JP4639637B2 - Fuel cell system - Google Patents

Description

  The present invention relates to a fuel cell system that controls the temperature of a fuel cell.

  When starting a fuel cell (fuel cell stack), the temperature inside the fuel cell may be low. In such a case, it becomes difficult to start the fuel cell or the power generation efficiency of the fuel cell decreases. Problems occur. Therefore, when starting the fuel cell, it is preferable to control so that the fuel cell is not heated or cooled any further. Such control of the fuel cell is performed using the temperature in the fuel cell. In general, the temperature in the fuel cell is acquired from a temperature sensor disposed in a passage (hereinafter referred to as “coolant passage”) through which a coolant for cooling the fuel cell flows.

  Techniques for controlling the temperature of the fuel cell by measuring the temperature of the coolant as described above are disclosed in Patent Document 1 and Patent Document 2, for example. Patent Document 1 describes a technique of stopping a pump that supplies coolant to a fuel cell when the temperature of the fuel cell is equal to or lower than a predetermined temperature. In Patent Document 2, in the fuel cell cooling system, the temperature of the coolant on the upstream side and the downstream side of the fuel cell is measured, and when the fuel cell is started, the temperature of the coolant is lower than the upstream side. Technology that reverses the flow of the coolant when the temperature is lower, and repeats the control to restore the flow of the coolant when the temperature of the coolant is lower than the downstream by a predetermined temperature or more. Is described.

  However, in the technique described in Patent Document 1 described above, there is a difference between the temperature in the fuel cell and the temperature measured by the temperature sensor (eg, time delay), and the current temperature in the fuel cell is not accurately measured. There was a problem. On the other hand, the technique disclosed in Patent Document 2 has a problem that the apparatus for controlling the fuel cell is enlarged because the heating device is provided in the coolant channel.

JP 2003-36874 A JP 2002-319423 A

  The present invention has been made to solve such a problem, and the object of the present invention is to obtain the current temperature of the fuel cell with high accuracy at the time of starting the fuel cell, etc. An object of the present invention is to provide a fuel cell system that can be easily raised.

In one aspect of the present invention, a fuel cell system includes a coolant channel that circulates a coolant that cools a fuel cell, a coolant supply unit that supplies the coolant to the fuel cell, and the coolant that includes the coolant. An alternate supply control means for controlling the coolant supply means so as to alternately supply from both sides of the fuel cell; and a temperature at which the coolant is detected in the coolant flow path in the vicinity of the fuel cell. Detecting means , wherein the alternate supply control means does not return to the original position when the coolant is moved in one direction, and the amount of coolant supplied from one of the fuel cells and the other. The coolant supply means is controlled so that the amount of coolant to be supplied is substantially equal , and the coolant that is present in the fuel cell when starting to move the coolant in one direction and located at the tip in the movement direction Agent at the end of the transfer Performing control of the coolant supply unit sometimes to reach at least the temperature detecting means.

The fuel cell system is mounted on, for example, a fuel cell vehicle driven by a fuel cell. The fuel cell system is disposed in a coolant channel for circulating a coolant for cooling the fuel cell, a coolant supply means such as a pump for supplying the coolant to the fuel cell, and a coolant channel in the vicinity of the fuel cell. And temperature detecting means for detecting the temperature of the coolant . Further, the fuel cell system has alternate supply control means for controlling the coolant supply means so as to alternately supply the coolant from both sides of the fuel cell. The alternate supply control means controls the coolant supply means so that the amount of the coolant supplied from one of the fuel cells is substantially equal to the amount of the coolant supplied from the other. At this time, the alternate supply control means controls the coolant supply means so that it does not return to the original position when the coolant is moved in one direction, that is, the coolant does not go around the coolant flow path. . As described above, since the fuel cell system alternately supplies the same amount of coolant to the fuel cell, it does not continue to supply the low-temperature coolant to the fuel cell. Therefore, the fuel cell system has a simple configuration and can quickly increase the temperature without decreasing the temperature of the fuel cell.
The alternate supply control means is present in the fuel cell when the coolant starts to move in one direction, and the coolant located at the tip in the movement direction reaches at least the temperature detection means at the end of the movement. Control of the coolant supply means is performed. In this case, the alternate supply control means moves the coolant until the tip of the coolant present in the fuel cell reaches the temperature detecting means when the coolant starts to move in one direction. That is, the alternate supply control means reverses the direction of movement of the coolant when the coolant leading edge present in the fuel cell reaches the temperature sensor or the like. This is because the temperature of the coolant present in the fuel cell accurately reflects the temperature of the fuel cell, so that the current accurate temperature of the fuel cell can be obtained. Furthermore, since the direction of movement of the coolant is reversed when the coolant tip reaches the temperature sensor, it is possible to minimize the penetration of the coolant at a low temperature into the fuel cell. As described above, the fuel cell system can acquire the current accurate temperature of the fuel cell without reducing the temperature of the fuel cell.

  In one aspect of the fuel cell system, the alternate supply unit controls the coolant supply unit when the fuel cell is started. Since the temperature in the fuel cell may be low when the fuel cell is started, the alternate supply unit controls the coolant supply unit so that the low-temperature coolant is not continuously supplied to the fuel cell.

In another aspect of the fuel cell system, the alternate supply control unit controls the coolant supply unit when the detected temperature is equal to or lower than a predetermined temperature. In this aspect, the alternate supply control unit controls the coolant supply unit when the detected temperature is equal to or lower than the predetermined temperature. That is, control is performed so that the same amount of coolant is alternately supplied to the fuel cell only when the temperature of the fuel cell is low, and normal supply is performed when the temperature of the fuel cell is not low. As a result, when the fuel cell is at a low temperature, the temperature of the fuel cell can be accurately detected without hindering the temperature rise.

  Preferably, the alternate supply means controls the coolant supply means so as to alternately and repeatedly supply the coolant from both sides of the fuel cell. Thereby, the number of samples of the temperature of the coolant detected by the temperature detecting means can be increased, and the fuel cell system can measure the temperature of the fuel cell with higher accuracy.

  Preferred embodiments of the present invention will be described below with reference to the drawings.

[Configuration of fuel cell system]
FIG. 1 is a schematic configuration diagram showing a fuel cell system according to one embodiment of the present invention.

  In FIG. 1, the fuel cell system 100 includes a coolant flow path 2, a pump 4, a controller 5, and a temperature sensor 6. The fuel cell system 100 is a system that controls a coolant (for example, cooling water) 3 supplied to the fuel cell (fuel cell stack) 1.

  The fuel cell 1 is formed by laminating battery cells in which electrodes having a structure such as a porous layer capable of diffusing gas are formed on both surfaces of an electrolyte membrane with a conductive separator interposed between the layers. A corresponding output voltage can be taken out. The fuel cell 1 is a power supply for a motor for driving the vehicle, and generates a high DC voltage of about 300V. The generated voltage of the fuel cell 1 is output to an inverter (not shown) that supplies a current corresponding to a command torque or the like to the motor. In addition, the power generation voltage of the fuel cell 1 is stepped down by a DC-DC converter and output to various auxiliary machines mounted on the vehicle and a battery as a secondary battery for supplying power to these. Yes.

  The coolant channel 2 is a channel for supplying the coolant 3 to the fuel cell 1. In the coolant flow path 2, a fuel cell 1, a pump 4, a heat exchanger (not shown), and the like are provided. The coolant 3 is cooled by this heat exchanger. The coolant channel 2 is connected in the fuel cell 1. Further, since both ends (indicated by reference numerals 2 a and 2 b) of the coolant channel 2 are connected at positions not shown, the coolant 3 circulates in the coolant channel 2 and the fuel cell 1.

  The pump 4 is a device that generates a driving force that circulates the coolant 3 in the coolant channel 2, and the drive amount (for example, the rotation speed of the pump 4) can be adjusted by the magnitude of the drive voltage. Yes. Moreover, the pump 4 can reverse the direction in which the coolant 3 flows in the coolant channel 2 by reversing the direction of rotation. That is, the pump 4 can flow the coolant 3 in two directions as indicated by the arrow 10. Therefore, the coolant 3 can be supplied to the fuel cell 1 from both sides. The pump 4 is controlled by a control signal S2 supplied from the controller 5. As described above, the pump 4 functions as a coolant supply unit that supplies the coolant 3 to the fuel cell 1 in the fuel cell system 10.

  The temperature sensor 6 is disposed on the coolant channel 2 in the vicinity of the fuel cell 1. The temperature sensor 6 detects the temperature of the coolant 3 flowing through the coolant channel 2. That is, the temperature sensor 6 functions as a temperature detection unit that detects the temperature of the coolant. A signal S 1 corresponding to the temperature detected by the temperature sensor 6 is supplied to the controller 5.

  The controller 5 includes a CPU, a ROM, a RAM, an A / D converter, an input / output interface, and the like (not shown). The controller 5 controls the pump 4 based on the signal S1 corresponding to the temperature supplied from the temperature sensor 6. In the present embodiment, the controller 5 controls the pump 4 so as to alternately supply the coolant 3 from both sides of the fuel cell 1 based on the signal S <b> 1 corresponding to the temperature of the coolant 3. Specifically, the controller 9 accurately determines the current temperature of the fuel cell 1 without lowering the temperature of the fuel cell 1 when the fuel cell 1 is started (that is, when the fuel cell 1 is at a low temperature). In order to acquire, the direction in which the coolant 3 flows by the pump 4 is controlled. A detailed control method performed by the controller 5 will be described later. As described above, the controller 5 functions as an alternate supply control unit that controls the coolant supply unit (pump 4) so as to alternately supply the coolant 3 from both sides of the fuel cell 1. When the fuel cell system 100 is mounted on a vehicle or the like, an ECU (Engine Control Unit) in the vehicle can serve as the controller 5 described above.

  Next, the control of the pump 4 by the controller 5 according to the present embodiment will be specifically described with reference to FIG.

  FIG. 2 is a diagram illustrating a state when the direction in which the coolant 3 flows is reversed. FIG. 2A is a diagram showing a state before the pump 4 is started, that is, when the pump 4 is in a stopped state. Reference numeral A1 indicates the coolant in the fuel cell 2. In this case, the coolant A1 is not moved because the pump 4 is in a stopped state. In FIG. 2, for simplicity of explanation, the flow path through which the coolant in the fuel cell 1 flows is configured by a straight line.

  FIG. 2B is a diagram illustrating a state when the movement of the coolant 3 in the right direction (the direction indicated by the arrow 11) of the coolant 3 is completed after the pump 4 is started. As shown in FIG. 2 (b), the controller 5 stops the movement of the coolant 3 in one direction by the pump 4 when the tip of the coolant A 1 in the fuel cell 1 reaches the temperature sensor 6. is doing. In the present embodiment, the controller 5 moves until the coolant A1 reaches the temperature sensor 6 when the fuel cell 1 is at a low temperature. This is because the temperature of the coolant A1 present in the fuel cell 1 accurately reflects the temperature of the fuel cell 1, so that the controller 5 can obtain the current accurate temperature of the fuel cell 1. Because it can.

  Further, the controller 5 stops the movement of the coolant 3 in one direction when the front end of the coolant A1 reaches the temperature sensor 6 (that is, reverses the movement of the coolant 3 thereafter). This is because if the coolant 3 is moved greatly, a large amount of the low-temperature coolant 3 enters the fuel cell 1, thereby preventing the temperature of the fuel cell 1 from rising. Note that the controller 5 controls the pump 4 so that the coolant 3 does not go around the coolant flow path 2 when the coolant 3 moves in one direction.

  FIG. 2C is a diagram illustrating a state when the movement of the coolant 3 in the left direction (the direction indicated by the arrow 12) of the coolant 3 is completed after reversing the moving direction of the coolant 3. As shown in FIG. 2 (c), the controller 5 reverses the moving direction of the coolant 3, and then when the coolant A 1 returns to the original location, ie, the fuel cell 1, The movement of the coolant 3 in the direction is stopped. That is, the controller 5 controls the pump 4 so that the amount of the coolant 3 supplied from one side of the fuel cell 1 is substantially equal to the amount of the coolant 3 supplied from the other side.

  This is because when the moving direction of the coolant 3 is reversed, the coolant A1 originally in the fuel cell 1 returns to the fuel cell 1 by the reversal. When the fuel cell 1 is at a low temperature, basically, it is preferable to suppress the movement of the coolant 3 in the fuel cell 1 and immediately raise the temperature of the fuel cell 1. However, in practice, the temperature of the fuel cell 1 is obtained by measuring the temperature of the coolant 3 flowing through the fuel cell 1 with a temperature sensor 6 provided outside the fuel cell 1. Therefore, by reversing the moving direction of the coolant alternately, the coolant A1 that has been in the fuel cell 1 is moved in one direction, pulled to the position of the temperature sensor 6 and measured for temperature, and then moved in the opposite direction. To return to the fuel cell 1. This prevents new coolant 3 from flowing into the fuel cell one after another and cooling the fuel cell 1.

  In practice, a fluid such as cooling water is often used as the coolant 3, so it is difficult to determine the tip of the coolant A1 as one point. Therefore, it is desirable to control the amount of movement of the coolant 3 by considering the tip of the coolant A1 as a range having a certain width. Specifically, the coolant 3 having a volume somewhat larger than the volume of the coolant A1 present in the fuel cell 1 is alternately reversed and moved, so that the coolant A1 present in the fuel cell 1 is moved. Part of the temperature can be reliably measured by the temperature sensor 6.

  In the present embodiment, the controller 5 repeatedly performs the movement of the coolant 3 from the state shown in FIG. 2A to the state shown in FIG. Thereby, since the sample of the temperature of the coolant 3 acquired by the controller 5 increases, the temperature of the fuel cell 1 can be accurately measured. Furthermore, even if the movement of the coolant 3 is repeated, the moving direction of the coolant is alternately switched so that the coolant A1 in the fuel cell 1 returns to the fuel cell 1 again. It does not prevent the temperature from rising. Thereby, the fuel cell system 100 according to the present embodiment can accurately measure the temperature of the fuel cell 1 without hindering the temperature rise of the fuel cell 1.

  In addition, the coolant channel 2, the pump 4, the temperature sensor 6, and the like included in the fuel cell system 100 are generally included in a fuel cell system that is mounted on a vehicle, so that the existing configuration is changed. The above control can be performed without any problem. Therefore, the fuel cell system can be simply configured without providing a new device.

  Furthermore, since the coolant 3 is alternately introduced from both sides of the fuel cell 1, the coolant 3 is agitated in the fuel cell 1 as a result, and the temperature distribution in the fuel cell 1 can be made constant. Thereby, the dispersion | variation in the voltage etc. in the some battery cell which the fuel cell 1 has can be made small, and electric power generation efficiency can also be improved.

  Next, FIG. 3 shows an example of the output signal S1 of the temperature sensor 6 when the controller 5 controls the pump 4 as shown in FIG.

  FIG. 3 shows time on the horizontal axis and the output of the temperature sensor 6 on the vertical axis. Since the controller 5 controls the pump 4 so that the amount of the coolant 3 supplied from one side of the fuel cell 1 is substantially equal to the amount of the coolant 3 supplied from the other side, the output signal S1 is as shown in FIG. Waveform. In this case, the temperature when the output value is B1 corresponds to the temperature of the fuel cell 1. In this manner, by repeatedly inverting the direction in which the coolant 3 is moved, the number of samples of the temperature to be acquired increases, so that the temperature of the fuel cell 1 can be measured with high accuracy. For convenience of explanation, FIG. 3 shows the case where the temperature of the fuel cell 1 does not increase during temperature detection (that is, the value of B1 is constant), but the temperature of the fuel cell 1 actually increases. Then, the output value B1 corresponding to the temperature of the fuel cell 1 increases.

  The period T at which the controller 5 reverses the moving direction of the coolant 3 is uniquely determined by the performance of the pump 4 based on the amount (volume) to which the coolant 3 should be moved. That is, the volume in which the coolant 3 is moved is uniquely determined from the distance of the coolant channel 2 to the fuel cell 1 and the temperature sensor 6, the cross-sectional area of the coolant channel 2, and the like. Based on this, the rotational speed at which the pump 4 should be driven is also determined. Thereby, the period T which reverses the moving direction of the coolant 3 is determined. For example, if the head part of the coolant A1 in the fuel cell 1 reaches the temperature sensor 6 when the pump 4 is rotated n times, the controller 5 causes the pump 4 to rotate every time the pump 4 is rotated by a predetermined number of revolutions n. Repeated control to reverse rotation. The controller 5 can acquire the peak value in the output waveform S <b> 1 of the temperature sensor 6 every “2T” and use this output value as the temperature of the fuel cell 1.

  Next, a method for controlling the pump 4 by the controller 5 will be described with reference to a flowchart shown in FIG. This control is performed when the fuel cell is at a low temperature. A typical example when the fuel cell is at a low temperature is when the fuel cell is started.

  First, in step S11, the controller 5 determines whether or not the temperature of the coolant 3 is equal to or lower than a predetermined temperature. The controller 5 acquires the temperature of the coolant 3 based on the output signal S <b> 1 from the temperature sensor 6. If the temperature of the coolant 3 is equal to or higher than the predetermined temperature (step S11; No), the flow is exited. In this case, since the fuel cell 1 is not at a low temperature, it is not necessary to perform control for alternately supplying the coolant 3 from both sides so as not to cool the fuel cell 1.

  On the other hand, when the temperature of the coolant 3 is lower than the predetermined temperature (step S11; Yes), the process proceeds to step S12. In step S <b> 12, the controller 5 controls the above-described pump 4 so that the coolant 3 is alternately supplied from both sides of the fuel cell 1. In this case, since the temperature of the fuel cell 1 is low, the controller 5 flows the coolant 3 by the pump 4 in order to obtain the current accurate temperature of the fuel cell 1 without reducing the temperature of the fuel cell 1. Control the direction. When the number of times the pump 4 is inverted reaches a predetermined number, that is, when the number of samples of the obtained coolant 3 temperature reaches a predetermined number, the process returns to step S11 and the process is performed again. To do.

[First Modification]
Below, the fuel cell system which concerns on the modification of this invention is demonstrated.

  FIG. 5 is a schematic configuration diagram showing the fuel cell system 101 according to the first modification. In this case, unlike the fuel cell system 100 shown in FIG. 1, the temperature sensor 6 is disposed in the coolant channel 2 between the fuel cell 1 and the pump 4. Even when the temperature sensor 6 is arranged in this manner, the controller 5 moves the coolant 3 in the fuel cell 1 until the tip of the coolant 4 on the pump 4 side reaches the temperature sensor 6 and reverses the moving direction after reaching the temperature sensor 6. And repeat the control to move the same amount as the previous movement amount. This also makes it possible to obtain the current accurate temperature of the fuel cell 1 without lowering the temperature of the fuel cell 1 when the fuel cell 1 is at a low temperature.

[Second Modification]
FIG. 6 is a schematic configuration diagram showing a fuel cell system 102 according to a second modification. In this case, unlike the fuel cell system 100 and the fuel cell system 101 described above, the fuel cell system 102 includes the temperature sensor 6 and the temperature sensor 9. The temperature sensor 6 and the temperature sensor 9 are disposed on the coolant channel 2 with the fuel cell 1 interposed therebetween. The controller 5 controls the pump 4 to move the coolant 3, and detects the temperature of the fuel cell 1 based on the output signals S1 and S3 of the temperature sensor 6 and the temperature sensor 9, respectively.

  FIG. 7 shows a state where the flow direction of the coolant 3 is reversed in the fuel cell system 102 according to the second modification. FIG. 7A is a diagram illustrating a state when the movement of the coolant 3 in the right direction on the paper surface (the direction indicated by the arrow 13) is completed. As shown in FIG. 7A, the controller 5 causes the pump 4 to move the coolant 3 in one direction when the tip region of the coolant A2 in the fuel cell 1 reaches the temperature sensor 6. It has stopped. This is because the current accurate temperature of the fuel cell 1 is acquired by the temperature sensor 6 and the low-temperature coolant 3 is prevented from entering the fuel cell 1 more than necessary.

  FIG. 7B is a diagram illustrating a state when the movement of the coolant 3 in the left direction (the direction indicated by the arrow 14) of the coolant 3 is completed after reversing the moving direction of the coolant 3. As illustrated in FIG. 7B, the controller 5 reverses the moving direction of the coolant 3 and then cools in one direction by the pump 4 when the tip region of the coolant A2 reaches the temperature sensor 9. The movement of the agent 3 is stopped. This is because the current accurate temperature of the fuel cell 1 is acquired by the temperature sensor 9 and the low-temperature coolant 3 is not allowed to enter the fuel cell 1 more than necessary.

  FIG. 8 shows an example of the output signal S1 of the temperature sensor 6 and the output signal S3 of the temperature sensor 9 when the controller 5 repeatedly controls the pump 4 as shown in FIG. In FIG. 8, the horizontal axis indicates time, and the vertical axis indicates the outputs of the temperature sensor 6 and the temperature sensor 9. The output waveform of the temperature sensor 6 is shown on the upper side of FIG. 8, and the output waveform of the temperature sensor 9 is shown on the lower side. Thus, in the output waveforms obtained from the temperature sensors 6 and 9, the temperature when the output value is B2 and the temperature when the output value is B3 correspond to the temperature of the fuel cell 1. As described above, in the second modification example, since two temperature sensors are arranged in the coolant flow path 2, the number of samples of the temperature acquired from the coolant 3 is increased, so that the temperature of the fuel cell 1 is further improved. It can be measured well. In the second modified example, the controller 5 acquires the peak values in the output waveform S1 and the output waveform S3 every period T (that is, the period that reverses the pump 4), and outputs the output value of the fuel cell 1. Can be used as temperature.

[Third Modification]
In the above embodiment, the pump 4 capable of moving the coolant 3 in both directions in the coolant passage 2 is used. Alternatively, the coolant can be moved in both directions in the fuel cell 1 by a combination of a pump and a valve that can move the coolant 3 only in one direction.

  An example of such a configuration is shown in FIG. In FIG. 9, when the coolant is supplied to the fuel cell 1 in the direction D1, the valves V1a and V1b are opened and the valves V2a and V2b are closed. As a result, the coolant circulates as shown by the solid arrow D1, and flows in the fuel cell 1 from the left to the right in the figure. On the other hand, when the coolant is supplied to the fuel cell 1 in the direction D2, the valves V1a and V1b are closed and the valves V2a and V2b are opened. As a result, the coolant circulates as indicated by the dashed arrow D2, and flows in the fuel cell 1 from the right to the left in the figure. Thus, a one-way pump can be used by devising the coolant circulation path.

[Fourth Modification]
The fourth modification relates to coolant movement control by the controller 5. In the above embodiment, the controller 5 determines a necessary moving amount of the coolant 3 in advance based on the volume of the coolant flow path 2 between the fuel cell 1 and the temperature sensor 6, and corresponds to the moving amount. The moving direction of the coolant 3 by the pump 4 is reversed every rotation number n.

  Instead, the controller 5 can reverse the moving direction of the coolant 3 based on the rate of change of the temperature detected by the temperature sensor 6. Specifically, the controller 5 monitors the signal S1 supplied from the temperature sensor 5 shown in FIG. When the output value of the temperature sensor 6 is at a level close to B1 and the rate of change (the slope of the waveform of the signal S1) is close to 0, the controller 5 determines that the coolant A1 in the fuel cell 1 is It is determined that the temperature sensor 6 has been reached, and the moving direction of the coolant 3 is reversed. Thereafter, when the output value of the temperature sensor 6 is at a level close to B2 and the rate of change thereof is close to 0, the controller 5 returns to the position before the movement, that is, originally the fuel cell. 1, after the coolant A <b> 1 in the temperature sensor 6 reaches the temperature sensor 6, it is determined that the coolant A <b> 1 has returned to the fuel cell 1, and the moving direction of the coolant 3 is reversed again. When it is considered that there is a large error in the reversal control of the moving direction depending on the number of rotations of the pump, more accurate control is possible based on the detected temperature as described above.

1 is a block diagram showing a schematic configuration of a fuel cell system according to an embodiment of the present invention. It is a figure which shows a mode when the direction which flows a coolant is reversed. It is a figure which shows an example of the output signal of a temperature sensor. It is a flowchart which shows control of the pump which concerns on embodiment of this invention. It is a block diagram which shows schematic structure of the fuel cell system which concerns on a 1st modification. It is a block diagram which shows schematic structure of the fuel cell system which concerns on a 2nd modification. In the fuel cell system which concerns on a 2nd modification, it is a figure which shows a mode when the direction which flows a coolant is reversed. It is a figure which shows an example of the output signal of two temperature sensors. The example of the moving system path of the coolant by the 3rd modification is shown.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Fuel cell 2 Coolant flow path 3 Coolant 4 Pump 5 Controller 6, 9 Temperature sensor 100, 101, 102, 103 Fuel cell system

Claims (4)

A coolant flow path for circulating a coolant for cooling the fuel cell;
Coolant supply means for supplying the coolant to the fuel cell;
Alternate supply control means for controlling the coolant supply means to alternately supply the coolant from both sides of the fuel cell;
A temperature detecting means disposed in the coolant flow path in the vicinity of the fuel cell and detecting the temperature of the coolant ;
The alternate supply control means includes:
The cooling is performed so that the amount of the coolant supplied from one side of the fuel cell is substantially equal to the amount of the coolant supplied from the other side without returning to the original position when the coolant is moved in one direction. Controlling the agent supply means ,
Supplying the coolant so that the coolant that is present in the fuel cell when starting to move the coolant in one direction and that is located at the tip in the direction of movement reaches at least the temperature detecting means at the end of the movement. A fuel cell system for controlling the means .   The fuel cell system according to claim 1, wherein the alternate supply control unit controls the coolant supply unit when the fuel cell is started.   3. The fuel cell system according to claim 1, wherein the alternate supply control unit controls the coolant supply unit when the detected temperature is equal to or lower than a predetermined temperature. 4. The said alternate supply control means controls the said coolant supply means so that the said coolant may be alternately and repeatedly supplied from the both sides of the said fuel cell, The Claim 1 to 3 characterized by the above-mentioned. Fuel cell system.

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