JP4341356B2 - Fuel cell system - Google Patents

Fuel cell system Download PDF

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Publication number
JP4341356B2
JP4341356B2 JP2003331717A JP2003331717A JP4341356B2 JP 4341356 B2 JP4341356 B2 JP 4341356B2 JP 2003331717 A JP2003331717 A JP 2003331717A JP 2003331717 A JP2003331717 A JP 2003331717A JP 4341356 B2 JP4341356 B2 JP 4341356B2
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fuel cell
electric heater
heat medium
power
cooling water
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JP2005100752A (en
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祐一 坂上
邦夫 岡本
利幸 河合
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株式会社デンソー
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    • YGENERAL 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
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/72Electric energy management in electromobility
    • Y02T10/7208Electric power conversion within the vehicle
    • Y02T10/7241DC to AC or AC to DC power conversion

Description

  The present invention relates to a fuel cell system including a fuel cell that generates electric energy by a chemical reaction between hydrogen and oxygen, and is effective when applied to a moving body such as a vehicle, a ship, and a portable generator.

  2. Description of the Related Art Conventionally, a fuel cell system that drives a motor or the like using power generated from a fuel cell that generates electricity using an electrochemical reaction between hydrogen and oxygen (air) as a drive source is known. In a fuel cell vehicle using a fuel cell as a driving source, generally, regenerative braking is performed using a vehicle drive motor or the like when decelerating or descending a slope, and regenerative power obtained by regenerative braking is supplied to a secondary battery (power storage device). By storing and using it at the next start or acceleration, vehicle fuel efficiency and vehicle acceleration performance are improved.

  However, when the downhill continues continuously, the secondary battery is fully charged by the regenerative power, and the regenerative power from the drive motor cannot be stored in the secondary battery, so that regenerative braking is performed. There is a problem that it becomes impossible to obtain the braking force due to the. In such a case, since regenerative braking cannot be used, it depends only on the mechanical brake, and the fuel cell vehicle has a larger mechanical brake than the internal combustion engine vehicle. In addition, there are problems such as an increase in the burden on the driver and an increase in drive feeling due to an increase in the frequency of brake operation.

For this reason, in order to process surplus power due to regenerative braking, a fuel cell system that consumes surplus power due to regenerative power using an air compressor or a cooling water supply pump that supplies air to the fuel cell has been proposed (for example, , See Patent Document 1). In some cases, a heat storage mechanism and a cold storage heat mechanism are provided, and surplus power generated by regenerative power is used in these mechanisms to effectively use the surplus power (see, for example, Patent Document 2).
JP 2002-203583 A JP 2000-59918 A

  However, in Patent Document 1, surplus power is consumed by using an air compressor or the like. However, since these power consumptions are small, the surplus power may not be completely consumed.

  Moreover, in the said patent document 1, reusable electric power cannot be reused only by consuming and throwing away regenerated electric power. Furthermore, in the said patent document 2, although recycle | regeneration of electric power is aimed at, in order to recycle regenerative electric power, it is necessary to mount a thermal storage mechanism and a cold storage thermal mechanism, and the big space for mounting these mechanisms There was a problem that was necessary.

  In view of the above problems, an object of the present invention is to reliably consume surplus power in a fuel cell system capable of obtaining regenerative power. Another object of the present invention is to provide a fuel cell system capable of reusing surplus power without increasing the size of the system.

  In order to achieve the above object, according to the first aspect of the present invention, there is provided a fuel cell system mounted on a moving body including a fuel cell (10) that obtains electric power by electrochemically reacting hydrogen and oxygen. A heat medium path (40) for circulating the heat medium in the battery (10), a radiator (43) provided in the heat medium path (40) for releasing heat of the heat medium to the atmosphere, and a heat medium path (40) , An electric heater (51) provided on the downstream side of the fuel cell (10) and on the upstream side of the radiator (43), and regenerative power generation for generating regenerative power when the moving body is braked Means (11, 12), a secondary battery (13) connected in parallel with the fuel cell (10) and the regenerative power generation means (11, 12), a fuel cell (10), a regenerative power generation means (11, 12) or at least of the secondary battery (13) Electric load means (11, 16) capable of consuming electric power from the two, and the sum of the generated power of the fuel cell (10) and the regenerative power of the regenerative power generation means (11, 12) is the load means (11 , 16) and the amount exceeding the total acceptable power of the secondary battery (13) are used as surplus power, and the surplus power is consumed by the electric heater (51).

  Thus, when the surplus power is higher than the power acceptable by the secondary battery (13), the electric heater (51) is configured so that the electric heater 51 consumes less power than an air compressor or the like. It is possible to increase the power consumption, and it is possible to reliably consume surplus power. Thereby, the operation frequency of a mechanical brake can be reduced, a driver | operator's burden can be reduced, and the deterioration of drive feeling can be avoided.

  In the second aspect of the invention, the electric heater bypass path (53) for bypassing the electric medium (51) with the heat medium, the flow rate of the heat medium flowing to the electric heater (51) side, and the electric heater bypass path (53) And an electric heater bypass flow rate adjusting means (54) capable of adjusting the flow rate of the heat medium flowing to the) side. Thereby, when the electric heater (51) is unnecessary, the heat medium can bypass the electric heater (51), and pressure loss can be reduced.

  Moreover, in invention of Claim 3, it is provided with the heat radiator (56) provided in the downstream of the electric heater (51) in the heat-medium path | route (40), and the upstream of the heat radiator (53). It is a feature. In this way, by using the heat obtained from the surplus power for heating, it is possible to effectively reuse the surplus power without throwing away the surplus power.

  The electric heater bypass path (53) is characterized in that the heat medium bypasses the electric heater (51) and the heating radiator (56). Thereby, when the radiator for heating (56) is unnecessary, the heat medium can bypass the heater for radiator (56), and pressure loss can be reduced.

  In the invention according to claim 5, the heating radiator bypass path (59) for bypassing the heating medium to the heating radiator (56), the flow rate of the heating medium flowing through the heating radiator (56), and the heating And a heating radiator bypass flow rate adjusting means (60) capable of adjusting the flow rate of the heat medium flowing in the radiator bypass path (59) for heating. Thereby, it becomes possible to adjust the heating capacity by the heating radiator (56).

  Further, as in the sixth aspect of the invention, the system can be simplified by using an on-off valve as the flow rate adjusting means (60).

  Further, as in the invention described in claim 7, at least two of the heating radiator (56), the heating radiator bypass path (59), or the heating radiator bypass flow rate adjusting means (60) are integrally formed. By configuring, these can be made compact.

  In the invention according to claim 8, the heat medium does not circulate in the fuel cell (10), and a closed loop in which the heat medium can circulate is formed in the electric heater (51) and the heating radiator (56). A closed loop heat medium circulating means (66) for circulating the heat medium is provided at any location in the closed loop. Thus, by providing a closed loop independent of the fuel cell (10) having a large heat capacity, the heat capacity of the heating circuit can be reduced, and the startup performance of the heating can be improved.

  Further, in the invention according to claim 9, a catalytic combustion heater (67) using hydrogen as a fuel capable of heating a heat medium on the downstream side of the electric heater (51) and upstream of the heating radiator (56). ).

  Thereby, even if it is a case where electric power is not obtained under a low-temperature environment, indoor heating can be performed or the fuel cell (10) can be warmed up using the hydrogen catalyst heater (67) as a heat source. Further, by providing the hydrogen catalyst heater (67) on the downstream side of the electric heater (51), the electric heater (51) can be operated to heat the cooling water, and the temperature of the catalyst can be raised to the activation temperature or higher. At this time, if surplus power is generated by the regenerative power, the catalyst can be heated by the surplus power via the electric heater (51), and the surplus power can be effectively used.

  In the invention according to claim 10, the first temperature detecting means (52) provided in the vicinity of the surface in contact with the heat medium in the electric heater (51), and the heat medium in the catalytic combustion heater (67) 2nd temperature detection means (68) provided in the surface vicinity which contacts, and the heat medium temperature adjustment means which can adjust the temperature of a heat medium, The temperature detected by 1st temperature detection means (52) or 1st The temperature of the heat medium is lowered by the heat medium temperature adjusting means when the temperature detected by the second temperature detecting means (68) becomes a predetermined value or more. Thereby, it can prevent that a thermal medium overheats.

  Further, as in the invention described in claim 11, the heat medium temperature adjusting means adjusts the power supply amount to the electric heater (51), adjusts the heat medium flow rate, or adjusts the hydrogen supply amount to the catalytic combustion heater (67). At least one of adjustment and adjustment of the air supply amount can be performed.

  Moreover, when the heat medium is an ethylene glycol aqueous solution as in the invention described in claim 12, the predetermined value is set to a temperature equal to or lower than the decomposition temperature of the ethylene glycol aqueous solution, whereby ions generated by the thermal decomposition of the ethylene glycol aqueous solution. Generation | occurrence | production can be suppressed and the raise of electrical conductivity can be suppressed.

  Further, the invention according to claim 13 is characterized in that the regenerative power generating means (11, 12) and the electric heater (51) are connected without the power conversion means. Thereby, for example, when the power conversion means is broken, it is possible to prevent the electric heater (51) from consuming electric power and preventing regenerative braking, and the reliability of the fuel cell system can be improved.

  In addition, the code | symbol in the bracket | parenthesis of each said means shows the correspondence with the specific means as described in embodiment mentioned later.

(First embodiment)
Hereinafter, a first embodiment of the present invention will be described with reference to FIGS. In the first embodiment, the fuel cell system of the present invention is applied to an electric vehicle (fuel cell vehicle) that runs using a fuel cell as a power source.

FIG. 1 is a conceptual diagram showing the overall configuration of the fuel cell system according to the first embodiment. As shown in FIG. 1, the fuel cell system according to the first embodiment includes a fuel cell (FC stack) 10 that generates electric power by utilizing an electrochemical reaction between hydrogen and oxygen. The fuel cell 10 is configured to supply electric power to an electric load 16 such as an electric motor (load) 11 for driving a vehicle, a secondary battery 13 and other auxiliary machines. In the fuel cell 10, the following electrochemical reaction between hydrogen and oxygen occurs to generate electric energy.
Anode (hydrogen electrode): H 2 → 2H + + 2e
Cathode (oxygen electrode): 2H + + 1 / 2O 2 + 2e → H 2 O
Overall reaction: H 2 + 1 / 2O 2 → H 2 O
In the first embodiment, a polymer electrolyte fuel cell is used as the fuel cell 10, and a plurality of cells serving as basic units are stacked. Each cell has a configuration in which an electrolyte membrane is sandwiched between a pair of electrodes. The present invention is not limited to the type of fuel cell, and can be applied to other types of fuel cells such as phosphoric acid fuel cells, molten carbonate fuel cells, and solid oxide fuel cells.

  The DC power generated in the fuel cell 10 is converted into an AC current by the inverter 12 and supplied to the traveling motor 11. Thereby, the motor 11 can generate a wheel driving force and drive the vehicle. In addition, surplus power during power generation by the fuel cell 10 can be stored in the secondary battery 13 via the DC / DC converter 14.

  The inverter 12 converts the direct current supplied from the fuel cell 10 or the secondary battery 13 into an alternating current and supplies the alternating current to the traveling motor 11 to drive the traveling motor 11. In the electric vehicle according to the first embodiment, when the vehicle is decelerated or downhill, the traveling motor 11 is operated as a generator to generate electric power and perform regenerative braking to obtain braking force. Regenerative power generated by regenerative braking is The secondary battery 13 can be charged via the inverter 12. The traveling motor 11 and the inverter 12 constitute regenerative power generating means of the present invention.

  Further, in the fuel cell system of the first embodiment, the secondary battery 13 is electrically connected in parallel with the fuel cell 10, and the power can be supplied from the secondary battery 13 together with the fuel cell 10 to the motor 11. Has been. For example, when a large amount of electric power is required when starting the vehicle or accelerating, the electric power can be taken not only from the fuel cell 10 but also from the secondary battery 13 and supplied to the traveling motor 11. As the secondary battery 13, for example, a general nickel metal hydride battery can be used.

  The DC / DC converter 14 performs voltage conversion so that the secondary battery 13 and the fuel cell 10 have the same voltage. The DC / DC converter 14 can transmit power in both directions by a control signal from the outside.

  A diode 15 is provided between the fuel cell 10 and the DC / DC converter 14. The diode 15 prevents the fuel cell 10 from being destroyed by the current from the secondary battery 13 and the current regenerated by the traveling motor 11 and the inverter 12 flowing into the fuel cell 10.

  The auxiliary machine 16 is an auxiliary machine (electric load) such as an air supply device 30 for supplying air to the fuel cell 10 and a cooling water circulation pump motor 42, and is connected to the secondary battery 13 via the inverter 17. The traveling motor 11 and the auxiliary machine 16 constitute the electric load means of the present invention.

  In the fuel cell system of the first embodiment, the sum of the power consumed by the electric load means 11 and 16 and the acceptable power of the secondary battery 13 is calculated from the sum of the power generated by the fuel cell 10 and the regenerative power generated by the regenerative power generating means. The difference minus is the surplus power. An electric heater 51 to be described later is connected in parallel with the fuel cell 10 and the inverter 12 so that surplus power can be supplied to the electric heater 51.

  The fuel cell 10 is configured such that hydrogen is supplied from the hydrogen supply device 20 via the hydrogen supply path 21 and air is supplied from the air supply device 30 via the air supply path 32.

  As the hydrogen supply device 20, for example, a hydrogen tank that stores a pure hydrogen by incorporating a hydrogen storage material such as a hydrogen storage alloy can be used. The hydrogen supply path 21 is provided with a shut valve 22 and a hydrogen regulator 23. When supplying hydrogen to the fuel cell 1, the shut valve 22 is opened, and hydrogen having a desired pressure by the hydrogen regulator 23 is supplied to the fuel cell 1.

  From the hydrogen discharge path 24, unreacted hydrogen gas, vapor (or water), nitrogen, oxygen, etc. mixed through the solid polymer film from the air electrode are discharged. The hydrogen discharge path 24 is provided with a shut valve 25 that opens and closes according to the operating conditions of the fuel cell 10.

  For example, an air compressor can be used as the air supply device 30. The air compressor 30 is driven by a compressor motor 31. The air supply path 32 is provided with a humidifier 33 for humidifying the supply air. The humidifier 33 is a device that collects moisture contained in the exhaust air discharged from the fuel cell 10 and humidifies the air discharged from the air compressor 30 using this moisture. Thereby, the solid polymer film in the fuel cell 10 can be kept in a wet state containing moisture for an electrochemical reaction during power generation.

  From the air discharge path 34, unreacted air, steam (or water), hydrogen mixed through the solid polymer film from the hydrogen electrode, and the like are discharged. The regulator 35 is provided in the air discharge path 34 and adjusts the pressure of the air supplied to the fuel cell 10 in order to operate the fuel cell 10 efficiently.

  The fuel cell 10 generates heat with power generation. In the polymer electrolyte fuel cell, it is necessary to operate at around 80 ° C. in view of the heat resistant temperature and efficiency of the membrane. For this reason, the fuel cell system is provided with a cooling system for cooling the fuel cell 10.

  The cooling system includes a cooling water path (heat medium path) 40 that circulates the cooling water to the fuel cell 10, a cooling water circulation pump 41 that pumps the cooling water, a radiator (radiator) 43 that radiates the cooling water, and the like. Yes. As the cooling water, a mixed solution of ethylene glycol and water is used so as not to freeze even at low temperatures.

  The cooling water circulation pump 41 is mechanically connected to the pump motor 42. By rotating the pump motor 42, the cooling water circulation pump 41 can be rotated to circulate the cooling water in the fuel cell 10. The heat generated in the fuel cell 10 is discharged out of the system by the radiator 43 through the cooling water.

  The cooling fan 44 is mechanically connected to the cooling fan motor 45. By rotating the cooling fan motor 45, the cooling fan 44 is rotated and blown to the radiator 43, and heat is released from the radiator 43 to the outside air. it can. The radiator 43 is preferably mounted at a position where traveling wind (ram pressure) can be used when the vehicle is traveling.

  The thermostat 46 is a well-known technique. When the cooling water temperature is higher than a predetermined value, the cooling water flows to the radiator 43 side. Conversely, when the cooling water temperature is lower than the predetermined value, the thermostat 46 enters the radiator bypass path 47. Temperature control is performed by controlling the cooling water to flow.

  With such a cooling system, the temperature of the fuel cell 10 can be controlled by adjusting the temperature of the cooling water by the flow rate control by the cooling water circulation pump 41, the air volume control by the cooling fan 44, and the bypass control by the thermostat 46.

  Further, in the configuration of the first embodiment, since the coolant directly contacts the inside of the fuel cell 10, if the conductivity of the coolant is large, an electric shock due to electric leakage or a decrease in the fuel cell system efficiency is caused. For this reason, in the first embodiment, an ion adsorption path 48 is provided in the cooling water path 40, and an ion exchange resin (ion adsorption means) 49 is disposed in the ion adsorption path 48.

  The ion exchange resin 49 adsorbs ions eluted from each component into the cooling water, and can suppress an increase in the conductivity of the cooling water. Incidentally, the ion adsorption device 49 may be installed anywhere as long as the cooling water flows. Furthermore, in the first embodiment, a mixture of ethylene glycol and water is used as the cooling water having a low electrical conductivity.

  A temperature sensor 50 that detects the coolant temperature is provided in the vicinity of the outlet of the fuel cell 10 in the coolant path 40.

  An electric heater 51 for heating the cooling water is provided on the downstream side of the fuel cell 10 in the cooling water passage 40 and on the upstream side of the radiator 43. As described above, the electric heater 51 is supplied with surplus power of the fuel cell system. The electric heater 51 can adjust the output (heating temperature) by adjusting the power supply. The electric heater 51 is directly connected to the inverter 12 without passing through a power converter such as the DC / DC converter 14. When electrically connected via the DC / DC converter 14, when the DC / DC converter 14 is broken, the electric heater 51 cannot consume power and regenerative braking cannot be performed. For this reason, the reliability of the fuel cell system can be improved by directly connecting them.

  When an ethylene glycol aqueous solution is used as the cooling water, it decomposes to produce an organic acid such as formic acid when the temperature exceeds the thermal decomposition temperature in the presence of oxygen. These organic acids ionize in the cooling water and increase the conductivity of the cooling water. Since the temperature of the surface of the electric heater 51 in contact with the cooling water is the highest, in the first embodiment, the temperature sensor 52 is provided in the vicinity of the surface of the electric heater 51 in contact with the cooling water or the surface of the electric heater 51 in contact with the cooling water. ing.

  In the first embodiment, the temperature control of the cooling water is performed based on the temperature detected by the temperature sensor 52 so that the cooling water becomes equal to or lower than the thermal decomposition temperature of the cooling water. The temperature at which this temperature control is started may be set to a temperature at which the thermal decomposition rate equal to or lower than the thermal decomposition temperature is increased. In order to reduce the heating temperature by the electric heater 51, the flow rate of the cooling water circulating to the electric heater 51 is increased, or the electric power supplied to the electric heater 51 is reduced. By performing such control, generation of ions due to thermal decomposition of the cooling water can be suppressed and the life of the ion exchange resin 49 can be extended.

  The cooling water path 40 is provided with an electric heater bypass path 53 for bypassing the cooling water to the electric heater 51. The electric heater bypass path 53 branches from the cooling water path 40 on the upstream side of the electric heater 51 and merges with the cooling water path 40 on the downstream side of the electric heater 51. A flow rate adjusting valve (electric heater bypass flow rate adjusting means) 54 is provided at a branch point between the cooling water path 40 and the electric heater bypass path 53. In the first embodiment, a rotary valve is used as the flow rate adjustment valve 54. The ratio of the cooling water flowing to the electric heater 51 side or the electric heater bypass path 53 side can be arbitrarily adjusted between 0 to 100% by the flow rate adjusting valve 54.

  An indoor heating unit 55 is provided downstream of the electric heater 51 and upstream of the radiator 43 in the cooling water path 40. The indoor heating unit 55 includes a heater core (heating radiator) 56, an indoor heating fan 57, a fan motor 58, a heating radiator bypass path 59, and an on / off valve (heating radiator bypass flow rate adjusting means) 60. ing.

  The heater core 56 heats the air passing through the heater core 56 using cooling water as a heat source. The indoor heating fan 57 is mechanically connected to the indoor heating fan motor 58, and the indoor heating fan 57 is rotated by rotating the indoor heating fan motor 58 to blow air to the heater core 56.

  FIG. 2 is a conceptual diagram showing the configuration of the vehicle air conditioner. As shown in FIG. 2, the heater core 56 and the indoor heating fan 57 are configured so that the air in the vehicle interior or the air outside the vehicle interior is sent to the heater core 56 by the indoor heating fan 57 and the air after passing through the heater core 56 can be blown into the vehicle interior. There are ducts around.

  As shown in FIG. 2, the indoor heating fan 13 is sent to an evaporator 62 for indoor air or outdoor air. The evaporator 62 cools the air by evaporating the low-pressure and low-temperature refrigerant inside. The heater core 56 is installed on the downstream side of the air flow of the evaporator 62. The heater core 56 is provided with an air mix door 63 that controls whether the air after passing through the evaporator 62 is allowed to pass through the heater core 56.

  When it is desired to cool the air at a low temperature, the air mix door 63 is closed so that air does not pass through the heater core 56. On the other hand, when it is desired to heat the air at a high temperature, the air mix door 63 is opened so that the air passes through the heater core 56. When performing dehumidification, the air mix door 63 is opened and the air cooled and dehumidified by the evaporator 62 is heated by the heater core 56 and introduced into the room. The air mix door 63 can adjust the opening according to the required air temperature, not on / off control.

  Here, when the hot water always flows through the heater core 56, for example, when there is no need for heating in the summer, heat is released from the heater core 56, which adversely affects the air conditioning performance, and excess energy for indoor cooling is used. It becomes necessary and the vehicle fuel consumption is deteriorated. In particular, during energy regeneration, a large amount of heat is released from the electric heater 51 upstream of the heater core 56 to the cooling water. Therefore, it is not sufficient to simply close the air mix door 63, and heat from the regenerative power enters the vehicle interior. It is possible. Moreover, a large space is required for installing the air mix door 63. Therefore, in the first embodiment, the above problem is avoided by installing the on / off valve 60 and the bypass path 59.

  Returning to FIG. 1, the heating radiator bypass path 59 is provided in the cooling water path 40 so as to bypass the heater core 56, branches from the cooling water path 40 upstream of the heater core 56, and is downstream of the heater core 56. The cooling water path 40 is merged.

  The on / off valve 60 is provided on the downstream side of the branch point of the cooling water passage 40 with the heating radiator bypass passage 59 and on the upstream side of the heater core 56. The on / off valve 60 is an electrical on-off valve that can open and close the cooling water circulation passage 40 by control from the outside, and is closed during normal times (when no power is supplied). The cooling water flows to the heater core 56 by opening the on / off valve 60, and the cooling water flows to the heating radiator bypass path 59 by closing the on / off valve 60. By using the on / off valve 60 having such a simple configuration, the system can be configured with a simple configuration, and the cost can be reduced.

  FIG. 3 is a perspective view of the heater core 56. The heater core 60 is a heat exchanger composed of tubes and fins, and cooling water can flow inside the tubes and air can flow outside to perform heat exchange. The arrows in FIG. 3 indicate the flow of cooling water. Moreover, as shown in FIG. 3, the heater core 56, the heat radiator bypass path 59, and the on-off valve 60 are comprised integrally. By integrating these components 56, 59, and 60, the mountability to the vehicle can be improved. In addition, also when arbitrary two combinations among these components 56, 59, and 60 are integrated, the mounting property to a vehicle can be improved.

  Returning to FIG. 1, the fuel cell system of the first embodiment is provided with an outside air temperature sensor 61 for detecting the outside air temperature. Furthermore, the fuel cell system is provided with an electronic control unit (ECU) 100 that controls the vehicle system and each component device. The heat medium temperature adjusting means of the present invention is configured by the ECU 100. The ECU 100 adjusts the cooling water temperature by adjusting the power supply amount to the electric heater 51, adjusting the cooling water flow rate, and the like based on the detected temperatures of the temperature sensors 51 and 68.

  Next, processing of generated power in the fuel cell system of the first embodiment will be described based on the flowchart of FIG.

  First, the generated power Pfc of the fuel cell 10 is calculated (S10). Next, the vehicle braking torque command value Ta is calculated from the brake depression force and the like, and the regenerative power Pb is calculated from the vehicle braking torque command value Ta (S11). Next, the power consumption Pc of the electric load means 11 and 16 is calculated (S12).

  Next, it is determined whether or not the sum Pfc + Pb of the generated power Pfc of the fuel cell 10 and the regenerative power Pb exceeds the power consumption Pc of the electric load means 11 and 16 (S13). As a result, if Pfc + Pb> Pc is not satisfied, all of Pfc + Pb is consumed by the electric load means 11 and 16 and returned (S14).

  On the other hand, when Pfc + Pb> Pc, that is, the sum of the generated power Pfc of the fuel cell 10 and the regenerative power Pb exceeds the power consumption Pc of the electric load means 11, 16, and the first surplus power (Pfc + Pb) −Pc is generated. In this case, the acceptable power Pb of the secondary battery 13 is calculated (S15). The acceptable power Pb of the secondary battery 13 can be calculated based on the type of the secondary battery 13, the temperature of the secondary battery 13, the SOC (charge amount), and the like.

  Next, the first surplus power (Pfc + Pb) −Pc exceeding the power consumption Pc of the electric load means 11, 16 out of the sum of the generated power Pfc and the regenerative power Pb of the fuel cell 10 can be received by the secondary battery 13. It is determined whether or not the electric power Pb is exceeded (S16). As a result, if (Pfc + Pb) −Pc> Pb is not satisfied, the secondary battery 13 is charged with electric power (Pfc + Pb) −Pc, and the process returns (S17).

  On the other hand, when (Pfc + Pb) −Pc> Pb, that is, the sum of the generated power Pfc of the fuel cell 10 and the regenerative power Pb is the power consumption Pc of the electric load means 11, 16 and the acceptable power Pb of the secondary battery 13. When the second surplus power (Pfc + Pb) − (Pc + Pi) is generated, the acceptable power Ph of the electric heater 51 is calculated (S18). The electric power Ph that can be received by the electric heater 51 can be calculated based on the coolant temperature, the capacity of the radiator 43, the capacity of the heater core 56, and the like.

  Next, the second surplus power that exceeds the sum of the power consumption Pc of the electric load means 11 and 16 and the acceptable power Pb of the secondary battery 13 among the sum of the generated power Pfc and the regenerative power Pb of the fuel cell 10. It is determined whether (Pfc + Pb) − (Pc + Pi) exceeds the acceptable power Ph of the electric heater 56 (S19). As a result, if (Pfc + Pb) − (Pc + Pi)> Ph is not satisfied, the electric heater 56 is operated with electric power (Pfc + Pb) − (Pc + Pi), and the process returns (S20).

  On the other hand, when (Pfc + Pb) − (Pc + Pi)> Ph, the electric heater 56 is operated with the electric power Ph, and third surplus electric power (Pfc + Pb) − (Pc + Pi + Ph) that cannot be absorbed by the electric heater 56 is generated. To do. The third surplus power is required to keep the regenerative power Pb low, and the regenerative braking is not effective by the third surplus power, so a mechanical brake is used (S21).

  In addition, when vehicle interior heating is required, you may control to give priority to the power consumption in the electric heater 51 rather than the charge of the secondary battery 13. FIG. In this case, surplus power can be consumed directly by the electric heater 51, so that the efficiency of the entire system can be improved.

  Next, fuel cell cooling and vehicle interior heating in the fuel cell system of the first embodiment will be described based on the flowchart of FIG.

  First, the generated power Pfc of the fuel cell 10 and the coolant temperature Tout at the outlet of the fuel cell 10 are detected (S30). Next, the coolant flow rate Vfc required for cooling the fuel cell 10 is calculated (S31).

  Next, it is determined whether or not surplus power (the second surplus power described above) is processed by the electric heater 51 (S32). As a result, when it is determined that the surplus power is not processed by the electric heater 51, it is determined whether heating or dehumidification in the vehicle compartment is turned on (S33). As a result, when it is determined that heating or dehumidification of the vehicle interior is not turned on, the flow rate adjustment valve 54 is switched to the electric heater bypass path 53 side, and all the cooling water flows to the electric heater bypass path 53 side. In this manner (S34), the cooling water circulation pump 41 is driven so that the cooling water flow rate becomes Vfc, and the process returns (S35). The temperature of the cooling water after passing through the fuel cell 10 is adjusted by flowing into the radiator 43 or the radiator bypass path 47.

  On the other hand, when it is determined that the heating or dehumidification of the passenger compartment is on, the on / off valve 60 is opened (S36), and the required power Ph2 of the electric heater 51 is obtained from the required heating capacity in the heater core 56. The required coolant flow rate Vh2 for the electric heater 51 is calculated from the required heater power Ph2 (S37).

  Next, it is determined whether or not the heater required coolant flow rate Vh2 is lower than the fuel cell required coolant flow rate Vfc (S38). As a result, when it is determined that Vh2 <Vfc is not satisfied, the flow rate adjustment valve 54 is switched so that all the cooling water flows to the electric heater 51 side (S39), and the cooling water flow rate of the cooling water circulation pump 41 becomes Vh2. (S40).

  On the other hand, when it is determined that Vh2 <Vfc, the flow rate adjusting valve 54 is set so that the coolant flow rate on the electric heater 51 side is Vh2 and the coolant flow rate on the electric heater bypass passage 53 side is (Vfc−Vh2). (S41), and the cooling water circulation pump 41 is driven so that the cooling water flow rate becomes Vfc (S42). After driving the cooling water circulation pump 41 in steps S40 and S42, the electric heater 51 is operated with the electric power Ph2 and the process returns (S43). The number of rotations of the indoor heating fan motor 58 is controlled so as to obtain a desired heating performance.

  Since the cooling water temperature is low at the start of vehicle travel, the heating capacity can be improved by supplementarily heating the cooling water with the electric heater 51 in this manner. In this case, the electric heater 51 generates power using the power from the fuel cell 10 or the secondary battery 13.

  If it is determined in step S32 that surplus power is processed by the electric heater 51, it is determined whether heating or dehumidification in the passenger compartment is on (S44). As a result, when it is determined that heating or dehumidification of the vehicle interior is not turned on, the required cooling water flow rate Vh1 of the electric heater 51 is calculated from the heater processing power Ph1 for processing surplus power by the electric heater 51. (S45).

  Next, it is determined whether or not the heater required coolant flow rate Vh1 is less than the fuel cell required coolant flow rate Vfc (S46). As a result, when it is determined that Vh1 <Vfc is not satisfied, the flow rate adjustment valve 54 is switched so that all the cooling water flows to the electric heater 51 side (S47), and the cooling water flow rate of the cooling water circulation pump 41 becomes Vh1. (S48).

  On the other hand, when it is determined that Vh1 <Vfc, the flow rate adjusting valve 54 is set so that the coolant flow rate on the electric heater 51 side is Vh1, and the coolant flow rate on the electric heater bypass passage 53 side is (Vfc−Vh1). (S49), and the cooling water circulation pump 41 is driven so that the cooling water flow rate becomes Vfc (S50). After driving the cooling water circulation pump 41 in steps S48 and S50, the electric heater 51 is operated with the electric power Ph1 and the process returns (S51). The surplus power is converted into heat by the electric heater 51 and discharged to the outside air by the radiator 43 through the cooling water.

  If it is determined in step S44 that heating or dehumidification of the vehicle interior is on, the on / off valve 60 is opened (S52), and the larger one of the heater processing power Ph1 and the required heater power Ph2 is set. Using Ph3, a cooling water flow rate Vh1 flowing to the electric heater 51 is calculated (S53).

  Next, it is determined whether or not the heater required coolant flow rate Vh1 is lower than the fuel cell required coolant flow rate Vfc (S54). As a result, when it is determined that Vh1 <Vfc is not satisfied, the flow rate adjustment valve 54 is switched so that all the cooling water flows to the electric heater 51 side (S55), and the cooling water flow rate of the cooling water circulation pump 41 becomes Vh1. (S56).

  On the other hand, when it is determined that Vh1 <Vfc, the flow rate adjusting valve 54 is set so that the coolant flow rate on the electric heater 51 side is Vh1, and the coolant flow rate on the electric heater bypass passage 53 side is (Vfc−Vh1). (S57), and the cooling water circulation pump 41 is driven so that the cooling water flow rate becomes Vfc (S58). After driving the cooling water circulation pump 41 in steps S56 and S58, the electric heater 51 is operated with the electric power Ph3 and the process returns (S59).

  According to the above configuration, surplus power generated by the regenerative power is preferentially stored in the secondary battery 13, and is consumed by the electric heater 51 when the surplus power is greater than or equal to the power acceptable to the secondary battery 13. ing. Since the electric heater 51 consumes more power than an air compressor or the like, it is possible to reliably consume surplus power. Thereby, the operation frequency of a mechanical brake can be reduced, a driver | operator's burden can be reduced, and the deterioration of drive feeling can be avoided.

  Regenerative power is generated mainly during deceleration or downhill. In this case, since the fuel cell 10 stops generating power or the generated power is small, the required cooling capacity of the fuel cell 10 is also small. Since the radiator 43 is designed so that the fuel cell 10 can be sufficiently cooled at the maximum output, when the power generation amount of the fuel cell 10 is small, the capability of the radiator 43 is surplus, and at that time, the electric heater If heat is generated at 51 and the heat is released to the outside air by the radiator 43, it is not necessary to increase the size of the radiator 43 and to install a new radiator.

  In addition, an electric heater bypass passage 53 that can bypass the electric heater 51 is provided, so that the cooling water can bypass the electric heater 51 when it is not necessary to flow the electric water to the electric heater 51. Thus, an increase in pressure loss in the cooling circuit can be suppressed, and an increase in power consumption of the cooling water circulation pump 41 can be avoided.

  Furthermore, by using the heat generated by the electric heater 51 for indoor heating via the heater core 56, it is possible to effectively reuse the surplus power generated by regenerative braking. Also, the amount of regenerative power is usually larger than the required heating capacity in the passenger compartment, although it depends on the vehicle weight and deceleration. For this reason, if cooling water flows through the heater core 56 when the electric heater 51 generates heat and no indoor heating is required, the indoor heating fan 57 dissipates heat from the surface of the heater core 56 even if it is stopped, affecting the vehicle interior. there is a possibility. Therefore, in the first embodiment, such a bad influence is avoided by providing the heating radiator bypass path 59 and the on / off valve 60.

(Second Embodiment)
Next, a second embodiment of the present invention will be described with reference to FIG. Compared to the first embodiment, the second embodiment forms a cooling water closed loop that can circulate mainly to the electric heater 51 and the heater core 56 without circulating the cooling water to the fuel cell 10. The point is different.

  FIG. 6 is a conceptual diagram showing a schematic configuration of the fuel cell system according to the second embodiment. In FIG. 6, illustration of components other than the cooling system is omitted.

  As shown in FIG. 6, instead of the thermostat 46 of the first embodiment, in the second embodiment, a flow rate adjustment valve 64 is provided at the junction of the cooling water path 40 and the radiator bypass path 47. Further, a temperature sensor 65 is provided on the downstream side of the radiator 43 in the cooling water passage 40.

  The basic functions of the flow rate adjusting valve 64 and the temperature sensor 65 are the same as those of the thermostat 46 of the first embodiment. That is, the cooling water temperature after passing through the radiator 43 is detected by the temperature sensor 65, and the flow rate adjusting valve 64 is operated so as to reach a desired cooling water temperature based on the detected temperature value, whereby the radiator 43 or the bypass path 47 is operated. It is possible to control the flow rate ratio of the cooling water flowing through the. Furthermore, in addition to the above function, the flow rate adjustment valve 64 of the second embodiment is configured to be able to shut in all directions of the upstream and downstream sides of the cooling water path 40 and the bypass path 47.

  A second cooling water circulation pump 66 is provided on the downstream side of the flow rate adjustment valve 54 in the cooling water path 40 and on the upstream side of the electric heater 51. The cooling water circulation pump 66 may be provided at any location in a closed loop formed by the cooling water path 40 and the electric heater bypass path 53. Since the second cooling water circulation pump 66 circulates less cooling water than the first cooling water circulation pump 41, a smaller one than the first cooling water circulation pump 41 can be used.

  In addition to the function of distributing the cooling water flowing from the fuel cell 10 to the electric heater 51 side or the electric heater bypass path 53 side in the range of 0 to 100%, the flow rate adjusting valve 54 of the second embodiment is further connected to the electric heater bypass. It has a function of flowing the cooling water flowing from the path 53 to the electric heater 51 side.

  By closing the flow rate adjusting valve 64 in all directions and operating the cooling water circulation pump 66, the cooling water circulates in the closed loop A formed by the cooling water path 40 and the electric heater bypass path 53. In this case, the cooling water does not circulate in the fuel cell 10 but circulates in the electric heater 51 and the heater core 56.

  Thus, since the closed loop A becomes a heating circuit independent of the fuel cell 10 having a large heat capacity, the heat capacity can be reduced and the start-up performance of the heating can be improved. Furthermore, since heat radiation from the fuel cell 10 and piping can be reduced, heat loss can be reduced and startup performance can be improved. In addition, since a circuit that does not pass through the fuel cell 10 having a large pressure loss can be formed, when it is desired to use only heating when the fuel cell 10 is not generating power, the cooling water is circulated by the second cooling water circulation pump 66. The power consumption of the first cooling water circulation pump 66 can be reduced.

  In the second embodiment, a catalytic combustion type heater 67 using hydrogen as a fuel is provided immediately below the electric heater 51 in the cooling water passage 40. For example, under the freezing point, the fuel cell 10 may not be able to start power generation, and further, the secondary battery 13 may freeze the electrolyte and not obtain power. For this reason, in the second embodiment, the hydrogen catalyst heater 67 is used as an auxiliary heater together with the electric heater 51 and is used as a heat source when the electric power of the electric heater 51 cannot be obtained. With the hydrogen catalyst heater 67 as a heat source, indoor heating can be performed or the fuel cell 10 can be warmed up.

  Further, a temperature sensor 68 is provided on the surface of the hydrogen catalyst heater 67 that is in contact with the cooling water or in the vicinity of the surface of the hydrogen catalyst heater 67 that is in contact with the cooling water. Since the temperature of the cooling water rises on the surface of the heater 67 that generates heat, the temperature near the surface of the heater 67 is detected to control the cooling water to be equal to or lower than the thermal decomposition temperature of the cooling water. This control is performed by the ECU 100 as the heat medium temperature adjusting means.

  In order to lower the temperature of the hydrogen catalyst heater 67, the flow rate of cooling water may be increased, the amount of hydrogen supplied to the hydrogen catalyst heater 67 may be decreased, or the amount of supply air may be increased. By performing such control, it is possible to suppress the generation of ions due to thermal decomposition of the cooling water and increase the life of the ion exchange resin.

  The reason why the hydrogen catalyst heater 67 is used as the auxiliary heater is that hydrogen, which is the fuel of the fuel cell 10, can be used and the operating temperature is lower (600 ° C. or lower) than the combustion heater.

  Further, under a low temperature environment, the activity of the catalyst is low, combustion cannot be started, and a large amount of unburned hydrogen is generated. For this reason, by providing the hydrogen catalyst heater 67 directly below the electric heater 51, the electric heater 51 can be operated at a low temperature to heat the cooling water, and the temperature of the catalyst can be raised to the activation temperature or higher. At this time, if surplus power is generated by regenerative power, the catalyst can be heated by the surplus power via the electric heater 51.

(Third embodiment)
Next, a third embodiment of the present invention will be described with reference to FIG. The third embodiment is different from the second embodiment in that the electric heater bypass path 53 is not provided.

  FIG. 7 is a conceptual diagram showing a schematic configuration of the fuel cell system according to the third embodiment. In FIG. 7, illustration of components other than the cooling system is omitted.

  As shown in FIG. 7, in the third embodiment, there is no electric heater bypass path 53 that bypasses the electric heater 51 or the hydrogen catalyst heater 67. For this reason, it is not necessary to provide the flow rate adjusting valve 54 for distributing the cooling water to the electric heater 51 side or the electric heater bypass path 53 side, and the configuration of the cooling water path 40 can be simplified.

  In the third embodiment, when heating of the passenger compartment is necessary, the on / off valve 60 is opened, and the electric heater 51 or the hydrogen catalyst heater 67 is driven as necessary to heat the cooling water. Also in the third embodiment, the regenerative power can be consumed by the radiator 43 or the heater core 56 as heat, as in the first and second embodiments.

  Furthermore, in order to further simplify the system configuration of the third embodiment, the on / off valve 60 and the heat radiator bypass path 59 may be eliminated.

(Other embodiments)
In the example shown in FIG. 1, control is performed using one ECU 100, but an ECU may be provided for each device so that the ECUs communicate with each other.

It is a conceptual diagram which shows the whole structure of the fuel cell system of 1st Embodiment. It is a conceptual diagram which shows the structure of the vehicle air conditioner of 1st Embodiment. It is a perspective view of a heater core. It is a flowchart which shows the process of the generated electric power in the fuel cell system of 1st Embodiment. It is a flowchart which shows the fuel cell cooling process and vehicle interior heating process in the fuel cell system of 1st Embodiment. It is a conceptual diagram of the fuel cell system of 2nd Embodiment. It is a conceptual diagram of the fuel cell system of 3rd Embodiment.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 ... Fuel cell, 11 ... Motor for driving, 12 ... Inverter, 13 ... Secondary battery, 14 ... DC / DC converter, 15 ... Diode, 16 ... Auxiliary machine, 17 ... Inverter, 20 ... Hydrogen supply device, 30 ... Air Supply device 40 ... cooling water path 41 ... cooling water circulation pump 43 ... radiator 50 ... temperature sensor 51 ... electric heater 52 ... temperature sensor 53 ... electric heater bypass path 54 ... flow control valve 56 ... heater core (Heating radiator), 59 ... heating radiator bypass path, 60 ... on / off valve, 66 ... hydrogen catalyst heater, 100 ... electronic control unit.

Claims (13)

  1. A fuel cell system mounted on a moving body including a fuel cell (10) that obtains electric power by electrochemical reaction of hydrogen and oxygen,
    A heat medium path (40) for circulating a heat medium in the fuel cell (10);
    A radiator (43) that is provided in the heat medium path (40) and releases heat of the heat medium to the atmosphere;
    An electric heater (51) that is provided on the downstream side of the fuel cell (10) and the upstream side of the radiator (43) in the heating medium path (40) and that heats the heating medium;
    Regenerative power generating means (11, 12) for generating regenerative power in association with braking of the moving body;
    A secondary battery (13) connected in parallel with the fuel cell (10) and the regenerative power generating means (11, 12);
    Electric load means (11, 16) capable of consuming electric power from at least one of the fuel cell (10), the regenerative power generation means (11, 12) or the secondary battery (13),
    The sum of the generated power of the fuel cell (10) and the regenerative power of the regenerative power generation means (11, 12) is the power consumption of the load means (11, 16) and the acceptable power of the secondary battery (13). The fuel cell system is characterized in that a surplus electric power is used as surplus power and the surplus power is consumed by the electric heater (51).
  2. An electric heater bypass path (53) for bypassing the electric heater (51) with a heat medium, a flow rate of the heat medium flowing to the electric heater (51) side, and a flow rate of the heat medium flowing to the electric heater bypass path (53) side The fuel cell system according to claim 1, further comprising an electric heater bypass flow rate adjusting means (54) capable of adjusting
  3. 3. A heating radiator (56) provided downstream of the electric heater (51) and upstream of the radiator (53) in the heat medium path (40). The fuel cell system described in 1.
  4. The fuel cell system according to claim 3, wherein the electric heater bypass path (53) bypasses a heat medium between the electric heater (51) and the heat radiator (56).
  5. A heating radiator bypass path (59) for bypassing the heating radiator to the heating radiator (56), a flow rate of the heating medium flowing through the heating radiator (56), and the heating radiator bypass path (59) The fuel cell system according to claim 3 or 4, further comprising a heating radiator bypass flow rate adjusting means (60) capable of adjusting a flow rate of the heat medium flowing through the heating medium.
  6. The fuel cell system according to claim 5, wherein the flow rate adjusting means (60) is an on-off valve.
  7. At least two of the heating radiator (56), the heating radiator bypass path (59), or the heating radiator bypass flow rate adjusting means (60) are integrally configured. Item 7. The fuel cell system according to Item 5 or 6.
  8. A heat loop does not circulate in the fuel cell (10), and a closed loop in which the heat medium can circulate is formed in the electric heater (51) and the heating radiator (56). The fuel cell system according to any one of claims 3 to 7, further comprising a closed loop heat medium circulating means (66) for circulating the heat medium.
  9. A catalytic combustion heater (67) using hydrogen as a fuel capable of heating a heat medium is provided downstream of the electric heater (51) and upstream of the heating radiator (56). The fuel cell system according to any one of claims 1 to 8.
  10. First temperature detecting means (52) provided in the vicinity of the surface in contact with the heat medium in the electric heater (51), and first surface provided in the vicinity of the surface in contact with the heat medium in the catalytic combustion heater (67). 2 temperature detecting means (68), and a heat medium temperature adjusting means capable of adjusting the temperature of the heat medium,
    When the temperature detected by the first temperature detecting means (52) or the temperature detected by the second temperature detecting means (68) exceeds a predetermined value, the temperature of the heat medium is lowered by the heat medium temperature adjusting means. The fuel cell system according to any one of claims 1 to 9, wherein
  11. The heat medium temperature adjusting means is at least one of adjusting the power supply amount to the electric heater (51), adjusting the heat medium flow rate, adjusting the hydrogen supply amount to the catalytic combustion heater (67), and adjusting the air supply amount. The fuel cell system according to claim 10, wherein
  12. The fuel cell system according to claim 10 or 11, wherein the heat medium is an ethylene glycol aqueous solution, and the predetermined value is a temperature equal to or lower than a decomposition temperature of the ethylene glycol aqueous solution.
  13. The fuel cell according to any one of claims 1 to 12, wherein the regenerative power generation means (11, 12) and the electric heater (51) are connected without a power conversion means. system.
JP2003331717A 2003-09-24 2003-09-24 Fuel cell system Expired - Fee Related JP4341356B2 (en)

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RU2379794C1 (en) * 2005-12-12 2010-01-20 Тойота Дзидося Кабусики Кайся Fuel element cooling system and method
JP2007280927A (en) 2005-12-12 2007-10-25 Toyota Motor Corp Cooling system for fuel cell
KR101288463B1 (en) * 2006-07-19 2013-07-26 한라비스테온공조 주식회사 Heat recovery system of fuel cell vehicle
JP5011980B2 (en) * 2006-11-24 2012-08-29 トヨタ自動車株式会社 Coordinated cooling system for fuel cell and air conditioning
JP5125301B2 (en) * 2007-08-08 2013-01-23 トヨタ自動車株式会社 Fuel cell system
JP5287179B2 (en) * 2008-11-27 2013-09-11 日産自動車株式会社 Start-up control device for fuel cell system
KR101198085B1 (en) * 2009-01-14 2012-11-12 한라공조주식회사 Surplus Electric Energy Reductor for Fuel Cell Vehicle
JP5201013B2 (en) * 2009-03-09 2013-06-05 アイシン・エィ・ダブリュ株式会社 Temperature adjustment device, temperature adjustment method, and temperature adjustment program
JP5453915B2 (en) * 2009-05-14 2014-03-26 日産自動車株式会社 Cooling water temperature control device for fuel cell system
JP5371842B2 (en) * 2010-03-15 2013-12-18 アイシン精機株式会社 Fuel cell system
US8507143B2 (en) 2010-04-22 2013-08-13 Toyota Jidosha Kabushiki Kaisha Fuel cell system and method of reducing decrease in power generation efficiency of fuel cell
JP5673261B2 (en) * 2011-03-18 2015-02-18 株式会社デンソー Fuel cell system
JP5754346B2 (en) * 2011-10-31 2015-07-29 株式会社デンソー fuel cell system
JP5761110B2 (en) 2012-04-11 2015-08-12 株式会社デンソー fuel cell system
JP6221920B2 (en) * 2014-04-24 2017-11-01 株式会社デンソー Air conditioner for vehicles
JP6168031B2 (en) 2014-11-14 2017-07-26 トヨタ自動車株式会社 vehicle
JP6213900B2 (en) 2014-11-14 2017-10-18 トヨタ自動車株式会社 Control method of fuel cell system
JP6310888B2 (en) * 2015-09-04 2018-04-11 本田技研工業株式会社 Control method for fuel cell system and fuel cell vehicle
JP2020018025A (en) * 2016-11-24 2020-01-30 株式会社デンソー Auxiliary device and vehicular air conditioning system
JP2018114943A (en) * 2017-01-20 2018-07-26 株式会社デンソー Auxiliary machinery device and vehicle air conditioning system

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