JP6565355B2 - Conductor cooling structure for fuel cell - Google Patents

Description

  The present invention relates to a conductor cooling structure for a fuel cell that cools a conductor for transmitting electric power generated by the fuel cell to a power converter.

  In order to cool a conductor that extracts electric power from a fuel cell, a technique is known in which heat is exchanged with any fluid of air supplied to the fuel cell, water for steam reforming the fuel, and fuel gas (Patent Literature). 1).

JP 2009-277374 A

  In the technique of Patent Document 1, one heat exchanger for exchanging heat with a fluid is provided for each conductor for extracting power. For this reason, in order to cool a some conductor, the heat exchanger for the number of conductors is needed, and the enlargement of a cooling structure is caused.

  Therefore, an object of the present invention is to suppress an increase in the size of the cooling structure even when cooling a plurality of conductors.

The present invention is characterized in that the positive electrode conductor and the negative electrode conductor include a heat exchanging portion that exchanges heat with air flowing through the air supply flow path of the flow path structure.
A plurality of fuel cells are provided, and the positive electrode conductor and the negative electrode conductor of each of the plurality of fuel cells exchange heat with the air flowing through the air supply channel of the channel structure.

According to the present invention, since the positive electrode conductor and the negative electrode conductor exchange heat with air flowing through the air supply flow path of the flow path structure, the cooling structure can be enlarged even when the plurality of conductors are cooled by air. Can be suppressed.
Even when a plurality of fuel cells are provided, the positive and negative electrode conductors can be cooled with respect to the plurality of fuel cells by using one flow path structure. Thereby, simplification of the cooling structure can be achieved.

It is a perspective view which shows the conductor cooling structure of the fuel cell concerning the 1st Embodiment of this invention. It is sectional drawing of the position corresponding to the heat exchange part of the air supply pipe which shows the 2nd Embodiment of this invention. It is a perspective view which shows the conductor cooling structure concerning the 3rd Embodiment of this invention. It is a perspective view which shows the conductor cooling structure concerning the 4th Embodiment of this invention. It is a perspective view which shows the conductor cooling structure concerning the 5th Embodiment of this invention. It is a perspective view of a fuel cell vehicle provided with the conductor cooling structure concerning the 6th Embodiment of this invention.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  FIG. 1 is a perspective view showing a conductor cooling structure of a fuel cell according to the first embodiment of the present invention. The present embodiment includes a first fuel cell stack 1 and a second fuel cell stack 3 as fuel cells. A first inverter 5 corresponding to the first fuel cell stack 1 and a second inverter 7 corresponding to the second fuel cell stack 3 are provided as power converters.

  The first and second inverters 5 and 7 convert a direct current voltage into an alternating current voltage with respect to the electric power generated by the first and second fuel cell stacks 1 and 3, respectively. The electric power converted into AC by the first and second inverters 5 and 7 is supplied to, for example, the three-phase AC motors 9 and 11 as loads.

  The first fuel cell stack 1 and the first inverter 5 are connected to each other by a positive electrode bus bar 13 as a positive electrode conductor and a negative electrode bus bar 15 as a negative electrode conductor. Similarly, the second fuel cell stack 3 and the second inverter 7 are connected to each other by a positive electrode bus bar 17 as a positive electrode conductor and a negative electrode bus bar 19 as a negative electrode conductor. That is, a positive electrode conductor and a negative electrode conductor that are paired are provided corresponding to a plurality of fuel cells.

  The first and second fuel cell stacks 1 and 3 generate electricity by the reaction of fuel and oxygen in the air. Therefore, a fuel supply system that supplies fuel and an air supply system that supplies air are connected to the first and second fuel cell stacks 1 and 3. FIG. 1 omits the fuel supply system, and shows an air supply pipe 21 as a flow path structure for supplying air G to the first and second fuel cell stacks 1 and 3 as an air supply system. .

  The air supply pipe 21 includes branch pipes 21 a and 21 b connected to the first fuel cell stack 1 and the second fuel cell stack 3 on the downstream side. The air blowing auxiliary machine 23 is disposed in the air supply pipe 21 upstream of the branch pipes 21 a and 21 b and the air blowing auxiliary machine 23 is driven, so that the air G is supplied to the air supply flow path 25 in the air supply pipe 21. To be supplied to the first and second fuel cell stacks 1 and 3.

  A pair of positive electrode bus bar 13 and negative electrode bus bar 15, and a pair of positive electrode bus bar 17 and negative electrode bus bar 19 are connected to the air supply pipe 21 upstream from the air blowing auxiliary machine 23, respectively. The positive electrode bus bar 13 and the negative electrode bus bar 15, which penetrate the air supply pipe 21, are located between the first fuel cell stack 1 and the first inverter 5. Similarly, the positive electrode bus bar 17 and the negative electrode bus bar 19, which penetrate the air supply pipe 21, are located between the second fuel cell stack 3 and the second inverter 7.

  The air supply pipe 21 has a substantially circular cross section, and the positive electrode bus bar 13 and the negative electrode bus bar 15, and the positive electrode bus bar 17 and the negative electrode bus bar 19 pass through the circular diameter portion. Between the four bus bars composed of the positive electrode bus bar 13, the negative electrode bus bar 15, the positive electrode bus bar 17, and the negative electrode bus bar 19 and the through hole of the air supply pipe 21 made of a conductive metal, an electrically insulating member 27 is provided. Is provided. Portions inserted into the air supply pipe 21 of the positive electrode bus bar 13, the negative electrode bus bar 15, the positive electrode bus bar 17, and the negative electrode bus bar 19 are denoted by reference numerals 13a, 15a, 17a, and 19a, respectively.

  Next, the operation according to the first embodiment will be described.

  The positive electrode bus bar 13 and the negative electrode bus bar 15, the positive electrode bus bar 17 and the negative electrode bus bar 19 transfer the electric power generated by the first and second fuel cell stacks 1 and 3 to the first and second inverters 5 and 7 with less loss. It is necessary to transmit power. For this reason, the cross-sectional shape and material of the positive electrode bus bar 13, the negative electrode bus bar 15, the positive electrode bus bar 17, and the negative electrode bus bar 19 are selected so that the conductivity is higher.

  In general, since the heat conductivity increases as the conductivity increases, the amount of heat transferred from the first and second fuel cell stacks 1 and 3 to the positive electrode bus bar 13 and the negative electrode bus bar 15, the positive electrode bus bar 17 and the negative electrode bus bar 19 also increases. Become more.

  In the present embodiment, in the air supply pipe 21 through which the air supplied to the first and second fuel cell stacks 1 and 3 flows, the positive electrode bus bar 13 and the negative electrode bus bar 15, the positive electrode bus bar 17 and the parts 13 a of the negative electrode bus bar 19, 15a, 17a, 19a are arranged. As a result, the positive electrode bus bar 13, the negative electrode bus bar 15, the positive electrode bus bar 17, and the negative electrode bus bar 19 are cooled by the air flowing through the air supply passage 25 in the air supply pipe 21.

  That is, the first embodiment includes the heat exchanging unit 10 in which the positive electrode bus bar 13 and the negative electrode bus bar 15 of the first fuel cell stack 1 exchange heat with the air flowing through the air supply passage 25 in the air supply pipe 21. Yes. Similarly, the positive electrode bus bar 17 and the negative electrode bus bar 19 of the second fuel cell stack 3 include a heat exchanging unit 20 that exchanges heat with the air flowing through the air supply passage 25 in the air supply pipe 21.

  The positive electrode bus bar 13 and the negative electrode bus bar 15, the positive electrode bus bar 17 and the negative electrode bus bar 19 are cooled by the heat exchange units 10 and 20, respectively, and the amount of heat transmitted to the first and second inverters 5 and 7. Is reduced. Thereby, the temperature rise of the 1st, 2nd inverters 5 and 7 is suppressed.

  At this time, in the present embodiment, the positive electrode bus bar 13 and the negative electrode bus bar 15 of the first fuel cell stack 1 are cooled by one heat exchange unit 10 using one air supply pipe 21. Similarly, the positive electrode bus bar 17 and the negative electrode bus bar 19 of the second fuel cell stack 3 are cooled by one heat exchange unit 20 using one air supply pipe 21. As described above, in the present embodiment, the positive and negative bus bars 13 and 15 that are a plurality of conductors are cooled by one heat exchanging unit 10, and the positive and negative electrode bus bars 17 and 19 that are a plurality of conductors are cooled by one heat exchanging unit. Since cooling is performed by 20, the downsizing of the cooling structure can be achieved.

  An electrically insulating member 27 is provided between the through hole of the air supply pipe 21 made of a conductive metal and the positive bus bar 13 and the negative bus bar 15 of the first fuel cell stack 1. . Similarly, an electrical insulating member 27 is provided between the through hole of the air supply pipe 21 and the positive electrode bus bar 17 and the negative electrode bus bar 19 of the second fuel cell stack 3.

  For this reason, an electrical insulation state can be ensured between the positive electrode bus bar 13 and the negative electrode bus bar 15 of the first fuel cell stack 1. Similarly, an electrical insulation state can be secured between the positive electrode bus bar 17 and the negative electrode bus bar 19 of the second fuel cell stack 3. Thereby, the two conductors of the positive and negative electrodes for one fuel cell stack can be cooled by one heat exchanging unit 10 or 20 using one air supply pipe 21 while being electrically insulated.

  The air supply pipe 21 may not be made of a conductive metal, and may be made of non-conductive ceramic, for example. In this case, the insulating member 27 is unnecessary, and accordingly, the number of parts is reduced.

  Further, the positive electrode bus bar 13 and the negative electrode bus bar 15 of the first fuel cell stack 1 exchange heat with air flowing through the air supply passage 25 of the air supply pipe 21. Similarly, the positive electrode bus bar 17 and the negative electrode bus bar 19 of the second fuel cell stack 3 exchange heat with the air flowing through the air supply passage 25 of the air supply pipe 21. For this reason, the positive and negative conductors in one fuel cell stack can reduce variations in heat exchange performance, and can secure stable conductive performance.

  In the present embodiment, the positive and negative conductors provided corresponding to the first and second fuel cell stacks 1 and 3 are connected to the air supply pipe 21, so that The negative conductors exchange heat with the air flowing through the air supply passage 25 of the air supply pipe 21.

  Therefore, even when a plurality of fuel cell stacks are provided, the positive and negative conductors of the plurality of fuel cell stacks 1 and 3 can be cooled using one air supply pipe 21. . Thereby, simplification of the cooling structure can be achieved.

  In the first embodiment, the positive and negative bus bars 13 and 15 and the positive and negative bus bars 17 and 19 penetrate the air supply pipe 21. For this reason, each bus bar 13, 15, 17, 19 can directly exchange heat with the air flowing through the air supply passage 25 in the air supply pipe 21. Thereby, the heat exchange performance between each bus-bar 13, 15, 17, 19 and air improves.

  FIG. 2 shows a second embodiment of the present invention. Compared with the first embodiment, the second embodiment supplies air to the positive and negative bus bars 13A and 15A and the positive and negative bus bars 17A and 19A through portions 13Aa, 15Aa, 17Aa, and 19Aa. The heat exchange units 10A and 20A are configured so as not to overlap in the air flow direction in the flow path 25A.

  As shown in FIG. 2, the positive bus bar 13A of the first fuel cell stack 1 penetrates between the lower left and upper right at an angle of about 40 degrees with respect to the horizontal plane in FIG. Yes. The negative electrode bus bar 15A of the first fuel cell stack 1 penetrates the air supply pipe 21A between the upper left and lower right at an angle of approximately 40 degrees with respect to the horizontal plane in FIG.

  As shown in FIG. 2, the positive electrode bus bar 17A of the second fuel cell stack 3 penetrates between the upper left and lower right with respect to the air supply pipe 21A at an angle of about 20 degrees with respect to the horizontal plane in FIG. ing. The negative electrode bus bar 19A of the second fuel cell stack 3 penetrates the air supply pipe 21A between the lower left and upper right at an angle of approximately 20 degrees with respect to the horizontal plane in FIG.

  In this case, the portions 13Aa, 15Aa, 17Aa, 19Aa penetrating the air supply pipe 21A of the positive and negative bus bars 13A, 15A and the positive and negative bus bars 17A, 19A are arranged in the direction of the central axis of the air supply pipe 21A as shown in FIG. When viewed along, they intersect each other at substantially the center P of the air supply flow path 25A. That is, the portions 13Aa, 15Aa, 17Aa, and 19Aa overlap each other along the air flow direction at the central portion P in the air supply passage 25A.

  Accordingly, the portions 13Aa, 15Aa, 17Aa, and 19Aa that penetrate the air supply pipe 21A are portions that do not overlap with each other in the air flow direction in the air supply flow path 25A.

  In FIG. 2, the positive and negative bus bars 13A and 15A and the positive and negative bus bars 17A and 19A relate to portions located outside the air supply pipe 21A. Unlike FIG. 1, the positions in the vertical direction in FIG. They are different from each other.

  In this case, as in FIG. 1, assuming that the parts connected to the fuel cell stack and the inverter of each bus bar 13A, 15A, bus bar 17A, 19A are in the same position in the vertical direction, each bus bar 13A, 15A, bus bar 17A, 19A is set in the vertical direction. It is necessary to bend appropriately. Alternatively, it is necessary to change the positions where the bus bars 13A and 15A and the bus bars 17A and 19A are connected to the fuel cell stack and the inverter in the vertical direction.

  In the second embodiment, the positive and negative bus bars 13A and 15A and the positive and negative bus bars 17A and 19A are provided with portions that do not overlap in the air flow direction in the air supply flow path 25A of the air supply pipe 21A. Yes. For this reason, each part 13Aa, 15Aa, 17Aa, and 19Aa which penetrates will contact the air which flows through the air supply flow path 25A more reliably.

  Therefore, the heat exchange performance between the positive and negative bus bars 13A and 15A and the positive and negative bus bars 17A and 19A and the air is made more uniform, and the bus bars 13A, 15A, 17A and 19A can be cooled more efficiently.

  Each of the penetrating portions 13Aa, 15Aa, 17Aa, and 19Aa is not limited to the above-described 20 degrees and 40 degrees with respect to the inclination angle with respect to the horizontal plane, and penetrates horizontally in a parallel state without being inclined. It may be. In short, each of the penetrating portions 13Aa, 15Aa, 17Aa, and 19Aa only needs to have a portion that does not overlap along the air flow direction in the air supply flow path 25A of the air supply pipe 21A.

  Similarly to the first embodiment, if the air supply pipe 21A is a conductive member, an insulating member is required between the air supply pipe 21A and each of the bus bars 13A, 15A, 17A, and 19A. If the tube 21A is a non-conductive member, an insulating member is not necessary.

  FIG. 3 shows a third embodiment of the present invention. In the third embodiment, the fuel cell stack 1 is accommodated in a heat insulating container 29. As a result, the fuel cell stack 1 is stably maintained at a high temperature necessary for the power generation operation. An air supply pipe 21 </ b> B is disposed outside the heat insulating container 29. The air supply pipe 21 </ b> B is located closer to the heat insulating container 29 (fuel cell stack 1) than the inverter 5.

  The air supply pipe 21 </ b> B here has an internal air supply passage 25 </ b> B having a substantially square cross section. A plurality of heat dissipating fins 31 as heat dissipating portions are accommodated and fixed above the air supply flow path 25B. The plurality of radiating fins 31 are extended along the air flow direction in the air supply flow path 25B.

  A heat radiating plate 33 is bonded and fixed to the upper surface of the air supply pipe 21B, and the positive electrode bus bar 13B and the negative electrode bus bar 15B are brought into contact with and connected to the heat radiating plate 33 in an electrically insulated state. That is, the positive electrode bus bar 13B and the negative electrode bus bar 15B are thermally coupled to the outside of the outer wall of the air supply pipe 21B.

  In this case, the positive electrode bus bar 13 </ b> B and the negative electrode bus bar 15 </ b> B penetrate through the heat insulating container 29 while being electrically insulated. Further, heat radiation fins 31 for exchanging heat between the positive electrode bus bar 13B and the negative electrode bus bar 15B and the air flowing through the air supply flow path 25B of the air supply pipe 21B are provided in the air supply flow path 25B of the air supply pipe 21B. ing.

  3rd Embodiment is provided with the heat exchange part 10B which heat-exchanges via the radiation fin 31 and the heat sink 33 between the positive electrode bus bar 13B and the negative electrode bus bar 15B, and the air which flows through the air supply flow path 25B. . Thereby, since the positive electrode bus bar 13B and the negative electrode bus bar 15B are cooled using one air supply pipe 21B as in the first embodiment, it is possible to reduce the size of the cooling structure.

  In the third embodiment, the heat exchange unit 10 </ b> B including the heat radiation fins 31 and the heat radiation plate 33 is disposed outside the heat insulating container 29. Thereby, the inside of the heat insulation container 29 which accommodates the fuel cell stack 1 and the external air in which the heat exchange part 10B is provided can be isolated by the heat insulation layer, and the temperature inside the heat insulation container 29 is changed to the fuel cell. It can be maintained at a higher temperature than is suitable for the stack 1.

  In the third embodiment, the heat exchange unit 10B for exchanging heat between the positive electrode bus bar 13B and the negative electrode bus bar 15B and the air is disposed at a position closer to the fuel cell stack 1 than the inverter 5 is. In this case, the positive electrode bus bar 13B and the negative electrode bus bar 15B perform heat exchange on the higher temperature side, and the heat exchange performance with air is further improved.

  The positive electrode bus bar 13B and the negative electrode bus bar 15B and the heat exchange unit 10B that exchanges heat between the air and the air are arranged closer to the fuel cell stack 1 than the inverter 5, so that the positive electrode bus bar 13B and the negative electrode bus bar 15B The ratio of the low temperature part after exchange becomes larger than the ratio of the high temperature part before heat exchange. Thereby, the positive electrode bus bar 13B and the negative electrode bus bar 15B have improved conductivity as conductors, reduced conductor loss, and improved operating efficiency of the fuel cell system.

  In the third embodiment, when heat exchange is performed between the positive electrode bus bar 13B and the negative electrode bus bar 15B and air, the heat radiation fins 31 and the heat radiation plate 33 are used. In this case, the heat exchange area can be expanded by the heat radiation fins 31 and the heat radiation plate 33, and the heat exchange performance between the positive electrode bus bar 13B and the negative electrode bus bar 15B and the air can be improved.

  In the third embodiment shown in FIG. 3, a porous member may be used as the heat radiating portion instead of the plurality of heat radiating fins 31.

  FIG. 4 shows a fourth embodiment of the present invention. In the fourth embodiment, as in the third embodiment, the fuel cell stack 1 is accommodated in a heat insulating container 29. Thereby, the fuel cell stack 1 can stably maintain a high temperature state necessary for the power generation operation. An air supply pipe 21 </ b> C is disposed outside the heat insulating container 29. The air supply pipe 21 </ b> C is located closer to the heat insulating container 29 (fuel cell stack 1) than the inverter 5.

  As in the first embodiment, the air supply pipe 21C has a circular cross section, and the positive electrode bus bar 13C and the negative electrode bus bar 15C penetrate the diameter portion of the air supply pipe 21C having a circular cross section. Portions 13Ca and 15Ca located in the air supply flow path 25C of the positive electrode bus bar 13C and the negative electrode bus bar 15C are provided with fins 13Caf and 15Caf that serve as projections for heat dissipation. The fins 13Caf and 15Caf are located substantially at the center in the extending direction of the portions 13Ca and 15Ca.

  A heat insulating member 35 for heat insulating the air supply pipe 21C and the positive electrode bus bar 13C and the negative electrode bus bar 15C is attached to the heat supply container 29 side of the air supply pipe 21C. By providing the heat insulating member 35, the air supply pipe 21C can be used at a lower cost without particularly considering the heat resistant temperature.

  The heat insulating member 35 has a rectangular parallelepiped shape that is long along the arrangement direction of the positive electrode bus bar 13C and the negative electrode bus bar 15C, and includes an opening 35a that opens on the air supply pipe 21C side. An opening hole 21Ca communicating with the air supply flow path 25C is formed in a portion of the air supply pipe 21C facing the opening 35a, and the opening hole 21Ca and the opening 35a communicate with each other.

  The heat insulating member 35 is bonded and fixed in a state in which the end periphery 35b on the opening 35a side is in close contact with the periphery of the opening hole 21Ca of the air supply pipe 21C. The positive electrode bus bar 13 </ b> C and the negative electrode bus bar 15 </ b> C penetrate through the wall portion on the heat insulating container 29 side opposite to the opening 35 a of the heat insulating member 35 in a state of being electrically insulated.

  In the fourth embodiment, the positive electrode bus bar 13C and the negative electrode bus bar 15C are provided with heat radiation fins 13Caf and 15Caf in the heat exchanging part 10C that exchanges heat with air. For this reason, the positive electrode bus bar 13 </ b> C and the negative electrode bus bar 15 </ b> C have an increased heat dissipation area and the heat exchange performance is improved.

  Note that the positive electrode bus bar 13C and the negative electrode bus bar 15C may be configured to increase the heat radiation area as a porous shape or a shape with a roughened surface roughness instead of the configuration in which the fins 13Caf and 15Caf are provided.

  In the fourth embodiment, the heat insulating member 35 is provided between the air supply pipe 21 </ b> C and the positive electrode bus bar 13 </ b> C and the negative electrode bus bar 15 </ b> C that receive the heat of the fuel cell stack 1. By providing the heat insulating member 35, the air supply pipe 21 </ b> C does not need to use a material having a high heat resistant temperature, which increases the cost, and the cost can be reduced.

  Furthermore, the heat insulating member 35 is provided only on the side near the fuel cell stack 1 of the air supply pipe 21 </ b> C, and is not provided on the side near the inverter 5. The side near the fuel cell stack 1 of the air supply pipe 21 </ b> C is hotter than the side near the inverter 5. By providing the heat insulating member 35 only on the side close to the fuel cell stack 1 that becomes high temperature, an increase in the number of parts can be suppressed while maintaining the heat insulating effect.

  FIG. 5 shows a fifth embodiment of the present invention. In the fifth embodiment, similarly to the fourth embodiment, the fuel cell stack 1 is accommodated in the heat insulating container 29, and further, on the heat insulating container 29 side of the air supply pipe 21D, the air supply pipe 21D and the positive bus bar 13D. And the heat insulating member 35 for heat-insulating between the negative electrode bus bar 15D is attached.

  The air supply pipe 21D includes a heat exchanging unit 10D configured by penetrating the positive electrode bus bar 13D and the negative electrode bus bar 15D. In the positive electrode bus bar 13D, the fuel cell stack 1 side has a high heat-resistant part 13Da made of a high heat-resistant material from the part that penetrates the air supply pipe 21D, and the inverter 5 side has low heat-resistance from the part that penetrates the air supply pipe 21D. It is set as the low heat-resistant part 13Db comprised with the material of.

  Similarly, in the negative electrode bus bar 15D, the fuel cell stack 1 side is a high heat-resistant portion 15Da made of a high heat-resistant material from the portion that penetrates the air supply pipe 21D, and the inverter 5 side is lower than the portion that penetrates the air supply pipe 21D. The low heat resistant portion 15Db is made of a heat resistant material.

  The high heat resistance portions 13Da and 15Da protrude from the air supply flow path 25D in the air supply pipe 21D to the inverter 5 side, and the protruding end portions are overlapped with the end portions of the low heat resistance portions 13Db and 15Db. Join by.

  The air supply pipe 21D between the heat exchange unit 10D of the air supply pipe 21D and the fuel cell stack 1 is provided with an air blowing auxiliary machine 23 similar to that shown in FIG. . By operating the air blowing auxiliary machine 23, the air flowing through the air supply passage 25D in the air supply pipe 21D is supplied to the fuel cell stack 1.

  An air filter 41 is provided upstream of the heat exchange unit 10D in the air supply pipe 21D. An air flow rate detector 43 that detects the amount of air supplied to the fuel cell stack 1 is installed downstream of the air filter 41 and upstream of the heat exchange unit 10D.

  In the fifth embodiment, a heat exchanging unit 10D at a position where the positive electrode bus bar 13D and the negative electrode bus bar 15D of the air supply pipe 21D penetrate is provided downstream of the air filter 41. For this reason, air in a state in which debris such as dust and moisture are removed by the air filter 41 is sent to the heat exchange unit 10D.

  Thus, the positive electrode bus bar 13D and the negative electrode bus bar 15D that exchange heat with air can suppress the adhesion of dirt and other contaminants such as dust, and can suppress deterioration in electrical insulation and deterioration in heat exchange performance.

  In the fifth embodiment, the air flow detector 43 detects the amount of air supplied to the fuel cell stack 1 by the heat exchange unit 10D in the position where the positive electrode bus bar 13D and the negative electrode bus bar 15D of the air supply pipe 21D penetrate. It is provided downstream.

  In order to accurately detect the air flow rate by the air flow rate detector 43, it is necessary to stabilize the temperature of the air within a certain reference temperature. As shown in FIG. 5, by arranging the air flow rate detector 43 upstream of the heat exchanging unit 10D, air at a stable temperature before heat exchange by the heat exchanging unit 10D is detected, and the air flow rate The accuracy of detection increases.

  The positive and negative bus bars 13D and 15D include a portion that penetrates through the air supply pipe 21D. The fuel cell stack 1 side from the portion that penetrates the high heat resistant portions 13Da and 15Da, and the portion that penetrates the air supply pipe 21D from the inverter 5 The side is made into the low heat-resistant parts 13Db and 15Db.

  As a result, the heat resistance of the positive and negative bus bars 13D and 15D on the fuel cell stack 1 side at a higher temperature can be ensured, while the conductivity on the inverter 5 side at a lower temperature can be ensured. Can be made compatible. If the entire positive and negative bus bars 13D and 15D are high heat resistant parts, the cost increases and the overall conductivity is deteriorated. If the positive and negative electrode bus bars 13D and 15D are all low heat resistant parts, the overall heat resistance is deteriorated. .

  FIG. 6 shows a sixth embodiment of the present invention. In the sixth embodiment, the present invention is applied to a fuel cell vehicle 45. Note that the direction indicated by the arrow FR in FIG.

  The fuel cell vehicle 45 is equipped with a motor 47 for driving the vehicle at the front part of the vehicle, and a storage battery 49 for supplying electric power to the motor 47 is mounted substantially under the floor in the vehicle longitudinal direction. The fuel cell stack 1 is arranged behind a rear seat (not shown) of the vehicle.

  An inverter 5 is disposed in front of the fuel cell stack 1, and the fuel cell stack 1 and the inverter 5 are connected to each other by a positive electrode bus bar 13 and a negative electrode bus bar 15. In this case, the positive electrode bus bar 13 and the negative electrode bus bar 15 extend from the fuel cell stack 1 toward the front of the vehicle.

  The air supply pipe 21 </ b> E extends between the fuel cell stack 1 and the inverter 5 in the vehicle width direction. As in the first embodiment shown in FIG. 1, the positive electrode bus bar 13 and the negative electrode bus bar 15 pass through the air supply pipe 21E, and this through portion is formed between the air and the positive electrode bus bar 13 and the negative electrode bus bar 15. It becomes the heat exchange part 10E which heat-exchanges between.

  The air supply pipe 21E between the heat exchanging unit 10E and the fuel cell stack 1 is provided with an air blowing auxiliary machine 23 that is an air supply similar to that shown in FIG. By operating the air blowing auxiliary machine 23, the air flowing through the air supply passage 25E in the air supply pipe 21E is supplied to the fuel cell stack 1. The fuel cell stack 1 and the air blowing auxiliary device 23 for supplying air to the fuel cell stack 1 are arranged along the extending direction of the air supply pipe 21E.

  An intake passage 53 having a lower end communicating with the air supply pipe 21E is provided behind the rear seat door opening 51 in the vehicle body of the fuel cell vehicle 45. There is a center pillar 55 in front of the door opening 51 of the rear seat door, and a rear pillar 57 in the rear. Therefore, the intake passage 53 is located between the center pillar 55 and the rear pillar 57.

  An intake port 53 a as an air supply port provided at the upper end of the intake passage 53 is located behind the vehicle from the lower end of the intake passage 53. Therefore, the intake passage 53 is inclined so that the intake port 53a at the upper end is located behind the vehicle from the lower end when viewed from the side of the vehicle. The intake port 53a located at the upper end of the intake passage 53 is set at a position higher than the wheel house 59 of the vehicle body and opens to the outside of the vehicle body.

  In FIG. 6, the fuel supply system for supplying fuel to the fuel cell stack 1 is omitted as in the first embodiment shown in FIG. In the sixth embodiment, it is assumed that an air filter and an air flow rate detector are installed as in the fifth embodiment shown in FIG.

  In FIG. 6, when operating the fuel cell stack 1, the air blowing auxiliary machine 23 is operated, so that external air is introduced from the intake port 53 a through the intake passage 53 to the air supply pipe 21 </ b> E. Supplied to the battery stack 1. The fuel cell stack 1 generates power by reacting the supplied oxygen in the air with the separately supplied fuel.

  The air introduced into the air supply pipe 21E from the intake port 53a exchanges heat between the positive electrode bus bar 13 and the negative electrode bus bar 15 as in the first embodiment, and the positive electrode bus bar 13 and the negative electrode bus bar 15 In the heat exchange part 10E, it cools with the air which flows through the one air supply pipe | tube 21E. For this reason, also in 6th Embodiment, since the positive and negative electrode bus bars 13 and 15 which are several conductors are cooled by the one heat exchange part 10E, size reduction of a cooling structure can be achieved.

  In the sixth embodiment, the fuel cell stack 1 is disposed on the rear side under the rear seat of the fuel cell automobile 45, and the positive electrode bus bar 13 and the negative electrode bus bar 15 extend from the fuel cell stack 1 toward the front of the vehicle. The air supply pipe 21E extends in the vehicle width direction.

  Thereby, the air supply pipe 21E can be efficiently arranged linearly at the extended positions of the positive electrode bus bar 13 and the negative electrode bus bar 15, and the air supply pipe 21E can be shortened and the pressure loss when air flows can be reduced. As a result, miniaturization and high efficiency of the fuel cell system can be achieved.

  In addition, the air supply pipe 21E extends linearly in the vehicle width direction, so that the air flow becomes more stable, and the accuracy of air detection by the air flow rate detector is improved. Furthermore, since the air supply pipe 21E extends linearly in the vehicle width direction, the selection range of the air filter can be easily secured with the selection range widened.

  In the sixth embodiment, the fuel cell stack 1 and the air blowing auxiliary device 23 for supplying air to the fuel cell stack 1 are arranged along the extending direction of the air supply pipe 21E. Thereby, shortening of the air supply pipe | tube 21E and the pressure loss at the time of air flowing can be reduced. As a result, miniaturization and high efficiency of the fuel cell system can be achieved.

  Furthermore, in the sixth embodiment, the air inlet 53a that supplies air to the air supply passage 25E of the air supply pipe 21E is disposed at a position behind the rear seat door and higher than the wheel house 59. Accordingly, it is possible to suppress the intrusion of water into the air supply passage 25E when the vehicle is flooded while securing the opening 51 of the rear seat door.

  As mentioned above, although embodiment of this invention was described, these embodiment is only the illustration described in order to make an understanding of this invention easy, and this invention is not limited to the said embodiment. The technical scope of the present invention is not limited to the specific technical matters disclosed in the above embodiment, but includes various modifications, changes, alternative techniques, and the like that can be easily derived therefrom.

  For example, in the first embodiment of FIG. 1 and the second embodiment of FIG. 2, it has been described that two fuel cell stacks and two inverters are provided, but one may be provided, or three or more may be provided. . Moreover, although each embodiment shown in FIGS. 3-6 demonstrated the case where the fuel cell stack and the inverter were each one, each embodiment is applicable also when multiple fuel cell stacks and an inverter are provided. .

1 First fuel cell stack (fuel cell)
3 Second fuel cell stack (fuel cell)
5 First inverter (power converter)
7 Second inverter (power converter)
9,11 Three-phase AC motor (load)
10, 10A, 10B, 10C, 10D, 10E, 20, 20A Heat exchanger 13, 13A, 13B, 13C, 13D, 17 Positive bus bar (positive conductor)
13Caf, 15Caf fins (projection for heat dissipation)
15, 15A, 15B, 15C, 15D, 19 Negative bus bar (negative conductor)
21, 21A, 21B, 21C, 21D, 21E Air supply pipe (channel structure)
25, 25A, 25B, 25C, 25D, 25E Air supply flow path 29 Heat insulation container 31 Radiation fin (heat radiation part)
35 Heat Insulating Member 41 Air Filter 43 Air Flow Detector 47 Motor 51 Rear Seat Door Opening 53a Air Intake Port (Air Supply Port)
59 Wheelhouse

Claims (15)

A fuel cell that generates electricity by reacting fuel and oxygen in the air; and
A power converter that converts the power generated by the fuel cell and supplies it to a load;
A positive electrode conductor and a negative electrode conductor for transmitting the power generated by the fuel cell to the power converter;
A flow path structure including an air supply flow path for supplying air to the fuel cell;
A heat exchanging part that exchanges heat between the positive electrode conductor and the negative electrode conductor and the air flowing through the air supply flow path of the flow path structure ,
A plurality of the fuel cells are provided,
Conductor cooling structure of a fuel cell, wherein Rukoto said positive conductor and negative conductor of each of the plurality of fuel cells to air heat exchange through the air supply channel of the channel structure. 2. The conductor cooling structure for a fuel cell according to claim 1, wherein the positive electrode conductor and the negative electrode conductor pass through the flow channel structure. 3. 3. The fuel cell according to claim 2 , wherein the positive electrode conductor and the negative electrode conductor include a portion that does not overlap in the air flow direction in the air supply flow path of the flow path structure. Conductor cooling structure. Portion positioned on the positive electrode conductor and the channel structure the air supply flow path of the anode conductor, the conductor cooling of the fuel cell according to claim 2 or 3, characterized in that it comprises a projection for heat radiation Construction. Conductor cooling structure of a fuel cell according to any one of claims 2 to 4, characterized in that the heat insulating member is provided between the positive electrode conductor and the negative electrode conductor and the outer wall of the channel structure. 6. The conductor cooling structure for a fuel cell according to claim 5 , wherein the heat insulating member is provided only on a side close to the fuel cell. The positive electrode conductor and the negative electrode conductor are coupled to an outer wall of the flow path structure,
A heat dissipating part for exchanging heat between the positive electrode conductor and the negative electrode conductor and the air flowing through the air supply flow path of the flow path structure is provided in the air supply flow path of the flow path structure. 2. The conductor cooling structure for a fuel cell according to claim 1, wherein The fuel cell is housed in an insulated container;
Conductor cooling structure of a fuel cell according to any one of claims 1 to 7 wherein the heat exchanger is characterized in that it is arranged outside the insulating container. The heat exchange unit, the conductor cooling structure of a fuel cell according to any one of claims 1 to 8, characterized in that than the power converter is arranged at a position closer to the fuel cell. The heat exchange unit, the fuel cell according to any one of claims 1 to 9, characterized in that provided downstream of the air filter provided in the air supply channel of the channel structure Conductor cooling structure. The heat exchange unit, the fuel cell according to any one of claims 1 to 10, characterized in that provided downstream of the air flow rate detector for detecting the amount of air supplied to the fuel cell Conductor cooling structure. At least one of said positive electrode conductor and the negative electrode conductor, the fuel cell side, any one of claims 1 to 11, characterized in that the is composed of a power converter of a high heat-resistance than the side material 2. A conductor cooling structure for a fuel cell according to item 1. The load is a motor that drives a vehicle equipped with the fuel cell,
The fuel cell is disposed on the rear side under the rear seat of the vehicle,
The positive electrode conductor and the negative electrode conductor are extended from the fuel cell toward the front of the vehicle,
The channel structure, the conductor cooling structure of a fuel cell according to any one of claims 1 to 12, characterized in that it is extended toward the vehicle width direction. The fuel cell according to claim 13 , wherein the fuel cell and an air supplier for supplying air to the fuel cell are arranged along an extending direction of the flow path structure. Conductor cooling structure. Air supply port for supplying air to the air supply channel of the channel structure, according to claim 13 or, characterized in that it is arranged at a position higher than the rear a and the wheel house of the door opening of the rear seat 14. A conductor cooling structure for a fuel cell according to item 14 .

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