JP4544298B2 - Fuel cell system for vehicles - Google Patents

Description

  The present invention relates to a vehicle fuel cell system. More specifically, it is a PEM type fuel cell having a solid polymer electrolyte membrane and supplying water to the air electrode in a liquid state (hereinafter referred to as “water direct injection type fuel cell system”). The present invention relates to an improvement when applying to a vehicle.

A PEM type fuel cell body has a structure in which a polymer solid electrolyte membrane is sandwiched between a fuel electrode and an air electrode.
Both the fuel electrode and the air electrode are composed of a catalyst layer containing a catalyst material, and an electrode device that supports the catalyst layer and supplies a reaction gas and further functions as a current collector.
On the further outside of the fuel electrode and the air electrode, a separator (connector plate) provided with a gas flow groove for uniformly supplying the reaction gas from the outside into the electrode and discharging excess gas to the outside is laminated. This separator collects current to prevent gas permeation and to take out the generated current to the outside.

A unit cell is constituted by the fuel cell main body and the separator. In an actual fuel cell system, a stack is formed by stacking a large number of such single cells in series.
In the fuel cell main body, heat having a heat amount substantially corresponding to the generated power is generally generated. Therefore, in order to prevent the fuel cell body from excessively heating up, a cooling plate is built in the stack. A cooling medium such as air or water is circulated through the cooling plate through a passage disposed in the cooling plate to cool the stack, and thus the fuel cell main body is maintained at a desired temperature.

The electromotive force of the fuel cell having such a structure is that, as a result of the fuel gas being supplied to the fuel electrode side (anode) and the oxidizing gas being supplied to the air electrode side, electrons are generated as the electrochemical reaction proceeds. Generated by extracting electrons to an external circuit.
That is, hydrogen ions obtained at the fuel electrode (anode) move in the form of protons (H ₃ O ⁺ ) through the water-containing electrolyte membrane to the air electrode (cathode) side, and to the fuel electrode (anode). The resulting electrons move to the air electrode (cathode) side through an external load and react with oxygen in the oxidizing gas (including air) to produce water, which extracts electrical energy from a series of electrochemical reactions. Because it can.

In the above, protons take a state of hydration when moving from the fuel electrode toward the air electrode, so that when the electrolyte membrane dries, the ionic conductivity decreases and the energy conversion efficiency decreases. Resulting in.
Therefore, it is necessary to supply moisture to the solid electrolyte membrane in order to maintain good ion conduction. For this purpose, the moisture is supplied by humidifying the fuel gas and the oxidizing gas.
On the anode electrode side, in order to properly continue the electrode reaction, it is necessary to maintain the wet state of hydrogen gas more, and various proposals have conventionally been made on humidifying the fuel gas.

On the other hand, a method for humidifying process air has been proposed, but in order to reliably humidify an air electrode heated by reaction heat (usually about 80 ° C.), normal temperature process air is humidified. It is necessary to heat in advance. This is because the saturated water vapor amount is matched with the environment around the air electrode. Therefore, the humidifier has a complicated configuration that requires a water supply function and a process air temperature raising function.
In the fuel cell device disclosed in Japanese Patent Laid-Open No. 7-14599, an injection nozzle is provided in the air introduction pipe, and water necessary for humidification is sprayed into the process air. When this injection nozzle is on the upstream side of the compressor, the sprayed water is evaporated by the heat accompanying the compression of the process air, and humidifies the air electrode in the state of water vapor. In this apparatus, an air humidifier is further added as necessary.
In any case, in the conventional technique, water is supplied to the electrolyte membrane by mixing water vapor into the air.

  Further, in the fuel cell device disclosed in Japanese Patent Application Laid-Open No. 9-266004, gas discharged from the fuel electrode (this exhaust gas contains unreacted hydrogen gas) in order to reduce the concentration of discharged hydrogen gas. Is introduced into the air electrode side, and hydrogen gas therein is burned in the air electrode. Since reaction water (recovered water) is generated in the combustion, such a fuel cell device can supply sufficient moisture to the electrolyte membrane without adding a humidifier.

(Summary of disclosure in previous application)
Further research revealed the following:
When a fuel cell is composed of an electrolyte membrane with a thickness less than a predetermined value, the water produced by the reaction of protons with oxygen in the air at the air electrode reversely osmosis through the electrolyte membrane from the air electrode to the hydrogen electrode. To do. Since the electrolyte membrane can be maintained in a suitable wet state by the reversely osmotic water, it is not necessary to humidify hydrogen (fuel gas) on the hydrogen electrode (anode electrode) side.
However, on the air electrode (cathode electrode) side, the introduced air (oxidizing gas) flow evaporates the water on the air electrode side of the electrolyte membrane, so that the moisture on the air electrode side of the electrolyte membrane is insufficient. .

Therefore, in the previous application, a water direct injection type fuel cell system in which water is supplied in a liquid state to the air electrode of the fuel cell main body has been proposed.
According to the fuel cell system configured as described above, water supplied to the surface of the air electrode preferentially takes away latent heat from the air, so that evaporation of moisture from the electrolyte membrane on the air electrode side is prevented. Therefore, the electrolyte membrane always maintains a uniform wet state without being dried on the air electrode side. Therefore, the performance and / or durability of the fuel cell system is improved.

  Furthermore, when water is supplied to the air electrode in a liquid state, the water supplied to the surface of the air electrode takes heat from the air electrode itself and cools it, so that the temperature of the fuel cell body can be controlled. That is, the fuel cell body can be cooled without adding a cooling plate to the fuel cell stack.

The present inventor has intensively studied to apply the water direct injection type fuel cell system proposed in the previous application to a vehicle.
As a result, I noticed the following problems to be solved.
Fuel cell systems that drive vehicles are required to have higher efficiency, more compact volume, and lighter weight.
In a fuel cell system for a vehicle, a high load is applied to the fuel cell main body when the vehicle is running, particularly during acceleration, and the amount of heat generated is large. Therefore, in the water direct injection type fuel cell system, simply supplying water to the air electrode in a liquid state may cause the fuel cell main body and thus the fuel cell stack to heat up.

1st aspect of this invention solves the said subject, The structure is as follows.
A fuel cell system for a vehicle,
A fuel cell stack;
Means for supplying water in a liquid state to the air electrode of the fuel cell stack,
A fuel cell system for a vehicle, wherein the fuel cell stack is disposed in a ram wind passage of the vehicle.

According to the vehicular fuel cell system of the first aspect of the present invention configured as described above, the fuel cell stack is cooled by the ram wind when the vehicle travels when a high load is applied to the fuel cell stack and the calorific value thereof increases. Is done. Accordingly, it is possible to prevent the fuel cell stack from being excessively heated up.
Moreover, since there is a cooling effect by the ram wind, the amount of water supplied to the fuel cell stack in the water direct injection type can be reduced. Therefore, each device of the water supply system in the fuel cell system including the capacity required for the water tank can be made compact, and the weight can be reduced.

In the above, the ram wind refers to the flow of air that passes through the inside of the vehicle (particularly inside the hood of the vehicle) as the vehicle advances. A fuel cell system for power generation, a power conversion device, a vehicle driving motor, and the like are housed inside the hood of the vehicle. As the vehicle advances, outside air is taken into the bonnet from the opening at the front of the vehicle, particularly from the front grille, and part of it passes through the room. Considering the cooling effect, it is preferable to arrange the fuel cell stack in the portion where the ram wind is strongest (the portion of the front grill in a passenger car).
Further, an opening for taking in outside air may be separately provided on the hood of the vehicle, and the fuel cell stack may be arranged at the strongest part of the ram wind taken from here.

The fuel cell body is not particularly limited as long as a desired effect can be obtained by supplying water in a liquid state to the air electrode. In the embodiment, a PEM type fuel cell main body is employed. A unit unit of the fuel cell is configured by sandwiching the fuel cell main body with a separator. A fuel cell stack is formed by stacking a plurality of unit units.
A means for supplying water in a liquid state to the air electrode of the fuel cell stack is not particularly limited as long as the function can be achieved. In the embodiment, the water is sprayed from the nozzle disposed on the inlet of the air flow path of the fuel cell stack.

  From the viewpoint of maintaining the wet state of the electrolyte membrane and / or cooling the fuel cell stack, water is considered as the heat medium supplied to the air electrode at the time of this application. Of course, if another heat medium having the same function is developed in the future, it is equivalent to water.

The vehicle fuel cell system according to the second aspect of the present invention is configured as follows.
That is, the vehicle fuel cell system according to the first aspect further includes a condenser that condenses and collects moisture in the air discharged from the fuel cell stack, and the condenser is also disposed in the ram wind passage. Yes.

  According to the 2nd aspect of this invention comprised in this way, in addition to the effect of invention of 1st aspect, a ram wind hits a condenser and the cooling function is strengthened. That is, a general condenser is provided with a fan, and air is forcibly sent to a heat exchanger for condensing moisture in the exhaust air. Here, if the ram wind can be used, the output required for the fan is reduced. Thus, the condenser can be made compact, lightweight, and energy saving.

The vehicle fuel cell system according to the third aspect of the present invention is configured as follows.
That is, a vehicle fuel cell system,
A fuel cell stack;
A cooling system for circulating the refrigerant to cool the fuel cell stack,
A fuel cell system for a vehicle, wherein the cooling system heat exchanger is disposed in a ram wind passage of the vehicle.

  According to the third aspect of the invention configured as described above, the cooling of the heat exchanger of the cooling system of the fuel cell stack is performed during traveling and acceleration of the vehicle in which a high load is applied to the fuel cell stack and the amount of generated heat is large. Function is enhanced by ram wind. Therefore, it is possible to reduce the size of the heat exchanger and save power in the fuel cell power generation system.

  The cooling system for cooling the fuel cell stack is preferably a vacuum cooling system in order to make it compact. It is preferable to use water as the refrigerant in the vacuum cooling system. This is because each separator of the fuel cell stack is made of carbon, and when an organic refrigerant is used, the organic binder of the separator may be dissolved.

The vehicle fuel cell system according to the fourth aspect of the present invention is configured as follows.
That is, the vehicle fuel cell system according to the third aspect further includes a condenser that condenses and collects moisture of the air discharged from the fuel cell stack, and the condenser is also disposed in the ram wind passage. Yes.

  According to the 4th aspect of this invention comprised in this way, in addition to the effect of a 3rd aspect, ram wind hits a condenser and the cooling function is strengthened. That is, a general condenser is provided with a fan, and air is forcibly sent to a heat exchanger for condensing moisture in the exhaust air. Here, if the ram wind can be used, the output required for the fan is reduced. Therefore, the compactness, weight reduction, and power saving of the condenser can be achieved.

The fuel cell system according to the fifth aspect of the present invention is configured as follows.
Fuel cell stack,
Hydrogen storage alloys,
Means for reacting hydrogen with oxygen in the air to obtain thermal energy;
Means for applying the thermal energy to the hydrogen storage alloy and releasing hydrogen from the hydrogen storage alloy;
Means for raising the temperature of a part of the air discharged from the fuel cell stack by hydrogen released from the hydrogen storage alloy, and introducing the heated air into the thermal energy acquisition means;
A fuel cell system comprising:

  According to the system of the fifth aspect of the present invention configured as described above, a part of the air heated by the fuel cell stack is heated by high-temperature hydrogen (for example, 170 to 200 ° C.) released from the hydrogen storage alloy. Thus, since it is further heated and introduced into thermal energy acquisition means such as a catalytic combustor, the combustion efficiency in the catalytic combustor is improved. Therefore, the total thermal efficiency of the system is improved.

(Example)
Examples of the present invention will be described below.
FIG. 1 shows a schematic configuration of a fuel cell system 1 according to an embodiment of the present invention.
The fuel cell system 1 is generally composed of a fuel cell stack 2, a fuel supply system 10, an air supply system 40, a water supply system 50, a load system 70, and a control system 80.

The fuel cell stack 2 is formed by connecting a plurality of unit units (about 30 to 100) of fuel cells. As shown in FIG. 2, this unit unit has a configuration in which a fuel cell body in which a solid polymer electrolyte 5 is sandwiched between an air electrode 3 and a fuel electrode 4 is further sandwiched between carbon black separators 6 and 7. The shape of the unit unit is not particularly limited, but an air flow path 8 through which air flows is formed between the separator 6 and the air electrode 3 in the vertical direction. Between the separator 7 and the fuel electrode 4, a hydrogen gas flow path 9 through which hydrogen gas flows is formed.
The fuel cell stack 2 is disposed in a ram-like passage of the vehicle. Therefore, the fuel cell stack 2 is cooled by the ram wind. When the vehicle speed is fast, the load of the fuel cell stack 2 is also increased and the amount of heat generated is increased.

Hydrogen gas is introduced from the fuel supply system 10 into the hydrogen gas flow path 9 and discharged from the fuel cell stack 2 continuously or intermittently. A general-purpose fuel supply system 10 can be used as the fuel supply system 10, and hydrogen is stored and released using a hydrogen storage alloy.
The air supply system 40 supplies air from the air manifold 45 to the air flow path 8 of the fuel cell stack 2, and discharges the air discharged from the fuel cell stack 2 through the water condenser 51.

In this embodiment, a plurality of nozzles 55 are arranged in the air manifold 45, and water is supplied in a liquid state during intake. Most of this water reaches the water condenser 51 while maintaining a liquid state, and is sent to the tank 53 as it is to be collected. A part of the supplied water evaporates and is condensed in the water condenser 51 and collected.
In this water condenser 51, in this embodiment, the heat exchanger 52 is disposed in a ram wind passage. Thereby, the heat exchange function (cooling air and condensing water) in the heat exchanger 52 is supplemented or strengthened by the ram wind. Therefore, the capacity required for the heat exchanger 52 itself is reduced, so that the heat exchanger 52 and thus the water condenser 51 can be made compact as compared with those that do not use ram wind.

  The water supply system 50 is a closed system in which water in the tank 53 is supplied from the nozzle 55 to the air manifold 45, and this water is collected by the water condenser 51 and returned to the tank 53. Of course, since it is impossible to completely close the water supply system 50, the water level in the tank 53 is monitored, and when the water level exceeds a predetermined threshold value, water is replenished from the outside. A heater is preferably attached to the tank 53 so that water in the tank 53 does not freeze in winter.

Water in the tank 53 is pumped by a pump 61 to a nozzle 55 disposed in the air manifold, and is continuously or intermittently ejected from here to the surface of the air electrode 3. This water is supplied to the air electrode 3 of the fuel cell stack 2 where the latent heat is taken away from the air preferentially, so that evaporation of moisture from the electrolyte membrane 5 on the air electrode 3 side is prevented. Therefore, the electrolyte membrane 5 always maintains a uniform wet state without being dried on the air electrode 3 side.
Further, the water supplied to the surface of the air electrode 3 takes heat from the air electrode 3 itself and cools it. The temperature of the fuel cell stack 2 can be controlled by this cooling effect and the cooling effect by the ram wind.

  The load system 70 takes out the output of the fuel cell stack 2 to drive the load such as the motor 77. The output of the load system 70 is also given to the pump 61 of the water supply system 50 and the controller 81 of the control system 80.

The control system 80 monitors the influence of the ram wind on the fuel cell stack 2 to control the amount of water supplied to the fuel cell stack 2, thereby maintaining the temperature of the fuel cell stack 2.
The controller 81 includes a CPU and a memory (not shown). A program for controlling the operation of the CPU is stored in the memory, and the CPU processes the input data based on the program to control the operation of the pump 61.
Reference numeral 83 in the figure denotes a temperature sensor that monitors the temperature of the fuel cell stack 2.

  Next, the operation of the fuel cell system 1 of this embodiment will be described with reference to FIG. Note that all calculations performed in the following operation are performed by the CPU of the controller 81 based on a program stored in the memory.

  After the start, the pump 61 is activated, the water in the tank 53 is ejected from the nozzle 55 into the air manifold 45, and the water is supplied in a liquid state to the air electrode 3 of the fuel cell stack 2 (step 1). As a result, the fuel cell stack 2 is cooled in advance, and so-called seizure in the electrolyte membrane or the like at the time of starting the system is prevented.

Thereafter, the air supply system 40 is turned on, and then the fuel supply system 10 is turned on to start the system 1 (step 2).
A ram wind is generated as the vehicle travels, and air cooling of the fuel cell stack 2 and the water condenser 51 to the heat exchanger 52 is started by the ram wind (step 3).

In step 4, the cooling capacity Y by the ram wind is calculated based on the temperature of the ram wind detected by a thermometer (not shown) and the traveling speed of the vehicle detected by the speedometer attached to the vehicle. The memory of the controller stores in advance the relationship between the ram wind temperature and traveling speed and the cooling capacity Y, and the CPU performs the calculation of step 4 with reference to this relationship.
On the other hand, in step 5, based on the actual output of the fuel cell stack 2 corresponding to traveling, the CPU calculates the total heat generation amount Z of the fuel cell stack 2 in the same manner. The memory of the controller stores a relationship between the output and the total heat generation amount of the fuel cell stack 2 in advance, and the CPU performs the calculation of step 5 with reference to this relationship.

  In step 6, the difference between the total calorific value Z of the fuel cell stack 2 and the cooling capacity Y by the ram wind is calculated. Then, an amount of water appropriate for cooling the amount of heat of the difference (Z−Y) is calculated. In step 7, the pump 61 is controlled by the controller 81 so that the amount of water is ejected from the nozzle 55.

  In Step 8, the temperature of the fuel cell stack 2 is detected by the temperature sensor 83, and this temperature is compared with a preset temperature (50-60 ° C.) that is predetermined and stored in the memory. If the temperature of the fuel cell stack 2 is within the set temperature, the steady running mode (step 9) is entered, and the output of the pump 61, that is, the water direct injection amount is stabilized. On the other hand, when the temperature is out of the standard temperature, the process returns to step 4 to adjust the water direct injection amount.

  If the above operation is viewed from another direction, the fuel cell stack 2 is cooled solely by water supplied from the nozzle 5, but a cooling action by ram wind is added. Therefore, excessive heat-up of the fuel cell stack 2 is reliably prevented.

Next, a second embodiment of the present invention will be described with reference to FIGS. 4 that are the same as those in FIG. 1 and the same steps in FIG. 5 as those in FIG. 3 are denoted by the same reference numerals, and description thereof is omitted.
In the fuel cell system 100 of this embodiment, a cooling system 110 for cooling the fuel cell stack 2 is provided.

  The cooling system 110 circulates water as a refrigerant between the fuel cell stack 2 and a heat exchanger 111 having a known configuration. Reference numeral 112 denotes a pump for that purpose, and the power source of the pump 112 is taken from the fuel cell stack 2 itself. In this embodiment, the heat exchanger 111 is disposed in a ram-like passage. Thereby, the cooling capacity of the heat exchanger for water is supplemented or strengthened by the ram wind. Therefore, this can be made compact compared with the thing which does not utilize a ram style.

In this embodiment, the pump 112 of the cooling system 110 is also controlled by the controller 181 of the control system 180.
That is, as shown in the flowchart of FIG. 5, in step 106, the amount of water V to be ejected from the nozzle 55 and the cooling capacity C required for the cooling system 110 are calculated from the total heat generation amount Z and the cooling capacity Y by the ram wind. Is done. In order to execute this calculation, the memory in the controller stores in advance the relationship between the total heat generation amount Z, the cooling capacity Y by the ram wind, the water ejection amount V, and the cooling system 110, which is the cooling capacity C.
In step 107, the output of the pump 61 of the water supply system 50 and the output of the pump 112 of the cooling system 110 are controlled based on the water ejection amount V and the cooling capacity C obtained in step 106, respectively.

  Note that the arrangement of the heat exchanger 111 of the cooling system 110 attached to the fuel cell stack 2 in the passage of the ram wind is not limited to the water direct injection type fuel cell system.

FIG. 6 shows a fuel cell system 200 of the third embodiment. The same elements as those in FIG. 4 are denoted by the same reference numerals, and the description thereof is omitted.
In the fuel cell system 200 of this embodiment, the cooling system in the system 100 shown in FIG. In the reduced pressure cooling system 210, a heat exchanger 211 is disposed in a ram-like passage. Reference numeral 212 in the figure denotes a compressor.
By adopting the vacuum cooling system, the cooling system attached to the fuel cell stack 2 becomes more compact.

  The operation of the fuel cell system 200 of this embodiment is the same as the flowchart of FIG. 5 except that the output control of the pump 112 is the output control of the compressor 212.

FIG. 7 shows a fuel cell system 300 of the fourth embodiment. In FIG. 7, the same elements as those in FIG. 1 are denoted by the same reference numerals, and the description thereof is omitted.
In the fuel cell system 300 of this embodiment, a fuel supply system 310 having a new configuration is used in the system 1 shown in FIG.

The fuel supply system 310 supplies the hydrogen stored in the hydrogen storage alloy 311 to the fuel cell stack 2 via the heat exchangers 317 and 319. The hydrogen storage alloy 311 uses a high storage material such as Mg—Ni, and releases hydrogen by the heat of the catalytic combustor 313.
Part of the hydrogen released from the hydrogen storage alloy 311 and air are introduced into the catalytic combustor 313. Then, hydrogen reacts with oxygen in the air on the catalyst to extract thermal energy. This heat energy is given to the hydrogen storage alloy 311 by a heat transfer member with other indirect heat exchange such as a heat pump, and heats it.

In this embodiment, the air supplied to the catalytic combustor 313 is preliminarily heated to near the catalytic combustion temperature by the hydrogen released from the hydrogen storage alloy 311 via the heat exchanger 317. Therefore, the combustion efficiency in the catalytic fuel unit 313 is improved.
Further, in this embodiment, exhaust air heated by the fuel cell stack is used as the air introduced into the heat exchanger 317. Therefore, the thermal energy can be used more effectively.

  The hot air discharged from the catalyst combustor 313 is returned to the upstream side of the water condenser 51 in the air supply system 40. Note that only a part of the air flowing through the air supply system 40 is sent to the catalyst combustor 313, and in particular, in the water condenser 51 of this embodiment, the air cooling function is enhanced by the ram wind. Even if high-temperature air is returned to the air supply system 40, the function of the water condenser 51 is hardly affected.

  For reference, the heat balance in the fuel supply system 310 is shown on the drawing.

  The present invention is not limited to the description of the embodiments and examples of the invention described above. Various modifications may be included in the present invention as long as those skilled in the art can easily conceive without departing from the description of the scope of claims.

(13) A fuel cell system for vehicles,
A fuel cell stack;
A cooling system for circulating the refrigerant to cool the fuel cell stack,
A fuel cell system for a vehicle, wherein the cooling system heat exchanger is disposed in a ram wind passage of the vehicle.
(14) The vehicular fuel cell system according to (13), wherein the cooling system cools the fuel cell stack by decompression cooling.
(15) The vehicle fuel cell system according to (14), wherein the refrigerant is water.
(16) The apparatus further comprises a condenser for condensing and recovering the moisture of the air discharged from the fuel cell stack, and the condenser is also disposed in the ram wind passage (13). The fuel cell system for vehicles according to any one of to (15).

(20) Fuel cell stack,
Hydrogen storage alloys,
Means for reacting hydrogen with oxygen in the air to obtain thermal energy;
Means for applying the thermal energy to the hydrogen storage alloy and releasing hydrogen from the hydrogen storage alloy;
Means for introducing air discharged from the fuel cell stack into the thermal energy acquisition means;
A fuel cell system comprising:
(21) Fuel cell stack,
Hydrogen storage alloys,
Means for reacting hydrogen with oxygen in the air to obtain thermal energy;
Means for applying the thermal energy to the hydrogen storage alloy and releasing hydrogen from the hydrogen storage alloy;
Means for introducing air heated by hydrogen released from the hydrogen storage alloy into the thermal energy acquisition means;
A fuel cell system comprising:

(30) Fuel cell stack,
Hydrogen storage alloys,
Means for reacting hydrogen with oxygen in the air to obtain thermal energy;
Means for applying the thermal energy to the hydrogen storage alloy and releasing hydrogen from the hydrogen storage alloy;
A fuel cell system comprising:

FIG. 1 is a configuration diagram of a fuel cell system according to a first embodiment of the present invention. FIG. 2 is a sectional view showing the structure of the unit unit of the fuel cell. FIG. 3 is a flowchart showing the operation of the fuel cell system of the first embodiment. FIG. 4 is a block diagram of a fuel cell system according to a second embodiment of the present invention. FIG. 5 is a flowchart showing the operation of the fuel cell system of the second embodiment. FIG. 6 is a block diagram of a fuel cell system according to a third embodiment of the present invention. FIG. 7 is a block diagram of a fuel cell system according to a fourth embodiment of the present invention.

Explanation of symbols

1, 100, 200, 300 Fuel cell system 2 Fuel cell stack 3 Air electrode 10, 310 Fuel supply system 50 Water supply system 55 Nozzle 51 Water condenser 110 Fuel cell stack cooling system 210 Fuel cell stack decompression cooling system 311 Hydrogen Storage alloy 313 Catalytic combustor 317 Heat exchanger

Claims (2)

A fuel cell system for a vehicle,
A fuel cell stack;
A cooling system including a heat exchanger that is disposed in a ram wind passage of the vehicle and circulates a refrigerant by a compressor to cool the fuel cell stack by decompression cooling,
A vehicular fuel cell system, comprising: a controller that controls a supply amount of the refrigerant based on a difference between a total calorific value of the fuel cell stack and a cooling capacity by the ram wind.   The vehicle fuel cell system according to claim 1, wherein the refrigerant is water.

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