JPH0799057A - Combining system of fuel cell and cooling equipment - Google Patents

Abstract

PURPOSE:To obtain a combining system of a fuel cell and cooling equipment which has a good utilization factor of energy, a good response to the load variation of the fuel cell, does not use a fluorocarbon, and can be used for an electric vehicle and the like. CONSTITUTION:This combining system 1 is provided with a fuel cell 11 using hydrogen as the fuel, a heat exchanger 21 of cooling equipment 20, a tank 10 having a built-in hydrogen storage alloy (MH) to feed the hydrogen as well as to carry out the heat exchange with a heat medium, a hydrogen compressor 12, and a secondary battery 31. A controller charges and discharges the secondary battery 31 corresponding to the under-and-over output of the fuel cell 11. It is favorable to provide a heat storage tank 25 to the cooling equipment 20. Furthermore, thermoelectric converting means 351 to 355 to absorb an excessive electric power are provided.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an energy-saving combine system for supplying hydrogen as fuel to a fuel cell and simultaneously driving a cooling device.

[0002]

2. Description of the Related Art In an electric vehicle using a fuel cell using hydrogen as a fuel, a method of using a hydrogen storage alloy as a hydrogen supply source has been conventionally proposed. These are for releasing hydrogen gas by heating the hydrogen storage alloy. To heat the hydrogen storage alloy, exhaust heat from the fuel cell is used.

Then, with respect to the load fluctuation of the fuel cell,
A heater for heating a hydrogen storage alloy and increasing or decreasing the current of the heater (Japanese Patent Laid-Open No. 51-4714), and one for additionally providing a hydrogen storage alloy for reinforcement to cope with load fluctuation (Japanese Patent Laid-Open No. 51-4715). Japanese Patent Laid-Open Publication No. 51-4716), and one additionally provided with a hydrogen gas tank for reinforcement (Japanese Patent Laid-Open No. 51-4716). On the other hand, as a cooling device in a vehicle compartment, a vapor compression heat pump using chlorofluorocarbon as a heat medium is generally used, as in a vehicle equipped with an internal combustion engine.

[0004]

However, the conventional electric vehicle in which the fuel cell for driving the vehicle and the cooling device are separately provided has the following problems. The first is a problem that a large amount of energy is consumed in the cooling device and the traveling distance of the automobile is shortened. The cooling device and the fuel cell (hydrogen-containing supply source) consume energy separately, and there is no complementary relationship in which energy is exchanged with each other.

Therefore, the total energy efficiency is poor. For example, since the hydrogen storage alloy is heated by the heat generated by the power generation of the fuel cell, the endothermic reaction due to the hydrogen release of the hydrogen storage alloy cannot be effectively used for cooling, and the cooling device must be driven separately, and the energy is mutually exchanged. There is no complementary use. As a result, a large amount of power is consumed by the cooling device and the mileage of the electric vehicle is shortened.

Secondly, since the cooling system and the fuel cell are independent systems, each member such as the control device is provided separately and has a large number of constituent elements. Thirdly, the conventional method of heating the hydrogen storage alloy to release hydrogen has a problem that the response speed of the fuel cell to the load change and the control accuracy are not good.

That is, a method of increasing the temperature of the hydrogen storage alloy by using exhaust heat of a fuel cell or a heater to increase the amount of released hydrogen is not responsive (response speed) and is released from the hydrogen storage alloy. The control accuracy of the supplied hydrogen pressure and hydrogen flow rate is poor. Therefore, it is necessary to increase the amount of discharge from the secondary battery because the load fluctuation cannot be sufficiently dealt with, and the secondary battery capacity also increases. Fourth, since chlorofluorocarbon is used as the heat medium of the cooling device, it is not preferable in terms of environmental problems such as ozone layer depletion.

In view of the above conventional problems, the present invention is
It is intended to provide a combine system of a fuel cell and an air conditioner, which has good energy utilization efficiency, good responsiveness to load fluctuation of the fuel cell, and does not need to use environmentally destructive substances such as CFCs. .

[0009]

The present invention provides a fuel cell for supplying electric power to an electric actuator, a heat exchanger of a cooling device using a heat medium, and hydrogen as a fuel for the fuel cell. A hydrogen storage alloy built-in tank that introduces the heat medium pipe of the cooling device into the inside to exchange heat with the heat medium;
A hydrogen pump for pressure-feeding hydrogen, which is provided in the hydrogen supply line for supplying the hydrogen to the fuel cell, a secondary battery connected in parallel between the output terminals of the fuel cell, the hydrogen pump and the secondary battery Is a combine system of a fuel cell and a cooling device, which has a controller for simultaneously controlling the electric power supplied to the actuator and the cooling output of the heat exchanger by operating and, and the controller has an excessive output of the fuel cell. In this case, the secondary battery is charged, and when the output of the fuel cell is insufficient, the secondary battery is discharged to simultaneously control the drive power of the actuator and the cooling output of the heat exchanger. It is in a combine system of a fuel cell and an air conditioner.

The combine system of the present invention includes a fuel cell and a hydrogen storage alloy built-in tank (hereinafter referred to as "MH built-in tank").
), A hydrogen pump, a secondary battery connected in parallel with the fuel cell, and a heat exchanger. The fuel cell uses hydrogen as fuel. The heat exchanger cools air by exchanging heat with the air to be cooled by using a heat medium such as brine (antifreeze) or water.

The heat medium circulates between the MH built-in tank and the heat exchanger. The MH built-in tank contains a hydrogen storage alloy therein and introduces a heat medium pipe therein to perform heat exchange with the heat medium. In addition, the above-mentioned hydrogen pump is for pumping hydrogen in the MH built-in tank to the fuel cell, and includes a compressor having a high delivery pressure, a blower having a relatively low delivery pressure, and a pump.

On the other hand, a secondary battery is connected in parallel with the actuator between the output terminals of the fuel cell. The secondary battery can supply power to the actuator by being controlled by the controller and discharging.
It is a battery that can be charged by the electric power emitted from a fuel cell or an actuator.

The controller has operating means capable of appropriately operating the hydrogen pump and the secondary battery, and
It is a control device having arithmetic means for controlling the electric power supplied to the actuator and the cooling output of the heat exchanger. And if the output of the fuel cell is excessive, the controller
The secondary battery is charged, and when the fuel cell output is insufficient, the secondary battery is discharged.

The MH built-in tank may be divided into a plurality of parts. By providing multiple tanks with built-in MH,
Since the stored hydrogen amount can be detected more accurately and the heat capacity can be reduced, the cooling device can be started up at a higher speed.

Further, the combine system is further provided with M
If a heat storage tank is attached to the heat medium pipe between the H built-in tank and the heat exchanger, and if the cold heat output of the MH built-in tank is excessive,
It is preferable to store cold heat in the heat storage tank, while operating the heat exchanger so as to release the cold heat of the heat storage tank when the cold heat output of the MH built-in tank is insufficient.

By doing so, the cold heat output of the MH built-in tank can be leveled. And a stable output of the cooling device can be obtained. Further, since the heat storage tank is added to the operation element for controlling the power supplied to the actuator and the output of the cooling device, the control becomes easy and the adjustment range can be expanded.

Further, in the above combine system, the thermoelectric conversion means is connected in parallel between the output terminals of the fuel cell, excessive power is supplied to the thermoelectric conversion means to generate a heat output, and the generated heat output causes a peripheral member to operate. It is preferable to control heating or cooling. When the capacity of the secondary battery is full, excess power cannot be absorbed by the secondary battery. However, if thermoelectric conversion means is provided, excess power can be absorbed and effective use can be achieved in this case as well.

In other words, it is possible to control the heat required for the peripheral members by using the excess power and to effectively use the energy. Further, when the cooling output is increased, excess power is generated in the fuel cell, but the excess power can be absorbed by both the secondary battery and the thermoelectric conversion means. Therefore, the cooling control power can be improved and the cooling response speed can be improved.

To control the heat of the peripheral members by the heat output of the thermoelectric conversion means, for example, cooling of the actuator, cooling of the heat storage tank, complementary output of the cooling device, cooling operation such as cooling of the fuel cell, or complementary output of the heating device is performed. There are both heating operations such as. The thermoelectric conversion means includes, for example, a Peltier element that absorbs heat and generates heat depending on the direction of current, and a heating element that generates heat regardless of the direction of current.

The surplus electric power supplied to the thermoelectric conversion means includes electric power emitted from the actuator (for example, regenerative electric power from the motor) in addition to the excessive output of the fuel cell. A specific example of using the combine system is, for example, an electric vehicle, in which case the actuator is a motor for driving the vehicle.

The combine system of the present invention is suitable for an electric vehicle because an air conditioner is an essential member for an automobile. Further, it is possible to increase the traveling distance by improving the energy efficiency and improve the traveling characteristics by improving the control characteristics of the fuel cell. In the case of an electric vehicle, regenerative power from the motor is generated when descending a slope or decelerating.

The effective use of this regenerated electric power is extremely effective not only in saving energy but also in improving the traveling control characteristics. Therefore, charging the secondary battery of the combine system or energizing the thermoelectric conversion means with the regenerated electric power is suitable for energy saving and improvement of controllability.

It is preferable to insert a bypass line in parallel with the hydrogen pump and to provide a control valve for adjusting the flow rate of the bypass line. By using the bypass line and the control valve, when the equilibrium pressure of the hydrogen storage alloy is higher than the operating pressure of the fuel cell, it becomes possible to supply due to the pressure difference and a small flow rate of hydrogen can be supplied to the fuel cell. Because it will be easier. As a result, the hydrogen pump can be stopped or put into a no-load operation state while hydrogen is being supplied due to the above pressure difference, which shortens the operating time of the hydrogen pump and is suitable for energy saving. The range of hydrogen supply control using a pump is expanded.

[0024]

In the combine system of the present invention, the hydrogen in the hydrogen storage alloy built-in tank (MH built-in tank) is supplied to the fuel cell by the hydrogen pump by the controller. And inside the tank with built-in MH,
The heat medium pipe of the air conditioner is drawn in, and the heat medium is directly cooled by the endothermic action of hydrogen release of the hydrogen storage alloy accompanying hydrogen supply.

That is, by adjusting the amount of hydrogen released from the hydrogen storage alloy, cold heat is directly generated to drive the cooling device. Therefore, the heat medium is compressed and compressed like the conventional air conditioner.
There is no need for a heat pump to expand, and no equipment or power is required for that.

Further, in order to release hydrogen from the hydrogen storage alloy, the heating device for the hydrogen storage alloy, which is provided only for the purpose in the conventional apparatus, is unnecessary. As described above, since the heat pump of the cooling device and the heating device of the hydrogen storage alloy are not required, the equipment is simplified and the energy utilization efficiency is significantly increased.

Therefore, if the combine system of the present invention is used in an electric vehicle, the equipment is simplified and the traveling distance is greatly increased. On the other hand, the power supplied to the actuator is adjusted by the controller for both the output of the fuel cell and the supply / discharge of the secondary battery, so that the power supplied to the actuator can be adjusted independently of the output of the cooling device. it can.

That is, the controller discharges the secondary battery when the output of the fuel cell is insufficient, and charges the secondary battery when the output of the fuel cell is excessive to supply the power supplied to the actuator to the cooling output. Can be adjusted independently. Therefore, it is possible to control the output of the cooling device and the drive power of the actuator independently of each other.

Further, in supplying hydrogen to the fuel cell, hydrogen can be directly pressure-fed by a hydrogen pump to rapidly change the amount of hydrogen supplied, so that the output of the fuel cell can be changed at high speed and with high accuracy. That is, the method of heating the hydrogen storage alloy of the conventional apparatus and changing the amount of released hydrogen as a result thereof does not have good responsiveness and control accuracy due to the heat stroke, but the present invention does not have such a case.

Since the heat control by the cooling device is a slow control with slow response, the average value of the cold heat output is important, and the short-term fluctuation of the amount of released hydrogen (fuel cell output) affects the controllability. It has almost no effect. Therefore, even if the output of the fuel cell is suddenly changed to control the actuator at a high speed, the cooling device is not adversely affected, and both the cooling device and the actuator can be controlled well.

As described above, a heat storage tank is further provided in the cooling device to equalize the cooling heat output and a stable cooling device output can be obtained. The heat medium of the cooling device need not be a process such as compression / expansion and may be a fluid that can directly exchange heat.

Therefore, good cooling characteristics can be obtained by using brine (antifreeze) or water without using CFCs. Therefore, it is possible to provide a cooling device that does not adversely affect the ecology.

As described above, according to the present invention, a fuel cell which has good energy efficiency, good responsiveness to load fluctuations of the fuel cell, and which does not require the use of environmentally destructive substances such as CFCs is used. A combine system of a cooling device can be provided.

[0034]

【Example】

Example 1 A combine system of a fuel cell and an air conditioner for an electric vehicle according to an example of the present invention will be described with reference to FIGS. 1 to 4. In this example, as shown in FIG. 1, a fuel cell 11 for supplying electric power to a traveling motor 301 as an electric actuator 30, a heat exchanger 21 of a cooling device 20 using a heat medium, and a fuel cell 11 To the fuel cell 11 and the hydrogen storage alloy (MH) built-in tank 10 that introduces the heat medium conduit 22 of the cooling device 20 into the inside to exchange heat with the heat medium. The hydrogen pump 12 for supplying hydrogen under pressure through the hydrogen supply pipe 13, the secondary battery 31 connected in parallel between the output terminals of the fuel cell 11, and the hydrogen pump 12 and the secondary battery 31 are operated. And a controller 40 that simultaneously controls the power supplied to the motor 301 and the cooling output of the heat exchanger 21.
1 is a combine system 1 of the cooling device 20 and the cooling device 20.

The controller 40 charges the secondary battery 31 when the output of the fuel cell 11 is excessive, and discharges the secondary battery 31 to discharge the secondary battery 31 when the output of the fuel cell 11 is insufficient. The driving power and the cooling output of the heat exchanger 21 are simultaneously controlled.

A heat storage tank 25 is also provided in the heat medium pipe 22 of the heat exchanger 21, and the controller stores the heat storage tank when the cold heat output from the MH built-in tank 10 is excessive. When the cold heat is stored in 25 and the cold heat output from the MH built-in tank 10 is insufficient, the cold heat in the heat storage tank 25 is released.

The hydrogen pump 12 is a compressor 121, a bypass line 14 is inserted in parallel with the compressor 121, and the bypass line 14 is provided with a control valve 15 for adjusting the flow rate. . The actuator 30 is used as a driving motor 3 for an electric vehicle.
01.

In FIG. 1, reference numeral 32 is an electric wiring, reference numeral 401 is a control line of the controller 40, reference numeral 4
1 is a DC-D for controlling a motor which constitutes a controller
It is a C converter. Further, the controller 40 is connected to the hydrogen pump 12, the control valve 15, and the heat storage tank 25, and can operate each of them. The cooling device 20 also has a pump (not shown) that circulates the heat medium, and a blower (not shown) that sends cold air into the passenger compartment via the heat exchanger 21. The heat medium of the cooling device 20 is brine (antifreeze liquid).

Next, the operation of the combine system of this embodiment will be described. First, a basic traveling control method for all traveling patterns will be described. First, the vehicle running state such as the accelerator depression amount or the vehicle speed, the current power generation amount of the fuel cell 11, the capacity of the secondary battery 31 and the like are input to the controller 40, and the required power and other electricity consumption required for the vehicle running are input. The amount of electric power required for the operation of the device (hereinafter referred to as "auxiliary equipment power") is calculated to obtain the amount of electric power required for traveling of the vehicle.

When the current power generation amount of the fuel cell 11 is smaller than the required power amount, the discharge pressure or the discharge amount of the compressor 121 is increased. If the required power amount is larger than that, the shortage is discharged from the secondary battery 31.

Further, when the power generation of the fuel cell 11 is larger than the required power amount, the discharge pressure or the discharge amount of the compressor 121 is reduced, or the capacity of the secondary battery 31 is smaller than a predetermined set value S. Then, the secondary battery 31 is charged. When charging the secondary battery here, the secondary battery 3
Fuel cell 1 with charging power for 1 being a predetermined maximum value M
Determine the power generation amount of 1. In addition, when the capacity of the secondary battery 31 is decreasing in the stopped state of the vehicle, the power generation of the fuel cell 11 may be continued or the operation of the fuel cell 11 may be stopped depending on the reduction rate of the capacity.

On the other hand, the control of the cooling device 20 in the vehicle compartment is performed by utilizing the endothermic reaction associated with the release of hydrogen from the hydrogen storage alloy. The basic control method begins by inputting the air conditioning conditions in the vehicle interior to the controller. If it is set to control the temperature inside the vehicle compartment to a constant value, for example, the target temperature is compared with the temperature inside the vehicle compartment to increase or decrease the amount of air blown into the vehicle compartment to reach the target value. ，
Heat exchanger 21 for exchanging heat between the air in the passenger compartment and the heat medium
This is done by increasing or decreasing the flow rate of the heat medium flowing through the heat medium or controlling the movement of the heat medium to the heat storage tanks 22 arranged in parallel as necessary.

The amount of hydrogen released from the hydrogen storage alloy is
Since it is basically determined by the power generation amount of the fuel cell 11, the cooling output obtained by the endothermic reaction may be excessive or insufficient depending on the running conditions of the vehicle. In this case, the flow rate of hydrogen released from the hydrogen storage alloy is input to the controller 40, and the amount of hydrogen released from the hydrogen storage alloy with respect to the amount of heat required to achieve the target temperature (hereinafter referred to as "cooling load") is determined. Determine whether the heat absorption amount is excessive or insufficient.

When the heat absorption amount is insufficient, cold heat is supplied from the heat storage tank 25, and when it is excessive, the heat storage tank 2 is supplied.
Control for storing cold heat is added to 5. Further, when there is an excess or deficiency in the cooling output, it is dealt with by increasing or decreasing the hydrogen supply amount to the fuel cell, and the accompanying excess or deficiency of the fuel cell power generation amount appropriately changes the charge and discharge amount of the secondary battery. Control by that.

Next, the effect of the electric vehicle using the combine system 1 of this example will be described by an experiment using the traveling pattern shown in FIG. First, the traveling pattern shown in FIG. 2 will be described. This running pattern is a mode 81 in which the vehicle is accelerated from a stopped state to a vehicle speed of 60 km / h in 17 seconds, a mode 82 in which the vehicle is driven at a constant speed for 17 seconds at a vehicle speed of 60 km / h, and a mode 8 in which the vehicle is decelerated in a stopped state in 28.5 seconds.
3 and mode 84 that keeps the vehicle stationary for 18.5 seconds
It consists of four mode patterns.

Next, other experimental conditions will be described. MH
100 MmNi-based hydrogen storage alloy is stored in the built-in tank 10.
Fill with kg to generate the required hydrogen. As the fuel cell 11, a fuel cell with a maximum output of 40 kW was used. The secondary battery 31 that supplements the required power and the power generation amount of the fuel cell 11 is a lead-acid battery having a battery capacity of 8 kwh, and the total weight of the vehicle including the occupant is 2.2 tons.

Next, FIG. 3 shows a transition curve 85 of the required electric power (required power + auxiliary equipment power) and a transition curve 86 of the power generation amount of the fuel cell 11 (shaded portion) when the vehicle travels in the above traveling pattern. The blank portion 87 in FIG. 3 indicates the discharging power of the secondary battery 31, and the small shaded portion 88 indicates the charging power of the secondary battery 31. In mode 81, which is in the acceleration state, the hydrogen supply amount is increased to control the power generation amount of the fuel cell 11 until the required power reaches the maximum power generation amount of the fuel cell 11, which is 40 kW. It is compensated by the discharge from (blank part 87). In the case of this mode 81, 11
After the second, the secondary battery needs to be discharged, and the discharge state continues until it reaches 60 km / h for nearly 17 seconds. The decrease in the capacity of the secondary battery 31 during this period is about 20 wh.

Next, in the mode 82 in which the vehicle runs at a constant speed of 60 km / h, the required power is 10.3 kw, but the secondary battery 3
Since it is necessary to charge the battery pack 1 to 1 for a while (about 4 seconds in the present embodiment), the power generation is performed at a predetermined power generation amount M or more than the required power. FIG. 3 shows that the set power generation amount M during charging is 31
This is the result when kW is set, and the charging time is the set power generation amount M
Depends on

Then, in the mode 83 in which the deceleration state is set,
In the case of this example, since the capacity of the secondary battery 31 is also the set value, the power generation amount of the fuel cell 11 is only for the auxiliary machine power. In addition, for the sake of simplicity, the description is made assuming that there is no regenerative power generation during deceleration, but when regenerative power generation is performed, about 2.6 kW can be regenerated on average during the entire deceleration (34 seconds to 62 seconds). .

In this case, the set power generation amount M at the time of charging the secondary battery 31 in the mode 82 is reduced, or the set capacity S of the secondary battery 31 is charged up to the battery capacity S'excluding regenerative power. Then, recharge the rest with regenerative power. This can further reduce hydrogen consumption. In the mode 84 in which the vehicle is in a stopped state, the fuel cell 11 generates electric power for the auxiliary machine power.

Next, the operation of the cooling device 20 in the traveling modes 81 to 84 will be described. The cooling operation of this example is performed by utilizing the endothermic reaction associated with the hydrogen release of the hydrogen storage alloy, and the maximum cooling output is obtained at the time of acceleration, which is about 12 kW. Then, a heat output of about 2.5 kW is obtained on average over all cycles including the mode 84 in which the vehicle is stopped.

In the above description, the capacity of the secondary battery 31 is set by mainly supplying hydrogen to the fuel cell 11. However, when the cooling operation is taken into consideration, the capacity of the secondary battery 31 is set as described above. It can be set to about 70 to 80% of the value S.

That is, when the cooling output is significantly smaller than the cooling heat load and there is no cold heat in the heat storage tank 25, the hydrogen supply amount to the fuel cell 11 is increased as necessary to reduce the heat absorption amount. Control to compensate. Then, a surplus of the power generation amount of the fuel cell 11 with respect to the required power is charged into the secondary battery. At this time, the amount of power generation during charging of the secondary battery 31 is set to an optimum value in relation to the set capacity S of the secondary battery.

Next, the conventional device and this example will be compared. This example is compared with a conventional device that does not have an extra configuration such as a hydrogen gas tank. In the case of the conventional device, the power generation amount of the fuel cell cannot be made to respond to load fluctuations without adding a hydrogen gas tank or the like. Therefore, as is usually done, the fuel cell has a constant amount of power generation, and a comparison with this example is made assuming that the shortfall of the required power is compensated for by the discharge of the secondary battery.

In the conventional apparatus, if the scale of the fuel cell for generating a certain amount of power is 10 kw, which is slightly higher than the average required power of about 9.5 kW required for traveling in the above-mentioned traveling modes 81 to 84, the shortage is sufficient. The secondary battery 31 to be supplemented needs a battery of 18 kwh capacity (the capacity also increases because the difference from the maximum required power increases).

First, the battery weights of this example and the conventional device will be compared. Compared to the capacity of the secondary battery 31 of this example, which is 8 kwh, the conventional device requires twice as much capacity of the secondary battery, which increases the weight of the secondary battery by about 250 kg. On the other hand, in the conventional device, the output of the fuel cell is low.
It can be reduced by about 130 kg compared to the weight of 1. However, the total weight of the batteries, which is the sum of the weight of the above-mentioned secondary batteries, is approximately 120 kg.
This will result in an increase in vehicle weight.

Next, the hydrogen consumptions of this example and the conventional apparatus will be compared. In this example, the hydrogen consumption per cycle when traveling in the above-mentioned traveling mode and the hydrogen consumption when traveling in the same traveling mode in a vehicle using the above-mentioned conventional device (vehicle weight is larger than in this example) are shown. As shown in FIG. In the first half of the traveling mode, the hydrogen consumption curve 890 of this example follows the required electric power to generate electric power, so that the hydrogen consumption amount is large. However, in the entire driving mode, it is about 5 compared to the hydrogen consumption curve 891 of the conventional device.
The hydrogen consumption of 0 liters (about 20%) is low, and it is possible to extend the mileage of electric vehicles.

Next, the responsiveness of the fuel cell 11 to load changes will be described. In conventional equipment, the amount of hydrogen released was changed by heating the hydrogen storage alloy. Although there was a problem with the responsiveness, in this example, the load responsiveness of the fuel cell is good because the hydrogen supply amount can be changed at high speed by the compressor 121.

Further, the compressor 121 is provided with the bypass line 14, and when the equilibrium pressure of the hydrogen storage alloy is higher than the operating pressure of the fuel cell by the control valve 15, the hydrogen due to the pressure difference is provided separately from the compressor 121. Supply is possible and the operating time of the compressor can be shortened, which leads to effective use of energy. Furthermore, it becomes easy to supply hydrogen at a small flow rate. Therefore, the output control accuracy of the fuel cell can be improved.

Further, as described above, no Freon is used as the heat medium. As described above, according to this example, the energy utilization efficiency is good, the responsiveness to the load fluctuation of the fuel cell is good, and the environment is not required to use the environmentally destructive substances such as CFCs and cooling. It is possible to provide a combine system of equipment.

Example 2 Next, this example is used to cool the vehicle interior by utilizing the heat absorption of a hydrogen storage alloy, and a vapor compression heat pump (hereinafter referred to as CFC type) which is usually used for cooling the vehicle interior is installed. The cooling performance of the conventional device that is operated at a constant speed of 60 km / h will be described. The basic configuration of this example is the same as that of Example 1, but in order to clarify the influence of the operation of the cooling device, the mounted fuel cell 11 and secondary battery 31 are the same as the conventional device with the same power generation amount of 10 kw of fuel. A battery and a secondary battery having a battery capacity of 18 kwh were used.

The combine system of this embodiment has a power requirement of about 10.5 kW, which is required to drive the vehicle having the above structure at a constant speed of 60 km / h and obtain a cooling output of about 3 kW.
In contrast, the conventional device has a hydrogen consumption of about 12 kW, and the hydrogen consumption required for power generation is about 135 liters / min for this example and about 190 liters / min for the conventional device.

The vehicle of this example was filled with 100 kg of MmNi alloy as described in the evaluation result of Example 1,
It stores about 20 m ³ of hydrogen. Therefore, 60 km /
In this example, the distance traveled at a constant speed is about 150 km. On the other hand, the conventional device has a traveling distance of about 110 km, and this example has a traveling distance of about 36% longer than the conventional device.

The cooling output of this example obtained during running at a constant speed of 60 km / h was 3 kW. As described above, according to the combine system of the present example, it is possible to provide an electric vehicle having a longer mileage even when the vehicle is running at a constant speed and cooling operation is performed.

Example 3 In this example, as shown in FIG. 5, thermoelectric conversion means 351 is provided between the output terminals of the fuel cell 11 in Example 1 or Example 2.
This is another embodiment in which the heat exchangers 23 to 355 are connected in parallel and a heat exchanger 23 for heating utilizing the exhaust heat of the fuel cell 11 and the motor 301 is further provided. In FIG. 5, reference numeral 24
Is a heating medium conduit for heating.

The thermoelectric conversion means 351 to 355 are the thermoelectric conversion means 351 to 354 for cooling and the thermoelectric conversion means 3 for heating.
55 and. The thermoelectric conversion means 351 to 355,
Excited by the surplus power of the fuel cell 11 or the regenerative power of the motor 301, the power is converted into cold heat or warm heat.

As shown in FIG. 5, the cooling thermoelectric conversion means 351 to 354 cool the motor 301, the fuel cell 11, and the heat storage tank 25, and are used as auxiliary cooling of the cooling device 20. On the other hand, the heating thermoelectric conversion means 355 is used as an auxiliary to the heating heat exchanger 23.

When surplus or regenerative electric power is generated in the fuel cell 11 and the motor 301, the secondary battery 31 is charged and the surplus electric power is absorbed, but when the secondary battery 31 is completely charged, In the first and second embodiments, the surplus power cannot be effectively used.

However, in this example, even when the charging of the secondary battery 31 is completed, the thermoelectric conversion means 351 to
355 absorbs the surplus power and converts the surplus power into heat, so that the energy can be effectively used as described above. Therefore, it becomes possible to effectively use hydrogen as fuel,
The mileage of the vehicle can be extended. Others are the same as those in the first or second embodiment.

[Brief description of drawings]

FIG. 1 is a system configuration diagram of a combine system of a fuel cell and a cooling device according to a first embodiment.

FIG. 2 is a traveling pattern diagram in a traveling experiment of Example 1.

FIG. 3 is a diagram showing changes in the required power and the fuel cell power generation amount in the running experiment of the first embodiment.

FIG. 4 is a diagram showing changes in hydrogen consumption in a running experiment of Example 1.

FIG. 5 is a system configuration diagram of a combine system of a fuel cell and a cooling device according to a third embodiment.

[Explanation of symbols]

 1. ． ． Combine system, 10. ． ． 11. Hydrogen storage alloy (MH) built-in tank, 11. ． Fuel cell, 12. ． ． Hydrogen pump, 20. ． ． Air conditioner, 21. ． ． Heat exchanger, 25. ． ． Heat storage tank, 31. ． ． Secondary battery, 251 to 355. ． ． Thermoelectric conversion means,

 ─────────────────────────────────────────────────── ─── 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 Yokoyodo, Toyota Central Research Institute Co., Ltd. (72) Hideto Kubo, 2-chome, Toyota-cho, Kariya city, Aichi prefecture Toyota Industries Corporation (72) Inventor Keiji Fuji, 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 (3)

[Claims] 1. A fuel cell for supplying electric power to an electric actuator, a heat exchanger of a cooling device using a heat medium,
A hydrogen storage alloy built-in tank that supplies hydrogen as fuel to the fuel cell and introduces a heat medium pipe of the cooling device into the inside to exchange heat with the heat medium; Supplying to the actuator by operating the hydrogen pumping machine that is installed in the supply pipeline to pump hydrogen, the secondary battery connected in parallel between the output terminals of the fuel cell, and the hydrogen pumping machine and the secondary battery. What is claimed is: 1. A combine system of a fuel cell and a cooling device, comprising: a controller for controlling electric power and a cooling output of a heat exchanger at the same time, wherein the controller controls the secondary battery when the output of the fuel cell is excessive. When the battery is charged and the output of the fuel cell is insufficient, the secondary battery is discharged to control the driving power of the actuator and the cooling output of the heat exchanger at the same time. System. 2. The heat storage tank according to claim 1, wherein a heat storage tank is provided in parallel with the heat medium pipe of the heat exchanger, and the controller stores the heat storage when the cold heat output of the hydrogen storage alloy built-in tank is excessive. A combine system for a fuel cell and a cooling device, wherein cold heat is stored in the tank, and when the cold heat output of the hydrogen storage alloy built-in tank is insufficient, the cold heat of the heat storage tank is released. 3. The thermoelectric conversion means according to claim 1 or 2, wherein thermoelectric conversion means is connected in parallel between the output terminals of the fuel cell, and the controller supplies surplus electric power to the thermoelectric conversion means. A combine system of a fuel cell and a cooling device, which generates heat output and controls heating or cooling of peripheral members.