JPH07186711A - Hydrogen fuel automobile - Google Patents

Abstract

PURPOSE:To favorably regulate hydrogen by additionally providing a heat exchanging device different from a cooling device so as to effectively utilize reaction heat of hydrogen storage alloy for the cooling device, and interposing a hydrogen compressor on a hydrogen flow passage connecting together a MH- built-in tank and a hydrogen consuming part. CONSTITUTION:In a hydrogen fuel automobile 1, hydrogen 81 is supplied from a MH-built-in tank 10 receiving hydrogen storage allay to a hydrogen consuming part 11 generating power driving a vehicle. A cooling device 20 is provided with a condenser 21 condensing compressed refrigerant 82 and an evaporator 22 evaporating expanded refrigerant 82. Fourther, a heat exchanging device 30 is formed with a part of a thermal medium flow passage 33 in the MH-built- in tank 10. In such constitution, a first heat exchanger 31 arranged in the MH- built-in tank 10 and a second heat exchanger 32 arranged on a passage 41 of air 85 cooled by the cooling device 20 are arranged in the heat exchanging device 30. A hydrogen compressor 13 is interposed on a hydrogen flow passage 12 connecting together the MH-built-in tank 10 and the hydrogen consuming part 11.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hydrogen-fueled vehicle, and more particularly to a hydrogen-fueled vehicle which has a small decrease in traveling distance when the air conditioner is operating and has good energy utilization efficiency.

[0002]

2. Description of the Related Art A system using a hydrogen storage alloy (MH) as a fuel (hydrogen) supply source for a hydrogen-fueled automobile has been proposed. An electric power source using a fuel cell is used as the power source (Japanese Patent Laid-Open Nos. 51-4714 and 51
No. -4715, Japanese Patent Laid-Open No. 51-4716, etc.) and one using a hydrogen engine (Japanese Patent Laid-Open No. 4-36).
8228, Japanese Utility Model Publication No. 4-122209, etc.)
There is.

In any of the above cases, hydrogen gas is released by heating the hydrogen storage alloy. The heating of the hydrogen storage alloy is performed by utilizing the exhaust heat of the power source. In the former case of using a fuel cell, a vehicle interior air conditioner generally uses a vapor compression heat pump using chlorofluorocarbon as a refrigerant, as in a conventional automobile using gasoline or the like.

On the other hand, in the latter case of using a hydrogen engine, it has been proposed to use the heat of reaction associated with hydrogen storage or release of the hydrogen storage alloy for cooling and heating (see the above publication). In the case of cooling, the air in the passenger compartment is used as a heat source for releasing hydrogen from the hydrogen storage alloy,
This cools the air in the passenger compartment.

[0005]

[Problems to be Solved] However, the conventional hydrogen fueled vehicle has the following problems. The first problem is that the one using a vapor compression heat pump as a cooling device (hereinafter referred to as “CFC type air conditioner”) consumes a large amount of power in the heat pump to obtain a desired cooling output. The problem is that the mileage is greatly reduced.

On the other hand, in the latter case where the reaction heat of the hydrogen-absorbing alloy is used for the cooling device by using the air in the passenger compartment as the heat source, the amount of hydrogen required for the power source for driving the vehicle and the amount of hydrogen required for cooling are However, there is a second problem that it is not possible to accurately perform cooling in response to the cooling heat load.

The third problem is that it is difficult to supply hydrogen rapidly in response to power load fluctuations. That is, the amount of hydrogen released from the hydrogen storage alloy depends on the temperature, and it is difficult to rapidly and accurately change the temperature. Therefore, it is extremely difficult to adjust the hydrogen supply pressure and the hydrogen flow rate with high speed and accuracy. Is.

In view of the above conventional problems, the present invention is
The present invention aims to provide a hydrogen-fueled vehicle that has a high efficiency of energy use, has a cooling device capable of flexibly responding to a cooling load demand, and can promptly follow a change in a required power load. Is.

[0009]

According to the present invention, there is provided a hydrogen consuming portion for generating power for driving a vehicle, an MH built-in tank containing a hydrogen storage alloy for supplying hydrogen to the hydrogen consuming portion, and a compressed refrigerant gas. A condenser for condensing the air and an evaporator for evaporating the expanded refrigerant liquid;
A hydrogen-fueled vehicle having a heat exchange device for forming a part of a heat medium passage in an H built-in tank, wherein the heat exchange device comprises a first heat exchanger arranged in an MH built-in tank, and A second heat exchanger disposed in at least one of a passage for cooled air cooled by the cooling device or a passage for cooling air for cooling the condenser of the cooling device.
A hydrogen fueled vehicle is characterized by having a hydrogen pump in the hydrogen flow path connecting the H built-in tank and the hydrogen consuming section.

Further, according to the present invention, a hydrogen consuming portion for generating power for driving a vehicle, a MH built-in tank for storing a hydrogen storage alloy for supplying hydrogen to the hydrogen consuming portion, and a compressed refrigerant gas are provided. A cooling device having a condenser for condensing and an evaporator for evaporating the expanded refrigerant liquid;
A hydrogen-fueled vehicle having a heat exchange device for forming a part of a heat medium passage in an H built-in tank, wherein the heat exchange device comprises a first heat exchanger arranged in an MH built-in tank, and A second heat exchanger disposed at at least one of an inlet side and an outlet side of the condenser, capable of exchanging heat between the refrigerant flowing through the condenser of the air conditioner and the heat medium; A hydrogen-fueled vehicle is characterized by having a hydrogen pump in the hydrogen flow path that connects the hydrogen consuming section.

The first thing to note most in the present invention
The point is to have a heat exchange device having a first heat exchanger provided in the MH built-in tank and a second heat exchanger provided in the air passage or the refrigerant passage of the cooling device. When the second heat exchanger is arranged in the air passage of the cooling device, it is arranged in at least one of the passage of the cooled air cooled by the cooling device and the passage of the cooling air for cooling the condenser of the cooling device. When the second heat exchanger is arranged in the refrigerant passage of the cooling device, at least one of the inlet side and the outlet side of the condenser is arranged so that heat can be exchanged between the refrigerant flowing through the condenser and the heat medium. To be installed.

The second point to be most noticed is that the hydrogen pump is arranged in the hydrogen flow path connecting the MH built-in tank and the hydrogen consuming section. The hydrogen pump is a compressor, a blower, a pump, etc., which pumps the hydrogen in the MH built-in tank to the hydrogen consuming section. In the above description, the hydrogen consuming unit is a member that consumes hydrogen in a hydrogen-fueled automobile, such as a fuel cell or a hydrogen engine.

It should be noted that it is preferable that a bypass passage be provided in parallel with the hydrogen pump and a control valve for adjusting the flow rate be inserted in the hydrogen passage connecting the tank with built-in MH and the hydrogen fueled vehicle. . By providing the bypass flow path as described above, it is possible to perform hydrogen pressure feeding without using a hydrogen pressure feeding device, and it is possible to reduce the power consumed by the hydrogen pressure feeding device.

That is, when the equilibrium pressure of the hydrogen storage alloy is higher than the operating pressure of the hydrogen consuming portion, hydrogen can be supplied by the pressure difference without using the hydrogen pump, and the operating time of the hydrogen pump can be shortened. Effective use of energy. Furthermore, there is an advantage that the control valve can be used to finely adjust the supply of hydrogen at a small flow rate.

[0015]

[Operation and effect] In the hydrogen fueled vehicle of the present invention,
A heat exchange device separate from the cooling device is provided, which allows the reaction heat of the hydrogen storage alloy to be effectively used for the cooling device. That is, the cold heat of the hydrogen storage alloy due to hydrogen release is transferred to the refrigerant of the heat exchange device by the first heat exchanger, and the cold heat transferred to this refrigerant is the refrigerant of the air conditioner or the cooling device of the second heat exchanger. Of the cooled air or the air for cooling the condenser of the cooling device.

If the air to be cooled in the cooling device is cooled, the cooling power that the cooling device bears can be saved accordingly. Further, by cooling the air for cooling the condenser or cooling the refrigerant flowing through the condenser, the heat radiation amount of the condenser can be reduced, and as a result, the power of the cooling device can be saved. As a result, the energy consumption of the cooling device is reduced, and energy is saved.

Further, the cooling device has its own power source, and the total cooling output can be determined independently without being influenced only by the output of the heat exchanging device. Therefore, the cooling device having a desired strength can be obtained. You can get the output. That is, the reaction heat of the heat exchange device is effectively used as an auxiliary power source for the cooling device, and the cooling device can be operated without lowering the comfort level.

Further, the hydrogen-fueled automobile of the present invention is provided with a hydrogen pumping machine between the MH built-in tank and the hydrogen-fueled automobile. Then, the hydrogen pump can be operated to adjust the hydrogen flow rate and the hydrogen supply pressure to be supplied to the hydrogen consuming portion at high speed and with high accuracy. That is, the conventional method of changing the temperature of the hydrogen storage alloy and changing the amount of hydrogen released as a result cannot provide sufficient responsiveness and control accuracy for a sudden change in the required load. This can be greatly improved.

As described above, according to the present invention, there is provided a cooling device having high energy utilization efficiency and capable of flexibly responding to the cooling load demand, and promptly following the fluctuation of the required power load. It is possible to provide a hydrogen-fueled automobile that can.

[0020]

【Example】

Example 1 A hydrogen fueled vehicle according to an example of the present invention is shown in FIGS.
This will be described with reference to FIG. In this example, as shown in FIG. 1, a hydrogen consuming unit 11 that generates power for driving a vehicle, a MH built-in tank 10 that contains a hydrogen storage alloy for supplying hydrogen 81 to the hydrogen consuming unit 11, and a compression unit A cooling device 20 having a condenser 21 for condensing the cooled refrigerant 82 and an evaporator 22 for evaporating the expanded refrigerant 82, and a heat exchange device 30 for forming a part of the heat medium passage 33 in the MH built-in tank 10. It is a hydrogen-fueled automobile 1.

The heat exchange device 30 includes the tank 1 with built-in MH.
It has the 1st heat exchanger 31 arrange | positioned in 0, and the 2nd heat exchanger 32 arrange | positioned in the passage 41 of the to-be-cooled air 85 cooled by the cooling device 20. And the tank 10 with built-in MH
A hydrogen pump 13 is provided in a hydrogen flow path 12 that connects the hydrogen consuming unit 11 and the hydrogen consuming unit 11. Also, in the hydrogen flow path 12,
A bypass passage 14 is provided in parallel with the hydrogen pump 13, and a control valve 15 for adjusting the flow rate is inserted in the bypass passage 14.

Each of these will be described below. The hydrogen consuming unit 11 in the present example is a fuel cell 111, and as shown in FIG.
Also, electric power is supplied to the compressor 23 of the cooling device 20. Further, as an auxiliary power supply device, a secondary battery 42 that supplies electric power that is insufficient in the fuel cell 111 and absorbs surplus electric power of the fuel cell 111 is provided.

The fuel cell 111 receives the supply of hydrogen 81 from the MH built-in tank 10 through the hydrogen flow path 12, and also takes in the air 87 from the ventilation port. The hydrogen flow passage 12 has a compressor as the hydrogen pump 13 in the main flow passage 120, and a control valve 15 in the bypass flow passage 14.

A hydrogen storage alloy (not shown) is housed in the MH built-in tank 10, and the hydrogen storage alloy releases hydrogen by depressurizing operation to generate an endothermic reaction. The cooling device 20 is a CFC type air conditioner using CFC as the refrigerant 82. As shown in FIG. 1, the refrigerant passage 25 includes a condenser 21 and a compressor 2 for compressing the refrigerant.
3, evaporator 22, expansion valve 2 for expanding the refrigerant 82
4 are provided.

The evaporator 22 is attached to a duct forming a passage 41 for air in the passenger compartment (cooled air 85), and the cooled air 8 sent by a blower (not shown) is supplied.
Cool 5 Further, the condenser 21 transfers the heat of the refrigerant 82 obtained in the evaporator 22 and the compressor 23 to the cooling air 86. The cooling air 86 is blown by a blower (not shown).

The heat exchange device 30 has a first heat exchanger 31 and a second heat exchanger 32 in the heat medium passage 33. The first heat exchanger 31 is arranged in the MH built-in tank 10 and supplies the heat energy necessary for releasing hydrogen from the hydrogen storage alloy, and at the same time, the heat medium 83 is cooled.

On the other hand, the second heat exchanger 32 has the cooled air 8
5, the cooling air 85 is cooled by the cold heat of the heat medium 83 cooled in the first heat exchanger 31. Above, heat medium 8
3 is circulated in the heat medium flow path 33 by a pump (not shown).

The passage 41 is provided with a damper 43 for optimally distributing the flow rate of air flowing into the second heat exchanger 32 and the flow rate of air flowing into the evaporator 22. In addition, a control unit (not shown) is provided for inputting information such as the running state of the automobile and the secondary current capacity and controlling the hydrogen pressure transmitter 13, the control valve 15, the compressor 23, etc. in response to electric load fluctuations. ing.

Next, a general operation method of the system of this example will be described. First, a basic control method will be described over the entire traveling of the automobile. First, the vehicle running state such as the accelerator depression amount or the vehicle speed, the current power generation amount of the fuel cell 111 and the capacity of the secondary battery 42 are input to the control unit. Then, the required power required for traveling of the vehicle and the amount of electric power required for the operation of other electric power consuming devices (hereinafter referred to as auxiliary machinery power) are calculated to obtain the amount of electric power P ₀ required for traveling of the vehicle.

Therefore, the current power generation amount P of the fuel cell 111 is
Is less than the required power amount P ₀ and has not reached the maximum output P _m , the discharge pressure or discharge amount of the hydrogen pump 13 is increased to increase the fuel cell 111.
The power generation amount P of is controlled.

On the other hand, when the required power amount P ₀ is larger than the maximum output P _m of the fuel cell 111, the shortage is discharged from the secondary battery 42. When the power generation amount P of the fuel cell 111 is larger than the required power amount P ₀ , the discharge pressure or discharge amount of the hydrogen pump 13 is reduced, or the capacity of the secondary battery 42 is smaller than the set value. First, the secondary battery 42 is charged.

Further, when the capacity of the secondary battery 42 is smaller than the set value when the vehicle is stopped, the power generation of the fuel cell 111 is continued to charge the secondary battery 42.
When the amount of decrease in the capacity of the secondary battery 42 with respect to the set value is small, the operation of the fuel cell 111 may be stopped.

Next, the process of cooling the vehicle interior will be described. Cooling of the vehicle compartment is performed by using a cooling system of a heat exchange device 30 that utilizes an endothermic reaction associated with hydrogen release from a hydrogen storage alloy (MH) in addition to a normal CFC type cooling device 20.

The basic control method is to input the air conditioning conditions in the passenger compartment into the control unit, and, for example, when the temperature in the passenger compartment is set to be controlled to be constant, the target temperature and the passenger compartment temperature are compared. Control each member so that the vehicle interior temperature reaches the target value. For example, by increasing or decreasing the amount of air blown into the passenger compartment, controlling the number of revolutions or pressure of the freon compressor 23 of the freon type cooling device 20, the amount of heat absorbed by the evaporator 22 that exchanges heat with the air 85 sent to the passenger compartment is set. Increase or decrease.

Alternatively, the flow rate of the heat medium 83 of the second heat exchanger 32, which exchanges heat with the air 85 sent to the passenger compartment, is increased or decreased. Then, if necessary, the damper 43 controls distribution of the amount of air flowing into the evaporator 22 and the second heat exchanger 32.

When the power generation amount of the fuel cell 111 is determined as described above, the required hydrogen flow rate is determined. Therefore, the hydrogen fuel supply amount from the MH built-in tank 10 is controlled based on this. In this case, normal hydrogen supply is realized by optimally controlling the hydrogen pump 13. However, when the equilibrium pressure of the hydrogen storage alloy is higher than the operating pressure of the fuel cell 111, the required flow rate of hydrogen can be supplied by the bypass passage 14 and the control valve 15 without driving the hydrogen pump 13.

As a result, the amount of hydrogen released from the MH built-in tank 10 becomes the above-mentioned required hydrogen flow rate, and the heat absorption amount accompanying it is determined by the above required hydrogen flow rate. In this way,
The amount of heat that can be cooled by the second heat exchanger 32 becomes clear. Then, this value is compared with the amount of heat required for cooling the vehicle interior, and the inflow air amount 85 is distributed and controlled by the damper 43 in accordance with the cooling ratio that the second heat exchanger 32 takes charge of.

Next, the effect of the system of this example will be described. In this example, the cooling heat load reduction rate of the CFC type cooling device 20 varies depending on the power generation amount P of the fuel cell 111, but unless the power generation of the fuel cell 111 is stopped,
A part or all of the cooling heat load of the cooling device 20 can be handled by the cooling system of the heat exchange device 30 utilizing the endothermic reaction of the hydrogen storage alloy. Therefore, the cooling device 20
Energy consumption is reduced.

Next, regarding the system of this example, 40 km
/ H Test results when running at a constant speed will be described in comparison with a conventional system. In the configuration described in the embodiment, 100 kg of MmNi-based hydrogen storage alloy is filled in the MH built-in tank 10 and the fuel cell 111 has a maximum output of 10
A test result will be described for a vehicle having a total weight of 1.6 tons including an occupant, using a kW fuel cell and a secondary battery 42 having a battery capacity of 15 kWh.

The electric power (required power + auxiliary power) required to run at a constant speed of 40 km / h is about 6.7 kW in this example, and the amount of hydrogen consumed is about 66 liters / min. In the case of the hydrogen storage alloy used in this example, the heat absorption amount obtained by releasing hydrogen from the hydrogen storage alloy is about 1.45 kW, but in this example, the heat amount that can be cooled by the second heat exchanger 32 is about 1 .2 kW, the distribution control of the damper 43 is performed,
The amount of air flowing into the second heat exchanger 32 was about 22% of the whole.

FIG. 2 shows the power consumption in the case where the outside air is introduced into the vehicle interior for cooling under the condition that the outside air temperature is 35 ° C. A curve 61 is a conventional device, and a curve 62 is this example. As is clear from FIG. 2, the power consumption required for cooling is about 3.2 kW in the prior art, whereas it is about 2.
6kW, power consumption reduction of about 20% can be realized,
It is possible to extend the mileage of a car by about 12%. In this example, the cooling performance did not deteriorate, and changes in the vehicle interior temperature were similar to those of the conventional device.

As is clear from the above results, the system of the present example supplies hydrogen required for running the automobile and effectively uses the cold heat obtained from the hydrogen storage alloy for cooling the interior of the vehicle. Air conditioner 20
The power consumption of can be greatly reduced, and the effect of extending the mileage of the automobile can be obtained. The ratio of the effect is not limited to this example, but changes depending on the running conditions, the alloy material used and the control method (for example, the distribution amount by the damper).

Further, in this embodiment, the flow rate of hydrogen supplied to the fuel cell 111 can be adjusted at high speed by using the hydrogen pump 13, so that the output of the fuel cell 111 responds quickly to the load change of the power. It is possible. As described above, according to the present example, the energy utilization efficiency is high, and the cooling device capable of flexibly responding to the cooling load demand is provided, and the hydrogen capable of promptly following the fluctuation of the power load is also provided. A fuel vehicle can be provided.

Embodiment 2 In this embodiment, as shown in FIG. 3, in Embodiment 1, the second heat exchanger 32 of the heat exchange device 30 is connected to the passage of the cooling air 86 for cooling the condenser 21 of the cooling device 20. It is another embodiment provided. That is, the second heat exchanger 32 is provided near the upstream of the condenser 21, and the cooling air 86 of the condenser 21 exchanges heat with the condenser 21 after being cooled by the second heat exchanger 32.

Therefore, the capacity of the condenser 21 is improved and the power supplied to the cooling device 20 can be reduced. The effect of energy saving by this will be described below based on experimental examples. A vehicle with the structure of this example is driven at a vehicle speed of 40 k
Evaluation results will be described for the case where the vehicle is traveling at a constant speed of m / h and the power generation amount of the fuel cell 111 is set to about 10.5 kW which is the maximum output. The required power required for traveling was about 7 kW as described in Example 1, and the secondary battery was charged with the surplus power.

Further, the amount of hydrogen consumption required to operate the fuel cell 111 at the maximum power output is about 140 liters / min. In FIG. 4, as in the first embodiment, the outside air temperature 3
The power consumption when cooling by introducing the outside air under the condition of 5 ° C. is shown in comparison with the power consumption of the conventional device. Curve 6
3 is a conventional device, and curve 64 is this example. As is clear from FIG. 4, the power consumption of this embodiment can be reduced by about 12% as compared with the conventional device, and the traveling distance can be extended as in the first embodiment.

As described above, unlike the first embodiment, by reducing the heat radiation load of the condenser 21, which is the heat radiation side of the Freon type air conditioner, the power consumption of the Freon type air conditioner 20 can be reduced and the traveling distance of the vehicle can be reduced. Is extended.

Further, in this example, the second heat exchanger 32 of the heat exchange device 30 is used as a method for reducing the heat radiation load of the condenser 21.
Is disposed in the passage of the cooling air 86, but the second heat exchanger 3
2 can be arranged so as to be able to exchange heat with the refrigerant 82 flowing through the capacitor 21, and the heat radiation load of the capacitor 21 can be reduced, and the same effect as described above can be obtained. Capacitor 2 in Figure 5
An example in which the second heat exchanger 32 is arranged on the inlet refrigerant side of No. 1 is shown in FIG.
Others are the same as those in the first embodiment.

In both the first heat exchanger 32 and the second heat exchanger 32 of the first and second embodiments, the passage 41 of the cooled air cooled by the cooling device 20 and the cooling air for cooling the condenser 21 of the cooling device 20 are used. It can be arranged in both the passage and the passage of 86, and has a practically excellent effect. Further, as in the case of the second embodiment, as a method of reducing the heat radiation load of the condenser 21, the second heat exchanger 32 may be disposed so as to be capable of exchanging heat with the refrigerant 82 flowing through the condenser 21.

[Brief description of drawings]

FIG. 1 is a system configuration diagram of a hydrogen fuel vehicle according to a first embodiment.

FIG. 2 is a comparison diagram of power consumption between the hydrogen-fueled vehicle of Example 1 and a conventional device.

FIG. 3 is a system configuration diagram of a hydrogen fuel vehicle according to a second embodiment.

FIG. 4 is a comparison diagram of power consumption of a hydrogen-fueled automobile of Example 2 and a conventional device.

FIG. 5 is a system configuration diagram of an example of another hydrogen-fueled vehicle described in Example 2.

FIG. 6 is a system configuration diagram of another example of a hydrogen fuel vehicle described in Example 2.

[Explanation of symbols]

 1. ． ． Hydrogen fueled vehicles, 10. ． ． MH built-in tank, 11. ． ． Hydrogen consumption unit, 12. ． ． Hydrogen flow path, 13. ． ． Hydrogen pump, 14. ． ． Bypass channel, 15. ． ． Control valve, 20. ． ． Air conditioner, 21. ． ． Capacitor, 30. ． ． Heat exchange device, 31. ． ． First heat exchanger, 32. ． ． Second heat exchanger, 41. ． ． Air passage, 85, 86. ． ． air,

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Hiroyuki Mitsui Hiroyuki Mitsui, Nagakute-cho, Aichi-gun, Aichi Prefecture No. 41 Yokomichi 1 Central Road, Toyota Central Research Institute Co., Ltd. (72) Hiroshi Aoki Nagakute, Nagakute-cho, Aichi-gun, Aichi Prefecture 1st 41st of the Yokomichi, Toyota Central Research Institute Co., Ltd. (72) Hideto Kubo, 2-chome, Toyota-cho, Kariya city, Aichi prefecture Toyota Industries Corporation (72) Inventor Masayoshi Miura, Kariya city, Aichi prefecture 2-1-1 Toyota-cho, Toyota Industries Corp. (72) Inventor Nobuo Fujita 1- Toyota Town, Toyota-shi, Aichi Toyota Automobile Co., Ltd.

Claims (2)

[Claims] 1. A hydrogen consuming unit for generating power for driving a vehicle, a MH built-in tank for accommodating a hydrogen storage alloy for supplying hydrogen to the hydrogen consuming unit, a condenser for condensing a compressed refrigerant gas, and A hydrogen fuel vehicle having a cooling device having an evaporator for evaporating the expanded refrigerant liquid, and a heat exchange device forming a part of a heat medium passage in the MH built-in tank, wherein the heat exchange device is MH A first heat exchanger arranged in a built-in tank, and a second heat exchanger arranged in at least one of a passage for cooled air cooled by the cooling device or a passage for cooling air for cooling a condenser of the cooling device. A hydrogen-fueled vehicle having a hydrogen pumping machine in the hydrogen flow path connecting the tank with built-in MH and the hydrogen consuming part. 2. The heat exchange device according to claim 1,
A first heat exchanger arranged in the MH built-in tank, and a refrigerant arranged in at least one of the inlet side and the outlet side of the condenser for heat exchange between the refrigerant flowing through the condenser of the cooling device and the heat medium. A hydrogen fueled vehicle having two heat exchangers.