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JP2008262852A - Fuel cell system - Google Patents

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JP2008262852A
JP2008262852A JP2007105703A JP2007105703A JP2008262852A JP 2008262852 A JP2008262852 A JP 2008262852A JP 2007105703 A JP2007105703 A JP 2007105703A JP 2007105703 A JP2007105703 A JP 2007105703A JP 2008262852 A JP2008262852 A JP 2008262852A
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air
fuel cell
oxidant gas
heating
refrigerant
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Takashi Koyama
貴志 小山
Shinya Sakaguchi
信也 坂口
Hidetsugu Izuhara
英嗣 伊豆原
Toru Mizuno
透 水野
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Denso Corp
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Denso Corp
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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
    • H01M8/04007—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids related to heat exchange
    • H01M8/04014—Heat exchange using gaseous fluids; Heat exchange by combustion of reactants
    • 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
    • H01M8/04082—Arrangements for control of reactant parameters, e.g. pressure or concentration
    • H01M8/04089—Arrangements for control of reactant parameters, e.g. pressure or concentration of gaseous reactants
    • 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

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Manufacturing & Machinery (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Electrochemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Fuel Cell (AREA)
  • Combustion & Propulsion (AREA)
  • Air-Conditioning For Vehicles (AREA)

Abstract

<P>PROBLEM TO BE SOLVED: To improvem immediate effects at heating, and to improve the efficiency of a heat pump at heating, in a fuel cell system carrying out heating by the use of the heat pump. <P>SOLUTION: The fuel cell system is provided with an oxidant gas supply channel 13 supplying oxidant gas to a fuel cell 10, an oxidant gas supply device fitted to the oxidant gas supply channel 13 to compress and send the oxidant gas to the fuel cell 10, a compressor 41 compressing a coolant, a first heat exchanger 34 exchanging heat between the coolant discharged from the compressor 41 and air for air conditioning, a second heat exchanger 42 exchanging heat between outside air and the coolant, and a third heat exchanger 33 exchanging heat between the oxidant gas before being supplied to the fuel cell 10 and air for air conditioning. At the time of heating operation, the coolant discharged from the compressor 41 heats the air for air conditioning at the first heat exchanger 34, and the oxidant gas discharged from the oxidant gas supply device 15 heats the air for air conditioning at the third heat exchanger 33. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

本発明は、水素と酸素との電気化学反応により発電する燃料電池を備える燃料電池システムに関するもので、空調のための冷凍サイクルを搭載している車両、船舶及びポータブル発電機等の移動体用発電機に適用して有効である。   TECHNICAL FIELD The present invention relates to a fuel cell system including a fuel cell that generates electricity by an electrochemical reaction between hydrogen and oxygen, and power generation for moving bodies such as vehicles, ships, and portable generators equipped with a refrigeration cycle for air conditioning. It is effective when applied to a machine.

従来より、燃料電池を走行用駆動源とする燃料電池車両では、空調用ヒートポンプを構成する圧縮機から吐出された高温冷媒により、燃料電池の冷却水を昇温させ、高温となった冷却水を車室内の暖房用熱源として用いるシステムが知られている（例えば、特許文献１参照）。このシステムでは、燃料電池の廃熱を利用して車室内を暖房することでヒートポンプシステムの効率向上を図っている。
特開２００５−３０６３００号公報 Conventionally, in a fuel cell vehicle that uses a fuel cell as a driving source for traveling, the temperature of the cooling water of the fuel cell is raised by the high-temperature refrigerant discharged from the compressor that constitutes the air-conditioning heat pump. A system used as a heat source for heating a passenger compartment is known (see, for example, Patent Document 1). In this system, the efficiency of the heat pump system is improved by heating the vehicle interior using the waste heat of the fuel cell.
JP-A-2005-306300

しかしながら、特許文献１に記載の燃料電池システムでは、燃料電池の始動時や燃料電池の負荷が小さい場合に、冷却水温度が低い状態となり充分な暖房能力が得られないことがある。   However, in the fuel cell system described in Patent Document 1, when the fuel cell is started or when the load on the fuel cell is small, the cooling water temperature may be low and sufficient heating capacity may not be obtained.

本発明は上記点に鑑み、ヒートポンプを用いて暖房を行う燃料電池システムにおいて、暖房時の即効性を向上させるとともに、暖房時のヒートポンプの効率向上を図ることを目的とする。   SUMMARY OF THE INVENTION In view of the above points, an object of the present invention is to improve the immediate effect during heating and to improve the efficiency of the heat pump during heating in a fuel cell system that performs heating using a heat pump.

上記目的を達成するため、本発明では、酸化剤ガスと燃料ガスを電気化学反応させて発電する燃料電池（１０）と、燃料電池（１０）に酸化剤ガスを供給する酸化剤ガス供給経路（１３）と、酸化剤ガス供給経路（１３）に設けられ、酸化剤ガスを燃料電池（１０）に圧送する酸化剤ガス供給装置（１５）と、冷媒を圧縮する圧縮機（４１）と、空調用空気と圧縮機（４１）から吐出される冷媒とを熱交換させる第１熱交換器（３４）と、外気と冷媒とを熱交換させる第２熱交換器（４２）と、空調用空気と酸化剤ガス供給装置（１５）から吐出され、燃料電池（１０）に供給される前の酸化剤ガスとを熱交換させる第３熱交換器（３３）とを備え、空調用空気による暖房が行われる暖房運転時には、圧縮機（４１）から吐出される冷媒が、第１熱交換器（３４）で空調用空気を加熱するとともに、酸化剤ガス供給装置（１５）から吐出される酸化剤ガスが、第３熱交換器（３３）で空調用空気を加熱することを特徴とする。   In order to achieve the above object, in the present invention, a fuel cell (10) for generating electric power by electrochemically reacting an oxidant gas and a fuel gas, and an oxidant gas supply path (for supplying the oxidant gas to the fuel cell (10)) ( 13), an oxidant gas supply device (15) that is provided in the oxidant gas supply path (13) and pumps the oxidant gas to the fuel cell (10), a compressor (41) that compresses the refrigerant, and an air conditioner. A first heat exchanger (34) for exchanging heat between the working air and the refrigerant discharged from the compressor (41), a second heat exchanger (42) for exchanging heat between the outside air and the refrigerant, and air for air conditioning A third heat exchanger (33) for exchanging heat with the oxidant gas discharged from the oxidant gas supply device (15) and supplied to the fuel cell (10), and is heated by air for air conditioning; During the heating operation, the refrigerant discharged from the compressor (41) The air for air conditioning is heated by one heat exchanger (34), and the oxidant gas discharged from the oxidant gas supply device (15) heats the air for air conditioning by the third heat exchanger (33). Features.

これにより、暖房時には、酸化剤ガス供給装置（１５）で断熱圧縮され高温となった酸化剤ガスの熱、および圧縮機（４１）にて圧縮され高温となった冷媒の熱を利用して空調用空気を加熱することで、燃料電池（１０）の運転開始直後から車室内の暖房を行うことができる。これにより、暖房の即効性を向上させることができる。さらに、これまで廃棄されていた酸化剤ガス供給装置（１５）で断熱圧縮され高温となった酸化剤ガスの熱を有効利用して、空調用空気を加熱することで、圧縮機（４１）の負荷を低減することができ、暖房時のシステム効率を向上させることができる。   Thus, during heating, air conditioning is performed using the heat of the oxidant gas that is adiabatically compressed by the oxidant gas supply device (15) and becomes a high temperature, and the heat of the refrigerant that is compressed by the compressor (41) and becomes a high temperature. By heating the working air, the passenger compartment can be heated immediately after the start of the operation of the fuel cell (10). Thereby, the immediate effect of heating can be improved. Furthermore, the air of the compressor (41) is heated by effectively using the heat of the oxidant gas that has been adiabatically compressed by the oxidant gas supply device (15) that has been disposed of up to now to increase the temperature. The load can be reduced, and the system efficiency during heating can be improved.

通常、圧縮機（４１）により圧縮され高温となった冷媒の温度は、酸化剤ガス供給装置（１５）により加圧され高温になった酸化剤ガスの温度よりも高温となる。そのため、空調用空気流れ上流側から第３熱交換器（３３）、第１熱交換器（３４）の順に配置し、第３熱交換器（３３）を通過した空調用空気が第１熱交換器（３４）を通過するように構成することで、空調用空気の加熱を効率よく行なうことができる。   Usually, the temperature of the refrigerant compressed by the compressor (41) and increased to a high temperature is higher than the temperature of the oxidant gas pressurized by the oxidant gas supply device (15) and increased to a high temperature. Therefore, the air conditioning air that has been arranged in the order of the third heat exchanger (33) and the first heat exchanger (34) from the upstream side of the air conditioning air flow and passed through the third heat exchanger (33) is the first heat exchange. By configuring to pass through the vessel (34), the air-conditioning air can be efficiently heated.

なお、上記各手段の括弧内の符号は、後述する実施形態に記載の具体的手段との対応関係を示すものである。   In addition, the code | symbol in the bracket | parenthesis of each said means shows the correspondence with the specific means as described in embodiment mentioned later.

以下、本発明の一実施形態について図１、図２に基づいて説明する。本実施形態は、本発明の燃料電池システムを、燃料電池１０を電源として走行する電気自動車（燃料電池車両）に適用した例であり、冷凍サイクルにより車室内の暖房および冷房を行うように構成されている。   Hereinafter, an embodiment of the present invention will be described with reference to FIGS. The present embodiment is an example in which the fuel cell system of the present invention is applied to an electric vehicle (fuel cell vehicle) that runs using the fuel cell 10 as a power source, and is configured to heat and cool a vehicle interior by a refrigeration cycle. ing.

図１は、本実施形態の燃料電池システムの概念図である。図１に示すように、本実施形態の燃料電池システムは、水素と酸素との電気化学反応を利用して電力を発生する燃料電池１０を備えている。本実施形態では燃料電池１０として固体高分子型燃料電池を用いており、基本単位となるセルが複数積層されて構成されている。なお、本発明は固体高分子型以外の燃料電池にも適用可能である。   FIG. 1 is a conceptual diagram of the fuel cell system of the present embodiment. As shown in FIG. 1, the fuel cell system of this embodiment includes a fuel cell 10 that generates electric power by utilizing an electrochemical reaction between hydrogen and oxygen. In this embodiment, a polymer electrolyte fuel cell is used as the fuel cell 10, and a plurality of cells serving as basic units are stacked. The present invention can also be applied to fuel cells other than the solid polymer type.

燃料電池１０では、以下の水素と酸素の電気化学反応が起こり発電する。なお、水素が本発明の燃料ガスに相当し、酸素（空気）が本発明の酸化剤ガスに相当している。   In the fuel cell 10, the following electrochemical reaction between hydrogen and oxygen occurs to generate power. Note that hydrogen corresponds to the fuel gas of the present invention, and oxygen (air) corresponds to the oxidant gas of the present invention.

アノード（水素極）２Ｈ２→４Ｈ＋＋４ｅ−
カソード（酸素極）４Ｈ＋＋Ｏ２＋４ｅ−→２Ｈ２Ｏ
全体 ２Ｈ２＋Ｏ２→２Ｈ２Ｏ
燃料電池システムには、燃料電池１０の水素極（アノード）に供給される水素が通過する水素供給経路１１と、燃料電池１０の水素極から排出される水素極側排ガスが通過する水素排出経路１２が設けられている。水素供給経路１１の最上流部には、燃料電池１０の水素極に水素を供給するための水素供給装置（図示せず）が設けられている。水素供給装置として、例えば高圧の水素が充填された水素タンクを用いることができる。 Anode (hydrogen electrode) 2H 2 → 4H + + 4e −
Cathode (oxygen electrode) 4H + + O 2 + 4e − → 2H 2 O
Overall 2H 2 + O 2 → 2H 2 O
The fuel cell system includes a hydrogen supply path 11 through which hydrogen supplied to the hydrogen electrode (anode) of the fuel cell 10 passes, and a hydrogen discharge path 12 through which hydrogen electrode side exhaust gas discharged from the hydrogen electrode of the fuel cell 10 passes. Is provided. A hydrogen supply device (not shown) for supplying hydrogen to the hydrogen electrode of the fuel cell 10 is provided at the most upstream portion of the hydrogen supply path 11. As the hydrogen supply device, for example, a hydrogen tank filled with high-pressure hydrogen can be used.

燃料電池システムには、燃料電池１０の酸素極（カソード）に供給される酸素（空気）が通過する空気供給経路１３と、燃料電池１０の酸素極から排出される排出空気が通過する空気排出経路１４が設けられている。空気供給経路１３には、空気を供給するための空気供給装置１５が設けられている。空気供給装置１５として、例えば空気を圧送するコンプレッサ機を用いることができる。なお、空気供給経路１３が、本発明の酸化剤ガス供給経路に相当し、空気供給装置１５が、本発明の酸化剤ガス供給装置に相当している。   The fuel cell system includes an air supply path 13 through which oxygen (air) supplied to the oxygen electrode (cathode) of the fuel cell 10 passes, and an air discharge path through which exhaust air discharged from the oxygen electrode of the fuel cell 10 passes. 14 is provided. The air supply path 13 is provided with an air supply device 15 for supplying air. For example, a compressor that pumps air can be used as the air supply device 15. The air supply path 13 corresponds to the oxidant gas supply path of the present invention, and the air supply device 15 corresponds to the oxidant gas supply apparatus of the present invention.

空気供給経路１３における空気供給装置１５の下流側には、後述する第１加熱用室内器３３が設けられている。第１加熱用室内器３３は、空気供給装置１５により断熱圧縮された空気の熱と後述する空調装置の空調ケース３０内を流れる空調用空気とを熱交換するための熱交換器である。そのため、空気は、空気供給装置１５により圧縮され、第１加熱用室内器３３を介して燃料電池１０に供給される。   On the downstream side of the air supply device 15 in the air supply path 13, a first heating indoor unit 33 described later is provided. The first heating indoor unit 33 is a heat exchanger for exchanging heat between the heat of the air adiabatically compressed by the air supply device 15 and the air conditioning air flowing in the air conditioning case 30 of the air conditioning device described later. Therefore, the air is compressed by the air supply device 15 and supplied to the fuel cell 10 via the first heating indoor unit 33.

燃料電池システムには、車室内の空調を行う空調装置が設けられている。空調装置は、車室内に供給される空調用空気が流れる送風路を構成する空調ケース３０を備えている。空調ケース３０内には、送風機３１、室内熱交換器（以下、「室内器」という。）３２〜３４、エアミックスドア３５が設けられている。室内器３２〜３４は、冷却用室内器３２と第１加熱用室内器３３と第２加熱用室内器３４からなる。なお、冷却用室内器３２が本発明の第２熱交換器に相当し、第１加熱用室内器３３が本発明の第３熱交換器に相当し、第２加熱用室内器３４が本発明の第１熱交換器に相当している。   The fuel cell system is provided with an air conditioner for air conditioning the vehicle interior. The air conditioner includes an air conditioning case 30 that constitutes an air passage through which air conditioning air supplied to the vehicle interior flows. In the air conditioning case 30, a blower 31, an indoor heat exchanger (hereinafter referred to as “indoor unit”) 32 to 34, and an air mix door 35 are provided. The indoor units 32 to 34 include a cooling indoor unit 32, a first heating indoor unit 33, and a second heating indoor unit 34. The cooling indoor unit 32 corresponds to the second heat exchanger of the present invention, the first heating indoor unit 33 corresponds to the third heat exchanger of the present invention, and the second heating indoor unit 34 corresponds to the present invention. This corresponds to the first heat exchanger.

これらの機器は、空調用空気流れ上流側から送風機３１、冷却用室内器３２、エアミックスドア３５、第１加熱用室内器３３、第２加熱用室内器３４の順で配置されている。冷却用室内器３２、第２加熱用室内器３４は、後述する冷凍サイクル内に設けられており、冷媒と空調用空気との間で熱交換を行うように構成されている。第１加熱用室内器３３は、上述のように燃料電池１０の空気供給経路１３に設けられており、空気供給装置１５により加圧され高温になった空気と空調用空気との間で熱交換を行うように構成されている。   These devices are arranged in the order of the blower 31, the cooling indoor unit 32, the air mix door 35, the first heating indoor unit 33, and the second heating indoor unit 34 from the upstream side of the air flow for air conditioning. The cooling indoor unit 32 and the second heating indoor unit 34 are provided in a refrigeration cycle, which will be described later, and are configured to exchange heat between the refrigerant and the air for air conditioning. The first heating indoor unit 33 is provided in the air supply path 13 of the fuel cell 10 as described above, and performs heat exchange between the air pressurized by the air supply device 15 and the air for air conditioning. Is configured to do.

エアミックスドア３５は、加熱用室内器３３、３４の上流側に設けられており、図示しない電気モータ等によって作動するように構成されている。エアミックスドア３５は、開度調整により加熱用室内器３３、３４を通過する風量割合を調整でき、後述の制御部１００により開度制御が行われる。   The air mix door 35 is provided on the upstream side of the heating indoor units 33 and 34 and is configured to be operated by an electric motor (not shown). The air mix door 35 can adjust the ratio of the amount of air passing through the heating indoor units 33 and 34 by adjusting the opening, and the opening is controlled by the control unit 100 described later.

燃料電池システムには、車室内の暖房および冷房を行うための冷凍サイクルを備えている。冷凍サイクルには、冷媒が循環する冷媒循環経路４０が設けられている。冷媒循環経路４０は、内部に冷媒が封入された配管として構成されている。冷媒としては、例えばＨＦＣ−１３４ａやＣＯ２などを用いることができる。 The fuel cell system includes a refrigeration cycle for heating and cooling the passenger compartment. The refrigeration cycle is provided with a refrigerant circulation path 40 through which the refrigerant circulates. The refrigerant circulation path 40 is configured as a pipe in which a refrigerant is enclosed. As the refrigerant, for example, HFC-134a or CO 2 can be used.

冷媒循環経路４０の経路内には、冷媒流れ上流側から順に、圧縮機４１、第２加熱用室内器３４、室外用熱交換器（以下、「室外器」という。）４２、暖房用減圧器４３、冷房用減圧器４４、冷却用室内器３２等が設けられている。圧縮機４１は、気体状態の冷媒を圧縮して吐出するように構成されている。第２加熱用室内器３４には、圧縮機４１により圧縮され高温となった冷媒が流入する。室外器４２は冷媒と外気との間で熱交換を行い、冷房時には冷媒を凝縮液化させ、暖房時には冷媒を気化させるように構成されている。冷媒循環経路４０には、室外器４２の上流側に暖房用減圧器４３が設けられている。   In the refrigerant circulation path 40, a compressor 41, a second heating indoor unit 34, an outdoor heat exchanger (hereinafter referred to as “outdoor unit”) 42, and a heating decompressor are sequentially arranged from the upstream side of the refrigerant flow. 43, a cooling decompressor 44, a cooling indoor unit 32, and the like are provided. The compressor 41 is configured to compress and discharge a gaseous refrigerant. The refrigerant heated to a high temperature by the compressor 41 flows into the second heating indoor unit 34. The outdoor unit 42 is configured to exchange heat between the refrigerant and the outside air, to condense and liquefy the refrigerant during cooling, and to vaporize the refrigerant during heating. A heating decompressor 43 is provided in the refrigerant circulation path 40 on the upstream side of the outdoor unit 42.

暖房用減圧器４３は、開度調整が可能であり、全開機能を有する電動式膨張弁である。また、暖房用減圧器４３は、暖房時には室外器４２に低温低圧の冷媒を流入させるために絞り弁として用いられる。なお、冷房時には暖房用減圧器４３の開度を全開状態にすることで、室外器４２に高温高圧の冷媒を流入させている。   The heating pressure reducer 43 is an electric expansion valve that can be adjusted in opening and has a fully open function. The heating decompressor 43 is used as a throttle valve in order to allow low-temperature and low-pressure refrigerant to flow into the outdoor unit 42 during heating. Note that, during cooling, the opening of the heating pressure reducer 43 is fully opened, so that high-temperature and high-pressure refrigerant flows into the outdoor unit 42.

冷媒循環経路４０における冷却用室内器３２の上流側には冷房用減圧器４４が設けられている。冷房用減圧器４４は、液体状態の冷媒を低圧に減圧し、低圧の気液２相状態とするように構成されている。冷房用減圧器４４は機械式膨張弁であり、冷却用室内器３２の出口冷媒温度に応じて冷媒流量を調整し、冷却用室内器３２の出口冷媒の過熱度が所定の値に近づくようにしている。冷房用減圧器４４からの低圧冷媒は冷却用室内器３２に流入する。冷却用室内器３２に流入した低圧冷媒は空調ケース３０内の空気から吸熱して蒸発する。   A cooling decompressor 44 is provided on the upstream side of the cooling indoor unit 32 in the refrigerant circulation path 40. The cooling decompressor 44 is configured to depressurize the refrigerant in a liquid state to a low pressure and to enter a low-pressure gas-liquid two-phase state. The cooling decompressor 44 is a mechanical expansion valve, and adjusts the refrigerant flow rate according to the outlet refrigerant temperature of the cooling indoor unit 32 so that the degree of superheat of the outlet refrigerant of the cooling indoor unit 32 approaches a predetermined value. ing. The low-pressure refrigerant from the cooling decompressor 44 flows into the cooling indoor unit 32. The low-pressure refrigerant flowing into the cooling indoor unit 32 absorbs heat from the air in the air conditioning case 30 and evaporates.

冷媒循環経路４０には、冷却用室内器３２をバイパスさせるための冷媒バイパス経路４５が設けられている。冷媒の流路を冷却用室内器３２側あるいは冷媒バイパス経路４５側に切り替えるために、冷媒循環経路４０における冷媒バイパス経路４５との分岐点と冷房用減圧器４４との間に第１冷媒流路切替弁４６が設けられ、冷媒バイパス経路４５に第２冷媒流路切替弁４７が設けられている。暖房時には、第２冷媒流路切替弁４７を開放し、第１冷媒流路切替弁４６を閉鎖して、冷媒が冷媒バイパス経路４５を流れるようにし、冷房時には、第２冷媒流路切替弁４７を閉鎖し、第１冷媒流路切替弁４６を開放して、冷媒が冷却用室内器３２を流れるようにする。   The refrigerant circulation path 40 is provided with a refrigerant bypass path 45 for bypassing the cooling indoor unit 32. In order to switch the refrigerant flow path to the cooling indoor unit 32 side or the refrigerant bypass path 45 side, the first refrigerant flow path is formed between the branch point of the refrigerant circulation path 40 and the refrigerant bypass path 45 and the cooling decompressor 44. A switching valve 46 is provided, and a second refrigerant flow switching valve 47 is provided in the refrigerant bypass path 45. During heating, the second refrigerant flow switching valve 47 is opened and the first refrigerant flow switching valve 46 is closed so that the refrigerant flows through the refrigerant bypass passage 45. During cooling, the second refrigerant flow switching valve 47 is used. Is closed and the first refrigerant flow switching valve 46 is opened so that the refrigerant flows through the cooling indoor unit 32.

図２は、燃料電池システムに設けられた制御部（ＥＣＵ）１００の入出力を示すブロック図である。図２に示すように、燃料電池システムには各種制御を行う制御手段としての制御部１００が設けられている。制御部１００は、ＣＰＵ、ＲＯＭ、ＲＡＭ等からなる周知のマイクロコンピュータとその周辺回路にて構成されている。制御部１００には、各種センサからのセンサ信号等が入力される。また、制御部１００は、演算結果に基づいて空気供給装置１５、送風機３１、エアミックスドア３５、圧縮機４１、暖房用減圧器４３、冷房用減圧器４４、冷媒流路切替弁４６、４７等に制御信号を出力する。なお、本実施形態では、燃料電池システムの制御および空調制御を同一の制御部１００で制御しているが、それぞれ個別にＥＣＵを設けて異なるＥＣＵ間で通信を行うようにしてもよい。   FIG. 2 is a block diagram showing input / output of a control unit (ECU) 100 provided in the fuel cell system. As shown in FIG. 2, the fuel cell system is provided with a control unit 100 as control means for performing various controls. The control unit 100 includes a well-known microcomputer composed of a CPU, ROM, RAM, etc. and its peripheral circuits. Sensor signals and the like from various sensors are input to the control unit 100. The control unit 100 also determines the air supply device 15, the blower 31, the air mix door 35, the compressor 41, the heating decompressor 43, the cooling decompressor 44, the refrigerant flow switching valves 46 and 47, and the like based on the calculation results. Output a control signal. In the present embodiment, the control of the fuel cell system and the air conditioning control are controlled by the same control unit 100. However, the ECUs may be provided individually to communicate between different ECUs.

次に、暖房時における燃料電池システムの作動を図３に基づいて説明する。図３は暖房時における冷凍サイクルの冷媒の流れを示している。   Next, the operation of the fuel cell system during heating will be described with reference to FIG. FIG. 3 shows the refrigerant flow in the refrigeration cycle during heating.

暖房モードと冷房モードを含む空調モード切替処理は、乗員が空調モード切替スイッチ（図示せず）を操作することにより行われる。あるいは、空調コントロールパネルに設けられた温度コントロールレバー（図示せず）の値、冷凍サイクルスイッチ（図示せず）の状態、検出した外気温度、内気温度等により、空調モードを演算により自動判定してもよい。なお、空調制御に先立って燃料電池１０は運転開始されており、空気供給装置１５で断熱圧縮された空気が第２加熱用室内器３４に循環しているものとする。   The air conditioning mode switching process including the heating mode and the cooling mode is performed by an occupant operating an air conditioning mode switching switch (not shown). Alternatively, the air conditioning mode is automatically determined by calculation based on the value of a temperature control lever (not shown) provided on the air conditioning control panel, the state of the refrigeration cycle switch (not shown), the detected outside air temperature, the inside air temperature, etc. Also good. It is assumed that the operation of the fuel cell 10 is started prior to the air conditioning control, and the air adiabatically compressed by the air supply device 15 is circulated to the second heating indoor unit 34.

暖房時には、送風機３１を駆動するとともに、エアミックスドア３５の開度を目標空調温度に応じて制御し、加熱用熱交換器３３、３４を通過する空調用空気の割合を調整する。   During heating, the blower 31 is driven and the opening of the air mix door 35 is controlled according to the target air conditioning temperature to adjust the ratio of air conditioning air that passes through the heat exchangers 33 and 34 for heating.

空調用空気が第１加熱用熱交換器３３を通過することで、空気供給装置で断熱圧縮された高圧かつ高温の空気の熱が空調用空気に伝熱され、空調用空気が加熱される。これにより、空気供給装置１５で断熱圧縮された空気の熱を有効利用して、車室内の暖房を行うことができる。ここで、燃料電池１０の始動時等のように燃料電池１０の負荷が高い場合は、燃料電池１０の発電量を大きくする必要があり、空気供給装置１５からの空気の供給量は増大する。このとき、空気供給装置１５から供給される空気は、燃料電池１０内での圧損等によって、より高圧かつ高温の状態になる。   When the air for air conditioning passes through the first heat exchanger 33 for heating, the heat of the high-pressure and high-temperature air adiabatically compressed by the air supply device is transferred to the air for air conditioning, and the air for air conditioning is heated. As a result, the heat of the air adiabatically compressed by the air supply device 15 can be effectively used to heat the passenger compartment. Here, when the load of the fuel cell 10 is high, such as when the fuel cell 10 is started, the power generation amount of the fuel cell 10 needs to be increased, and the amount of air supplied from the air supply device 15 increases. At this time, the air supplied from the air supply device 15 becomes a higher pressure and a higher temperature due to pressure loss in the fuel cell 10 or the like.

このように、空気供給装置１５で断熱圧縮された空気は、燃料電池１０の運転開始直後から直ちに高温になる。このため、空気供給装置１５で断熱圧縮された空気を用いた空調用空気の加熱は即効性を有しており、燃料電池１０の運転開始直後から車室内の暖房を行なうことができる。   Thus, the air adiabatically compressed by the air supply device 15 immediately becomes high temperature immediately after the start of the operation of the fuel cell 10. For this reason, the heating of the air-conditioning air using the air adiabatically compressed by the air supply device 15 has an immediate effect, and the vehicle interior can be heated immediately after the start of the operation of the fuel cell 10.

第１加熱用熱交換器３３にて放熱された空気は、燃料電池１０に供給される。このような作動を行うことで、これまで廃棄されていた空気供給装置１５で断熱圧縮された空気の熱を、暖房に用いて有効利用することができるので、暖房に必要な消費エネルギーを削減でき、結果として車両効率を向上できる。   The air radiated by the first heating heat exchanger 33 is supplied to the fuel cell 10. By performing such an operation, the heat of the air adiabatically compressed by the air supply device 15 that has been discarded so far can be used effectively for heating, so that the energy consumption required for heating can be reduced. As a result, vehicle efficiency can be improved.

また、暖房時には、第２冷媒流路切替弁４７を開放し、第１冷媒流路切替弁４６を閉鎖して、冷媒が冷却用室内器３２をバイパスして冷媒バイパス経路４５を流れるようにする。圧縮機４１にて圧縮された高圧かつ高温（例えば１５０℃程度）の冷媒は第２加熱用室内器３４に流入し、冷媒の熱が第２加熱用室内器３４を介して空調用空気に伝熱され空調用空気が加熱される。これにより、冷凍サイクルで発生した熱を利用して車室内の暖房を行うことができる。   During heating, the second refrigerant flow switching valve 47 is opened and the first refrigerant flow switching valve 46 is closed so that the refrigerant bypasses the cooling indoor unit 32 and flows through the refrigerant bypass passage 45. . The high-pressure and high-temperature (for example, about 150 ° C.) refrigerant compressed by the compressor 41 flows into the second heating indoor unit 34, and the heat of the refrigerant is transferred to the air-conditioning air via the second heating indoor unit 34. Heated and air-conditioning air is heated. Thereby, the vehicle interior can be heated using the heat generated in the refrigeration cycle.

このように、圧縮機４１にて圧縮された冷媒は、燃料電池１０の運転開始直後から直ちに高温になる。このため、冷凍サイクルの冷媒を用いた空調用空気の加熱は即効性を有しており、燃料電池１０の運転開始直後から車室内の暖房を行うことができる。   As described above, the refrigerant compressed by the compressor 41 immediately becomes high temperature immediately after the start of operation of the fuel cell 10. For this reason, the heating of the air-conditioning air using the refrigerant of the refrigeration cycle has an immediate effect, and the vehicle interior can be heated immediately after the start of operation of the fuel cell 10.

第２加熱用室内器３４から流出した冷媒は、暖房用減圧器４３にて減圧され、低温（例えば−４０℃程度）となる。暖房用減圧器４３から流出した冷媒は、室外器４２にて外気から熱を受け取って温度上昇する。   The refrigerant flowing out of the second heating indoor unit 34 is depressurized by the heating decompressor 43 and becomes a low temperature (for example, about −40 ° C.). The refrigerant that has flowed out of the heating decompressor 43 receives heat from the outside air in the outdoor unit 42 and rises in temperature.

室外器４２で昇温した冷媒は、冷媒バイパス経路４５を介して圧縮機４１に循環する。   The refrigerant whose temperature has been increased in the outdoor unit 42 is circulated to the compressor 41 via the refrigerant bypass path 45.

以上のように、本実施形態の燃料電池システムによれば、暖房時には、空気供給装置１５で断熱圧縮され高温となった空気の熱、および圧縮機４１にて圧縮され高温となった冷媒の熱を利用して空調用空気を加熱することで、燃料電池１０の運転開始直後から車室内の暖房を行うことができる。これにより、暖房の即効性を向上させることができる。   As described above, according to the fuel cell system of the present embodiment, at the time of heating, the heat of air that is adiabatically compressed by the air supply device 15 and becomes high temperature, and the heat of the refrigerant that is compressed by the compressor 41 and becomes high temperature. By heating the air-conditioning air using, the vehicle interior can be heated immediately after the start of operation of the fuel cell 10. Thereby, the immediate effect of heating can be improved.

また、これまで廃棄されていた空気供給装置１５で断熱圧縮され高温となった空気の熱を有効利用して、空調用空気を加熱することで、冷凍サイクルの冷媒を用いた空調空気の加熱量を低減することができる。そのため、冷凍サイクル内の圧縮機４１の動力を低減することができ、暖房時のヒートポンプの効率向上を図ることができる。   Moreover, the heating amount of the air-conditioning air using the refrigerant of the refrigeration cycle by heating the air-conditioning air by effectively using the heat of the air that has been adiabatic and compressed by the air supply device 15 that has been discarded so far Can be reduced. Therefore, the power of the compressor 41 in the refrigeration cycle can be reduced, and the efficiency of the heat pump during heating can be improved.

また、圧縮機４１により圧縮され高温となった冷媒の温度は、空気供給装置１５により加圧され高温になった空気の温度よりも高温となるため、空調用空気流れ上流側から第１加熱用室内器３３、第２加熱用室内器３４の順に配置することで、空調用空気の加熱を効率よく行なうことができる。   Moreover, since the temperature of the refrigerant | coolant compressed by the compressor 41 and became high temperature becomes higher than the temperature of the air pressurized by the air supply apparatus 15 and became high temperature, it is for 1st heating from the air flow upstream of an air conditioning. By arranging the indoor unit 33 and the second heating indoor unit 34 in this order, the air-conditioning air can be efficiently heated.

本発明の実施形態に係る燃料電池システムの概念図である。1 is a conceptual diagram of a fuel cell system according to an embodiment of the present invention. 燃料電池システムに設けられた制御部の入出力を示すブロック図である。It is a block diagram which shows the input / output of the control part provided in the fuel cell system. 暖房時における冷凍サイクルの冷媒の流れを示す概念図である。It is a conceptual diagram which shows the flow of the refrigerant | coolant of the refrigerating cycle at the time of heating.

符号の説明Explanation of symbols

１０…燃料電池、１３…空気供給経路、１５…空気供給装置、３０…空調ケース、３３…第１加熱用室内器（第３熱交換器）、３４…第２加熱用室内器（第１熱交換器）、４０…冷媒循環経路、４１…圧縮機、４２…室外器（第２熱交換器）、４５…冷媒バイパス経路、４６、４７…冷媒流路切替弁、１００…制御部。   DESCRIPTION OF SYMBOLS 10 ... Fuel cell, 13 ... Air supply path, 15 ... Air supply apparatus, 30 ... Air-conditioning case, 33 ... 1st heating indoor unit (3rd heat exchanger), 34 ... 2nd heating indoor unit (1st heat) Exchanger), 40 ... refrigerant circulation path, 41 ... compressor, 42 ... outdoor unit (second heat exchanger), 45 ... refrigerant bypass path, 46, 47 ... refrigerant flow path switching valve, 100 ... controller.

Claims (2)

酸化剤ガスと燃料ガスを電気化学反応させて発電する燃料電池（１０）と、
前記燃料電池（１０）に酸化剤ガスを供給する酸化剤ガス供給経路（１３）と、
前記酸化剤ガス供給経路（１３）に設けられ、前記酸化剤ガスを前記燃料電池（１０）に圧送する酸化剤ガス供給装置（１５）と、
冷媒を圧縮する圧縮機（４１）と、
前記圧縮機（４１）から吐出される冷媒と、空調用空気とを熱交換させる第１熱交換器（３４）と、
外気と冷媒とを熱交換させる第２熱交換器（４２）と、
前記酸化剤ガス供給装置（１５）から吐出され、前記燃料電池（１０）に供給される前の前記酸化剤ガスと、空調用空気とを熱交換させる第３熱交換器（３３）とを備え、
空調用空気による暖房が行われる暖房運転時には、前記圧縮機（４１）から吐出される冷媒が、前記第１熱交換器（３４）で空調用空気を加熱するとともに、前記酸化剤ガス供給装置（１５）から吐出される前記酸化剤ガスが、前記第３熱交換器（３３）で空調用空気を加熱することを特徴とする燃料電池システム。 A fuel cell (10) for generating electricity by electrochemically reacting an oxidant gas and a fuel gas;
An oxidant gas supply path (13) for supplying an oxidant gas to the fuel cell (10);
An oxidant gas supply device (15) provided in the oxidant gas supply path (13) and pumping the oxidant gas to the fuel cell (10);
A compressor (41) for compressing the refrigerant;
A first heat exchanger (34) for exchanging heat between the refrigerant discharged from the compressor (41) and the air for air conditioning;
A second heat exchanger (42) for exchanging heat between the outside air and the refrigerant;
A third heat exchanger (33) for exchanging heat between the oxidant gas discharged from the oxidant gas supply device (15) and supplied to the fuel cell (10) and air for air conditioning; ,
During the heating operation in which the air-conditioning air is heated, the refrigerant discharged from the compressor (41) heats the air-conditioning air in the first heat exchanger (34), and the oxidant gas supply device ( 15) The fuel cell system, wherein the oxidant gas discharged from 15) heats air for air conditioning in the third heat exchanger (33). 前記第１熱交換器（３４）は、前記第３熱交換器（３３）の空調用空気流れ下流側に配置されており、前記第３熱交換器（３３）を通過した空調用空気が前記第１熱交換器（３４）を通過することを特徴とする請求項１に記載の燃料電池システム。 The first heat exchanger (34) is disposed downstream of the air flow for air conditioning of the third heat exchanger (33), and the air for air conditioning that has passed through the third heat exchanger (33) is The fuel cell system according to claim 1, wherein the fuel cell system passes through the first heat exchanger (34).
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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
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EP4123765A1 (en) * 2021-07-23 2023-01-25 Hyundai Mobis Co., Ltd. Air supply system and air supply method for fuel cell
US12244042B2 (en) 2021-07-23 2025-03-04 Hyundai Motor Company Air supply system and air supply method for fuel cell
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CN116646555B (en) * 2023-07-18 2024-02-02 深圳市氢蓝时代动力科技有限公司 Fuel cell system, start control method, and storage medium

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