KR20040072245A - A Thermal Management System of a Fuel Cell Vehicle - Google Patents
A Thermal Management System of a Fuel Cell Vehicle Download PDFInfo
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- KR20040072245A KR20040072245A KR1020030008239A KR20030008239A KR20040072245A KR 20040072245 A KR20040072245 A KR 20040072245A KR 1020030008239 A KR1020030008239 A KR 1020030008239A KR 20030008239 A KR20030008239 A KR 20030008239A KR 20040072245 A KR20040072245 A KR 20040072245A
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- fuel cell
- flow path
- management system
- circulation
- heat
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/00357—Air-conditioning arrangements specially adapted for particular vehicles
- B60H1/00385—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell
- B60H1/00392—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell for electric vehicles having only electric drive means
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/02—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant
- B60H1/14—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant otherwise than from cooling liquid of the plant, e.g. heat from the grease oil, the brakes, the transmission unit
- B60H1/143—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant otherwise than from cooling liquid of the plant, e.g. heat from the grease oil, the brakes, the transmission unit the heat being derived from cooling an electric component, e.g. electric motors, electric circuits, fuel cells or batteries
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M8/00—Fuel cells; Manufacture thereof
- H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
- Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02E60/30—Hydrogen technology
- Y02E60/50—Fuel cells
Abstract
Description
본 발명은 전기자동차의 일종인 연료전지(Fuel Cell) 자동차에 관한 것으로, 더욱 상세하게는 연료전지 자동차의 연료전지를 효율적으로 냉각시키는 열관리시스템에 관한 것이다.BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a fuel cell vehicle, which is a type of electric vehicle, and more particularly, to a thermal management system for efficiently cooling a fuel cell of a fuel cell vehicle.
근래에 들어 내연기관 자동차로부터 배출되는 배기가스로 인한 대기오염이 심각해지면서 배기가스를 배출하지 않는 전기자동차가 각광을 받고 있다. 이러한 전기자동차는 전기에너지를 사용하여 전동기를 회전시켜 줌으로써 주행되는 데, 연료전지 자동차는 전기에너지의 전원으로서 연료전지를 장착한 전기자동차를 말한다.In recent years, as the air pollution caused by the exhaust gas emitted from the internal combustion engine car has become serious, electric vehicles that do not emit exhaust gas are spotlighted. The electric vehicle is driven by rotating an electric motor using electric energy. A fuel cell vehicle refers to an electric vehicle equipped with a fuel cell as a power source of electric energy.
이와 같은 연료전지는 사용 중에 고열을 발생시키는 데, 그 수명과 성능을 유지하고, 가장 안정된 출력 상태를 얻기 위해서는 연료전지의 온도를 적정하게(예컨대, 고분자 전해질 연료전지의 경우는 약 80℃ 정도) 유지해야 한다.Such a fuel cell generates high heat during use, and in order to maintain its life and performance, and to obtain the most stable output state, the temperature of the fuel cell is appropriately adjusted (for example, about 80 ° C. in a polymer electrolyte fuel cell). It must be maintained.
종래의 연료전지 자동차의 열관리시스템으로서는 도 5에 도시된 바와 같은 것이 있다.There is a thermal management system of a conventional fuel cell vehicle as shown in FIG.
상기 종래의 열관리시스템은 제1 순환펌프(24)에 의해 순환되는 제1 냉각유체를 사용하여 상기 연료전지를 냉각시키는 제1 순환유로(21)와, 제2 순환펌프(23)에 의해 순환되는 제2 냉각유체에 의해 구동모터, 밧데리, 전기부품 등의 발열원을냉각시키는 제2 순환유로(22)와, 상기 제1 순환유로(24) 내의 제1 냉각유체와 제2 순환유로(22) 내의 제2 냉각유체와의 사이에서 열교환시키는 열교환기로 구성되어 있다.The conventional thermal management system is circulated by the first circulation passage 21 and the second circulation pump 23 for cooling the fuel cell using a first cooling fluid circulated by the first circulation pump 24. In the second circulation passage 22 for cooling the heat generating source such as the drive motor, the battery, the electrical component, etc. by the second cooling fluid, the first cooling fluid and the second circulation passage 22 in the first circulation passage 24 It consists of a heat exchanger which heat-exchanges with a 2nd cooling fluid.
그런데, 연료전지에서 발생하는 방열량은 기존의 내연기관에 비해 동일 출력 기준으로 약 두 배가 많고, 냉각수의 온도는 오히려 약 40℃ 이상 낮기 때문에 방열기를 통해 외기로 열을 방출시키기 위해서는 방열기 크기와 냉각팬 용량을 상당히 크게 해야 한다. 특히, 외기온도가 높을 경우 방열기의 냉각수 온도와 그 방열기를 냉각시켜주는 외기온도의 차가 작기 때문에 방열을 증가시키기 위해서는 방열기 크기와 냉각팬 용량을 크게 해야 한다. 그러나, 이것은 전체적인 크기와 무게가 증가시키게 되고, 또한 장착공간의 제약으로 인하여 일정한 한계가 있는 문제점이 있었다.However, the amount of heat dissipated in the fuel cell is about twice as high as that of the existing internal combustion engine, and the temperature of the coolant is about 40 ° C. or lower, so in order to discharge heat to the outside air through the radiator, the size of the radiator and the cooling fan. The capacity must be quite large. In particular, when the outside temperature is high, the difference between the coolant temperature of the radiator and the outside temperature that cools the radiator is small, so the radiator size and the cooling fan capacity must be increased to increase the radiating heat. However, this increases the overall size and weight, and also there is a problem that there is a certain limitation due to the constraint of the mounting space.
본 발명은 상기와 같은 문제점을 해결하기 위하여 안출된 것으로서, 자동차 냉방시스템의 냉매유로가 연료전지를 경유하게 해줌으로써 방열기와 냉각팬의 용량을 크게 해주지 않고서도 연료전지를 효율적으로 냉각시킬 수 있는 연료전지 자동차의 열관리시스템을 제공하는 것을 목적으로 한다.The present invention has been made in order to solve the above problems, the refrigerant flow path of the vehicle cooling system by passing through the fuel cell fuel that can efficiently cool the fuel cell without increasing the capacity of the radiator and cooling fan. It is an object to provide a thermal management system for an all-electric vehicle.
도 1은, 본 발명에 따른 연료전지 열관리시스템의 제1 실시예의 주요 구성도이다.1 is a main configuration diagram of a first embodiment of a fuel cell thermal management system according to the present invention.
도 2는, 본 발명에 따른 연료전지 열관리시스템의 제2 실시예의 주요 구성도이다.2 is a main configuration diagram of a second embodiment of a fuel cell thermal management system according to the present invention.
도 3은, 도 1의 연료전지 열관리시스템을 사용하여 연료전지의 작동온도를 조절하는 흐름도이다.3 is a flowchart of adjusting an operating temperature of a fuel cell using the fuel cell thermal management system of FIG. 1.
도 4는, 도 2의 연료전지 열관리시스템을 사용하여 연료전지의 작동온도를 조절하는 흐름도이다.4 is a flowchart of adjusting an operating temperature of a fuel cell using the fuel cell thermal management system of FIG. 2.
도 5는, 종래의 연료전지 자동차의 열관리시스템을 나타낸다.5 shows a thermal management system of a conventional fuel cell vehicle.
<도면의 주요 부분에 대한 부호의 설명><Explanation of symbols for the main parts of the drawings>
1, 11...제1 순환유로, 2, 12...제2 순환유로,1, 11 ... 1st circulation flow path, 2, 12 ... 2nd circulation flow path,
3, 13...제2 순환펌프, 4, 14...제1 순환펌프,3, 13 ... 2nd circulation pump, 4, 14 ... 1st circulation pump,
9, 19...메인 냉매유로, 10, 20...서브 냉매유로.9, 19 ... main coolant flow path, 10, 20 ... sub coolant flow path.
상기의 목적을 달성하기 위하여, 본 발명은 연료전지가 장착된 연료전지 자동차의 열관리시스템에 있어서, 상기 열관리시스템은, 상기 연료전지를 경유하는 순환유로와; 응축기, 증발기를 포함하여 구성되는 자동차 냉방시스템의 메인(Main) 냉매유로로부터 분기되고, 상기 연료전지를 경유하여 상기 메인 냉매유로로 돌아오도록 구성된 서브(Sub) 냉매유로를 포함하여 구성된 것을 특징으로 한다.In order to achieve the above object, the present invention provides a thermal management system of a fuel cell vehicle equipped with a fuel cell, wherein the thermal management system includes: a circulation passage passing through the fuel cell; And a sub refrigerant passage branched from the main refrigerant passage of the vehicle cooling system including the condenser and the evaporator, and configured to return to the main refrigerant passage via the fuel cell. .
이하, 도면을 참조하여 본 발명의 실시예를 상세히 설명한다.Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
도 1에는 본 발명에 따른 연료전지 자동차의 열관리시스템의 제1 실시예가 도시되어 있다.1 shows a first embodiment of a thermal management system of a fuel cell vehicle according to the present invention.
상기 열관리시스템은 연료전지를 경유하는 냉각유체 순환유로와, 냉매유로를 포함하여 구성되어 있다.The thermal management system includes a cooling fluid circulation passage through a fuel cell and a refrigerant passage.
여기서, 상기 순환유로는, 상기 연료전지를 경유하는 제1 순환유로(1)와, 구동모터를 포함한 발열원과 방열기를 경유하는 제2 순환유로(2)로 구성되며, 상기 제1 순환유로(1)와 상기 제2 순환유로(2)는 동일 열교환기를 경유하도록 구성되어 있다.Here, the circulation passage includes a first circulation passage 1 passing through the fuel cell, a heat generating source including a driving motor, and a second circulation passage 2 passing through a radiator, wherein the first circulation passage 1 ) And the second circulation passage 2 are configured to pass through the same heat exchanger.
한편, 상기 냉매유로는 응축기, 팽창밸브, 증발기, 압축기를 포함하여 구성된 자동차 냉방시스템의 메인 냉매유로(9)와, 상기 메인 냉매유로(9)로부터 분기되고, 상기 연료전지를 경유하여 상기 메인 냉매유로(9)로 되돌아오도록 구성된 서브 냉매유로(10)로 구성되어 있다.On the other hand, the refrigerant passage branched from the main refrigerant passage (9) and the main refrigerant passage (9) of the vehicle cooling system including a condenser, expansion valve, evaporator, compressor, the main refrigerant via the fuel cell It consists of the sub refrigerant | coolant flow path 10 comprised so that the flow path 9 may be returned.
상기와 같은 구성을 가진 본 발명의 제1 실시예의 작용을 설명하면 다음과 같다.Referring to the operation of the first embodiment of the present invention having the above configuration is as follows.
제1 순환펌프(4)에 의해 작동하는 제1 냉각유체가 제1 순환유로(1)를 순환하고, 제2 순환펌프(3)에 의해 작동하는 제2 냉각유체는 제2 순환유로(2)를 순환한다. 그리고, 제1 순환유로(1)를 순환하는 제1 냉각유체는 연료전지로부터 흡열하여 연료전지를 냉각시키는 한편, 제2 순환유로(2)를 순환하는 제2 냉각유체는 열교환기를 통하여 제1 냉각유체와 열교환하여 흡열하며, 또한 구동모터, 밧데리, 전기부품 등의 발열원으로부터 흡열하여 방열기를 통하여 열을 외기로 방출한다.The first cooling fluid operated by the first circulation pump 4 circulates through the first circulation flow path 1, and the second cooling fluid operated by the second circulation pump 3 is the second circulation flow path 2. Circulate The first cooling fluid circulating in the first circulation passage 1 absorbs heat from the fuel cell to cool the fuel cell, while the second cooling fluid circulating in the second circulation passage 2 cools the first through a heat exchanger. Heat-exotherm by heat-exchanging with the fluid, and also absorbs heat from heat sources such as drive motors, batteries, and electrical components, and releases heat to outside air through radiators.
연료전지의 열부하가 낮은 경우에는 상기와 같이 단순히 냉각유체, 예컨대 냉각수를 사용하여 연료전지를 냉각시키는 것으로 충분하다. 그러나, 연료전지의 열부하가 높은 데도 외기온도가 높고 방열기 또는 냉각팬의 용량이 작아 제1 냉각유체의 열을 외부로 방열하기 어려운 경우, 단순히 냉각유체만을 사용하여 연료전지를 냉각시키는 것은 충분하지 않다. 이 때, 자동차 냉방시스템의 메인 냉매유로 (9)로부터 분기되어 있고, 상기 연료전지를 경유하는 서브 냉매유로(10)의 밸브를 개방하여 상기 서브 냉매유로(10)로 냉매가 흐르게 함으로써 냉매의 증발잠열을 사용하여 연료전지를 추가적으로 냉각시켜줄 수가 있다.When the heat load of the fuel cell is low, it is sufficient to cool the fuel cell by simply using a cooling fluid such as cooling water as described above. However, if the heat load of the fuel cell is high and the outside temperature is high and the capacity of the radiator or the cooling fan is small and it is difficult to dissipate heat of the first cooling fluid to the outside, it is not sufficient to simply cool the fuel cell using only the cooling fluid. . At this time, the refrigerant diverges from the main refrigerant passage 9 of the vehicle cooling system and opens the valve of the sub refrigerant passage 10 via the fuel cell to allow the refrigerant to flow into the sub refrigerant passage 10 to evaporate the refrigerant. The latent heat can be used to further cool the fuel cell.
한편, 연료전지는 전력발생 효율을 위해서 그 작동온도를 적절한 범위 내로 유지시켜줄 필요가 있는 데, 상기와 같은 구성을 가진 본 발명에 의하여 연료전지의 작동온도를 적절한 범위 내로 관리할 수가 있다. 이에 대하여 도 3을 참조하여 상세히 설명한다.On the other hand, the fuel cell needs to maintain the operating temperature within an appropriate range for power generation efficiency, the present invention having the above configuration can manage the operating temperature of the fuel cell within the appropriate range. This will be described in detail with reference to FIG. 3.
먼저, 연료전지의 작동온도(Tw)가 T상한보다 큰 경우에는, 제1 순환유로(1)와 제2 순환유로(2)를 개방하여 제1 순환유체, 제2 순환유체를 각각 순환시키고, 또한서브 냉매유로(10)를 개방하여 냉매가 추가적으로 연료전지를 경유하게 하여 연료전지의 작동온도를 낮추어준다.First, when the operating temperature T w of the fuel cell is greater than the upper limit , the first circulation passage 1 and the second circulation passage 2 are opened to circulate the first circulation fluid and the second circulation fluid, respectively. In addition, the sub coolant passage 10 is opened to allow the coolant to additionally pass through the fuel cell to lower the operating temperature of the fuel cell.
만일, 연료전지의 작동온도(Tw)가 T하한보다는 크고, T상한보다는 작은 경우에는, 제1 순환유로(1)와 제2 순환유로(2)를 개방하여 제1 순환유체와 제2 순환유체만 각각 순환시키고, 서브 냉매유로(10)를 닫아서 냉매가 연료전지를 경유하는 것을 차단한다.If the operating temperature T w of the fuel cell is larger than the T lower limit and smaller than the T upper limit , the first circulation channel 1 and the second circulation channel 2 are opened to open the first circulation fluid and the second circulation. Only the fluid is circulated, and the sub refrigerant passage 10 is closed to block the refrigerant from passing through the fuel cell.
한편, 연료전지의 작동온도(Tw)가 T하한보다도 작은 경우에는, 연료전지의 작동온도를 높여 주기 위해서, 제1 순환유로(1)와 서브 냉매유로(10)를 차단하고, 또한 제2 순환유로(2)를 차단 또는 개방하여 연료전지의 냉각을 중단한다. 이와 같이 하여, 연료전지의 작동온도를 신속하게 올려줌으로써, 연료전지의 초기 작동시에 온도가 낮아 전력발생의 효율이 떨어지는 문제점을 해결할 수 있다.On the other hand, when the operating temperature T w of the fuel cell is smaller than the lower limit of T, in order to increase the operating temperature of the fuel cell, the first circulation passage 1 and the sub coolant passage 10 are cut off, and the second Cooling of the fuel cell is stopped by blocking or opening the circulation passage 2. In this way, by quickly raising the operating temperature of the fuel cell, it is possible to solve the problem that the temperature is low during the initial operation of the fuel cell, the efficiency of power generation is lowered.
도 2에는 본 발명에 따른 연료전지 자동차의 열관리시스템의 제2 실시예가 도시되어 있다.2 shows a second embodiment of a thermal management system of a fuel cell vehicle according to the present invention.
상기 열관리시스템은 연료전지를 경유하는 냉각유체 순환유로와, 냉매유로를 포함하여 구성되어 있다.The thermal management system includes a cooling fluid circulation passage through a fuel cell and a refrigerant passage.
여기서, 상기 순환유로는, 상기 연료전지와 제1 방열기를 경유하는 제1 순환유로(11)와, 구동모터를 포함한 발열원과 제2 방열기를 경유하는 제2 순환유로(12)로 구성되어 있다. 상기 제2 실시예는 상기 제1 실시예의 경우와는 달리, 제1 순환유체와 제2 순환유체 사이에서 열교환을 시켜주는 열교환기를 별도로 구비하지 않고, 각각의 순환유로마다 별도의 방열기를 구비하고 있는 점에서 차이가 있다.Here, the circulation passage includes a first circulation passage 11 through the fuel cell and the first radiator, a heat generating source including a driving motor, and a second circulation passage 12 through the second radiator. Unlike the case of the first embodiment, the second embodiment does not include a heat exchanger for performing heat exchange between the first circulation fluid and the second circulation fluid, and has a separate radiator for each circulation flow path. There is a difference in that.
한편, 상기 냉매유로는 응축기, 팽창밸브, 증발기, 압축기를 포함하여 구성된 자동차 냉방시스템의 메인 냉매유로(19)와, 상기 메인 냉매유로(19)로부터 분기되고, 상기 연료전지를 경유하여 상기 메인 냉매유로(19)로 되돌아오도록 구성된 서브 냉매유로(20)로 구성되어 있다.On the other hand, the refrigerant passage branched from the main refrigerant passage 19 and the main refrigerant passage 19 of the vehicle cooling system including a condenser, expansion valve, evaporator, compressor, and the main refrigerant via the fuel cell It consists of the sub refrigerant | coolant flow path 20 comprised so that the flow path 19 may be returned.
상기 본 발명의 제2 실시예의 작용을 설명하면 다음과 같다.Referring to the operation of the second embodiment of the present invention as follows.
제1 순환펌프(14)에 의해 작동하는 제1 냉각유체가 제1 순환유로(11)를 순환하고, 제2 순환펌프(13)에 의해 작동하는 제2 냉각유체는 제2 순환유로(12)를 순환한다. 그리고, 제1 순환유로(11)를 순환하는 제1 냉각유체는 연료전지로부터 흡열하여 제1 방열기를 통하여 방열함으로써 연료전지를 냉각시키며, 제2 순환유로(12)를 순환하는 제2 냉각유체는 구동모터, 밧데리, 전기부품 등의 발열원으로부터 흡열하여 제2 방열기를 통하여 열을 외기로 방출한다.The first cooling fluid operated by the first circulation pump 14 circulates through the first circulation passage 11, and the second cooling fluid operated by the second circulation pump 13 is the second circulation passage 12. Circulate The first cooling fluid circulating in the first circulation passage 11 cools the fuel cell by absorbing heat from the fuel cell and radiating it through the first radiator, and the second cooling fluid circulating in the second circulation passage 12 It absorbs heat from heat sources such as drive motors, batteries, and electrical components, and releases heat to outside air through the second radiator.
연료전지의 열부하가 낮은 경우에는 상기와 같이 단순히 냉각유체, 예컨대 냉각수를 사용하여 연료전지를 냉각시키는 것이 충분하다. 그러나, 연료전지의 열부하가 높은 데도 외기온도가 높고 방열기 또는 냉각팬의 용량이 작아 제1 냉각유체의 열을 외부로 방열하기 어려운 경우, 단순히 제1 냉각유체만을 사용하여 연료전지를 냉각시키는 것은 충분하지 않다. 이 때, 자동차 냉방시스템의 메인 냉매유로(19)로부터 분기되어 있는 서브 냉매유로(20)를 통하여 상기 연료전지 내로 냉매를 흘려줌으로써 냉매의 증발잠열을 사용하여 연료전지를 추가적으로 냉각시켜줄 수가 있다.When the heat load of the fuel cell is low, it is sufficient to cool the fuel cell by simply using a cooling fluid such as cooling water as described above. However, in case that it is difficult to dissipate heat of the first cooling fluid to the outside even when the heat load of the fuel cell is high and the outside temperature is high and the capacity of the radiator or cooling fan is small, it is sufficient to simply cool the fuel cell using only the first cooling fluid. Not. In this case, the refrigerant may be further cooled by using latent heat of evaporation of the refrigerant by flowing the refrigerant into the fuel cell through the sub refrigerant passage 20 branched from the main refrigerant passage 19 of the vehicle cooling system.
한편, 상기와 같은 구성을 가진 본 발명에 의하여 연료전지의 작동온도를 적절한 범위 내로 관리해줄 수가 있다. 이에 대하여 도 4를 참조하여 설명한다.On the other hand, according to the present invention having the configuration as described above it is possible to manage the operating temperature of the fuel cell within an appropriate range. This will be described with reference to FIG. 4.
먼저, 연료전지의 작동온도(Tw)가 T상한보다 큰 경우에는, 제1 순환유로(11)와 서브 냉매회로(20)를 개방하여 제1 순환유체 및 냉매가 각각 연료전지를 경유하도록 순환시켜서 연료전지의 작동온도를 낮추어준다.First, when the operating temperature T w of the fuel cell is larger than the T upper limit , the first circulation passage 11 and the sub refrigerant circuit 20 are opened to circulate the first circulation fluid and the refrigerant via the fuel cell, respectively. To lower the operating temperature of the fuel cell.
만일, 연료전지의 작동온도(Tw)가 T하한보다는 크고, T상한보다는 작은 경우에는, 제1 순환유로(11)만 개방하여 제1 순환유체를 순환시키고, 서브 냉매유로(20)를 닫아서 냉매가 연료전지를 경유하는 것을 차단한다.If the operating temperature T w of the fuel cell is larger than the T lower limit and smaller than the T upper limit , only the first circulation passage 11 is opened to circulate the first circulation fluid, and the sub refrigerant passage 20 is closed. The refrigerant is blocked from passing through the fuel cell.
그리고, 연료전지의 작동온도(Tw)가 T하한보다도 작은 경우에는, 연료전지의 작동온도를 높여 주기 위해서, 제1 순환유로(11)와 서브 냉매유로(20)를 차단하여 연료전지의 냉각을 중단한다. 이와 같이 하여, 연료전지의 작동온도를 신속하게 올려줌으로써, 연료전지의 초기 작동시에 온도가 낮아 전력발생의 효율이 떨어지는 문제점을 해결할 수 있다.When the operating temperature T w of the fuel cell is smaller than the lower limit of T, in order to increase the operating temperature of the fuel cell, the first circulation passage 11 and the sub refrigerant passage 20 are blocked to cool the fuel cell. Abort. In this way, by quickly raising the operating temperature of the fuel cell, it is possible to solve the problem that the temperature is low during the initial operation of the fuel cell, the efficiency of power generation is lowered.
상기와 같은 구성을 가진 본 발명에 의하면, 방열기 크기와 냉각팬의 용량에 한계가 있는 경우에도, 기존의 자동차 냉방시스템의 냉매가 연료전지를 경유하여 흐르도록 함으로써 연료전지 열관리시스템의 크기와 무게를 증가시키지 않고서도 연료전지를 효율적으로 냉각시킬 수 있다.According to the present invention having the configuration as described above, even if there is a limit in the radiator size and the capacity of the cooling fan, the size and weight of the fuel cell thermal management system by allowing the refrigerant of the existing vehicle cooling system to flow through the fuel cell. The fuel cell can be cooled efficiently without increasing.
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| KR101394732B1 (en) * | 2008-11-27 | 2014-05-16 | 기아자동차주식회사 | Controlled thermal management system in fuel cell application |
| KR101417115B1 (en) * | 2008-10-15 | 2014-07-08 | 현대자동차주식회사 | Thermal management system for fuel cell vehicle |
| CN108461777A (en) * | 2018-03-16 | 2018-08-28 | 北京亿华通科技股份有限公司 | A kind of heat treatment system for fuel cell pack |
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| KR101416369B1 (en) | 2012-11-08 | 2014-07-08 | 현대자동차 주식회사 | Air conditioner system for vehicle |
| KR101703604B1 (en) | 2015-10-19 | 2017-02-07 | 현대자동차 주식회사 | Betterly cooling system for vehicle |
| KR101836272B1 (en) | 2016-06-20 | 2018-03-08 | 현대자동차 주식회사 | Heat pump system for vehicle |
| KR102450408B1 (en) | 2017-08-09 | 2022-10-06 | 현대자동차주식회사 | Hvac system of vehicle |
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| JPS5897272A (en) | 1981-12-02 | 1983-06-09 | Hitachi Ltd | Fuel cell |
| JPH08306370A (en) * | 1995-04-28 | 1996-11-22 | Fuji Electric Co Ltd | Laminated phosphoric acid type fuel cell |
| JP3739899B2 (en) | 1997-07-14 | 2006-01-25 | 株式会社東芝 | Fuel cell power plant and operation control method thereof |
| JP2002075417A (en) | 2000-08-29 | 2002-03-15 | Equos Research Co Ltd | Fuel cell device and power generating method |
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Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
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| KR101417115B1 (en) * | 2008-10-15 | 2014-07-08 | 현대자동차주식회사 | Thermal management system for fuel cell vehicle |
| KR101394732B1 (en) * | 2008-11-27 | 2014-05-16 | 기아자동차주식회사 | Controlled thermal management system in fuel cell application |
| CN108461777A (en) * | 2018-03-16 | 2018-08-28 | 北京亿华通科技股份有限公司 | A kind of heat treatment system for fuel cell pack |
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