the resistance adjusting means based on a vehicle speed and / or a temperature of the fuel cell. And may be provided. In the fuel cell radiator, the load of the fuel cell becomes large during high-speed traveling where a large vehicle driving force is required, and thus the temperature of the fuel cell becomes high and the amount of heat radiation increases. Further, since the power generation efficiency of the fuel cell is lowered when the temperature is too low, it is necessary to adjust the wind passing through the fuel cell radiator so that the temperature is in an appropriate temperature range. Therefore, the wind passing through the fuel cell radiator can be adjusted by the resistance adjusting means based on the vehicle speed and / or the temperature of the fuel cell, and the fuel cell can be appropriately cooled.

  In the fuel cell-equipped vehicle of the present invention, the resistance adjustment control means may control the resistance adjustment means so that the resistance of wind passing through the fuel cell radiator decreases as the vehicle speed increases. In this way, the resistance of the wind passing through the fuel cell radiator can be reduced during high speed travel where the heat generation of the fuel cell increases, that is, the fuel cell can be cooled easily by allowing the wind to easily pass through the fuel cell radiator. it can.

  In the fuel cell-equipped vehicle of the present invention, the resistance adjustment control means may control the resistance adjustment means so that the resistance of wind passing through the fuel cell radiator decreases as the temperature of the fuel cell increases. In this way, when the temperature of the fuel cell rises and cooling is required, the air can easily pass through the fuel cell radiator so that the fuel cell can be appropriately cooled.

  In the fuel cell-equipped vehicle according to the present invention, the resistance adjustment control means passes through the fuel cell radiator as the temperature of the fuel cell or the vehicle speed increases when the temperature of the fuel cell is in a predetermined operating temperature range. The resistance adjusting means may be controlled so that the wind resistance is reduced. In this case, when the temperature of the fuel cell is within a predetermined operating temperature range, the fuel cell can be appropriately cooled by adjusting the wind passing through the fuel cell radiator according to the temperature of the fuel cell or the vehicle speed. Here, the “predetermined operating temperature range” may be a range exceeding the lowest temperature at which power generation can be performed efficiently, or a temperature range at which the fuel cell can generate power efficiently.

  In the fuel cell-equipped vehicle of the present invention, the resistance adjustment control means has a maximum resistance of wind passing through the fuel cell radiator when the temperature of the fuel cell is out of a predetermined operating temperature range. The resistance adjusting means is controlled so that the resistance of the wind passing through the fuel cell radiator increases as the temperature of the fuel cell or the vehicle speed increases when the temperature of the fuel cell is within the predetermined operating temperature range. You may control the said resistance adjustment means so that it may become small. Since the power generation efficiency of a fuel cell is lowered even if its temperature is too low, when the temperature of the fuel cell is out of the predetermined operating temperature range, it is difficult for the wind to pass through the fuel cell radiator. When the temperature of the fuel cell is within a predetermined operating temperature range, the wind passing through the fuel cell radiator can be adjusted according to the temperature of the fuel cell or the vehicle speed to properly cool the fuel cell.

  In the vehicle equipped with the fuel cell according to the present invention, the resistance adjustment means increases the resistance of the wind passing through the cooling refrigerant condenser when the resistance of the wind passing through the fuel cell radiator is reduced, and passes through the fuel cell radiator. Increasing the wind resistance reduces the resistance of the wind passing through the cooling refrigerant condenser, and decreasing the resistance of the wind passing through the cooling refrigerant condenser increases the resistance of the wind passing through the fuel cell radiator. Thus, when the resistance of wind passing through the cooling refrigerant condenser is increased, the resistance of wind passing through the fuel cell radiator may be reduced. Fuel cell radiators generate large amounts of heat from fuel cell power generation at high speeds, so it is necessary to efficiently dissipate the coolant in the fuel cell. On the other hand, fuel cell radiators generate little heat from fuel cell power generation at low speeds. There is little need to dissipate cooling water. On the other hand, there is no great difference in the necessity of heat radiation between the cooling refrigerant condensers during high-speed running or low-speed running. That is, when traveling at high speed, it is preferable to allow air to pass through the fuel cell radiator, which requires high heat dissipation, rather than allowing it to easily pass through the cooling refrigerant condenser, and when traveling at low speed, it is less necessary to dissipate heat. It is preferable to allow the air to pass through the cooling refrigerant condenser more easily than to allow the air to pass through the fuel cell radiator. The same applies to the case where high-speed traveling is replaced at high temperature of the fuel cell and low-speed traveling is replaced at low temperature of the fuel cell. Therefore, when adjusting the wind passing through the fuel cell radiator and the wind passing through the cooling refrigerant condenser based on the vehicle speed and / or the temperature of the fuel cell, when the resistance of one is reduced (or increased), the resistance of the other Is larger (or smaller) in order to efficiently and appropriately cool the fuel cell and the cooling refrigerant.

  In the fuel cell vehicle according to the present invention, the resistance adjustment control means controls the resistance adjustment means so that the resistance of wind passing through the cooling refrigerant condenser is minimized when the vehicle speed is within a predetermined low speed range. May be. There is no great difference in the necessity of condensing the cooling refrigerant, whether the cooling refrigerant condenser is traveling at high speed or low speed. When running at high speed, the running wind increases, so that the cooling refrigerant condenser is appropriately cooled. On the other hand, when the predetermined low speed range is reached, the traveling wind is almost unobtainable, but the wind from the cooling fan passes through the cooling refrigerant condenser by minimizing the resistance of the wind passing through the cooling refrigerant condenser. It is easy to make the cooling function properly. Here, the “predetermined low speed range” may be a range lower than the minimum vehicle speed at which the refrigerant of the cooling refrigerant condenser can be condensed by the traveling wind, and may be, for example, 20 km / h or less. .

  In the fuel cell-equipped vehicle of the present invention, the resistance adjusting means may be a passing air blocking member that blocks wind passing through the ventilation path. In this way, it is possible to adjust the resistance of the wind passing through the fuel cell radiator while blocking the wind passing through the ventilation path. The passing air blocking member is a member that can be wound by a winding shaft provided in the vicinity of the fuel cell radiator and / or in the vicinity of the cooling refrigerant condenser. The member which moves to a direction or a vehicle left-right direction may be sufficient. In this way, the passing air blocking member is wound by the winding shaft and moves in the vehicle vertical direction or the left-right direction, so that almost no space in the vehicle front-rear direction is required, so that the size reduction can be achieved.

  In the fuel cell-equipped vehicle of the present invention, the resistance adjusting means is a ventilation path dividing member that can bisect the cross-sectional area of the ventilation path between the fuel cell radiator side and the cooling refrigerant condenser side at an arbitrary ratio. May be. In this way, the cross-sectional area of the ventilation path can be divided into two at an arbitrary ratio, and the resistance of the wind passing through the fuel cell radiator and the cooling refrigerant condenser can be increased or decreased. Further, in the fuel cell vehicle according to the present invention adopting this aspect, the ventilation path dividing member is arranged around a rotating shaft provided at or near a boundary between the fuel cell radiator and the cooling refrigerant condenser. It may be a rotatable member. If it carries out like this, the cross-sectional area of a ventilation path can be bisected by arbitrary ratios comparatively easily.

  Next, the best mode for carrying out the present invention will be described using examples.

[First embodiment]
A first embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a block diagram of a vehicle 10 equipped with a fuel cell, and FIG. 2 is a schematic sectional view of the vehicle 10 equipped with a fuel cell. The fuel cell vehicle 10 of the first embodiment generates electric power by reaction between hydrogen (fuel gas) supplied from a hydrogen cylinder 22 by a hydrogen pump 24 and oxygen in air (oxidizing gas) supplied from an air compressor 26. A fuel cell 28 configured as a polymer electrolyte fuel cell, a fuel cell radiator 41 that dissipates cooling water that cools the fuel cell 28, an A / C capacitor 42 that condenses cooling refrigerant, and auxiliary machinery An EV radiator 43 that radiates cooling water to be cooled, a damper 44 that bisects the cross-sectional area of the ventilation path 46 through which the traveling wind passes when the vehicle is traveling, and a cooling fan that forcibly vents outside air to the ventilation path 46 45, a power control unit (PCU) 32 that converts electric power generated by the fuel cell 28 into driving force, and a PCU 32 Includes a drive motor 34 and 36 for driving the drive wheels 14 by the force, and an electronic control unit 50 that controls the entire system.

  The fuel cell 28 is a well-known solid polymer electrolyte type fuel cell, has a stack structure in which a plurality of single cells as structural units are stacked, and functions as a high-voltage power supply (several hundred volts). In each single cell constituting the fuel cell 28, hydrogen gas is supplied from the hydrogen cylinder 22 to the anode after the pressure and flow rate are adjusted by the hydrogen pump 24, and compressed air whose pressure is adjusted is supplied from the air compressor 26 to the cathode. An electromotive force is generated by a predetermined electrochemical reaction. In the fuel cell 28, in order to exhibit high power generation efficiency, the fuel cell 28 must be controlled within a certain temperature range. The surplus hydrogen that has not reacted is sent upstream of the hydrogen pump and reused as fuel gas. The surplus power is charged in a secondary battery (not shown) and used for driving the vehicle and supplying power to other devices.

  The drive motors 34 and 36 are three-phase synchronous motors, which are arranged in front and rear of the vehicle, and a direct current output from the fuel cell 20 is converted into a three-phase alternating current by the PCU 32 and supplied to generate a rotational driving force. . The power generated by the motor 34 is finally output to the drive wheels 14 via a drive shaft (not shown) and a reduction gear (not shown), and the fuel cell vehicle 10 is caused to travel. The vehicle speed v when the vehicle is traveling is detected by a vehicle speed sensor 38. The vehicle speed sensor 38 is electrically connected to the electronic control unit 50.

  The ventilation path 46 is formed as a cavity located on the front side of the vehicle and surrounded by a resin member through which the traveling wind passes when the vehicle travels, and is disposed slightly downward from the front of the vehicle to the rear (FIG. 2). reference). In the ventilation path 46, a fuel cell radiator 41, an A / C condenser 42, an EV radiator 43, and a damper 44 that varies the resistance of wind passing through these are arranged, and a cooling fan 45 is arranged at the rear. Yes.

  The fuel cell radiator 41 is disposed substantially perpendicular to the traveling wind near the entrance of the air passage 46 (see FIG. 2), and the cooling water circulating in the fuel cell 28 is radiated by the wind passing through the air passage 46. . The fuel cell radiator 41 is connected to a cooling water circulation path 41a for circulating cooling water from the fuel cell radiator 41 to the fuel cell radiator 41 via the inside of the fuel cell 28, and a circulation pump 41b provided in the cooling water circulation path 41a. The cooling water is circulated at a circulation rate of 50 to 150 L / min. In addition, a temperature sensor 41c is provided in the cooling water circulation path 41a downstream of the outlet of the fuel cell 28, and the temperature T of the cooling water is detected. The temperature sensor 41c is electrically connected to the electronic control unit 50.

  The A / C capacitor 42 is disposed in parallel with the fuel cell radiator 41 in the vicinity of the inlet of the ventilation passage 46 and above the fuel cell radiator 41 in parallel with the fuel cell radiator 41 with respect to the flow of the wind passing through the ventilation passage 46. The refrigerant is condensed by the wind passing through the air passage 46. The A / C capacitor 42 is arranged so as to be inclined with respect to the traveling wind so as to substantially follow the bonnet 16 (see FIG. 2). An evaporator 42a for vaporizing the refrigerant is connected to the A / C condenser 42 through a pipe. The refrigerant circulates between the A / C condenser 42 and the evaporator 42a, and absorbs heat in the vehicle interior by repeating vaporization and condensation. Release outside the vehicle compartment to cool the vehicle compartment.

  The EV radiator 43 radiates the cooling water for cooling auxiliary equipment used for power generation of the fuel cell 28 and conversion of electric power generated by the fuel cell 28 by wind passing through the air passage 46. In the vicinity of the inlet of the ventilation path 46, it is disposed upstream of the A / C capacitor 42 other than upstream of the fuel cell radiator 41 (see FIG. 2). Auxiliary equipment cooled by the EV radiator 43 includes a hydrogen pump 24, an air compressor 26, and the like as auxiliary equipment used for power generation of the fuel cell 28. As auxiliary equipment used for conversion into driving power, the PCU 32, drive Motors 34, 36 and the like. The EV radiator 43 is connected to a cooling water circulation path 43a that circulates the cooling water from the EV radiator 43 to the EV radiator 43 via accessories, and the cooling water is supplied by the circulation pump 43b provided in the cooling water circulation path 43a. It is circulated at a circulation rate of -10 L / min.

  The damper 44 is rotatably installed around a rotation shaft 44b provided in the vicinity of the boundary between the fuel cell radiator 41 and the A / C condenser 42, and the cross-sectional area of the ventilation path 46 is set to be equal to that of the fuel cell radiator 41 and the A This is a metal member that can be divided into two at an arbitrary ratio to the / C capacitor 42 side. The damper 44 rotates inside the ventilation path 46 in accordance with the rotation of the rotation shaft 44b by the control motor 44a. The damper 44 increases the resistance of the wind passing through the A / C capacitor 42 when the resistance of the wind passing through the fuel cell radiator 41 is reduced, and increases the resistance of the wind passing through the fuel cell radiator 41. When the resistance of the wind passing through the A / C condenser 42 is reduced and the resistance of the wind passing through the A / C condenser 42 is reduced, the resistance of the wind passing through the fuel cell radiator 42 is increased and the resistance of the wind passing through the A / C condenser 42 is increased. Is increased, the resistance of the wind passing through the fuel cell radiator 41 is reduced.

  Here, the damper opening θ for adjusting the resistance of the wind passing through the fuel cell radiator 41 side and the A / C capacitor 42 side is such that the damper 44 is inclined with respect to the surface on which the fuel cell radiator 41 receives the wind. It is defined by the angle (see FIG. 2). Therefore, the cross-sectional area of the ventilation path 46 is divided by the damper 44 into the fuel cell radiator 41 side and the A / C capacitor 42 side, and the ratio is determined by the opening degree θ of the damper 44. The position where the resistance of the wind passing through the fuel cell radiator 41 is maximized (see the position of the one-dot chain line in FIG. 2) is very small in the ratio of the cross-sectional area on the fuel cell radiator 41 side to the entire cross-sectional area of the air passage 46 ( For example, the position where the resistance of the wind passing through the fuel cell radiator 41 is minimized (see the position of the two-dot chain line in FIG. 2) is the fuel for the entire cross-sectional area of the ventilation path 46. The ratio is set to be large (for example, 90 to 95%) at the ratio of the cross-sectional area on the battery radiator 41 side.

  The cooling fan 45 is a resin fan that forcibly vents outside air to the ventilation path 46 and is rotated by a motor (not shown).

  The PCU 32 converts the electric power generated by the fuel cell 28 into a driving force. The PCU 32 is connected to a DC / DC converter or a power line that adjusts the voltage of the power line connected to the output terminal of the fuel cell 28. The inverter includes an inverter that converts the alternating current to supply electric power to the drive motor, and an electronic control unit 50 that controls the system.

  The electronic control unit 50 is configured as a microprocessor centered on a CPU 52, and includes a ROM 54 that stores a processing program, a RAM 56 that temporarily stores data, and an input / output port (not shown). Information such as the output current from the PCU 32, the vehicle speed v from the vehicle speed sensor 38, the coolant temperature T from the temperature sensor 41c, and the like are input to the electronic control unit 50 through the input port. Further, from the electronic control unit 50, a drive signal to the hydrogen pump 24, a drive signal to the air compressor 26, a control signal to the PCU 32, a drive signal to the control motor 44a for controlling the damper 44, and a cooling fan 45 A drive signal or the like is output via the output port.

  Next, the operation of the fuel cell vehicle 10 of the first embodiment configured as described above, particularly the operation of the damper 44 for controlling the resistance of the wind passing through the ventilation passage 46 when the fuel cell 28 is operated will be described. FIG. 3 is a flowchart illustrating an example of a cooling control routine executed by the electronic control unit 50 of the fuel cell vehicle 10 of the first embodiment. This routine is stored in the ROM 54 and is repeatedly executed by the CPU 52 every predetermined time (for example, every several milliseconds).

  When the cooling control routine of FIG. 3 is started, the CPU 52 first acquires the coolant temperature T of the fuel cell 28 from the water temperature sensor 41c, the vehicle speed v of the vehicle from the vehicle speed sensor 38, and the cooling switch (FIG. The cooling operation state is acquired from ON / OFF (not shown) (step S100), and the voltage for rotating the cooling fan 45 is set based on the acquired coolant temperature T, vehicle speed v, and cooling operation state (step S100). Step S110).

  Here, a method for setting a voltage for rotating the cooling fan 45 will be described. In the ROM 54, a CF water temperature map in which the relationship between the coolant temperature T of the fuel cell 28 and the voltage for rotating the cooling fan 45 is empirically determined in advance, and the relationship between the vehicle speed v and the voltage for rotating the cooling fan 45 is stored in advance. An empirically determined CF vehicle speed map and a CF cooling map in which the relationship between the cooling operation state and the voltage for rotating the cooling fan 45 are empirically determined in advance are stored. The CF water temperature map indicates that the cooling fan 45 is turned off when the cooling water temperature T falls outside the predetermined operating temperature range, and when the cooling water temperature T falls within the predetermined operating temperature range, the cooling water temperature T increases as the cooling water temperature T increases. The voltage for rotating the fan 45 is set to be high, that is, the number of rotations of the cooling fan is set to be high. Here, the “predetermined operating temperature range” is empirically determined as a range exceeding the minimum temperature at which the fuel cell 28 can efficiently generate power, and is, for example, “70 ° C. or higher” in the first embodiment. . The CF vehicle speed map is set so that the voltage for rotating the cooling fan 45 increases as the vehicle speed v increases because the amount of heat released by the power generation of the fuel cell 28 increases when the vehicle speed v increases. In addition, the CF cooling map is set so that the voltage for rotating the cooling fan 45 is increased when the cooling is in an operating state because the amount of the condensed refrigerant increases when the cooling is in an operating state. Then, the CPU 52 reads the cooling water temperature T of the fuel cell 28, the vehicle speed v, and the voltage of the cooling fan 45 corresponding to the cooling operation state from the ROM 54, and sets the highest voltage among them to the voltage for rotating the cooling fan 45. Set. When the voltage is set, the cooling fan 45 stops when it is OFF, and rotates at the set voltage when it is not OFF, forcing the outside air to the ventilation path 46. In this way, when the fuel cell radiator 41 and the A / C condenser 42 need to be cooled, the wind passing through the ventilation path 46 is ensured according to the situation.

  Next, the CPU 52 determines whether or not the acquired coolant temperature T of the fuel cell 28 is within a predetermined operating temperature range (here, 70 ° C. or higher) (step S120). When it is determined that the obtained coolant temperature T of the cooling water of the fuel cell 28 is not within the predetermined operating temperature range, that is, is outside the predetermined operating temperature range, the CPU 52 stores FIG. The damper opening θ corresponding to the vehicle speed v is read from the map shown in a), the rotation of the damper 44 is controlled by the control motor 44a so as to become the read damper opening θ (step S130), and this routine is finished. To do.

  Here, the map of FIG. 4A will be described. This map is set so that the resistance of wind passing through the fuel cell radiator 41 is maximized regardless of the vehicle speed v (see the position of the dashed line in FIG. 2), that is, the damper opening θ is minimized. ing. Therefore, when the coolant temperature T of the cooling water of the fuel cell 28 is outside the predetermined operating temperature range, the wind hardly passes through the fuel cell radiator 41 regardless of the vehicle speed v, and the temperature of the fuel cell 28 is increased. Increase to the predetermined operating temperature range. A bypass path is provided that can prevent the cooling water from passing through the fuel cell radiator 41, and the cooling water is circulated through the bypass path when the water temperature T of the cooling water is out of the predetermined operating temperature range. By making it, you may make it easy to raise the water temperature T of cooling water.

  On the other hand, when it is determined that the obtained coolant temperature T of the fuel cell 28 is within the predetermined operating temperature range, the CPU 52 corresponds to the vehicle speed v from the map shown in FIG. The damper opening θ is read, and the damper 44 is controlled to rotate by the control motor 44a so as to be the read damper opening θ (step S140), and this routine is finished.

  Here, the map of FIG. 4B will be described. This map preliminarily determines the relationship between the vehicle speed v and the damper opening θ, so that the resistance of wind passing through the fuel cell radiator 41 is maximized when the vehicle speed v is in a predetermined low speed range. That is, the resistance of the wind passing through the A / C capacitor 42 is minimized (see the position of the one-dot chain line in FIG. 2), and when the vehicle speed v is not within the predetermined low speed range, the higher the vehicle speed v, the higher the fuel cell radiator 41. It is set so that the resistance of the wind passing through Therefore, the fuel cell radiator 41 can be appropriately dissipated as the vehicle speed increases and the amount of heat generated by the fuel cell 28 increases. Note that the damper opening degree θ is set in consideration of traveling wind at the vehicle speed v. Here, the “predetermined low speed range” can be determined empirically as a speed range lower than the minimum vehicle speed at which the refrigerant of the A / C condenser 42 can be condensed by the traveling wind. In the example, the speed is in a range of 20 km or less. The A / C capacitor 42 has a substantially constant heat dissipation requirement whether it is traveling at high speed or low speed. Therefore, the resistance of the wind passing through the A / C condenser 42 increases during high-speed traveling, but when the traveling wind secures the wind passing through the A / C condenser 42 and falls within a predetermined low speed range, Although it is almost impossible to obtain, the wind from the cooling fan can easily pass through the A / C condenser 42 to secure the wind passing through the A / C condenser 42 and the wind passing through the A / C condenser 42 regardless of the vehicle speed v. Cool properly as a constant.

  Here, the correspondence between the components of the first embodiment and the components of the present invention will be clarified. In the first embodiment, the A / C condenser 42 corresponds to a cooling refrigerant condenser, the EV radiator 43 corresponds to an auxiliary radiator, the damper 44 corresponds to a resistance adjusting means and a ventilation path dividing member, and the CPU 52 has a resistance. It corresponds to the adjustment control means.

  According to the fuel cell-equipped vehicle 10 of the first embodiment described in detail above, the fuel cell radiator 41 is disposed substantially perpendicular to the traveling wind, and the A / C capacitor 42 is a flow of wind passing through the ventilation path. Since the fuel cell radiator 41 and the vehicle are inclined in parallel in the upper and lower sides of the vehicle, the A / C capacitor 42 may cause the wind that is about to pass through the fuel cell radiator 41 to be warmed by the A / C capacitor 42. The wind trying to pass through is not warmed by the fuel cell radiator 41. Therefore, the heat dissipation efficiency of the fuel cell radiator 41 and the A / C capacitor 42 can be increased. Moreover, the fuel cell radiator 41 can be arranged perpendicular to the traveling wind to receive a large amount of the traveling wind, so that the heat radiation efficiency can be improved, and the A / C capacitor 42 is inclined with respect to the traveling wind. Therefore, it is possible to reduce the size by adopting a configuration that can be arranged in a space limited in the height direction. Further, since the lateral width of the fuel cell radiator 41 and the A / C capacitor 42 can be increased to the same width as that of the left and right sides of the vehicle, these areas can be increased to increase the heat radiation efficiency.

  Further, since the EV radiator 43 is arranged in the vicinity of the ventilation path 46 except for the upstream side of the fuel cell radiator 41, the wind that tries to pass through the fuel cell radiator 41 is not heated by the EV radiator, and thus the fuel cell radiator. The heat radiation efficiency of 41 can be increased.

  Further, when the temperature of the fuel cell 28 is outside a predetermined operating temperature range set in advance, the damper 44 is controlled so that the resistance of the wind passing through the fuel cell radiator 41 is maximized. When the temperature is within the predetermined operating temperature range, the damper 44 is controlled so that the resistance of the wind passing through the fuel cell radiator 41 decreases as the vehicle speed v increases, so that the temperature of the fuel cell 28 is within the predetermined operating temperature range. When the temperature of the fuel cell 28 deviates downward, the temperature of the fuel cell 28 is increased by making the wind most difficult to pass through the fuel cell radiator 41. When the temperature of the fuel cell 28 is within a predetermined operating temperature range, the fuel is increased according to the vehicle speed v. The fuel cell 28 can be appropriately cooled by adjusting the wind passing through the battery radiator 41.

  Furthermore, the damper 44 adjusts the wind passing through the fuel cell radiator 41 and the wind passing through the A / C capacitor 42 based on the vehicle speed v, and when the resistance of one is reduced (or increased), the other resistance Therefore, the fuel cell 28 and the cooling refrigerant can be efficiently and appropriately cooled.

  When the vehicle speed v is within a predetermined low speed range, the damper 44 is controlled so that the resistance of wind passing through the A / C capacitor 42 is minimized. It is possible to facilitate the passage of wind by the cooling fan 45 and allow the cooling to function properly.

  The damper 44 can bisect the cross-sectional area of the ventilation path 46 between the fuel cell radiator 41 side and the A / C capacitor 42 side at an arbitrary ratio, and the boundary between the fuel cell radiator 41 and the A / C capacitor 42 can be divided. Since the member is rotatable around a rotation shaft 44b provided in the vicinity of the fuel cell, the fuel cell radiator 41 and the A / C capacitor 42 are relatively easily divided into two parts by dividing the cross-sectional area of the ventilation passage 46 at an arbitrary ratio. The amount of wind passing through can be mutually increased or decreased.

  Further, when the wind flows through the ventilation path 46, the A / C condenser 42 and the fuel cell radiator 41 are arranged in series in this order to allow the wind to pass, or in the order of the fuel cell radiator 41 and the A / C condenser 42. When the wind is allowed to pass in series, the ventilation resistance increases, so the heat dissipation area must be increased, resulting in an increase in the size of the fuel cell radiator 41 and the A / C capacitor 42 itself. However, when the fuel cell radiator 41 and the A / C capacitor 42 are arranged in parallel, the wind only passes through one of the fuel cell radiator 41 and the A / C capacitor 42, and the ventilation resistance is reduced and the heat radiation efficiency is increased. Therefore, the size of the fuel cell radiator 41 and the A / C capacitor 42 itself can be reduced.

[Second Embodiment]
Next, a second embodiment of the present invention will be described with reference to the drawings. FIG. 6A represents a schematic cross-sectional view of the fuel cell vehicle 70, and FIG. 6B is a view seen from the A direction of FIG. 6A. Hereinafter, the fuel cell-equipped vehicle 70 of the second embodiment will be described, but the same components as those of the fuel cell-equipped vehicle 10 of the first embodiment are denoted by the same reference numerals, and the description thereof is omitted.

  As shown in FIG. 6A, the fuel cell radiator 41 is disposed substantially perpendicular to the traveling wind in the vicinity of the inlet of the ventilation path 46, and the A / C condenser 42 is in the vicinity of the inlet of the ventilation path 46 and is fuel. Above the battery radiator 41, the fuel cell radiator 41 is arranged in parallel to the flow of wind passing through the ventilation path 46. The air passage 46 formed in a cylindrical shape passes through the first air passage 246 a serving as a wind passage that passes through a part of the A / C condenser 42 and the fuel cell radiator 41 and the remaining portion of the fuel cell radiator 41. It is partitioned off by a partition wall portion 246c from a second ventilation passage 246b which becomes a wind passage. Two cooling fans 45 are arranged so as to forcibly ventilate the first ventilation path 246a. The film 244 is a polymer film that can be taken up by a take-up shaft 244b provided in the vicinity of the front side of the fuel cell radiator 41 and the A / C capacitor 42, and a wind blocking portion 244a that blocks wind passing through the ventilation path 46 and An opening 244c through which wind can pass through the fuel cell radiator 41 and the A / C capacitor 42 is provided. The wind blocking portion 244a of the film 244 moves up and down by rotating the winding shaft 244b with a control motor (not shown). Although not shown, the EV radiator is disposed in the vicinity of the inlet of the ventilation path 46 other than the upstream of the fuel cell radiator 41 (for example, upstream of the A / C capacitor 42).

  Next, the operation of the film 244 for controlling the resistance of the wind passing through the ventilation path 46 will be described using the map shown in FIG. 7 and the schematic cross-sectional view shown in FIG. In the fuel cell-equipped vehicle 70, the wind blocking portion 244a that blocks the wind passing through the fuel cell radiator 41 is positioned using the same cooling control routine (see FIG. 3) as in the first embodiment. When this routine is started, first, the CPU 52 performs the same steps as steps S100 and S110 of the first embodiment. Next, it is determined whether or not the cooling water temperature T of the fuel cell 28 is within a predetermined operating temperature range (70 ° C. or higher), and the cooling water temperature T of the fuel cell 28 is lowered below the predetermined operating temperature range. When it is determined that it is off, the height H0 of the upper end of the wind blocking portion 244a corresponding to the vehicle speed v is read from the map shown in FIG. 7A stored in the ROM 54 so that the height H0 is obtained. The winding shaft 244b is rotated by a control motor (not shown) to position the wind blocking portion 244a, and this routine ends. Note that the map in FIG. 7A shows the height of the upper end of the wind blocking portion 244a that maximizes the resistance of the wind passing through the fuel cell radiator 41 regardless of the vehicle speed v (see FIG. 6A). Is set. Thereby, since wind does not pass through the fuel cell radiator 41, the coolant temperature T of the fuel cell 28 enters the predetermined operating temperature range at an early stage.

  On the other hand, when it is determined that the cooling water temperature T of the fuel cell 28 is within the predetermined operating temperature range, the CPU 52 blocks the wind corresponding to the vehicle speed v from the map shown in FIG. The height of the upper end of the part 244a is read out, the winding shaft 244b is rotated by a control motor (not shown) so as to be the read height, the wind blocking part 244a is positioned, and this routine is finished. Specifically, when the vehicle speed v is low, as shown in FIG. 8A, the upper end of the wind blocking portion 244a is set to a height H1 (<H0) so that the entire second ventilation path 246b is blocked by the wind blocking portion 244a. ). At this time, a part of the A / C capacitor 42 and the fuel cell radiator 41 communicates with the outside through the opening 244c, and the remaining part of the fuel cell radiator 41 is blocked by the wind blocking portion 244a. Thus, even when traveling wind cannot be obtained as when the vehicle is stopped, the cooling fan 45 forcibly passes the wind through a part of the fuel cell radiator 41. Can be controlled so as not to rise too much. Further, even when the cooling is operating when the vehicle is stopped, the A / C condenser 42 can be forced to pass through the entire surface by the cooling fan 45, so that the A / C condenser 42 is sufficiently cooled. can do.

  As the vehicle speed v increases, the wind blocking portion 244a is positioned so that the portion of the second ventilation path 246b that is closed by the wind blocking portion 244a becomes smaller as shown in FIG. As shown in FIG. 8C, the film 244 is positioned so that all of the second air passages 246b communicate with the outside through the openings 244c. Thereby, as the vehicle speed increases, the temperature of the fuel cell 28 increases and the amount of heat dissipation increases, but in accordance with this, a large amount of traveling wind passes through the fuel cell radiator 41, so the coolant temperature T of the fuel cell 28 increases. It can be controlled not to be too much.

  According to the fuel cell-equipped vehicle 70 of the second embodiment described in detail above, the fuel cell radiator 41 and the A / C capacitor 42 are arranged in parallel to the wind passing through the ventilation path 46. Therefore, the fuel cell radiator The wind passing through the A / C condenser 42 is not warmed by the A / C condenser 42, and the wind passing through the A / C condenser 42 is not warmed by the fuel cell radiator 41. Therefore, the heat dissipation efficiency of the fuel cell radiator 41 and the A / C capacitor 42 can be increased. In addition, since the lateral width of the fuel cell radiator 41 and the A / C capacitor 42 can be increased to the same width as that of the left and right sides of the vehicle, these areas can be increased to increase the heat radiation efficiency.

  Further, the EV radiator is arranged in the vicinity of the ventilation path 46 except for the upstream side of the fuel cell radiator 41. Therefore, the wind that tries to pass through the fuel cell radiator 41 is not heated by the EV radiator 41, and the fuel cell radiator 41 The heat radiation efficiency can be increased.

  Further, when the temperature of the fuel cell 28 is outside a predetermined operating temperature range determined in advance, the wind blocking portion 244a is positioned so that the resistance of the wind passing through the fuel cell radiator 41 is maximized, and the fuel cell When the temperature of the fuel cell 28 is within the predetermined operating temperature range, the wind blocking portion 244a is positioned so that the resistance of the wind passing through the fuel cell radiator 41 decreases as the vehicle speed v increases. When the temperature is outside the operating temperature range, the wind is most difficult to pass through the fuel cell radiator 41 to increase the temperature of the fuel cell 28. When the temperature of the fuel cell 28 is within the predetermined operating temperature range, the vehicle speed v Accordingly, the fuel cell 28 can be appropriately cooled by adjusting the wind passing through the fuel cell radiator 41.

  Furthermore, even when traveling wind cannot be obtained, such as when the vehicle is stopped, the temperature of the fuel cell 28 does not rise excessively because the wind is forced to pass through a part of the fuel cell radiator 41 by the cooling fan 45. Even when cooling is operating when the vehicle is stopped, the A / C condenser 42 can be forced to pass the entire surface by the cooling fan 45. The C capacitor 42 can be sufficiently cooled.

  Further, since the cooling fan 45 does not exist in the second ventilation path 246b, the traveling wind passing through the portion of the fuel cell radiator 41 facing the second ventilation path 246b receives the resistance of the cooling fan 45. Therefore, it is easy to pass through, and the heat dissipation efficiency of the fuel cell radiator 41 can be increased.

  Further, the wind blocking portion 244a of the film 244 can block the wind passing through the ventilation path and adjust the resistance of the wind passing through the fuel cell radiator. The wind blocking portion 244a is a member that can be wound by a winding shaft 244b provided in the vicinity of the fuel cell radiator 41 and the A / C capacitor 42, and moves in the vehicle vertical direction by being wound on the winding shaft 244b. Since this is a member that does not require a space in the vehicle longitudinal direction, it can be made compact.

  Still further, when the wind flows through the ventilation path 46, the A / C condenser 42 and the fuel cell radiator 41 are arranged in series in this order to pass the wind, or the fuel cell radiator 41 and the A / C condenser 42 When the air is passed in series in order, the airflow resistance increases, so the heat radiation area must be increased, resulting in an increase in the size of the fuel cell radiator 41 and the A / C capacitor 42 itself. However, when the fuel cell radiator 41 and the A / C capacitor 42 are arranged in parallel, only the wind passes through either the fuel cell radiator 41 or the A / C capacitor 42, and the ventilation resistance is reduced, so that the heat radiation efficiency is improved. Therefore, the size of the fuel cell radiator 41 and the A / C capacitor 42 itself can be reduced.

  In addition, this invention is not limited to the Example mentioned above at all, and as long as it belongs to the technical scope of this invention, it cannot be overemphasized that it can implement with a various aspect.

  For example, in the first embodiment described above, the damper 44 is controlled so that the resistance of the wind passing through the fuel cell radiator 41 decreases as the vehicle speed v increases, that is, the damper opening θ increases. The damper 44 may be controlled so that the resistance of the wind passing through the fuel cell radiator 41 decreases as the temperature of the fuel cell 28 increases, that is, the damper opening θ increases. At this time, when the temperature of the fuel cell 28 is within a predetermined operating temperature range, the damper 44 is controlled so that the resistance of the wind passing through the fuel cell radiator 41 becomes smaller as the temperature of the fuel cell 28 becomes higher. Alternatively, when the temperature of the fuel cell 28 is outside a predetermined operating temperature range set in advance, the damper 44 is controlled so that the resistance of the wind passing through the fuel cell radiator 41 is maximized. When the temperature 28 is within a predetermined operating temperature range, the damper 44 may be controlled so that the resistance of the wind passing through the fuel cell radiator 41 decreases as the temperature of the fuel cell 28 increases. In this way, the fuel cell 28 can be appropriately cooled by adjusting the wind passing through the fuel cell radiator 41 according to the temperature of the fuel cell 28. In the second embodiment described above, the higher the temperature of the fuel cell 28, the lower the resistance of the wind passing through the fuel cell radiator 41, that is, the lower the height of the upper end of the wind blocking portion 244a of the film 244. The wind blocking portion 244a may be positioned to do so. At this time, when the temperature of the fuel cell 28 is within a predetermined operating temperature range, the wind blocking portion 244a is positioned so that the resistance of the wind passing through the fuel cell radiator 41 becomes smaller as the temperature of the fuel cell 28 becomes higher. Alternatively, when the temperature of the fuel cell 28 is outside a predetermined operating temperature range set in advance, the wind blocking portion 244a is positioned so that the resistance of the wind passing through the fuel cell radiator 41 is maximized. When the temperature of the fuel cell 28 is within the predetermined operating temperature range, the wind blocking portion 244a may be positioned so that the resistance of the wind passing through the fuel cell radiator 41 decreases as the temperature of the fuel cell 28 increases. . In this way, the fuel cell 28 can be appropriately cooled by adjusting the wind passing through the fuel cell radiator 41 according to the temperature of the fuel cell 28.

  Further, in the first embodiment described above, the damper 44 has the maximum resistance of the wind passing through the fuel cell radiator 41 when the temperature of the fuel cell 28 is out of the predetermined operating temperature range. The damper 44 is controlled as described above (see FIG. 4A), and when the temperature of the fuel cell 28 is within a predetermined operating temperature range, the resistance of the wind passing through the fuel cell radiator 41 decreases as the vehicle speed v increases. The damper 44 is controlled as described above (see FIG. 4B), but the fuel cell radiator 41 passes as the vehicle speed v increases regardless of whether or not the temperature of the fuel cell 28 is within a predetermined operating temperature range. The damper 44 may be controlled so as to reduce the wind resistance (for example, FIG. 4B). Even in this case, the air can easily pass through the fuel cell radiator 41 and the fuel cell can be appropriately cooled. In the second embodiment described above, the resistance of wind passing through the fuel cell radiator 41 decreases as the vehicle speed v increases, regardless of whether the temperature of the fuel cell 28 is within the predetermined operating temperature range. Thus, the wind blocking portion 244a may be positioned (for example, FIG. 7B). Even in this case, the air can easily pass through the fuel cell radiator 41 and the fuel cell can be appropriately cooled.

  Furthermore, in the first embodiment described above, the damper 44 is controlled so that the resistance of the wind passing through the fuel cell radiator 41 decreases as the vehicle speed v increases (see FIG. 4B). It may be set so that the resistance of wind passing through the fuel cell radiator 41 is minimized (see the position of the two-dot chain line in FIG. 2). Even if it does in this way, the effect similar to the effect of 1st Example is acquired. Here, the “predetermined high speed range” is an empirical range that exceeds the speed at which the resistance of the wind passing through the fuel cell radiator 41 must be minimized in order to sufficiently dissipate the heat generated by the fuel cell 28 due to the vehicle speed v. For example, the speed may be 100 km / h or more.

  Furthermore, in the second embodiment described above, the resistance of the wind passing through the fuel cell radiator 41 is reduced when the vehicle speed v is increased. However, when the vehicle speed v is increased, the wind is further increased toward the A / C capacitor 42 side. The blocking portion 244a may be positioned to increase the resistance of wind passing through the A / C capacitor 42 (see FIG. 9). In this way, the wind that has been forcibly passed through the first air passage 246a by the cooling fan 45 and that has passed through the portion blocked by the wind blocking portion 244a and the remaining portion of the A / C capacitor 42 and the fuel cell radiator. As a result, the amount of air passing through the fuel cell radiator 41 is larger than the amount of air before the A / C capacitor 42 is blocked by the wind blocking portion 244a. Therefore, the fuel cell 28 can be appropriately cooled. Note that the wind blocking portion 244a may be positioned on the A / C capacitor 42 side when the vehicle speed v is within a predetermined high speed range. In this way, the heat dissipation amount of the fuel cell 28 increases in a predetermined high speed range, but the fuel cell 28 can be appropriately cooled by increasing the wind passing through the fuel cell radiator 41.

  In the first and second embodiments described above, the fuel cell radiator 41 and the A / C capacitor 42 are arranged in the vicinity of the inlet of the ventilation path 46 in the vertical direction, but these are arranged in parallel in the horizontal direction. May be. Further, when this mode is adopted, in the first embodiment described above, the damper 44 can be rotated in the vertical direction in accordance with the rotation of the rotation shaft 44b, but can be rotated in the left-right direction. In the second embodiment described above, the film 244 moves in the vehicle vertical direction by being wound around the winding shaft 244b, but may move in the vehicle left-right direction.

Further, in the first embodiment described above, the member for mutually increasing or decreasing the resistance of the wind passing through the fuel cell radiator 41 and the A / C capacitor 42 is provided in the vicinity of the boundary between the fuel cell radiator 41 and the A / C capacitor 42. However, as shown in FIG. 5, a plurality of rotating shafts 144b provided in each of the fuel cell radiator 41 and the A / C capacitor 42 are used as the center. It is good also as the blind type damper 144 rotated and opened and closed. Even if it does in this way, the effect similar to the effect of 1st Example is acquired. In FIG. 5, the position of the damper 144 where the resistance of the wind passing through the fuel cell radiator 41 is minimized and the resistance of the wind passing through the A / C capacitor 42 is maximized is indicated by a solid line, and passes through the fuel cell radiator 41. The position of the damper 144 at which the wind resistance is maximum and the wind resistance passing through the A / C capacitor 42 is minimum is indicated by a one-dot chain line.

  Further, in the second embodiment described above, the film 244 is taken up by rotating the take-up shaft 244b. However, a film slide mechanism may be provided to slide the film 244 and move it up and down in the vehicle. Even in this case, although the space for the film 244 to slide up and down is required, the wind blocking section 244a can block the wind passing through the ventilation path and adjust the resistance of the wind passing through the fuel cell radiator.

  Furthermore, in the first and second embodiments described above, the fuel cell-equipped vehicle 10 is used. However, the vehicle 10 is not particularly limited as long as it is a passenger machine equipped with the fuel cell radiator 41 and the A / C capacitor 42. Ships and aircraft may be used.

1 is a block diagram of a fuel cell vehicle 10 of a first embodiment. 1 is a schematic cross-sectional view of a fuel cell vehicle 10 of a first embodiment. It is a cooling control routine of 1st Example. It is a map of damper opening degree (theta) of 1st Example. It is a schematic sectional drawing of the fuel cell mounting vehicle 60 of 1st Example. It is a schematic sectional drawing of the fuel cell mounting vehicle 70 of 2nd Example. It is the map which prescribed | regulated the relationship between the height of the upper end of a wind-blocking part, and a vehicle speed. It is a schematic sectional drawing of the fuel cell mounting vehicle 70 of 2nd Example. It is a schematic sectional drawing of the fuel cell mounting vehicle 70 of 2nd Example.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 Vehicle equipped with fuel cell, 14 Drive wheel, 16 Bonnet, 22 Hydrogen cylinder, 24 Hydrogen pump, 26 Air compressor, 28 Fuel cell, 32 PCU, 34, 36 Drive motor, 38 Vehicle speed sensor, 41 Fuel cell radiator, 41a Cooling Water circulation path, 41b Circulation pump, 41c Temperature sensor, 42 A / C condenser, 42a Evaporator, 43 EV radiator, 43a Cooling water circulation path, 43b Circulation pump, 44 damper, 44a Control motor, 44b Rotating shaft, 45 Cooling fan, 46 Ventilation path, 50 Electronic control unit, 52 CPU, 54 ROM, 56 RAM, 60 Vehicle equipped with fuel cell, 144 Damper, 144b Rotating shaft, 244a Wind blocking portion, 244b Winding shaft, 244c Opening portion, 246a First ventilation Road, 246b 2 ventilation Road, 246c partition walls.

Claims (16)

A fuel cell-equipped vehicle equipped with a fuel cell that generates electricity by a reaction between fuel gas and oxidizing gas,
A ventilation path through which the driving wind passes when the vehicle is running;
A cooling fan that forcibly vents outside air to the ventilation path;
A fuel cell radiator that dissipates heat from the refrigerant for the battery that cools the fuel cell by wind passing through the ventilation path;
A cooling refrigerant condenser that is arranged in parallel with the fuel cell radiator with respect to the flow of wind passing through the ventilation path, and that condenses the cooling refrigerant by the wind passing through the ventilation path;
A vehicle equipped with a fuel cell. The fuel cell radiator and the cooling refrigerant condenser are arranged in parallel above and below the vehicle in or near the ventilation path.
The vehicle equipped with a fuel cell according to claim 1. The fuel cell radiator is disposed substantially perpendicular to the traveling wind, and the cooling refrigerant condenser is disposed to be inclined with respect to the traveling wind.
The fuel cell vehicle according to claim 2. A fuel cell vehicle according to any one of claims 1 to 3,
An auxiliary equipment radiator that radiates refrigerant for auxiliary equipment that cools auxiliary equipment used for power generation of the fuel cell and / or conversion of electric power generated by the fuel cell into driving force;
The auxiliary machinery radiator is arranged in the ventilation path other than upstream of the fuel cell radiator,
Vehicle with fuel cell. A vehicle equipped with a fuel cell according to any one of claims 1 to 4,
A first ventilation path that is a wind passage that passes through a part of the cooling refrigerant condenser and the fuel cell radiator, and a second ventilation path that is a passage of wind that passes through the fuel cell radiator excluding the part. A partition wall for partitioning the ventilation path,
The cooling fan is arranged to forcibly vent outside air to the first ventilation path.
Vehicle with fuel cell. A fuel cell vehicle according to any one of claims 1 to 5,
Resistance adjusting means for adjusting the resistance of wind passing through the fuel cell radiator;
Resistance adjustment control means for controlling the resistance adjustment means based on vehicle speed and / or temperature of the fuel cell;
A vehicle equipped with a fuel cell. The resistance adjustment control means controls the resistance adjustment means so that the resistance of wind passing through the fuel cell radiator decreases as the vehicle speed increases.
The vehicle equipped with a fuel cell according to claim 6. The resistance adjustment control means controls the resistance adjustment means so that the resistance of wind passing through the fuel cell radiator decreases as the temperature of the fuel cell increases.
The fuel cell vehicle according to claim 6 or 7. The resistance adjustment control means is configured such that when the temperature of the fuel cell is within a predetermined operating temperature range, the resistance of wind passing through the fuel cell radiator decreases as the temperature of the fuel cell or the vehicle speed increases. Control the resistance adjustment means,
The fuel cell vehicle according to any one of claims 6 to 8. The resistance adjustment control means controls the resistance adjustment means so that the resistance of wind passing through the fuel cell radiator is maximized when the temperature of the fuel cell is out of a predetermined operating temperature range. And when the temperature of the fuel cell is within the predetermined operating temperature range, the resistance adjusting means is arranged so that the resistance of the wind passing through the fuel cell radiator decreases as the temperature of the fuel cell or the vehicle speed increases. Control,
The fuel cell vehicle according to any one of claims 6 to 9. The resistance adjusting means increases the resistance of the wind passing through the cooling refrigerant condenser when the resistance of the wind passing through the fuel cell radiator is reduced, and increases the resistance of the wind passing through the fuel cell radiator. When the resistance of the wind passing through the cooling refrigerant condenser is reduced, and the resistance of the wind passing through the cooling refrigerant condenser is reduced, the resistance of the wind passing through the fuel cell radiator is increased, and the cooling refrigerant condenser is Increasing the resistance of the passing wind functions to reduce the resistance of the wind passing through the fuel cell radiator,
The fuel cell vehicle according to any one of claims 6 to 10. The resistance adjustment control means controls the resistance adjustment means so that the resistance of wind passing through the cooling refrigerant condenser is minimized when the vehicle speed is within a predetermined low speed range.
The vehicle equipped with a fuel cell according to claim 11. The resistance adjusting means is a passing air blocking member that blocks wind passing through the ventilation path.
The vehicle equipped with a fuel cell according to any one of claims 6 to 12. The passing air blocking member is a member that can be wound by a winding shaft provided in the vicinity of the fuel cell radiator and / or in the vicinity of the cooling refrigerant condenser. It is a member that moves in the direction or the vehicle left-right direction,
The vehicle equipped with a fuel cell according to claim 13. The resistance adjusting means is a ventilation path dividing member that can bisect the cross-sectional area of the ventilation path at an arbitrary ratio between the fuel cell radiator side and the cooling refrigerant condenser side.
The vehicle equipped with a fuel cell according to any one of claims 6 to 12. The ventilation path dividing member is a member that is rotatable around a rotation shaft provided at or near a boundary between the fuel cell radiator and the cooling refrigerant condenser.
The vehicle equipped with a fuel cell according to claim 15.

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