JP2019197630A - Fuel cell system for vehicle and control method for fuel cell system for vehicle - Google Patents

Abstract

To improve cooling efficiency of a fuel cell even under a high-temperature environment such as in summer.SOLUTION: A fuel cell system 1000 for vehicle is provided. The fuel cell system for vehicle comprises: a radiator 160 for heater in which cooling water of a fuel cell 100 flows; and a fan 310 by which air at a raised temperature is blown into a passenger compartment 400 by blowing air to the radiator 160 for heater during forward rotation, and the radiator 160 for heater is cooled by blowing air inside of the passenger compartment 400 to the radiator 160 for heater during backward rotation. Thus, cooling efficiency of the fuel cell is improved even under a high-temperature environment such as in summer.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a vehicle fuel cell system and a vehicle fuel cell system control method.

  Conventionally, for example, the following Patent Document 1 describes that cooling water heated by cooling a fuel cell stack of a fuel cell device is circulated to a heater (heat exchanger) to supply warm air into the vehicle interior. Yes.

Japanese Patent Laid-Open No. 2002-28383

  For example, in an environment where the temperature outside the vehicle is high, such as in summer, the conditions for cooling the fuel cell become very strict, and the fuel cell cannot sufficiently dissipate heat, and the fuel cell may overheat. The above-mentioned patent document describes that warm air is supplied into the vehicle interior using cooling water that has been heated by cooling the fuel cell stack of the fuel cell device. It was not assumed that the cooling efficiency of the battery was increased.

  Therefore, the present invention has been made in view of the above problems, and an object of the present invention is a novel and capable of increasing the cooling efficiency of a fuel cell even in a high temperature environment such as summer. It is an object of the present invention to provide an improved vehicle fuel cell system and a method for controlling the vehicle fuel cell system.

  In order to solve the above problems, according to an aspect of the present invention, a radiator through which cooling water of a fuel cell flows, and air that has been heated to increase the temperature by applying air to the radiator during forward rotation are blown into the vehicle interior, There is provided a fuel cell system for a vehicle, comprising: a first blower fan that cools the radiator by applying air in the vehicle interior to the radiator during reverse rotation.

  The first blower fan may perform the reverse rotation when the temperature outside the vehicle is equal to or higher than a first predetermined value and the temperature of the cooling water is equal to or higher than a second predetermined value.

  Further, a cooling evaporator may be further provided that cools the air in the vehicle interior that has passed through the radiator during the reverse rotation of the first blower fan and returns the air to the vehicle interior.

  A cooling evaporator that cools by introducing air outside the passenger compartment; and a second blower fan that sends the air cooled by the cooling evaporator to the passenger compartment when the first blower fan rotates in the reverse direction. It may be provided.

  Further, a three-way valve may be provided that branches the cooling water from the main path of the cooling water and sends it to the radiator.

  In order to solve the above-mentioned problem, according to another aspect of the present invention, when the blower fan is rotated forward, air that has been heated by applying air to the radiator through which the cooling water of the fuel cell flows is used. A control method for a fuel cell system of a vehicle, comprising: blowing air into a vehicle interior; and cooling the radiator by applying air in the vehicle interior to the radiator when the air blowing fan is rotated in reverse. Provided.

  As described above, according to the present invention, the cooling efficiency of the fuel cell can be enhanced even in a high temperature environment such as summer.

It is a mimetic diagram showing a schematic structure of a fuel cell cooling system concerning a 1st embodiment of the present invention. It is a schematic diagram which shows the example which cools a fuel cell using the cool air of a vehicle interior. It is a flowchart which shows the process in the case of cooling the heater radiator using the air of a vehicle interior by the structure of FIG. It is a schematic diagram which shows schematic structure of the fuel cell cooling system which concerns on 2nd Embodiment. It is a flowchart which shows the process in the case of cooling the radiator for heaters using the air of a vehicle interior by the structure of FIG.

  Exemplary embodiments of the present invention will be described below in detail with reference to the accompanying drawings. In addition, in this specification and drawing, about the component which has the substantially same function structure, duplication description is abbreviate | omitted by attaching | subjecting the same code | symbol.

  First, a schematic configuration of a fuel cell cooling system 1000 according to the first embodiment of the present invention will be described with reference to FIG. As shown in FIG. 1, the fuel cell cooling system 1000 includes a fuel cell 100, a water temperature sensor 110, a three-way valve 120, an FC radiator 130, a water temperature sensor 140, an FC cooling pump 150, a heater radiator 160, a cooling water pipe 170, It has the control apparatus 200, the evaporator 300 for coolers, and the ventilation fan 310.

  In the fuel cell cooling system 1000 shown in FIG. 1, the cooling water circulates in the cooling water pipe 170 in the direction indicated by the arrow in FIG. 1 by driving the FC cooling pump 150. Thereby, the fuel cell 100 is cooled by the cooling water. The cooling water heated by the cooling of the fuel cell 100 is cooled by the FC radiator 130.

  When the three-way valve 120 is opened, the cooling water is also circulated through the heater radiator 160. For example, when the interior of the passenger compartment 400 is warmed in winter or the like, as shown in FIG. 1, the blower fan 310 is rotated forward to apply outside air to the heater radiator 160, and the air warmed by the heater radiator 160 is supplied to the vehicle. It is introduced into the chamber 400. As a result, the interior of the passenger compartment 400 is warmed. As the air applied to the heater radiator 160, the air outside the passenger compartment 400 and the air inside the passenger compartment 400 can be switched. In this case, the operation of the cooler by the evaporator 300 for cooler is not performed. In this way, the interior of the vehicle can be warmed using the cooling water warmed by the heat generated by the fuel cell 100 as a heater.

  Next, the case where the fuel cell 100 is cooled using the cool air in the passenger compartment 400 when the temperature outside the vehicle is high, such as in summer, will be described with reference to FIG. The configuration of the fuel cell cooling system 1000 shown in FIG. 2 is basically the same as that shown in FIG. In FIG. 2, a passenger compartment outside temperature sensor 180 is added to the configuration of FIG. 1.

  For example, when the outside of the vehicle is hot such as in summer, it is assumed that the cooling performance of the fuel cell 100 is insufficient with only the FC radiator 130. In such a case, in the present embodiment, as shown in FIG. 2, the blower fan 310 is reversely rotated to release the air in the passenger compartment 400 to the outside, and the air in the passenger compartment 400 is applied to the heater radiator 160. .

  When the temperature outside the vehicle is high, such as in summer, the interior of the passenger compartment 400 is usually cooled by a cooler. Therefore, the cooling water circulating in the heater radiator 160 can be obtained by applying the air in the passenger compartment 400 to the heater radiator 160. Can be cooled. As a result, the fuel cell 100 can be cooled using both the FC radiator 130 and the heater radiator 160, so that the cooling water can be reliably cooled even when the outside of the vehicle is hot or when the cooling water temperature is high, such as in summer. Thus, the fuel cell 100 can be reliably cooled.

  In addition, as shown in FIG. 2, the air that has passed through the heater radiator 160 is cooled by passing through the cooler evaporator 300 and returned to the vehicle interior 400. Therefore, an increase in room temperature due to the application of the air in the passenger compartment 400 to the heater radiator 160 that can cool the air in the passenger compartment 400 is suppressed.

  As described above, according to the configuration shown in FIG. 2, the heater radiator 160 can be cooled by applying the air in the passenger compartment 400 to the heater radiator 160. Further, the air after passing through the heater radiator 160 passes through the cooler evaporator 300 and is returned to the vehicle interior 400. Therefore, the cooling water can be cooled by the FC radiator 130 and the heater radiator 160 to cool the fuel cell 100, and the air in the passenger compartment 400 can be cooled by the cooler evaporator 300.

  FIG. 3 is a flowchart showing processing when the heater radiator 160 is cooled using the air in the passenger compartment 400 with the configuration of FIG. The processing in FIG. 3 is mainly performed by the control device 200 and is performed at predetermined intervals. First, in step S10, the coolant temperature detected by the coolant temperature sensor 110 is acquired. Although the cooling water temperature detected by the water temperature sensor 140 in step S10 can be detected, since the water temperature sensor 110 is located on the downstream side of the fuel cell 100, the cooling water temperature detected by the water temperature sensor 110 is more accurate. This represents the temperature of the fuel cell 100. In the next step S12, the outside air temperature detected by the outside air temperature sensor 180 is acquired.

  In the next step S14, it is determined whether or not the cooling water temperature detected by the water temperature sensor 110 is equal to or higher than the first predetermined temperature and the vehicle outdoor temperature detected by the vehicle outdoor temperature sensor 180 is equal to or higher than the second predetermined temperature. To do. If the coolant temperature is equal to or higher than the first predetermined temperature and the outside air temperature is equal to or higher than the second predetermined temperature, the process proceeds to step S16. If the process proceeds to step S16, the three-way valve 120 is opened because the cooling water temperature is likely to rise, such as in summer. As a result, the cooling water also circulates in the heater radiator 160.

  In the next step S18, the blower fan 310 is reversely rotated. Thereby, the cool air in the passenger compartment 400 is applied to the heater radiator 160, and the heater radiator 160 is cooled. The air that has passed through the heater radiator 160 is cooled by passing through the cooler evaporator 300 and returned to the vehicle interior 400.

  In the next step S20, it is determined whether or not the cooling water temperature detected by the water temperature sensor 110 is equal to or lower than a predetermined temperature. If the cooling water temperature is equal to or lower than the predetermined temperature, the cooling water is sufficiently cooled, and the process proceeds to step S22. . In step S22, the three-way valve 120 is closed. Thereby, the circulation of the cooling water to the heater radiator 160 is stopped, and the cooling water is cooled only by the FC radiator 130. On the other hand, when the cooling water temperature exceeds the predetermined temperature in step S20, the process returns to step S16.

  After step S22, the process proceeds to step S24. In step S24, it is determined whether the cooler by the evaporator 300 for coolers was utilized before rotating the ventilation fan 310 reversely by step S18. And when using the cooler, it progresses to step S26 and the ventilation fan 310 is rotated forward. On the other hand, if the cooler is not used, the process proceeds to step S28, and the blower fan 310 is stopped. After steps S26 and S28, the process ends.

  Next, a second embodiment of the present invention will be described based on FIG. FIG. 4 is a schematic diagram showing a schematic configuration of a fuel cell cooling system 1000 according to the second embodiment. In the second embodiment, the heater radiator 160 and the cooler evaporator 300 are arranged in parallel to the passenger compartment 400. In addition to the blower fan 310 of the evaporator 300 for the cooler, a blower fan 320 for the heater radiator 160 is provided.

  Also in FIG. 4, when the temperature outside the vehicle is high, such as in summer, the air in the passenger compartment 400 is applied to the heater radiator 160 by rotating the blower fan 320 in the reverse direction. Thereby, similarly to FIG. 2, the cooling water circulating in the heater radiator 160 can be cooled, and the fuel cell 100 can dissipate heat. The air that is applied to the heater radiator 160 and passes through the heater radiator 160 is exhausted out of the passenger compartment 400.

  In addition, as shown in FIG. 4, while the heater radiator 160 is cooled and the cooling water is cooled, the blower fan 310 of the cooler evaporator 300 is operated, and the cooler evaporator 300 is operated, so that the vehicle Cooling of the chamber 400 is performed. Therefore, an increase in room temperature due to the air in the passenger compartment 400 being applied to the heater radiator 160 is suppressed.

  In the configuration of FIG. 4, compared with FIG. 2, the air heated through the heater radiator 160 is exhausted out of the passenger compartment 400 and is not introduced into the cooler evaporator 300. Since the air outside the passenger compartment 400 is introduced into the cooler evaporator 300 at a temperature lower than that of the air that has passed through the heater radiator 160, the cooling efficiency when cooling the passenger compartment 400 can be increased.

  In the example shown in FIG. 4, as indicated by an arrow A <b> 1, part or all of the air sent from the cooler evaporator 300 into the passenger compartment 400 may be applied to the heater radiator 160. In this case, compared with the case where all the air from the evaporator 300 for the cooler is sent into the passenger compartment 400, the cooling efficiency in the passenger compartment 400 is reduced, but the cooling efficiency of the heater radiator 160 is increased. Even in extreme heat, the cooling efficiency of the cooling water circulating through the heater radiator 160 can be further increased, and the fuel cell 100 can be reliably cooled.

  FIG. 5 is a flowchart showing a process when the heater radiator 160 is cooled using the air in the passenger compartment 400 with the configuration of FIG. The processing of FIG. 5 is also mainly performed by the control device 200 at predetermined intervals. In FIG. 5, the processing of step S30, step S32, step S36, step S38, and step S40 is different from that in FIG. 3, and the processing in other steps is the same as that in FIG. In the following, the processing different from that in FIG. 3 will be mainly described.

  Steps S <b> 30 and S <b> 32 are processes added to FIG. 3. In step S <b> 30, whether or not the cooler evaporator 300 is used, that is, whether or not the interior of the passenger compartment 400 is cooled by the cooler evaporator 300. It is determined whether or not. When the evaporator 300 for coolers is used, it progresses to step S16. On the other hand, when the evaporator 300 for coolers is not used, it progresses to step S32 and operates the evaporator 300 for coolers.

  In addition, after the three-way valve 120 is closed in step S22, the blower fan 320 of the heater radiator 160 is stopped in step S34. In the next step S36, it is determined whether or not the cooler has been used before the 3-way valve 120 is opened in step S16. If the cooler has been used, the process proceeds to step S38, and the cooler is continuously operated. On the other hand, when the cooler is not used, the process proceeds to step S40, and the cooler is stopped.

  As described above, in the process of FIG. 5, when air in the passenger compartment 400 is applied to the heater radiator 160, if the interior of the passenger compartment 400 is not cooled by the cooler evaporator 300, Cooling of the chamber 400 is performed. Thereby, since the cool air cooled by the cooling in the passenger compartment 400 hits the heater radiator 160, the cooling efficiency can be improved.

  As described above, according to the present embodiment, since the air in the passenger compartment 400 is applied to the heater radiator 160, the cooling water circulating in the heater radiator 160 is cooled by the air in the passenger compartment 400. Can do. Therefore, the fuel cell 100 can be cooled by using the cool air cooled by the cooling in the passenger compartment 400 under conditions that impose a burden on the cooling of the fuel cell 100 such as in summer. It becomes possible to control optimally. This makes it possible to reliably suppress overheating of the fuel cell 100 when the outside air temperature is high, such as in summer.

  The preferred embodiments of the present invention have been described in detail above with reference to the accompanying drawings, but the present invention is not limited to such examples. It is obvious that a person having ordinary knowledge in the technical field to which the present invention pertains can come up with various changes or modifications within the scope of the technical idea described in the claims. Of course, it is understood that these also belong to the technical scope of the present invention.

DESCRIPTION OF SYMBOLS 100 Fuel cell 120 3 way valve 160 Radiator for heater 300 Evaporator for cooler 310,320 Blower fan 400 Car compartment 1000 Fuel cell system

Claims (6)

A radiator through which the cooling water of the fuel cell flows,
A first blower fan for blowing air into the vehicle interior when air is applied to the radiator during normal rotation and cooling the radiator by applying air within the vehicle interior to the radiator during reverse rotation;
A vehicle fuel cell system comprising:   The said 1st ventilation fan performs the said reverse rotation when the temperature outside a vehicle is more than a 1st predetermined value, and the temperature of the said cooling water is more than a 2nd predetermined value, The said 1st ventilation fan performs the said reverse rotation. A vehicle fuel cell system according to claim 1.   The vehicle according to claim 1, further comprising a cooling evaporator that cools air in the vehicle interior that has passed through the radiator and returns the air to the vehicle interior when the first blower fan rotates in the reverse direction. Fuel cell system. An evaporator for cooling by introducing air outside the passenger compartment and cooling;
A second blower fan that sends the air cooled by the cooling evaporator into the vehicle compartment during the reverse rotation of the first blower fan;
The vehicle fuel cell system according to claim 1, further comprising:   The vehicle fuel cell system according to any one of claims 1 to 4, further comprising a three-way valve that branches the cooling water from a main path of the cooling water and sends the branched water to the radiator. When the air blowing fan is rotated forward, the air is applied to the radiator through which the coolant of the fuel cell flows and the temperature is raised to blow into the vehicle interior; and
Cooling the radiator by applying air in the passenger compartment to the radiator when the blower fan is reversely rotated;
A control method for a fuel cell system of a vehicle.

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