JP2002271914A - Cooling device for vehicle loaded with fuel cell - Google Patents
Cooling device for vehicle loaded with fuel cellInfo
- Publication number
- JP2002271914A JP2002271914A JP2001070958A JP2001070958A JP2002271914A JP 2002271914 A JP2002271914 A JP 2002271914A JP 2001070958 A JP2001070958 A JP 2001070958A JP 2001070958 A JP2001070958 A JP 2001070958A JP 2002271914 A JP2002271914 A JP 2002271914A
- Authority
- JP
- Japan
- Prior art keywords
- cooling water
- cooling
- water temperature
- fuel cell
- detecting means
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 238000001816 cooling Methods 0.000 title claims abstract description 344
- 239000000446 fuel Substances 0.000 title claims abstract description 104
- 239000000498 cooling water Substances 0.000 claims abstract description 334
- 239000002826 coolant Substances 0.000 claims description 11
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 claims description 10
- 230000003247 decreasing effect Effects 0.000 claims 1
- 230000017525 heat dissipation Effects 0.000 abstract description 2
- 210000004027 cell Anatomy 0.000 description 77
- 238000000034 method Methods 0.000 description 48
- 238000012545 processing Methods 0.000 description 15
- 230000005855 radiation Effects 0.000 description 9
- 230000007613 environmental effect Effects 0.000 description 5
- 230000001590 oxidative effect Effects 0.000 description 5
- UFHFLCQGNIYNRP-UHFFFAOYSA-N Hydrogen Chemical compound [H][H] UFHFLCQGNIYNRP-UHFFFAOYSA-N 0.000 description 4
- 238000001514 detection method Methods 0.000 description 3
- 239000007800 oxidant agent Substances 0.000 description 3
- 239000002918 waste heat Substances 0.000 description 3
- 238000002485 combustion reaction Methods 0.000 description 2
- 239000002737 fuel gas Substances 0.000 description 2
- 239000007789 gas Substances 0.000 description 2
- 239000001257 hydrogen Substances 0.000 description 2
- 229910052739 hydrogen Inorganic materials 0.000 description 2
- 238000003780 insertion Methods 0.000 description 2
- 230000037431 insertion Effects 0.000 description 2
- 239000012528 membrane Substances 0.000 description 2
- 239000005518 polymer electrolyte Substances 0.000 description 2
- 238000010248 power generation Methods 0.000 description 2
- 239000007787 solid Substances 0.000 description 2
- 102100034542 Acyl-CoA (8-3)-desaturase Human genes 0.000 description 1
- 101000848239 Homo sapiens Acyl-CoA (8-3)-desaturase Proteins 0.000 description 1
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 description 1
- 210000005056 cell body Anatomy 0.000 description 1
- 238000013461 design Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000010438 heat treatment Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 239000001301 oxygen Substances 0.000 description 1
- 229910052760 oxygen Inorganic materials 0.000 description 1
- 238000011084 recovery Methods 0.000 description 1
- 230000000630 rising effect Effects 0.000 description 1
- 239000004065 semiconductor Substances 0.000 description 1
Classifications
-
- 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
Landscapes
- Electric Propulsion And Braking For Vehicles (AREA)
- Fuel Cell (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、駆動源として燃料
電池を用いた燃料電池車両を冷却する冷却装置に関し、
特に、駆動系部品の冷却系と、燃料電池の冷却系と分離
して構成した燃料電池を搭載した車両の冷却装置に関す
る。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a cooling system for cooling a fuel cell vehicle using a fuel cell as a drive source.
In particular, the present invention relates to a cooling system for a vehicle equipped with a fuel cell that is configured separately from a cooling system for a drive system component and a cooling system for a fuel cell.
【０００２】[0002]
【従来の技術】従来より、燃料電池を駆動源とし、燃料
電池での発電電力を利用して駆動モータを駆動する燃料
電池車両が知られている。この燃料電池は、固体高分子
電解質膜を酸化剤極と燃料極とにより挟んで構成された
スタック構造体が、セパレータを介して複数積層されて
なり、燃料電池スタックと呼ばれている。2. Description of the Related Art Conventionally, there has been known a fuel cell vehicle in which a fuel cell is used as a drive source and a drive motor is driven using electric power generated by the fuel cell. This fuel cell is called a fuel cell stack in which a plurality of stack structures each having a solid polymer electrolyte membrane sandwiched between an oxidant electrode and a fuel electrode are stacked with a separator interposed therebetween.
【０００３】従来の燃料電池車両としては、特開平１１
−３５０９５６号公報に開示されているように、車両の
駆動用電動機に電力を供給する電源装置、及び電動機を
車両停止後などに速やかに冷却することを目的とした冷
却装置を備えているものが知られている。A conventional fuel cell vehicle is disclosed in
As disclosed in Japanese Patent Publication No. -350956, there is provided a power supply device for supplying electric power to a motor for driving a vehicle, and a cooling device for cooling the motor quickly after stopping the vehicle. Are known.
【０００４】この燃料電池車両の冷却装置は、電源装置
を冷却する第１水冷冷却系と、駆動用電動機を冷却する
第２水冷冷却系と、これら第１水冷冷却系及び第２水冷
冷却系に連通する中間リザーバタンクとを備える。この
中間リザーバタンクは、第１水冷冷却系の冷却水が流入
する第１リザーバタンクと、第２水冷冷却系の冷却水が
流入する第２リザーバタンクとを一体化した構成となっ
ており、内部の弁体により第１リザーバタンクと第２リ
ザーバタンクとの間を連通又は遮断する。そして、この
冷却装置は、中間リザーバタンク内の弁体を開閉制御す
ることで、第１水冷冷却系の冷却水温度と、第２水冷冷
却系の冷却水温度とを予め定められた水温とする。This cooling device for a fuel cell vehicle includes a first water-cooled cooling system for cooling a power supply device, a second water-cooled cooling system for cooling a drive motor, and a first water-cooled cooling system and a second water-cooled cooling system. And an intermediate reservoir tank communicating therewith. This intermediate reservoir tank is configured such that a first reservoir tank into which cooling water of a first water-cooled cooling system flows and a second reservoir tank into which cooling water of a second water-cooled cooling system flows are integrated. Communicates or shuts off between the first reservoir tank and the second reservoir tank. The cooling device controls the opening and closing of the valve body in the intermediate reservoir tank so that the cooling water temperature of the first water cooling cooling system and the cooling water temperature of the second water cooling cooling system become predetermined water temperatures. .
【０００５】また、従来より、低圧コンプレッサと高圧
コンプレッサとの間の加圧空気系統に分離型ヒートパイ
プ熱交換器を設置すると共に、ＤＣモジュール系統の冷
却媒体系に分離型ヒートパイプ熱交換器を設置し、各分
離型ヒートパイプ熱交換器の間をヒートパイプ配管で接
続し、空気供給系統及びＤＣモジュール系統から除去し
た廃熱を共通の発熱放散冷却器を介して大気中へ放散す
る燃料電池発電プラントが知られている。Conventionally, a separate heat pipe heat exchanger has been installed in a pressurized air system between a low pressure compressor and a high pressure compressor, and a separate heat pipe heat exchanger has been installed in a cooling medium system of a DC module system. A fuel cell that installs and connects each separate type heat pipe heat exchanger with a heat pipe pipe, and dissipates waste heat removed from the air supply system and DC module system to the atmosphere through a common heat dissipation and cooling unit Power generation plants are known.
【０００６】[0006]
【発明が解決しようとする課題】しかしながら、燃料電
池を冷却する冷却装置では、内燃機関エンジン搭載自動
車のラジエータを用いた冷却装置と比較して、ラジエー
タで放熱しなければならない廃熱量が非常に多く、且
つ、車両を駆動する駆動系部品を冷却する冷却水温度の
管理温度と燃料電池本体を冷却する冷却水温度の管理温
度とが異なるために同じ熱交換器を利用した廃熱処理が
困難であり、且つ、熱交換器により制御しなければなら
ない冷却水の温度上限値が非常に低いという条件が課せ
られている。However, in a cooling device for cooling a fuel cell, a large amount of waste heat must be dissipated by the radiator as compared with a cooling device using a radiator of an automobile equipped with an internal combustion engine. In addition, since the management temperature of the cooling water temperature for cooling the drive system components for driving the vehicle is different from the management temperature of the cooling water temperature for cooling the fuel cell body, it is difficult to perform the waste heat treatment using the same heat exchanger. In addition, there is a condition that the upper limit value of the temperature of the cooling water which must be controlled by the heat exchanger is very low.
【０００７】更に、内燃機関エンジン搭載車と同様に、
外気温度が高いほど、燃料電池搭載車両の冷却システム
にとって更に厳しい条件が課せられ、その結果、冷却シ
ステムを大型化せざるを得ないという問題点がある。Further, similarly to a vehicle equipped with an internal combustion engine,
The higher the outside air temperature, the more severe conditions are imposed on the cooling system of the vehicle equipped with the fuel cell, and as a result, there is a problem that the cooling system must be increased in size.
【０００８】そこで、本発明は、上述した実情に鑑みて
提案されたものであり、燃料電池の冷却系と駆動系部品
の冷却系との間で放熱量の最適化を行うことができる燃
料電池を搭載した車両の冷却装置を提供するものであ
る。Accordingly, the present invention has been proposed in view of the above-mentioned circumstances, and a fuel cell capable of optimizing a heat radiation amount between a cooling system of a fuel cell and a cooling system of a drive system component. The present invention provides a cooling device for a vehicle equipped with a vehicle.
【０００９】[0009]
【課題を解決するための手段】上述の課題を解決するた
めに、請求項１に係る発明は、燃料電池と、この燃料電
池の発電電力により駆動される駆動系部品とを備えた燃
料電池を搭載した車両の冷却装置において、第１冷却水
を循環する第１冷却水ポンプと、この第１冷却水ポンプ
により第１冷却水が循環される第１熱交換器と、この第
１熱交換器に空気を通過させる第１熱交換器冷却ファン
とを有し、第１の設定温度以下に上記駆動系部品を冷却
する第１冷却系と、上記第１冷却系と分割され、第２冷
却水を循環する第２冷却水ポンプと、この第２冷却水ポ
ンプにより第２冷却水が循環される第２熱交換器と、こ
の第２熱交換器に空気を通過させる第２熱交換器冷却フ
ァンとを有し、上記第１の設定温度より高い第２の設定
温度以下に上記燃料電池を冷却する第２冷却系と、第１
冷却水温度を検出する第１冷却水温度検出手段と、第２
冷却水温度を検出する第２冷却水温度検出手段と、上記
第１冷却水温度検出手段で検出した第１冷却水温度と上
記第２冷却水温度検出手段で検出した第２冷却水温度と
に基づいて上記第１冷却系の冷却能力を制御する第１冷
却能力制御手段と、上記第１冷却水温度検出手段で検出
した第１冷却水温度と上記第２冷却水温度検出手段で検
出した第２冷却水温度とに基づいて上記第２冷却系の冷
却能力を制御する第２冷却能力制御手段とを備える。In order to solve the above-mentioned problems, the invention according to claim 1 provides a fuel cell including a fuel cell and a drive system component driven by the power generated by the fuel cell. In a cooling device for a vehicle mounted, a first cooling water pump that circulates first cooling water, a first heat exchanger in which the first cooling water is circulated by the first cooling water pump, and the first heat exchanger A first cooling system that cools the drive system components to a first set temperature or lower, and a first cooling system that is divided into the first cooling system and a second cooling water. Cooling water pump that circulates water, a second heat exchanger in which the second cooling water is circulated by the second cooling water pump, and a second heat exchanger cooling fan that allows air to pass through the second heat exchanger. And the fuel temperature is set to be equal to or lower than a second set temperature higher than the first set temperature. A second cooling system for cooling the battery, first
A first cooling water temperature detecting means for detecting a cooling water temperature;
A second cooling water temperature detecting means for detecting a cooling water temperature, a first cooling water temperature detected by the first cooling water temperature detecting means, and a second cooling water temperature detected by the second cooling water temperature detecting means. First cooling capacity control means for controlling the cooling capacity of the first cooling system based on the first cooling water temperature detected by the first cooling water temperature detecting means and second cooling water temperature detected by the second cooling water temperature detecting means. A second cooling capacity control means for controlling the cooling capacity of the second cooling system based on the second cooling water temperature.
【００１０】請求項２に係る発明では、上記第１冷却能
力制御手段は、上記第１冷却水温度検出手段で検出した
第１冷却水温度と、上記第２冷却水温度検出手段で検出
した第２冷却水温度とに基づいて、上記第１冷却水ポン
プの吐出流量及び上記第１熱交換器冷却ファンの送風量
に対する上記第１冷却系の冷却能力を判定して上記第１
冷却水ポンプ及び上記第１熱交換器冷却ファンの駆動量
を制御して、上記第１冷却系の冷却能力を制御し、上記
第２冷却能力制御手段は、上記第１冷却水温度検出手段
で検出した第１冷却水温度と、上記第２冷却水温度検出
手段で検出した第２冷却水温度とに基づいて、上記第２
冷却水ポンプの吐出流量及び上記第２熱交換器冷却ファ
ンの送風量に対する上記第２冷却系の冷却能力を判定し
て上記第２冷却水ポンプ及び上記第２熱交換器冷却ファ
ンの駆動量を制御して、上記第２冷却系の冷却能力を制
御する。In the invention according to claim 2, the first cooling capacity control means includes a first cooling water temperature detected by the first cooling water temperature detecting means and a second cooling water temperature detected by the second cooling water temperature detecting means. And determining the cooling capacity of the first cooling system with respect to the discharge flow rate of the first cooling water pump and the amount of air blown by the first heat exchanger cooling fan based on the second cooling water temperature.
The driving amount of the cooling water pump and the first heat exchanger cooling fan is controlled to control the cooling capacity of the first cooling system, and the second cooling capacity control means is provided by the first cooling water temperature detecting means. Based on the detected first coolant temperature and the second coolant temperature detected by the second coolant temperature detecting means, the second coolant temperature is detected.
The cooling capacity of the second cooling system with respect to the discharge flow rate of the cooling water pump and the amount of air blown by the second heat exchanger cooling fan is determined, and the driving amounts of the second cooling water pump and the second heat exchanger cooling fan are determined. By controlling, the cooling capacity of the second cooling system is controlled.
【００１１】請求項３に係る発明では、上記第１熱交換
器及び第２熱交換器に取り込まれる外気温度を検出する
外気温度検出手段を更に備え、上記第１冷却能力制御手
段は、上記外気温度検出手段で検出された外気温度に基
づいて上記第１冷却系の冷却能力を制御し、上記第２冷
却能力制御手段は、上記外気温度検出手段で検出された
外気温度に基づいて上記第２冷却系の冷却能力を制御す
る。[0011] The invention according to claim 3 further comprises an outside air temperature detecting means for detecting an outside air temperature taken into the first heat exchanger and the second heat exchanger, and wherein the first cooling capacity control means comprises the outside air temperature detecting means. The cooling capacity of the first cooling system is controlled based on the outside air temperature detected by the temperature detecting means, and the second cooling capacity control means controls the second cooling capacity based on the outside air temperature detected by the outside air temperature detecting means. Controls the cooling capacity of the cooling system.
【００１２】請求項４に係る発明では、上記第１冷却系
内で第１冷却水を循環させる流路及び上記第２冷却系内
で第２冷却水を循環させる流路に設けられ、第１冷却水
と第２冷却水との間で熱交換をする第３熱交換器と、上
記第１冷却水の流路及び／又は上記第２冷却水の流路に
設けられ、上記第３熱交換器を通過する流路と上記第３
熱交換器を通過しない流路とで流路を切り替える流路切
り替え手段とを更に備える。In the invention according to claim 4, the first cooling water is circulated in the first cooling system and the second cooling water is circulated in the second cooling system. A third heat exchanger that exchanges heat between the cooling water and the second cooling water, and a third heat exchange provided in the flow path of the first cooling water and / or the flow path of the second cooling water. Channel through the vessel and the third
A flow path switching unit configured to switch a flow path between a flow path that does not pass through the heat exchanger and a flow path that does not pass through the heat exchanger.
【００１３】請求項５に係る発明では、上記第１冷却水
温度検出手段で検出した第１冷却水温度と、上記第２冷
却水温度検出手段で検出した第２冷却水温度とに基づい
て、上記第１冷却水ポンプ及び第２冷却水ポンプの吐出
流量、及び上記第１熱交換器冷却ファン及び第２熱交換
器冷却ファンの送風量に対する冷却能力を判定して、第
１冷却水の流路に設けられた上記流路切り替え手段を制
御する第１流路切り替え制御手段と、上記第１冷却水温
度検出手段で検出した第１冷却水温度と、上記第２冷却
水温度検出手段で検出した第２冷却水温度とに基づい
て、上記第１冷却水ポンプ及び第２冷却水ポンプの吐出
流量、及び上記第１熱交換器冷却ファン及び第２熱交換
器冷却ファンの送風量に対する冷却能力を判定して、第
２冷却水の流路に設けられた上記流路切り替え手段を制
御する第２流路切り替え制御手段とを更に備える。In the invention according to claim 5, based on the first cooling water temperature detected by the first cooling water temperature detecting means and the second cooling water temperature detected by the second cooling water temperature detecting means, The cooling capacity of the first cooling water pump and the second cooling water pump with respect to the discharge flow rate and the first heat exchanger cooling fan and the second heat exchanger cooling fan is determined. First flow path switching control means for controlling the flow path switching means provided on the road, first cooling water temperature detected by the first cooling water temperature detecting means, and detection by the second cooling water temperature detecting means The cooling capacity for the discharge flow rate of the first cooling water pump and the second cooling water pump, and the air flow rate of the first heat exchanger cooling fan and the second heat exchanger cooling fan, based on the second cooling water temperature thus determined. Is determined and installed in the flow path of the second cooling water. It was further comprising a second flow path switching control means for controlling the flow path switching unit.
【００１４】請求項６に係る発明では、上記第１流路切
り替え制御手段は、車両を起動するに際して、起動時の
上記第１冷却水温度検出手段で検出した第１冷却水温度
及び上記第２冷却水温度検出手段で検出した第２冷却水
温度に基づいて第１冷却水の流路に設けられた上記流路
切り替え手段を制御して、上記燃料電池の温度を昇温さ
せ、上記第２流路切り替え制御手段は、車両を起動する
に際して、起動時の上記第１冷却水温度検出手段で検出
した第１冷却水温度及び上記第２冷却水温度検出手段で
検出した第２冷却水温度に基づいて第２冷却水の流路に
設けられた上記流路切り替え手段を制御して、上記燃料
電池の温度を昇温させる。In the invention according to claim 6, when the vehicle is started, the first flow path switching control means controls the first cooling water temperature detected by the first cooling water temperature detecting means at the time of starting and the second cooling water temperature detection means. Based on the second cooling water temperature detected by the cooling water temperature detecting means, the flow path switching means provided in the first cooling water flow path is controlled to raise the temperature of the fuel cell, The flow path switching control means, when starting the vehicle, changes the first cooling water temperature detected by the first cooling water temperature detecting means and the second cooling water temperature detected by the second cooling water temperature detecting means at the time of starting. The temperature control unit controls the flow path switching unit provided in the flow path of the second cooling water to increase the temperature of the fuel cell.
【００１５】請求項７に係る発明では、上記第１流路切
り替え制御手段は、車両を停止するに際して、停止時の
上記第１冷却水温度検出手段で検出した第１冷却水温度
及び上記第２冷却水温度検出手段で検出した第２冷却水
温度に基づいて第１冷却水の流路に設けられた上記流路
切り替え手段を制御して、上記燃料電池の温度を降温さ
せ、上記第２流路切り替え制御手段は、車両を停止する
に際して、停止時の上記第１冷却水温度検出手段で検出
した第１冷却水温度及び上記第２冷却水温度検出手段で
検出した第２冷却水温度に基づいて第２冷却水の流路に
設けられた上記流路切り替え手段を制御して、上記燃料
電池の温度を降温させる。In the invention according to claim 7, the first flow path switching control means, when stopping the vehicle, detects the first cooling water temperature detected by the first cooling water temperature detecting means at the time of stopping and the second cooling water temperature detection means. Based on the second cooling water temperature detected by the cooling water temperature detecting means, the flow path switching means provided in the first cooling water flow path is controlled to lower the temperature of the fuel cell, The road switching control means, when stopping the vehicle, is based on the first cooling water temperature detected by the first cooling water temperature detecting means and the second cooling water temperature detected by the second cooling water temperature detecting means at the time of stopping. Controlling the flow path switching means provided in the flow path of the second cooling water to lower the temperature of the fuel cell.
【００１６】[0016]
【発明の効果】請求項１に係る燃料電池を搭載した車両
の冷却装置によれば、第１冷却水温度と、第２冷却水温
度とに基づいて、第１冷却系の冷却能力と第２冷却系の
冷却能力とを、相互の間で他の一方の状態を判断したう
えで、それぞれ独立して制御するので、燃料電池の負荷
などに応じた車両の走行パターンに応じて、第１熱交換
器及び第２熱交換器での放熱量の最適化を行うことがで
きる。また、燃料電池を搭載した車両の冷却装置によれ
ば、冷却ファン及び冷却水ポンプの消費電力を押さえる
ことで、省燃費化を実現することができる。According to the cooling device for a vehicle equipped with the fuel cell according to the first aspect, the cooling capacity of the first cooling system and the second cooling capacity are determined based on the first cooling water temperature and the second cooling water temperature. Since the cooling capacity of the cooling system is controlled independently of each other after judging the other state between each other, the first heat is controlled according to the running pattern of the vehicle according to the load of the fuel cell and the like. It is possible to optimize the amount of heat radiation in the exchanger and the second heat exchanger. According to the cooling device for a vehicle equipped with a fuel cell, fuel consumption can be reduced by suppressing the power consumption of the cooling fan and the cooling water pump.
【００１７】請求項２に係る燃料電池を搭載した車両の
冷却装置によれば、請求項１と同様に、車両の走行パタ
ーンに応じて、第１熱交換器及び第２熱交換器での放熱
量の最適化を行うことができ、更に冷却ファン及び冷却
水ポンプの消費電力を押さえることで、省燃費化を実現
することができる。According to the cooling device for a vehicle equipped with the fuel cell according to the second aspect, similarly to the first aspect, the cooling system of the first heat exchanger and the second heat exchanger according to the traveling pattern of the vehicle. The amount of heat can be optimized, and furthermore, the power consumption of the cooling fan and the cooling water pump can be reduced, thereby realizing fuel economy.
【００１８】請求項３に係る燃料電池を搭載した車両の
冷却装置によれば、外気温度に基づいて第１冷却系の冷
却能力と第２冷却系の冷却能力とを独立して制御するの
で、環境条件を含めて、第１冷却系及び第２冷却系を個
々に独立して制御でき、第１熱交換器及び第２熱交換器
での放熱量の最適化を行うことができる。According to the cooling device for a vehicle equipped with the fuel cell according to the third aspect, the cooling capacity of the first cooling system and the cooling capacity of the second cooling system are independently controlled based on the outside air temperature. The first cooling system and the second cooling system can be controlled independently, including environmental conditions, and the amount of heat released in the first heat exchanger and the second heat exchanger can be optimized.
【００１９】請求項４に係る燃料電池を搭載した車両の
冷却装置によれば、第１冷却水と第２冷却水との間で熱
交換をする第３熱交換器と、第３熱交換器を通過する流
路と第３熱交換器を通過しない流路とで流路を切り替え
る手段とを更に備えるので、第１冷却系と第２冷却系と
の間で熱量の移動をすることができ、放熱量の最適化を
行うことができる。According to the cooling device for a vehicle equipped with the fuel cell according to the fourth aspect, the third heat exchanger for exchanging heat between the first cooling water and the second cooling water, and the third heat exchanger. Means for switching the flow path between the flow path passing through the first heat exchanger and the flow path not passing through the third heat exchanger, so that the amount of heat can be moved between the first cooling system and the second cooling system. Thus, the amount of heat radiation can be optimized.
【００２０】請求項５に係る燃料電池を搭載した車両の
冷却装置によれば、第１冷却水ポンプ及び第２冷却水ポ
ンプの吐出流量、及び上記第１熱交換器冷却ファン及び
第２熱交換器冷却ファンの送風量に対する冷却能力を判
定して流路切り替えを制御して、第１冷却水と第２冷却
水との間で熱交換をさせるので、第１冷却系と第２冷却
系との間で熱量の移動をすることができ、放熱量の最適
化を行うことができる。According to the cooling device for a vehicle equipped with the fuel cell according to the fifth aspect, the discharge flow rates of the first cooling water pump and the second cooling water pump, and the first heat exchanger cooling fan and the second heat exchange. Since the cooling capacity for the air flow rate of the cooling fan is determined and the flow path is controlled to perform heat exchange between the first cooling water and the second cooling water, the first cooling system and the second cooling system And the amount of heat can be moved between them, and the amount of heat radiation can be optimized.
【００２１】請求項６に係る燃料電池を搭載した車両の
冷却装置によれば、車両を起動するに際しての流路切り
替えを制御して燃料電池の温度を昇温させるので、燃料
電池の昇温を速やかに行って車両の起動時間を短縮する
ことができる。According to the cooling device for a vehicle equipped with the fuel cell according to the sixth aspect, the temperature of the fuel cell is raised by controlling the flow path switching at the time of starting the vehicle. It can be performed promptly to reduce the start-up time of the vehicle.
【００２２】請求項７に係る燃料電池を搭載した車両の
冷却装置によれば、車両を停止するに際しての流路切り
替えを制御して燃料電池の温度を降温させるので、燃料
電池システムの停止後に燃料電池の温度が所定値以上に
昇温することを防止することができる。According to the cooling system for a vehicle equipped with the fuel cell according to the seventh aspect, the temperature of the fuel cell is lowered by controlling the flow path switching when the vehicle is stopped. It is possible to prevent the temperature of the battery from rising above a predetermined value.
【００２３】[0023]
【発明の実施の形態】以下、本発明の実施の形態につい
て、図面を参照して説明する。Embodiments of the present invention will be described below with reference to the drawings.
【００２４】［燃料電池システムの冷却装置の構成］図
１に、本発明を適用した車両冷却装置の構成を示す。こ
の車両冷却装置は、燃料電池スタック１、車両を構成す
る駆動系部品２を冷却するものである。[Configuration of Cooling Device for Fuel Cell System] FIG. 1 shows a configuration of a vehicle cooling device to which the present invention is applied. This vehicle cooling device cools a fuel cell stack 1 and a drive system component 2 constituting a vehicle.
【００２５】燃料電池スタック１は、固体高分子電解質
膜を、酸化剤極と燃料極とを対にして設置した燃料電池
構造体をセパレータで挟持し、さらに複数積層した構造
である。燃料電池スタック１は、その酸化剤極に酸化剤
ガスが供給されると共に、燃料極側に燃料ガスが供給さ
れて発電をする。本発明を適用した燃料電池システムの
燃料電池スタック１では、燃料ガスとして水素ガスを、
酸化剤ガスとして酸素を含む空気を用いる。The fuel cell stack 1 has a structure in which a plurality of solid polymer electrolyte membranes are stacked with a fuel cell structure in which an oxidant electrode and a fuel electrode are installed in pairs sandwiched between separators. In the fuel cell stack 1, the oxidizing gas is supplied to the oxidizing electrode, and the fuel gas is supplied to the fuel electrode side to generate power. In the fuel cell stack 1 of the fuel cell system to which the present invention is applied, hydrogen gas is used as a fuel gas,
Air containing oxygen is used as the oxidant gas.
【００２６】燃料電池スタック１は、空気が図示しない
コンプレッサで圧縮されて供給され、必要に応じて加湿
されて供給される。また、燃料電池スタック１は、水素
ガスが図示しない水素貯蔵タンクや水素生成装置から供
給され、必要に応じて加湿されて供給される。これによ
り、燃料電池スタック１は、起電力を得て、車両を構成
する駆動モータを駆動する電力を生成し、このときに熱
を発生する。したがって、燃料電池スタック１には、外
部からスタック冷却水が供給される。燃料電池スタック
１は、高効率で運転するために、スタック冷却水温度が
８０℃〜９０℃で管理されることが望ましい。The fuel cell stack 1 is supplied with air compressed by a compressor (not shown), and humidified as required. Further, the fuel cell stack 1 is supplied with hydrogen gas from a hydrogen storage tank or a hydrogen generator (not shown), and humidified as necessary. Thereby, the fuel cell stack 1 obtains an electromotive force and generates electric power for driving a drive motor constituting the vehicle, and generates heat at this time. Therefore, stack cooling water is supplied to the fuel cell stack 1 from outside. In order to operate the fuel cell stack 1 with high efficiency, it is desirable that the temperature of the stack cooling water be controlled at 80 ° C to 90 ° C.
【００２７】駆動系部品２は、燃料電池スタック１から
の電力により駆動する車両用駆動モータ、パワーヘッ
ド、パワーマネージャ、ＤＣ／ＤＣコンバータ、空気コ
ンプレッサ、空気冷却器や水回収用コンデンサ等が含ま
れ、主として半導体素子から構成されている。そのた
め、駆動系部品２は、燃料電池スタック１と比較して低
温で管理される必要があり、駆動系冷却水が約６５℃以
下で管理されることが望ましい。The drive system components 2 include a vehicle drive motor driven by electric power from the fuel cell stack 1, a power head, a power manager, a DC / DC converter, an air compressor, an air cooler, a water recovery condenser, and the like. , Are mainly composed of semiconductor elements. Therefore, the drive system component 2 needs to be managed at a lower temperature than the fuel cell stack 1, and it is desirable that the drive system cooling water be managed at about 65 ° C. or less.
【００２８】本発明を適用した車両冷却装置では、燃料
電池スタック１を冷却するためのスタック冷却系１１
と、駆動系部品２を冷却するための駆動系冷却系１２と
を有し、スタック冷却系１１と駆動系冷却系１２とを分
割して構成し、スタック冷却系１１及び駆動系冷却系１
２を構成する各部を制御する制御装置１３を備えてい
る。In the vehicle cooling system to which the present invention is applied, a stack cooling system 11 for cooling the fuel cell stack 1 is provided.
And a drive system cooling system 12 for cooling the drive system components 2. The stack cooling system 11 and the drive system cooling system 12 are divided and configured.
2 is provided with a control device 13 for controlling each component constituting the second device.
【００２９】また、この車両冷却装置では、スタック冷
却系１１及び駆動系冷却系１２から外気への放熱手段と
して、第１ラジエータ２１及び第２ラジエータ２２と、
第１ラジエータ２１に対応した第１冷却ファン２３と、
第２ラジエータ２２に対応した第２冷却ファン２４と、
駆動系冷却系１２内で駆動系冷却水を循環させる駆動系
冷却水ポンプ２５と、スタック冷却系１１内でスタック
冷却水を循環させるスタック冷却水ポンプ２６とを備え
る。Further, in this vehicle cooling device, a first radiator 21 and a second radiator 22 are provided as a means for radiating heat from the stack cooling system 11 and the drive system cooling system 12 to the outside air.
A first cooling fan 23 corresponding to the first radiator 21,
A second cooling fan 24 corresponding to the second radiator 22,
A drive system cooling water pump 25 for circulating drive system cooling water in the drive system cooling system 12 and a stack cooling water pump 26 for circulating stack cooling water in the stack cooling system 11 are provided.
【００３０】第１冷却ファン２３及び第２冷却ファン２
４、並びに駆動系冷却水ポンプ２５及びスタック冷却水
ポンプ２６は、制御装置１３からの制御信号により、そ
の動作が制御される。First cooling fan 23 and second cooling fan 2
4, the operation of the drive system cooling water pump 25 and the stack cooling water pump 26 is controlled by a control signal from the control device 13.
【００３１】更に、この車両冷却装置は、スタック冷却
系１１及び駆動系冷却系１２を構成する双方の管と挿通
し、燃料電池スタック１及び駆動系部品２からのスタッ
ク冷却水及び駆動系冷却水が供給されて、第２ラジエー
タ２２及び第１ラジエータ２１に供給する熱交換器２７
を備える。この熱交換器２７は、燃料電池スタック１か
らのスタック冷却水と、駆動系部品２からの駆動系冷却
水との間で熱交換をして、スタック冷却水を第２ラジエ
ータ２２に供給すると共に、駆動系冷却水を第１ラジエ
ータ２１に供給する。Further, the vehicle cooling device is inserted into both pipes constituting the stack cooling system 11 and the drive system cooling system 12, and the stack cooling water and the drive system cooling water from the fuel cell stack 1 and the drive system components 2 are inserted. Supplied to the second radiator 22 and the first radiator 21
Is provided. The heat exchanger 27 exchanges heat between the stack cooling water from the fuel cell stack 1 and the driving system cooling water from the driving system components 2 to supply the stack cooling water to the second radiator 22 and Then, the drive system cooling water is supplied to the first radiator 21.
【００３２】更にまた、この車両冷却装置は、燃料電池
スタック１からのスタック冷却水を直接熱交換器２７に
供給すると共に、熱交換器２７をバイパスして直接第２
ラジエータ２２に供給する循環通路切替弁２８を備え
る。この循環通路切替弁２８は、制御装置１３からの制
御信号に従って、開閉動作が制御され、スタック冷却水
を熱交換器２７に供給、又はバイパスして第２ラジエー
タ２２に供給する。Further, in this vehicle cooling device, the stack cooling water from the fuel cell stack 1 is directly supplied to the heat exchanger 27 and the second cooling water is bypassed directly to the second heat exchanger 27.
A circulation passage switching valve 28 for supplying to the radiator 22 is provided. Opening / closing operation of the circulation passage switching valve 28 is controlled in accordance with a control signal from the control device 13, and the stack cooling water is supplied to the heat exchanger 27 or supplied to the second radiator 22 by bypass.
【００３３】第２ラジエータ２２及び第１ラジエータ２
１は、駆動系部品２及び燃料電池スタック１内で熱交換
させることにより昇温された駆動系冷却水及びスタック
冷却水の温度を下げるものである。この第２ラジエータ
２２及び第１ラジエータ２１は、車両の前端部内に備え
られ、外気を取り込み可能な構造を有し、ラジエータ１
枚或いは２枚で１枚として構成されている。第２ラジエ
ータ２２及び第１ラジエータ２１は、第２冷却ファン２
４及び第１冷却ファン２３からの送風を受けて通過する
駆動系冷却水及びスタック冷却水を冷却する構造を有し
ている。第２ラジエータ２２及び第１ラジエータ２１
は、外気が通過することで、外気とスタック冷却水及び
駆動系冷却水との間で熱交換させる。Second radiator 22 and first radiator 2
Numeral 1 is for lowering the temperature of the drive system cooling water and the stack cooling water that have been heated by exchanging heat in the drive system components 2 and the fuel cell stack 1. The second radiator 22 and the first radiator 21 are provided in the front end of the vehicle and have a structure capable of taking in outside air.
One or two sheets are configured. The second radiator 22 and the first radiator 21 are connected to the second cooling fan 2.
4 and a structure for cooling the drive system cooling water and the stack cooling water that pass through by receiving the airflow from the first cooling fan 23. Second radiator 22 and first radiator 21
Causes heat to be exchanged between the outside air, the stack cooling water, and the drive system cooling water when the outside air passes.
【００３４】駆動系冷却水ポンプ２５及びスタック冷却
水ポンプ２６は、駆動系部品２及び燃料電池スタック１
で発熱した熱量を第１ラジエータ２１及び第２ラジエー
タ２２で冷却するために、駆動系冷却水及びスタック冷
却水を吐出するものである。制御装置１３は、駆動系冷
却水ポンプ２５及びスタック冷却水ポンプ２６の回転数
を制御することで、第１ラジエータ２１及び第２ラジエ
ータ２２で必要な熱交換量が得られるように、停止状態
から最大吐出流量までの間で無段階に制御する。The drive system cooling water pump 25 and the stack cooling water pump 26 correspond to the drive system components 2 and the fuel cell stack 1.
In order to cool the heat generated by the first radiator 21 and the second radiator 22, the drive system cooling water and the stack cooling water are discharged. The control device 13 controls the rotation speeds of the drive system cooling water pump 25 and the stack cooling water pump 26, so that the first radiator 21 and the second radiator 22 can obtain the necessary heat exchange amount from the stop state. Stepless control up to the maximum discharge flow rate.
【００３５】更にまた、この車両冷却装置では、第１ラ
ジエータ２１と駆動系冷却水ポンプ２５とを挿通する管
に設けられた第１冷却水温度センサ３１と、駆動系部品
２と熱交換器２７とを挿通する管に設けられた第２冷却
水温度センサ３２と、第２ラジエータ２２とスタック冷
却水ポンプ２６とを挿通する管に設けられた第３冷却水
温度センサ３３と、燃料電池スタック１と循環通路切替
弁２８とを挿通する管に設けられた第４冷却水温度セン
サ３４と、第１ラジエータ２１及び第２ラジエータ２２
の外気取り込み面側に設けられた外気温度センサ３５と
を備える。これら第１冷却水温度センサ３１、第２冷却
水温度センサ３２、第３冷却水温度センサ３３、第４冷
却水温度センサ３４及び外気温度センサ３５は、それぞ
れスタック冷却水、駆動系冷却水及び外気温度を検出
し、検出したセンサ信号（Ｔ１〜Ｔ５）を制御装置１３
に出力する。Further, in this vehicle cooling device, a first cooling water temperature sensor 31 provided in a pipe through which the first radiator 21 and the driving system cooling water pump 25 are inserted, the driving system component 2 and the heat exchanger 27 A second cooling water temperature sensor 32 provided in a pipe passing through the second radiator 22 and the stack cooling water pump 26; a fuel cell stack 1; A fourth cooling water temperature sensor 34 provided in a pipe through which the first radiator 21 and the second radiator 22 are inserted.
And an outside air temperature sensor 35 provided on the outside air intake surface side. The first cooling water temperature sensor 31, the second cooling water temperature sensor 32, the third cooling water temperature sensor 33, the fourth cooling water temperature sensor 34, and the outside air temperature sensor 35 are a stack cooling water, a driving system cooling water, and an outside air temperature sensor, respectively. The controller 13 detects the temperature and outputs the detected sensor signals (T1 to T5).
Output to
【００３６】制御装置１３は、第２冷却ファン２４及び
第１冷却ファン２３に制御信号を出力することで、第２
冷却ファン２４及び第１冷却ファン２３の回転数を制御
し、第２ラジエータ２２及び第１ラジエータ２１での熱
交換を促進させる。ただし、車両の走行時は車速風によ
り第１冷却ファン２３及び第２冷却ファン２４での駆動
力が軽減される。制御装置１３は、第１ラジエータ２１
及び第２ラジエータ２２で必要な熱交換量が得られるよ
うに、無段階に第１冷却ファン２３及び第２冷却ファン
２４の回転数を制御する。The control device 13 outputs a control signal to the second cooling fan 24 and the first cooling fan 23, thereby
The number of rotations of the cooling fan 24 and the first cooling fan 23 is controlled to promote heat exchange in the second radiator 22 and the first radiator 21. However, when the vehicle is traveling, the driving force of the first cooling fan 23 and the second cooling fan 24 is reduced by the vehicle speed wind. The control device 13 includes a first radiator 21
In addition, the rotation speeds of the first cooling fan 23 and the second cooling fan 24 are steplessly controlled so that the required heat exchange amount can be obtained in the second radiator 22.
【００３７】また、制御装置１３は、駆動系部品２及び
燃料電池スタック１の駆動系冷却水及びスタック冷却水
を、第２冷却水温度センサ３２及び第４冷却水温度セン
サ３４により検出される冷却水温度Ｔ２、Ｔ４がそれぞ
れ所定温度範囲となるように、駆動系冷却水ポンプ２５
及びスタック冷却水ポンプ２６での吐出流量を制御す
る。The control device 13 also controls the driving system components 2 and the driving system cooling water and the stack cooling water of the fuel cell stack 1 to be cooled by the second cooling water temperature sensor 32 and the fourth cooling water temperature sensor 34. The drive system cooling water pump 25 is controlled so that the water temperatures T2 and T4 fall within predetermined temperature ranges, respectively.
And the discharge flow rate of the stack cooling water pump 26 is controlled.
【００３８】制御装置１３は、駆動系部品２の発熱量
と、燃料電池スタック１の発熱量から、第１冷却ファン
２３及び第２冷却ファン２４、並びに駆動系冷却水ポン
プ２５及びスタック冷却水ポンプ２６での消費電力が最
小となるように制御する。The controller 13 determines the first cooling fan 23 and the second cooling fan 24, the driving system cooling water pump 25, and the stack cooling water pump based on the amount of heat generated by the drive system components 2 and the amount of heat generated by the fuel cell stack 1. Control is performed so that the power consumption at 26 is minimized.
【００３９】更に、制御装置１３は、駆動系部品２及び
燃料電池スタック１の出力要求を行っている外部装置か
らの出力要求値、第１冷却水温度センサ３１と第２冷却
水温度センサ３２、及び第３冷却水温度センサ３３と第
４冷却水温度センサ３４からのセンサ信号、第１冷却フ
ァン２３及び第２冷却ファン２４の回転数、並びに、駆
動系冷却水ポンプ２５及びスタック冷却水ポンプ２６で
の吐出流量とから駆動系部品２及び燃料電池スタック１
の発熱量を算出する。そして、制御装置１３は、予め内
部に格納しておいた熱容量データマップを参照して、第
１ラジエータ２１及び第２ラジエータ２２で要求される
発熱量を演算して判定し、第１冷却ファン２３及び第２
冷却ファン２４、並びに駆動系冷却水ポンプ２５及びス
タック冷却水ポンプ２６の駆動量を制御する。Further, the control device 13 includes an output request value from an external device that requests output of the drive system component 2 and the fuel cell stack 1, a first cooling water temperature sensor 31 and a second cooling water temperature sensor 32, And the sensor signals from the third cooling water temperature sensor 33 and the fourth cooling water temperature sensor 34, the rotation speeds of the first cooling fan 23 and the second cooling fan 24, the drive system cooling water pump 25, and the stack cooling water pump 26. Drive system component 2 and fuel cell stack 1
Is calculated. Then, the control device 13 refers to a heat capacity data map stored in advance and calculates and determines the amount of heat required by the first radiator 21 and the second radiator 22. And the second
The driving amounts of the cooling fan 24, the drive system cooling water pump 25, and the stack cooling water pump 26 are controlled.
【００４０】上記熱容量データマップとは、図２（ａ）
及び図２（ｂ）に示すように、駆動系冷却系１２とスタ
ック冷却系１１とで別個に保持しており、図２（ｃ）に
示すように、駆動系冷却系１２及びスタック冷却系１１
を組み合わせて使用したときのラジエータを通過する流
量、冷却ファンによる風量と、ラジエータでの放熱量と
の関係である。すなわち、熱容量データマップとは、ス
タック冷却系１１での冷却能力（図２（ａ））、駆動系
冷却系１２での冷却能力（図２（ｂ））、車両冷却装置
全体での冷却能力（図２（ｃ））を示す。The heat capacity data map is shown in FIG.
As shown in FIG. 2B, the drive system cooling system 12 and the stack cooling system 11 separately hold the drive system cooling system 12, and the drive system cooling system 12 and the stack cooling system 11 as shown in FIG.
Is a relationship between the flow rate passing through the radiator, the air flow rate by the cooling fan, and the amount of heat released by the radiator when used in combination. That is, the heat capacity data map includes the cooling capacity of the stack cooling system 11 (FIG. 2A), the cooling capacity of the drive system cooling system 12 (FIG. 2B), and the cooling capacity of the entire vehicle cooling system (FIG. 2B). FIG. 2 (c) is shown.
【００４１】［駆動系冷却系の冷却動作］図３に、制御
装置１３により駆動系冷却系１２を動作させるときのフ
ローチャートを示す。図３の処理を行うに際して、制御
装置１３は、駆動系冷却系１２の冷却能力を制御する冷
却能力制御手段として機能する。[Cooling Operation of Drive System Cooling System] FIG. 3 shows a flowchart when the control system 13 causes the drive system cooling system 12 to operate. When performing the processing in FIG. 3, the control device 13 functions as a cooling capacity control unit that controls the cooling capacity of the drive system cooling system 12.
【００４２】図３によれば、先ず、ステップＳ１におい
て、制御装置１３は、第２冷却水温度センサ３２からの
センサ信号を検出し、駆動系冷却水温度Ｔ２が予め設定
した温度Ｔ２ｍａｘより大きいか否かの判定をする。駆
動系冷却水温度Ｔ２が予め設定した温度Ｔ２ｍａｘより
大きいと判定したときにはステップＳ２に処理を進め、
大きくないと判定したときにはステップＳ３に処理を進
める。According to FIG. 3, first, in step S1, the control device 13 detects a sensor signal from the second cooling water temperature sensor 32, and the driving system cooling water temperature T2 is higher than a preset temperature T2 max. Is determined. The process proceeds to step S2 when the drive system coolant temperature T2 is determined to a temperature T2 max is greater than a preset,
When it is determined that it is not larger, the process proceeds to step S3.
【００４３】ステップＳ２において、制御装置１３は、
吐出流量を増加させるように駆動系冷却水ポンプ２５の
回転数ＰＲ１を増加させる制御してステップＳ４に処理
を進める。一方ステップＳ３において、制御装置１３
は、吐出流量を減少させるように駆動系冷却水ポンプ２
５の回転数ＰＲ１を減少させる制御をしてステップＳ４
に処理を進める。In step S2, the control device 13
Control is performed to increase the rotation speed PR1 of the drive system cooling water pump 25 so as to increase the discharge flow rate, and the process proceeds to step S4. On the other hand, in step S3, the control device 13
Is a drive system cooling water pump 2 that reduces the discharge flow rate.
Step S4 is performed to reduce the rotation speed PR1 of Step 5.
Processing proceeds to
【００４４】ステップＳ４において、制御装置１３は、
冷却水温度センサ３１，３２のセンサ信号を検出して駆
動系冷却水温度Ｔ１，Ｔ２を読み込み、次のステップＳ
５において、検出した駆動系冷却水温度Ｔ１，Ｔ２と駆
動系冷却水ポンプ２５の吐出流量とから熱流量Ｑ１を算
出して、ステップＳ６に処理を進める。すなわち、制御
装置１３は、駆動系部品２で発熱している熱量を算出す
る。In step S4, the control device 13
The drive system cooling water temperatures T1 and T2 are read by detecting the sensor signals of the cooling water temperature sensors 31 and 32, and the next step S
In 5, the heat flow rate Q1 is calculated from the detected drive system cooling water temperatures T1 and T2 and the discharge flow rate of the drive system cooling water pump 25, and the process proceeds to step S6. That is, the control device 13 calculates the amount of heat generated by the drive system component 2.
【００４５】ステップＳ６において、制御装置１３は、
算出した熱流量Ｑ１と、図２（ａ）での第１ラジエータ
２１の放熱量Ｒ１との比較をし、熱流量Ｑ１が放熱量Ｒ
１より大きいときにはステップＳ７に処理を進め、大き
くないときにはステップＳ８に処理を進める。In step S6, the control device 13
A comparison is made between the calculated heat flow rate Q1 and the heat radiation amount R1 of the first radiator 21 in FIG.
If it is larger than 1, the process proceeds to step S7, and if not, the process proceeds to step S8.
【００４６】ステップＳ７において、制御装置１３は、
駆動系部品２での発熱量が現在の駆動系冷却系１２の冷
却能力より大きいと判定して、回転数ＦＲ１を増加させ
るように第１冷却ファン２３を制御してステップＳ９に
処理を進める。これにより、制御装置１３は、駆動系冷
却系１２での冷却能力を増加させることで、駆動系冷却
水の温度を所定の温度とする。In step S7, the control device 13
It is determined that the amount of heat generated by the drive system component 2 is greater than the current cooling capacity of the drive system cooling system 12, and the first cooling fan 23 is controlled so as to increase the rotation speed FR1, and the process proceeds to step S9. As a result, the control device 13 increases the cooling capacity of the drive system cooling system 12 to set the temperature of the drive system cooling water to a predetermined temperature.
【００４７】一方ステップＳ８において、制御装置１３
は、駆動系部品２での発熱量が現在の駆動系冷却系１２
の冷却能力より小さいと判定して、駆動系冷却系１２で
の消費電力を最小にするために、回転数ＦＲ１を減少さ
せるように第１冷却ファン２３を制御してステップＳ９
に処理を進める。On the other hand, in step S8, the controller 13
Means that the amount of heat generated by the drive system component 2 is
Is determined to be smaller than the cooling capacity of the first cooling fan 23, and the first cooling fan 23 is controlled so as to reduce the rotation speed FR1 in order to minimize the power consumption in the drive system cooling system 12, and step S9 is performed.
Processing proceeds to
【００４８】ステップＳ９において、制御装置１３は、
駆動系冷却水ポンプ２５の回転数ＰＲ１と予め設定した
駆動系冷却水ポンプ２５の最大回転数ＰＲ１ｍａｘとの
大小比較をすると共に、第１冷却ファン２３の回転数Ｆ
Ｒ１と予め設定した第１冷却ファン２３の最大回転数Ｆ
Ｒ１ｍａｘとの大小比較をする。そして、制御装置１３
は、回転数ＰＲ１が最大回転数ＰＲ１ｍａｘより大き
く、且つ、回転数ＦＲ１が回転数ＦＲ１ｍａｘより大き
いと判定したときには駆動系冷却系１２の制御処理を終
了して通常動作に戻り、大きくないと判定したときには
再度ステップＳ１〜ステップＳ８までの処理を行うため
に処理をステップＳ１に戻す。In step S9, the control device 13
The rotation speed PR1 of the drive system cooling water pump 25 is compared with a preset maximum rotation speed PR1 max of the drive system cooling water pump 25, and the rotation speed F1 of the first cooling fan 23 is compared.
R1 and a preset maximum rotational speed F of the first cooling fan 23
Compare the magnitude with R1 max . And the control device 13
It is greater than the rotational number PR1 maximum rotational speed PR1 max, and, when the rotation speed FR1 is determined to larger rotational speed FR1 max returns to normal operation to end the control process of the drive system cooling system 12, when not larger If it is determined, the process returns to step S1 to perform the processes of steps S1 to S8 again.
【００４９】これにより、制御装置１３では、駆動系冷
却水の温度が所定温度以下になるまで、ステップＳ１〜
ステップＳ８までの処理を繰り返し行って、駆動系冷却
系１２の冷却能力を制御する。Thus, the control device 13 performs steps S1 through S1 until the temperature of the drive system cooling water falls below the predetermined temperature.
The processing up to step S8 is repeatedly performed to control the cooling capacity of the drive system cooling system 12.
【００５０】［スタック冷却系の冷却動作］図４に、制
御装置１３によりスタック冷却系１１を動作させるとき
のフローチャートを示す。図４の処理を行うに際して、
制御装置１３は、スタック冷却系１１の冷却能力を制御
する冷却能力制御手段として機能する。[Cooling Operation of Stack Cooling System] FIG. 4 is a flowchart when the control device 13 operates the stack cooling system 11. When performing the processing of FIG.
The control device 13 functions as a cooling capacity control unit that controls the cooling capacity of the stack cooling system 11.
【００５１】図４によれば、先ず、ステップＳ１１にお
いて、制御装置１３は、第４冷却水温度センサ３４から
のセンサ信号を検出し、スタック冷却水温度Ｔ４が予め
設定した温度Ｔ４ｍａｘより大きいか否かの判定をす
る。スタック冷却水温度Ｔ４が予め設定した温度Ｔ４
ｍａｘより大きいと判定したときにはステップＳ１２に
処理を進め、大きくないと判定したときにはステップＳ
１３に処理を進める。According to [0051] Figure 4, first, in step S11, the control unit 13 detects the sensor signal from the fourth cooling water temperature sensor 34, or the stack coolant temperature T4 is higher than the temperature T4 max a preset It is determined whether or not. The stack cooling water temperature T4 is equal to the preset temperature T4.
If it is determined to be larger than max , the process proceeds to step S12;
The process proceeds to step S13.
【００５２】ステップＳ１２において、制御装置１３
は、吐出流量を増加させるようにスタック冷却水ポンプ
２６の回転数ＰＲ２を増加させる制御してステップＳ１
４に処理を進める。一方ステップＳ１３において、制御
装置１３は、吐出流量を減少させるようにスタック冷却
水ポンプ２６の回転数ＰＲ２を減少させる制御をしてス
テップＳ１４に処理を進める。In step S12, the controller 13
Is to increase the rotation speed PR2 of the stack cooling water pump 26 so as to increase the discharge flow rate,
Processing proceeds to 4. On the other hand, in step S13, the control device 13 performs control to decrease the rotation speed PR2 of the stack cooling water pump 26 so as to decrease the discharge flow rate, and proceeds to step S14.
【００５３】ステップＳ１４において、制御装置１３
は、冷却水温度センサ３３，３４のセンサ信号を検出し
てスタック冷却水温度Ｔ３，Ｔ４を読み込み、次のステ
ップＳ１５において、検出したスタック冷却水温度Ｔ
３，Ｔ４とスタック冷却水ポンプ２６の吐出流量とから
熱流量Ｑ２を算出して、ステップＳ１６に処理を進め
る。すなわち、制御装置１３は、燃料電池スタック１で
発熱している熱量を算出する。In step S14, the controller 13
Detects the sensor signals of the cooling water temperature sensors 33 and 34 and reads the stack cooling water temperatures T3 and T4. In the next step S15, the detected stack cooling water temperature T
3, the heat flow rate Q2 is calculated from T4 and the discharge flow rate of the stack cooling water pump 26, and the process proceeds to step S16. That is, the control device 13 calculates the amount of heat generated in the fuel cell stack 1.
【００５４】ステップＳ１６において、制御装置１３
は、算出した熱流量Ｑ２と、図２（ｂ）での第２ラジエ
ータ２２の放熱量Ｒ２との比較をし、熱流量Ｑ２が放熱
量Ｒ２より大きいときにはステップＳ１７に処理を進
め、大きくないときにはステップＳ１８に処理を進め
る。In step S16, the controller 13
Compares the calculated heat flow rate Q2 with the heat release amount R2 of the second radiator 22 in FIG. 2B. If the heat flow rate Q2 is larger than the heat release amount R2, the process proceeds to step S17. The process proceeds to step S18.
【００５５】ステップＳ１７において、制御装置１３
は、燃料電池スタック１での発熱量が現在のスタック冷
却系１１の冷却能力より大きいと判定して、回転数ＦＲ
２を増加させるように第２冷却ファン２４を制御してス
テップＳ１９に処理を進める。これにより、制御装置１
３は、スタック冷却系１１での冷却能力を増加させるこ
とで、スタック冷却水の温度が所定の温度とする。In step S17, the controller 13
Determines that the amount of heat generated in the fuel cell stack 1 is larger than the current cooling capacity of the stack cooling system 11, and
Then, the second cooling fan 24 is controlled so as to increase the number 2, and the process proceeds to step S19. Thereby, the control device 1
3 is to increase the cooling capacity of the stack cooling system 11 so that the temperature of the stack cooling water becomes a predetermined temperature.
【００５６】一方ステップＳ１８において、制御装置１
３は、燃料電池スタック１での発熱量が現在のスタック
冷却系１１の冷却能力より小さいと判定して、スタック
冷却系１１での消費電力を最小にするために、回転数Ｆ
Ｒ２を減少させるように第２冷却ファン２４を制御して
ステップＳ１９に処理を進める。On the other hand, in step S18, the control device 1
3 determines that the amount of heat generated in the fuel cell stack 1 is smaller than the current cooling capacity of the stack cooling system 11, and reduces the rotation speed F to minimize power consumption in the stack cooling system 11.
The second cooling fan 24 is controlled so as to decrease R2, and the process proceeds to step S19.
【００５７】ステップＳ１９において、制御装置１３
は、スタック冷却水ポンプ２６の回転数ＰＲ２と予め設
定したスタック冷却水ポンプ２６の最大回転数ＰＲ２
ｍａｘとの大小比較をすると共に、第２冷却ファン２４
の回転数ＦＲ２と予め設定した第２冷却ファン２４の最
大回転数ＦＲ２ｍａｘとの大小比較をする。そして、制
御装置１３は、回転数ＰＲ２が最大回転数ＰＲ２ｍａｘ
より大きく、且つ、回転数ＦＲ２が回転数ＦＲ２ｍａｘ
より大きいと判定したときにはスタック冷却系１１の制
御処理を終了して通常動作に戻り、大きくないと判定し
たときには再度ステップＳ１１〜ステップＳ１８までの
処理を行うために処理をステップＳ１１に戻す。In step S19, the control device 13
Is the rotation speed PR2 of the stack cooling water pump 26 and the preset maximum rotation speed PR2 of the stack cooling water pump 26.
max and the second cooling fan 24
To the comparison between the maximum rotational speed FR2 max of the second cooling fan 24 which is set in advance as the rotation speed FR2. Then, the control device 13 determines that the rotation speed PR2 is equal to the maximum rotation speed PR2 max.
Is larger and the rotation speed FR2 is equal to the rotation speed FR2 max.
When it is determined that the value is larger, the control process of the stack cooling system 11 is terminated and the operation returns to the normal operation. When it is determined that the value is not larger, the process returns to step S11 to perform the processes of steps S11 to S18 again.
【００５８】これにより、制御装置１３では、スタック
冷却水の温度が所定温度以下になるまで、ステップＳ１
１〜ステップＳ１８までの処理を繰り返し行って、スタ
ック冷却系１１の冷却能力を制御する。Thus, the control device 13 determines in step S1 that the temperature of the stack cooling water is lower than the predetermined temperature.
The processes from 1 to S18 are repeatedly performed to control the cooling capacity of the stack cooling system 11.
【００５９】［流路切り替え動作］以下に説明する図５
〜図７の流路切り替え動作を行うに際して、制御装置１
３は、スタック冷却水の流路を熱交換流路Ｌ１とバイパ
ス流路Ｌ２との間で切り替え制御する流路切り替え制御
手段として機能する。[Channel Switching Operation] FIG. 5 described below.
When performing the flow path switching operation of FIG.
Reference numeral 3 functions as a flow path switching control unit that controls switching of the flow path of the stack cooling water between the heat exchange flow path L1 and the bypass flow path L2.
【００６０】「起動時」図５に、車両冷却装置の起動時
における流路切り替え動作を行うときのフローチャート
を示す。FIG. 5 is a flowchart showing a flow switching operation performed when the vehicle cooling system is started.
【００６１】例えば車両運転者がイグニッションスイッ
チを操作して車両を起動するとステップＳ２１から処理
を開始し、制御装置１３は、第２冷却水温度センサ３２
及び第４冷却水温度センサ３４からのセンサ信号を読み
込んで、駆動系冷却水温度Ｔ２及びスタック冷却水温度
Ｔ４を検出してステップＳ２２に処理を進める。For example, when the vehicle driver operates the ignition switch to start the vehicle, the process starts from step S21, and the control device 13 sends the second cooling water temperature sensor 32
Then, the sensor signal from the fourth cooling water temperature sensor 34 is read, and the drive system cooling water temperature T2 and the stack cooling water temperature T4 are detected, and the process proceeds to step S22.
【００６２】ステップＳ２２において、制御装置１３
は、ステップＳ２１で検出した駆動系冷却水温度Ｔ２と
スタック冷却水温度Ｔ４との比較をして駆動系冷却水温
度Ｔ２がスタック冷却水温度Ｔ４よりも高く、且つ、ス
タック冷却水温度Ｔ４と予め設定した駆動系冷却水温度
の最高温度Ｔ２ｍａｘとの比較をしてスタック冷却水温
度Ｔ４が最高温度Ｔ２ｍａｘよりも低いと判定したとき
にはステップＳ２３に処理を進め、大きくないと判定し
たときにはステップＳ２４に処理を進める。In step S22, the controller 13
Is a comparison between the driving system cooling water temperature T2 detected in step S21 and the stack cooling water temperature T4, the driving system cooling water temperature T2 is higher than the stack cooling water temperature T4, and the stack cooling water temperature T4 is the process proceeds to step S23 when it is determined that the stack coolant temperature T4 is lower than the maximum temperature T2 max by comparison between the maximum temperature T2 max of the set drive system cooling water temperature, step S24 when it is determined not to be larger Processing proceeds to
【００６３】ステップＳ２３において、制御装置１３
は、循環通路切替弁２８を制御することで、スタック冷
却水を循環通路切替弁２８を介して熱交換器２７に導
く。これにより、スタック冷却水と駆動系冷却水との間
で熱交換をさせて、燃料電池スタック１の昇温を早める
ことができる。In step S23, the control device 13
Controls the circulation passage switching valve 28 to guide the stack cooling water to the heat exchanger 27 via the circulation passage switching valve 28. Thereby, heat exchange between the stack cooling water and the drive system cooling water can be performed, and the temperature rise of the fuel cell stack 1 can be accelerated.
【００６４】一方、ステップＳ２４において、制御装置
１３は、熱交換器２７を通過させずにバイパス流路Ｌ２
によりスタック冷却水を第２ラジエータ２２に導く。On the other hand, in step S24, the control device 13 sets the bypass passage L2 without passing through the heat exchanger 27.
To guide the stack cooling water to the second radiator 22.
【００６５】このような流路切り替え動作を行う車両冷
却装置では、循環通路切替弁２８を制御することにより
熱交換器２７にスタック冷却水を通過させ、駆動系部品
２で発熱した熱量をスタック冷却水に移して速やかに昇
温させることができ、起動時に燃料電池スタック１が高
効率で運転する領域までスタック冷却水を速やかに昇温
させる必要性に対応することができる。In the vehicle cooling system which performs such a flow path switching operation, the stack cooling water is passed through the heat exchanger 27 by controlling the circulation path switching valve 28, and the amount of heat generated by the drive system component 2 is cooled by the stack cooling. The fuel cell stack 1 can be transferred to water and the temperature can be raised quickly, and the need to quickly raise the temperature of the stack cooling water to a region where the fuel cell stack 1 operates with high efficiency at the time of startup can be met.
【００６６】また、この車両冷却装置では、制御装置１
３によりステップＳ２２での判定を行うことで、スタッ
ク冷却水の温度が所定温度以上となればバイパス流路Ｌ
２を通過させることができる。In this vehicle cooling device, the control device 1
By performing the determination in step S22 according to step S3, if the temperature of the stack cooling water becomes equal to or higher than the predetermined temperature, the bypass flow path L
2 can be passed.
【００６７】「停止時」図６に、車両冷却装置の停止時
における流路切り替え動作を行うときのフローチャート
を示す。[At Stop] FIG. 6 is a flow chart showing a flow switching operation when the vehicle cooling system is stopped.
【００６８】例えば車両運転者がイグニッションスイッ
チを操作して車両を停止するとステップＳ３１から処理
を開始し、制御装置１３は、第２冷却水温度センサ３２
及び第４冷却水温度センサ３４からのセンサ信号を読み
込んで、駆動系冷却水温度Ｔ２及びスタック冷却水温度
Ｔ４を検出してステップＳ３２に処理を進める。For example, when the vehicle driver stops the vehicle by operating the ignition switch, the process starts from step S31, and the control device 13 sends the second cooling water temperature sensor 32
Then, the sensor signal from the fourth cooling water temperature sensor 34 is read to detect the drive system cooling water temperature T2 and the stack cooling water temperature T4, and the process proceeds to step S32.
【００６９】ステップＳ３２において、制御装置１３
は、駆動系冷却水温度Ｔ２とスタック冷却水温度Ｔ４と
の比較をして駆動系冷却水温度Ｔ２がスタック冷却水温
度Ｔ４よりも低く、且つ、スタック冷却水温度Ｔ４と予
め設定した駆動系冷却水温度の最高温度Ｔ２ｍａｘとの
比較をしてスタック冷却水温度Ｔ４が最高温度Ｔ２ｍａ
ｘよりも高いと判定したときにはステップＳ３３に処理
を進め、高くないと判定したときにはステップＳ３４に
処理を進める。In step S32, the controller 13
Is a comparison between the drive system cooling water temperature T2 and the stack cooling water temperature T4, the drive system cooling water temperature T2 is lower than the stack cooling water temperature T4, and the stack cooling water temperature T4 and a preset drive system cooling water temperature. the maximum temperature T2 stack cooling water temperature T4 by a comparison with the max is the maximum temperature T2 ma of water temperature
If it is determined that it is higher than x , the process proceeds to step S33, and if it is determined that it is not higher, the process proceeds to step S34.
【００７０】ステップＳ３３において、制御装置１３
は、循環通路切替弁２８を制御することで、スタック冷
却水を循環通路切替弁２８を介して熱交換器２７に導
く。これにより、スタック冷却水と駆動系冷却水との間
で熱交換をさせて、スタック冷却水の温度を速やかに所
定温度以下とする。In step S33, the control device 13
Controls the circulation passage switching valve 28 to guide the stack cooling water to the heat exchanger 27 via the circulation passage switching valve 28. As a result, heat is exchanged between the stack cooling water and the drive system cooling water, and the temperature of the stack cooling water is quickly reduced to a predetermined temperature or less.
【００７１】一方、ステップＳ３４において、制御装置
１３は、熱交換器２７を通過させずにバイパス流路Ｌ２
によりスタック冷却水を第２ラジエータ２２に導く。On the other hand, in step S34, the control device 13 sets the bypass passage L2 without passing through the heat exchanger 27.
To guide the stack cooling water to the second radiator 22.
【００７２】ここで、燃料電池スタック１は一旦温度が
上昇して、燃料電池スタック１本体がスタック冷却水の
管理上限温度まで上昇してしまうと、その総熱量は非常
に大きくなる。そのため、燃料システムの停止時に、速
やかにスタック冷却水ポンプ２６及び第２冷却ファン２
４の動作を停止すると、燃料電池スタック１が停止時に
持っている熱量により、燃料電池スタック１内部で急速
な温度上昇が発生し、燃料電池スタック１の保証温度を
超える場合が予想される。Here, once the temperature of the fuel cell stack 1 rises and the main body of the fuel cell stack 1 rises to the management upper limit temperature of the stack cooling water, the total amount of heat becomes very large. Therefore, when the fuel system is stopped, the stack cooling water pump 26 and the second cooling fan 2
When the operation of the fuel cell stack 1 is stopped, a rapid rise in temperature inside the fuel cell stack 1 occurs due to the amount of heat the fuel cell stack 1 has at the time of stopping, and it is expected that the temperature exceeds the guaranteed temperature of the fuel cell stack 1.
【００７３】これに対し、図６に示す動作を行う車両冷
却装置によれば、車両停止時に循環通路切替弁２８を制
御することでスタック冷却水を熱交換器２７に通過させ
てスタック冷却水と駆動系冷却水との間で熱交換を行
い、更に、第１冷却ファン２３、駆動系冷却水ポンプ２
５、第２冷却ファン２４及びスタック冷却水ポンプ２６
を動作させるので、スタック冷却水を速やかに所定温度
以下まで降温させることができ、燃料電池スタック１を
保証温度以上とすることなく、安全に停止させることが
できる。On the other hand, according to the vehicle cooling device which performs the operation shown in FIG. 6, the stack cooling water is passed through the heat exchanger 27 by controlling the circulation passage switching valve 28 when the vehicle is stopped, and the stack cooling water is The heat exchange is performed between the drive system cooling water and the first cooling fan 23, the drive system cooling water pump 2.
5. Second cooling fan 24 and stack cooling water pump 26
, The temperature of the stack cooling water can be quickly lowered to a predetermined temperature or lower, and the fuel cell stack 1 can be safely stopped without the fuel cell stack 1 having a temperature higher than the guaranteed temperature.
【００７４】「起動時、停止時以外」図７に、車両冷却
装置の起動時及び停止時外における流路切り替え動作を
行うときのフローチャートを示す。FIG. 7 shows a flow chart when the flow path switching operation is performed when the vehicle cooling device is started and when it is not stopped.
【００７５】車両が走行している時や定常状態のときな
ど、起動時及び停止時以外のとき、制御装置１３は、ス
テップＳ４１において、第２冷却水温度センサ３２、第
４冷却水温度センサ３４及び外気温度センサ３５からの
センサ信号を読み込んで、駆動系冷却水温度Ｔ２、スタ
ック冷却水温度Ｔ４及び外気温度Ｔ５を検出してステッ
プＳ４２に処理を進める。When the vehicle is running or in a steady state, other than at the time of starting or stopping, the control device 13 determines at step S41 that the second cooling water temperature sensor 32 and the fourth cooling water temperature sensor 34 Then, the sensor signal from the outside air temperature sensor 35 is read, and the drive system cooling water temperature T2, the stack cooling water temperature T4, and the outside air temperature T5 are detected, and the process proceeds to step S42.
【００７６】ステップＳ４２において、制御装置１３
は、現在の駆動系冷却水ポンプ２５、スタック冷却水ポ
ンプ２６、第１冷却ファン２３及び第２冷却ファン２４
の制御値を読み出すことで、駆動系冷却水ポンプ回転数
ＰＲ１、スタック冷却水ポンプ回転数ＰＲ２、第１冷却
ファン回転数ＦＲ１、第２冷却ファン回転数ＦＲ２を読
み出して、ステップＳ４３及びステップＳ４４に処理を
進める。In step S42, the control device 13
Are the current drive system cooling water pump 25, stack cooling water pump 26, first cooling fan 23 and second cooling fan 24
, The drive system cooling water pump rotation speed PR1, the stack cooling water pump rotation speed PR2, the first cooling fan rotation speed FR1, and the second cooling fan rotation speed FR2 are read, and the process proceeds to steps S43 and S44. Proceed with processing.
【００７７】ステップＳ４３では、上述の図３に示す処
理を行って、駆動系冷却系１２を用いた駆動系部品２の
冷却を行うと共に、ステップＳ４４では、上述の図４に
示す処理を行って、スタック冷却系１１を用いた燃料電
池スタック１の冷却を行って、ステップＳ４５に処理を
進める。In step S43, the processing shown in FIG. 3 is performed to cool the drive system components 2 using the drive system cooling system 12, and in step S44, the processing shown in FIG. 4 is performed. Then, the fuel cell stack 1 is cooled using the stack cooling system 11, and the process proceeds to step S45.
【００７８】ステップＳ４５では、制御装置１３は、駆
動系冷却水ポンプ回転数ＰＲ１が予め設定した駆動系冷
却水ポンプ２５の最大回転数ＰＲ１ｍａｘより低く、且
つ第１冷却ファン回転数ＦＲ１が予め設定した第１冷却
ファン２３の最大回転数ＦＲ１ｍａｘより低い場合、或
いはスタック冷却水ポンプ回転数ＰＲ２が予め設定した
スタック冷却水ポンプ２６の最大回転数ＰＲ２ｍａｘよ
り低く、且つ第２冷却ファン回転数ＦＲ２が予め設定し
た第２冷却ファン２４の最大回転数ＦＲ２ｍａ ｘより低
い場合には、現在のスタック冷却系１１及び駆動系冷却
系１２の冷却能力で駆動系部品２及び燃料電池スタック
１が冷却可能と判定して、ステップＳ４１に処理を戻
す。一方、そうでない場合には、熱交換器２７によりス
タック冷却系１１と駆動系冷却系１２との間で熱量を交
換するために、ステップＳ４６に処理を進める。In step S45, the control device 13 determines that the driving system cooling water pump rotation speed PR1 is lower than the preset maximum rotation speed PR1 max of the driving system cooling water pump 25, and the first cooling fan rotation speed FR1 is set in advance. The first cooling fan 23 is lower than the maximum rotation speed FR1 max , or the stack cooling water pump rotation speed PR2 is lower than a preset maximum rotation speed PR2 max of the stack cooling water pump 26, and the second cooling fan rotation speed FR2. If There lower than the maximum rotational speed FR2 ma x of the second cooling fan 24 that is set in advance, the driving system parts 2 and the fuel cell stack 1 by the current cooling capacity of stack cooling system 11 and the drive system cooling system 12 can be cooled Is determined, and the process returns to step S41. On the other hand, if not, the process proceeds to step S46 in order to exchange the amount of heat between the stack cooling system 11 and the drive system cooling system 12 by the heat exchanger 27.
【００７９】ステップＳ４６において、制御装置１３
は、駆動系冷却水温度Ｔ１，Ｔ２と駆動系冷却水ポンプ
２５の流量とに基づいて駆動系冷却系１２の熱流量Ｑ
１、スタック冷却水温度Ｔ３，Ｔ４とスタック冷却水ポ
ンプ２６の流量とに基づいてスタック冷却系１１の熱流
量Ｑ２を演算する。更に、制御装置１３は、外気温度Ｔ
５、駆動系冷却水温度Ｔ２、第１冷却ファン２３の回転
数、駆動系冷却水ポンプ２５の流量とに基づいて駆動系
冷却系１２の冷却能力Ｃ１を算出すると共に、外気温度
Ｔ５、スタック冷却水温度Ｔ４、第２冷却ファン２４の
回転数、スタック冷却水ポンプ２６の流量とに基づいて
スタック冷却系１１の冷却能力Ｃ２を演算する。In step S46, the controller 13
Is the heat flow rate Q of the drive system cooling system 12 based on the drive system cooling water temperatures T1 and T2 and the flow rate of the drive system cooling water pump 25.
1. The heat flow rate Q2 of the stack cooling system 11 is calculated based on the stack cooling water temperatures T3 and T4 and the flow rate of the stack cooling water pump 26. Further, the controller 13 controls the outside air temperature T
5. The cooling capacity C1 of the drive system cooling system 12 is calculated based on the drive system cooling water temperature T2, the rotation speed of the first cooling fan 23, and the flow rate of the drive system cooling water pump 25, and the outside air temperature T5, the stack cooling The cooling capacity C2 of the stack cooling system 11 is calculated based on the water temperature T4, the rotation speed of the second cooling fan 24, and the flow rate of the stack cooling water pump 26.
【００８０】次のステップＳ４７において、制御装置１
３は、冷却能力Ｃ１が熱流量Ｑ１より小さく、且つ冷却
能力Ｃ２が熱流量Ｑ２より大きい場合、或いは冷却能力
Ｃ１が熱流量Ｑ１より大きく、且つ冷却能力Ｃ２が熱流
量Ｑ２より小さい場合には、スタック冷却水と駆動系冷
却水との間で熱交換器２７による熱交換を行うためにス
テップＳ４８に処理を進め、そうでない場合にはステッ
プＳ４９に処理を進める。すなわち、いずれかの冷却系
で冷却能力より熱量が大きいときには、スタック冷却水
と駆動系冷却水との間で熱交換を行う。In the next step S47, the control device 1
3, when the cooling capacity C1 is smaller than the heat flow rate Q1 and the cooling capacity C2 is larger than the heat flow rate Q2, or when the cooling capacity C1 is larger than the heat flow rate Q1 and the cooling capacity C2 is smaller than the heat flow rate Q2, The process proceeds to step S48 to perform heat exchange between the stack cooling water and the drive system cooling water by the heat exchanger 27, and otherwise proceeds to step S49. That is, when the heat amount is larger than the cooling capacity in any of the cooling systems, heat exchange is performed between the stack cooling water and the drive system cooling water.
【００８１】ステップＳ４８では、制御装置１３は、循
環通路切替弁２８を制御して、スタック冷却水を熱交換
器２７に導いてスタック冷却水と駆動系冷却水との間で
熱交換を行い、ステップＳ４９では、スタック冷却水を
バイパス流路Ｌ２に導いて、ステップＳ５０に処理を進
める。In step S48, the control device 13 controls the circulation passage switching valve 28 to guide the stack cooling water to the heat exchanger 27 to exchange heat between the stack cooling water and the driving system cooling water. In step S49, the stack cooling water is led to the bypass flow path L2, and the process proceeds to step S50.
【００８２】ステップＳ５０において、制御装置１３
は、再度駆動系冷却水温度Ｔ２、スタック冷却水温度Ｔ
４及び外気温度Ｔ５を読み込んで、ステップＳ５１に処
理を進める。In step S50, control unit 13
Are the drive system cooling water temperature T2 and the stack cooling water temperature T again.
4 and the outside air temperature T5 are read, and the process proceeds to step S51.
【００８３】ステップＳ５１において、制御装置１３
は、再度駆動系冷却水ポンプ回転数ＰＲ１、スタック冷
却水ポンプ回転数ＰＲ２、第１冷却ファン回転数ＦＲ１
及び第２冷却ファン回転数ＦＲ２を読み込んで、ステッ
プＳ５２に処理を進める。In step S51, the control device 13
Are the drive system cooling water pump rotation speed PR1, the stack cooling water pump rotation speed PR2, and the first cooling fan rotation speed FR1 again.
And the second cooling fan speed FR2 is read, and the process proceeds to step S52.
【００８４】ステップＳ５２において、制御装置１３
は、上述のステップＳ４６と同様に、駆動系冷却系１２
の冷却能力Ｃ１、スタック冷却系１１の冷却能力Ｃ２、
駆動系冷却系１２の熱流量Ｑ１、スタック冷却系１１の
熱流量Ｑ２を算出して、ステップＳ５３に処理を進め
る。In step S52, the controller 13
Is similar to step S46 described above.
Cooling capacity C1, cooling capacity C2 of the stack cooling system 11,
The heat flow rate Q1 of the drive system cooling system 12 and the heat flow rate Q2 of the stack cooling system 11 are calculated, and the process proceeds to step S53.
【００８５】ステップＳ５３において、制御装置１３
は、ステップＳ５２で算出した冷却能力、熱流量を用い
て、冷却能力Ｃ１が熱流量Ｑ１より大きく、且つ冷却能
力Ｃ２が熱流量Ｑ２より大きいか否かを判定する。制御
装置１３は、冷却能力Ｃ１が熱流量Ｑ１より大きく、且
つ冷却能力Ｃ２が熱流量Ｑ２より大きいと判定したとき
にはステップＳ４１に処理を戻し、そうでない場合には
ステップＳ５４に処理を進める。In step S53, the control device 13
Determines whether the cooling capacity C1 is greater than the heat flow rate Q1 and the cooling capacity C2 is greater than the heat flow rate Q2 using the cooling capacity and the heat flow rate calculated in step S52. When controller 13 determines that cooling capacity C1 is larger than heat flow rate Q1 and cooling capacity C2 is larger than heat flow rate Q2, control unit 13 returns to step S41, and otherwise proceeds to step S54.
【００８６】ステップＳ５４において、制御装置１３
は、冷却能力Ｃ１が熱流量Ｑ１より小さく、且つ冷却能
力Ｃ２が熱流量Ｑ２よりも小さいと判定した場合には、
熱交換器２７により熱交換を行っても冷却できないと判
定してステップＳ５５に処理を進め、燃料電池スタック
１の発電量を低下させて処理を終了する。一方、そうで
ない場合には、再度ステップＳ４７に処理を戻して、ス
テップＳ４７〜ステップＳ５４までの処理を行う。In step S54, the controller 13
When it is determined that the cooling capacity C1 is smaller than the heat flow rate Q1 and the cooling capacity C2 is smaller than the heat flow rate Q2,
It is determined that cooling is not possible even if heat exchange is performed by the heat exchanger 27, the process proceeds to step S55, the power generation amount of the fuel cell stack 1 is reduced, and the process ends. On the other hand, if not, the process returns to step S47 again, and the processes from step S47 to step S54 are performed.
【００８７】このような動作をする車両冷却装置では、
ステップＳ４７でいずれかの冷却系で冷却能力より熱量
が大きいと判定したときにはスタック冷却水と駆動系冷
却水との間で熱交換を行うことにより、スタック冷却系
１１から駆動系冷却系１２、或いは駆動系冷却系１２か
らスタック冷却系１１に熱量を移動させることができ
る。したがって、この車両冷却装置では、環境条件や運
転条件に拘わらず、第１ラジエータ２１及び第２ラジエ
ータ２２の熱交換能力を最大限に生かすことができる。In the vehicle cooling device that operates as described above,
If it is determined in step S47 that the heat amount is larger than the cooling capacity in any one of the cooling systems, heat exchange is performed between the stack cooling water and the driving system cooling water, so that the stack cooling system 11 to the driving system cooling system 12, or The amount of heat can be moved from the drive system cooling system 12 to the stack cooling system 11. Therefore, in this vehicle cooling device, the heat exchange capacity of the first radiator 21 and the second radiator 22 can be maximized irrespective of environmental conditions and operating conditions.
【００８８】更に、通常の車両では、搭載可能なラジエ
ータの大きさには限界があり、環境条件（環境温度）も
変化するため、予め設定されたラジエータの大きさ、冷
却水ポンプの吐出流量、冷却ファンの送風量によりラジ
エータの放熱量が制限されてしまう。これに対し、本発
明を適用した車両冷却装置では、外気温度Ｔ５に基づい
て循環通路切替弁２８を制御してスタック冷却系１１と
駆動系冷却系１２との間で熱交換を行うことにより第１
ラジエータ２１と第２ラジエータ２２の放熱量の最適な
配分を行うことができ、環境条件や運転条件、走行パタ
ーンによってラジエータの熱交換能力を最大限に生か
し、例えばいずれか一方の冷却系の冷却能力不足によっ
て車両走行性能が制限されることを防止することができ
る。Further, in a normal vehicle, the size of the radiator that can be mounted is limited, and environmental conditions (environmental temperature) change. Therefore, the size of the radiator set in advance, the discharge flow rate of the cooling water pump, The amount of heat released from the radiator is limited by the amount of air blown by the cooling fan. On the other hand, in the vehicle cooling device to which the present invention is applied, the heat exchange between the stack cooling system 11 and the drive system cooling system 12 is performed by controlling the circulation path switching valve 28 based on the outside air temperature T5. 1
Optimal distribution of heat radiation between the radiator 21 and the second radiator 22 can be performed, and the heat exchange capacity of the radiator can be maximized depending on environmental conditions, operating conditions, and running patterns. For example, the cooling capacity of one of the cooling systems It is possible to prevent the vehicle running performance from being limited by the shortage.
【００８９】更にまた、この車両冷却装置によれば、第
１ラジエータ２１及び第２ラジエータ２２での放熱量の
最適化を行うので、駆動系冷却水ポンプ２５及びスタッ
ク冷却水ポンプ２６、第１冷却ファン２３及び第２冷却
ファン２４の消費電力を抑制することが可能となり、車
両の省燃費化を実現することができる。Further, according to this vehicle cooling device, the amount of heat radiated by the first radiator 21 and the second radiator 22 is optimized, so that the drive system cooling water pump 25, the stack cooling water pump 26, the first cooling The power consumption of the fan 23 and the second cooling fan 24 can be reduced, and the fuel economy of the vehicle can be reduced.
【００９０】なお、上述の実施の形態は本発明の一例で
ある。このため、本発明は、上述の実施形態に限定され
ることはなく、この実施の形態以外であっても、本発明
に係る技術的思想を逸脱しない範囲であれば、設計等に
応じて種々の変更が可能であることは勿論である。The above embodiment is an example of the present invention. For this reason, the present invention is not limited to the above-described embodiment, and other than the present embodiment, various modifications may be made according to the design and the like within a range not departing from the technical idea according to the present invention. Can be changed.
【００９１】例えば１つの冷却系で単数、あるいは３個
以上の冷却水温度センサが適用される場合や、冷却水温
度に代えて、その中の１つがラジエタ周囲温度を検知す
る方法なども考えられる。For example, when one or three or more cooling water temperature sensors are applied to one cooling system, a method in which one of them detects the radiator ambient temperature instead of the cooling water temperature is also conceivable. .
【００９２】また、本例では、スタック冷却系１１に循
環通路切替弁２８が設けられている場合について説明し
たが、駆動系冷却系１２を構成する挿通管にのみ設けら
れていても良く、更にはスタック冷却系１１及び駆動系
冷却系１２の双方の挿通管に設けられていても良い。こ
のとき、流路切り替え動作時において、制御装置１３
は、駆動系冷却系１２及び／又はスタック冷却系１１に
設けられた循環通路切替弁を制御することで、上述と同
様の効果を発揮させる。Further, in this embodiment, the case where the circulation passage switching valve 28 is provided in the stack cooling system 11 has been described. However, it may be provided only in the insertion pipe constituting the drive system cooling system 12. May be provided in the insertion pipes of both the stack cooling system 11 and the drive system cooling system 12. At this time, the control device 13
Controls the circulation passage switching valve provided in the drive system cooling system 12 and / or the stack cooling system 11 to exert the same effect as described above.
【図１】本発明を適用した車両冷却装置の構成を示すブ
ロック図である。FIG. 1 is a block diagram showing a configuration of a vehicle cooling device to which the present invention is applied.
【図２】（ａ）は駆動系冷却水の流量及び風速に対する
第１ラジエータの放熱量を示し、（ｂ）はスタック冷却
水の流量及び風速に対する第２ラジエータの放熱量を示
し、（ｃ）は車両冷却装置におけるラジエータを通過す
る流量及び風速に対する放熱量を示す。FIG. 2A shows the amount of heat radiation of the first radiator with respect to the flow rate and wind speed of the drive system cooling water, FIG. 2B shows the amount of heat radiation of the second radiator with respect to the flow rate and wind speed of stack cooling water, Indicates the amount of heat radiation with respect to the flow rate and wind speed passing through the radiator in the vehicle cooling device.
【図３】駆動系冷却系の冷却動作を行うときの制御装置
の処理手順を示すフローチャートである。FIG. 3 is a flowchart illustrating a processing procedure of a control device when performing a cooling operation of a drive system cooling system.
【図４】スタック冷却系の冷却動作を行うときの制御装
置の処理手順を示すフローチャートである。FIG. 4 is a flowchart illustrating a processing procedure of a control device when performing a cooling operation of a stack cooling system.
【図５】車両の起動時における流路切り替え動作を行う
ときの制御装置の処理手順を示すフローチャートであ
る。FIG. 5 is a flowchart illustrating a processing procedure of a control device when performing a flow path switching operation at the time of starting the vehicle.
【図６】車両の停止時における流路切り替え動作を行う
ときの制御装置の処理手順を示すフローチャートであ
る。FIG. 6 is a flowchart illustrating a processing procedure of a control device when performing a flow path switching operation when the vehicle stops.
【図７】車両の起動時、停止時外における流路切り替え
動作を行うときの制御装置の処理手順を示すフローチャ
ートである。FIG. 7 is a flowchart illustrating a processing procedure of a control device when a flow path switching operation is performed when the vehicle is started and when the vehicle is not stopped.
１ 燃料電池スタック ２ 駆動系部品 １１ スタック冷却系 １２ 駆動系冷却系 １３ 制御装置 ２１ 第１ラジエータ ２２ 第２ラジエータ ２３ 第１冷却ファン ２４ 第２冷却ファン ２５ 駆動系冷却水ポンプ ２６ スタック冷却水ポンプ ２７ 熱交換器 ２８ 循環通路切替弁 ３１ 第１冷却水温度センサ ３２ 第２冷却水温度センサ ３３ 第３冷却水温度センサ ３４ 第４冷却水温度センサ ３５ 外気温度センサ DESCRIPTION OF SYMBOLS 1 Fuel cell stack 2 Drive system components 11 Stack cooling system 12 Drive system cooling system 13 Controller 21 First radiator 22 Second radiator 23 First cooling fan 24 Second cooling fan 25 Drive system cooling water pump 26 Stack cooling water pump 27 Heat exchanger 28 Circulation passage switching valve 31 First cooling water temperature sensor 32 Second cooling water temperature sensor 33 Third cooling water temperature sensor 34 Fourth cooling water temperature sensor 35 Outside air temperature sensor
フロントページの続き (72)発明者 上原 哲也 神奈川県横浜市神奈川区宝町２番地 日産 自動車株式会社内 (72)発明者 久保 則夫 神奈川県横浜市神奈川区宝町２番地 日産 自動車株式会社内 Ｆターム(参考） 5H027 AA06 DD00 KK46 KK48 MM16 5H115 PA08 PA12 PC06 PG04 PI18 PI29 PU01 QE01 QE09 QE12 SE10 TO05 TR19 TU12 UI30 UI40 Continued on the front page (72) Inventor Tetsuya Uehara 2 Takaracho, Kanagawa-ku, Yokohama-shi, Kanagawa Prefecture Inside Nissan Motor Co., Ltd. 5H027 AA06 DD00 KK46 KK48 MM16 5H115 PA08 PA12 PC06 PG04 PI18 PI29 PU01 QE01 QE09 QE12 SE10 TO05 TR19 TU12 UI30 UI40
Claims (7)
より駆動される駆動系部品とを備えた燃料電池を搭載し
た車両の冷却装置において、 第１冷却水を循環する第１冷却水ポンプと、この第１冷
却水ポンプにより第１冷却水が循環される第１熱交換器
と、この第１熱交換器に空気を通過させる第１熱交換器
冷却ファンとを有し、第１の設定温度以下に上記駆動系
部品を冷却する第１冷却系と、 上記第１冷却系と分割され、第２冷却水を循環する第２
冷却水ポンプと、この第２冷却水ポンプにより第２冷却
水が循環される第２熱交換器と、この第２熱交換器に空
気を通過させる第２熱交換器冷却ファンとを有し、上記
第１の設定温度より高い第２の設定温度以下に上記燃料
電池を冷却する第２冷却系と、 第１冷却水温度を検出する第１冷却水温度検出手段と、 第２冷却水温度を検出する第２冷却水温度検出手段と、 上記第１冷却水温度検出手段で検出した第１冷却水温度
と上記第２冷却水温度検出手段で検出した第２冷却水温
度とに基づいて上記第１冷却系の冷却能力を制御する第
１冷却能力制御手段と、 上記第１冷却水温度検出手段で検出した第１冷却水温度
と上記第２冷却水温度検出手段で検出した第２冷却水温
度とに基づいて上記第２冷却系の冷却能力を制御する第
２冷却能力制御手段とを備えることを特徴とする燃料電
池を搭載した車両の冷却装置。1. A cooling system for a vehicle equipped with a fuel cell including a fuel cell and a drive system component driven by electric power generated by the fuel cell, wherein a first cooling water pump circulating a first cooling water is provided. A first heat exchanger in which the first cooling water is circulated by the first cooling water pump, and a first heat exchanger cooling fan that allows air to pass through the first heat exchanger. A first cooling system that cools the drive system components to a temperature equal to or lower than a temperature, and a second cooling system that divides the first cooling system and circulates a second cooling water.
A cooling water pump, a second heat exchanger in which the second cooling water is circulated by the second cooling water pump, and a second heat exchanger cooling fan that allows air to pass through the second heat exchanger; A second cooling system that cools the fuel cell below a second set temperature higher than the first set temperature, a first coolant temperature detecting unit that detects a first coolant temperature, and a second coolant temperature. A second cooling water temperature detecting means for detecting the first cooling water temperature detected by the first cooling water temperature detecting means, and a second cooling water temperature detected by the second cooling water temperature detecting means. First cooling capacity control means for controlling the cooling capacity of the first cooling system; first cooling water temperature detected by the first cooling water temperature detecting means; and second cooling water temperature detected by the second cooling water temperature detecting means. Cooling capacity control for controlling the cooling capacity of the second cooling system based on Means for cooling a vehicle equipped with a fuel cell.
冷却水温度検出手段で検出した第１冷却水温度と、上記
第２冷却水温度検出手段で検出した第２冷却水温度とに
基づいて、上記第１冷却水ポンプの吐出流量及び上記第
１熱交換器冷却ファンの送風量に対する上記第１冷却系
の冷却能力を判定して上記第１冷却水ポンプ及び上記第
１熱交換器冷却ファンの駆動量を制御して、上記第１冷
却系の冷却能力を制御し、 上記第２冷却能力制御手段は、上記第１冷却水温度検出
手段で検出した第１冷却水温度と、上記第２冷却水温度
検出手段で検出した第２冷却水温度とに基づいて、上記
第２冷却水ポンプの吐出流量及び上記第２熱交換器冷却
ファンの送風量に対する上記第２冷却系の冷却能力を判
定して上記第２冷却水ポンプ及び上記第２熱交換器冷却
ファンの駆動量を制御して、上記第２冷却系の冷却能力
を制御することを特徴とする請求項１記載の燃料電池を
搭載した車両の冷却装置。2. The first cooling capacity control means according to claim 1, wherein
Based on the first cooling water temperature detected by the cooling water temperature detecting means and the second cooling water temperature detected by the second cooling water temperature detecting means, the discharge flow rate of the first cooling water pump and the first heat The cooling capacity of the first cooling system with respect to the amount of air blown by the exchanger cooling fan is determined, and the driving amounts of the first cooling water pump and the first heat exchanger cooling fan are controlled to cool the first cooling system. The second cooling capacity control means controls the first cooling water temperature detected by the first cooling water temperature detecting means and the second cooling water temperature detected by the second cooling water temperature detecting means. The cooling capacity of the second cooling system with respect to the discharge flow rate of the second cooling water pump and the air flow rate of the second heat exchanger cooling fan is determined based on the second cooling water pump and the second heat exchanger. By controlling the driving amount of the cooling fan, the second cooling system The cooling device for a vehicle equipped with the fuel cell according to claim 1, wherein the cooling capacity is controlled.
り込まれる外気温度を検出する外気温度検出手段を更に
備え、 上記第１冷却能力制御手段は、上記外気温度検出手段で
検出された外気温度に基づいて上記第１冷却系の冷却能
力を制御し、 上記第２冷却能力制御手段は、上記外気温度検出手段で
検出された外気温度に基づいて上記第２冷却系の冷却能
力を制御することを特徴とする請求項１又は２記載の燃
料電池を搭載した車両の冷却装置。3. An outside air temperature detecting means for detecting an outside air temperature taken into the first heat exchanger and the second heat exchanger, wherein the first cooling capacity control means is detected by the outside air temperature detecting means. Controlling the cooling capacity of the first cooling system based on the outside air temperature, and controlling the cooling capacity of the second cooling system based on the outside air temperature detected by the outside air temperature detecting means. 3. A cooling device for a vehicle equipped with a fuel cell according to claim 1, wherein the cooling device is controlled.
せる流路及び上記第２冷却系内で第２冷却水を循環させ
る流路に設けられ、第１冷却水と第２冷却水との間で熱
交換をする第３熱交換器と、 上記第１冷却水の流路及び／又は上記第２冷却水の流路
に設けられ、上記第３熱交換器を通過する流路と上記第
３熱交換器を通過しない流路とで流路を切り替える流路
切り替え手段とを更に備えることを特徴とする請求項１
〜３の何れか一に記載の燃料電池を搭載した車両の冷却
装置。4. A flow path for circulating the first cooling water in the first cooling system and a flow path for circulating the second cooling water in the second cooling system, wherein the first cooling water and the second cooling water are provided. A third heat exchanger that exchanges heat with water, and a flow path that is provided in the flow path of the first cooling water and / or the flow path of the second cooling water and that passes through the third heat exchanger. 2. The apparatus according to claim 1, further comprising flow path switching means for switching a flow path between the flow path and the flow path not passing through the third heat exchanger.
A cooling device for a vehicle equipped with the fuel cell according to any one of claims 3 to 3.
第１冷却水温度と、上記第２冷却水温度検出手段で検出
した第２冷却水温度とに基づいて、上記第１冷却水ポン
プ及び第２冷却水ポンプの吐出流量、及び上記第１熱交
換器冷却ファン及び第２熱交換器冷却ファンの送風量に
対する冷却能力を判定して、第１冷却水の流路に設けら
れた上記流路切り替え手段を制御する第１流路切り替え
制御手段と、 上記第１冷却水温度検出手段で検出した第１冷却水温度
と、上記第２冷却水温度検出手段で検出した第２冷却水
温度とに基づいて、上記第１冷却水ポンプ及び第２冷却
水ポンプの吐出流量、及び上記第１熱交換器冷却ファン
及び第２熱交換器冷却ファンの送風量に対する冷却能力
を判定して、第２冷却水の流路に設けられた上記流路切
り替え手段を制御する第２流路切り替え制御手段とを更
に備えることを特徴とする請求項４記載の燃料電池を搭
載した車両の冷却装置。5. The first cooling water pump based on a first cooling water temperature detected by the first cooling water temperature detecting means and a second cooling water temperature detected by the second cooling water temperature detecting means. And the cooling capacity of the first and second heat exchanger cooling fans with respect to the air flow rate of the first and second heat exchanger cooling fans is determined by determining the discharge flow rate of the second cooling water pump and the cooling capacity of the first cooling water pump. First flow path switching control means for controlling flow path switching means, first cooling water temperature detected by the first cooling water temperature detecting means, and second cooling water temperature detected by the second cooling water temperature detecting means And the cooling capacity of the first cooling water pump and the second cooling water pump with respect to the discharge flow rate and the air flow rate of the first heat exchanger cooling fan and the second heat exchanger cooling fan is determined. 2 Switching of the flow path provided in the flow path of cooling water Cooling system of a vehicle equipped with a fuel cell according to claim 4, further comprising a second flow path switching control means for controlling the means.
を起動するに際して、起動時の上記第１冷却水温度検出
手段で検出した第１冷却水温度及び上記第２冷却水温度
検出手段で検出した第２冷却水温度に基づいて第１冷却
水の流路に設けられた上記流路切り替え手段を制御し
て、上記燃料電池の温度を昇温させ、 上記第２流路切り替え制御手段は、車両を起動するに際
して、起動時の上記第１冷却水温度検出手段で検出した
第１冷却水温度及び上記第２冷却水温度検出手段で検出
した第２冷却水温度に基づいて第２冷却水の流路に設け
られた上記流路切り替え手段を制御して、上記燃料電池
の温度を昇温させることを特徴とする請求項５記載の燃
料電池を搭載した車両の冷却装置。6. The first flow path switching control means includes: a first cooling water temperature detected by the first cooling water temperature detecting means and a second cooling water temperature detecting means detected at the time of starting the vehicle. Controlling the flow path switching means provided in the flow path of the first cooling water based on the detected second cooling water temperature to raise the temperature of the fuel cell; When starting the vehicle, the second cooling water is detected based on the first cooling water temperature detected by the first cooling water temperature detecting means and the second cooling water temperature detected by the second cooling water temperature detecting means at the time of starting. 6. The cooling device for a vehicle equipped with a fuel cell according to claim 5, wherein the temperature of the fuel cell is increased by controlling the flow channel switching means provided in the flow channel.
を停止するに際して、停止時の上記第１冷却水温度検出
手段で検出した第１冷却水温度及び上記第２冷却水温度
検出手段で検出した第２冷却水温度に基づいて第１冷却
水の流路に設けられた上記流路切り替え手段を制御し
て、上記燃料電池の温度を降温させ、 上記第２流路切り替え制御手段は、車両を停止するに際
して、停止時の上記第１冷却水温度検出手段で検出した
第１冷却水温度及び上記第２冷却水温度検出手段で検出
した第２冷却水温度に基づいて第２冷却水の流路に設け
られた上記流路切り替え手段を制御して、上記燃料電池
の温度を降温させることを特徴とする請求項５記載の燃
料電池を搭載した車両の冷却装置。7. The first flow path switching control means includes a first cooling water temperature detected by the first cooling water temperature detecting means and a second cooling water temperature detected by the second cooling water temperature detecting means when the vehicle is stopped. Controlling the flow path switching means provided in the flow path of the first cooling water based on the detected temperature of the second cooling water to lower the temperature of the fuel cell; When stopping the vehicle, the second cooling water is detected based on the first cooling water temperature detected by the first cooling water temperature detecting means and the second cooling water temperature detected by the second cooling water temperature detecting means at the time of stopping. The cooling device for a vehicle equipped with a fuel cell according to claim 5, wherein the temperature of the fuel cell is decreased by controlling the flow channel switching means provided in the flow channel.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2001070958A JP3641591B2 (en) | 2001-03-13 | 2001-03-13 | Cooling device for vehicle equipped with fuel cell |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2001070958A JP3641591B2 (en) | 2001-03-13 | 2001-03-13 | Cooling device for vehicle equipped with fuel cell |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JP2002271914A true JP2002271914A (en) | 2002-09-20 |
| JP3641591B2 JP3641591B2 (en) | 2005-04-20 |
Family
ID=18928737
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2001070958A Expired - Fee Related JP3641591B2 (en) | 2001-03-13 | 2001-03-13 | Cooling device for vehicle equipped with fuel cell |
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| Country | Link |
|---|---|
| JP (1) | JP3641591B2 (en) |
Cited By (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2004253213A (en) * | 2003-02-19 | 2004-09-09 | Nissan Motor Co Ltd | Cooling control device of fuel cell |
| JP2006198631A (en) * | 2005-01-18 | 2006-08-03 | Nissan Motor Co Ltd | Spot welding gun |
| JP2011114946A (en) * | 2009-11-26 | 2011-06-09 | Toyota Motor Corp | Cooling apparatus for drive unit of right and left independent drive type vehicle |
| JP2013057309A (en) * | 2011-09-09 | 2013-03-28 | Hyundai Motor Co Ltd | Cooling apparatus for fuel cell vehicle |
| CN105609808A (en) * | 2014-11-12 | 2016-05-25 | 丰田自动车株式会社 | Fuel cell system |
| CN112582639A (en) * | 2020-12-20 | 2021-03-30 | 武汉格罗夫氢能汽车有限公司 | Heat exchange system and control method for heat management of fuel cell hydrogen energy automobile |
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| DE102019132952A1 (en) * | 2019-12-04 | 2021-06-10 | Audi Ag | Method for identifying a cause of a loss of cooling performance and motor vehicle |
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Cited By (14)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2004253213A (en) * | 2003-02-19 | 2004-09-09 | Nissan Motor Co Ltd | Cooling control device of fuel cell |
| JP2006198631A (en) * | 2005-01-18 | 2006-08-03 | Nissan Motor Co Ltd | Spot welding gun |
| JP4517862B2 (en) * | 2005-01-18 | 2010-08-04 | 日産自動車株式会社 | Spot welding gun |
| JP2011114946A (en) * | 2009-11-26 | 2011-06-09 | Toyota Motor Corp | Cooling apparatus for drive unit of right and left independent drive type vehicle |
| JP2013057309A (en) * | 2011-09-09 | 2013-03-28 | Hyundai Motor Co Ltd | Cooling apparatus for fuel cell vehicle |
| JP2016095949A (en) * | 2014-11-12 | 2016-05-26 | トヨタ自動車株式会社 | Fuel cell system |
| CN105609808A (en) * | 2014-11-12 | 2016-05-25 | 丰田自动车株式会社 | Fuel cell system |
| DE102019132952A1 (en) * | 2019-12-04 | 2021-06-10 | Audi Ag | Method for identifying a cause of a loss of cooling performance and motor vehicle |
| JP7463955B2 (en) | 2020-12-02 | 2024-04-09 | トヨタ自動車株式会社 | Fuel Cell Systems |
| CN112582639A (en) * | 2020-12-20 | 2021-03-30 | 武汉格罗夫氢能汽车有限公司 | Heat exchange system and control method for heat management of fuel cell hydrogen energy automobile |
| CN112582640A (en) * | 2020-12-20 | 2021-03-30 | 武汉格罗夫氢能汽车有限公司 | Fuel cell hydrogen energy automobile heat management system and control method thereof |
| EP4092792A1 (en) * | 2021-05-21 | 2022-11-23 | Hyundai Mobis Co., Ltd. | Method and apparatus for controlling coolant temperature in fuel cell system |
| US11824233B2 (en) | 2021-05-21 | 2023-11-21 | Hyundai Mobis Co., Ltd. | Method and apparatus for controlling coolant temperature in fuel cell system |
| JP7484836B2 (en) | 2021-07-13 | 2024-05-16 | トヨタ自動車株式会社 | Cooling system and fuel cell vehicle equipped with same |
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