U.S. patent application number 09/797257 was filed with the patent office on 2001-09-06 for vehicle air conditioner with heating capacity control of cooling water circuit.
Invention is credited to Ieda, Hisashi, Matsunaga, Ken, Tanaka, Masaya.
Application Number | 20010018832 09/797257 |
Document ID | / |
Family ID | 26586593 |
Filed Date | 2001-09-06 |
United States Patent
Application |
20010018832 |
Kind Code |
A1 |
Matsunaga, Ken ; et
al. |
September 6, 2001 |
Vehicle air conditioner with heating capacity control of cooling
water circuit
Abstract
In a vehicle air conditioner where air blown into a passenger
compartment is heated in a heater core using cooling water for
cooling a fuel cell system as a heating source, a flow amount of
cooling water flowing into the heat core is controlled by a control
valve based on a surplus heat quantity of the fuel cell system and
a necessary heat quantity of the passenger compartment. Further,
when the surplus heat quantity of the fuel cell system is smaller
than the necessary heat quantity, an insufficient heat quantity is
supplemented by a supplementary heater.
Inventors: |
Matsunaga, Ken;
(Kariya-city, JP) ; Tanaka, Masaya; (Anjo-city,
JP) ; Ieda, Hisashi; (Nagoya-city, JP) |
Correspondence
Address: |
HARNESS, DICKEY & PIERCE, PLC
P.O. BOX 828
BLOOMFIELD HILLS
MI
48303
US
|
Family ID: |
26586593 |
Appl. No.: |
09/797257 |
Filed: |
March 1, 2001 |
Current U.S.
Class: |
62/239 |
Current CPC
Class: |
B60H 1/2215 20130101;
B60H 1/00792 20130101; B60H 2001/00128 20130101; B60H 1/034
20130101; B60H 1/00485 20130101; B60H 1/00885 20130101 |
Class at
Publication: |
62/239 |
International
Class: |
B60H 001/32 |
Foreign Application Data
Date |
Code |
Application Number |
Mar 2, 2000 |
JP |
2000-56974 |
Oct 19, 2000 |
JP |
2000-319313 |
Claims
What is claimed is:
1. An air conditioner for a vehicle having a passenger compartment
and an equipment that needs a temperature control, the air
conditioner comprising: a cooling water circuit in which cooling
water for cooling the equipment circulates; a heating heat
exchanger, disposed in the cooling water circuit, for heating air
to be blown into the passenger compartment using cooling water as a
heating source; a supplementary heater for heating air, which
supplements a heat quantity relative to the heating heat exchanger;
heat quantity calculating means for calculating a necessary heat
quantity necessary for a heating of air blown into the passenger
compartment, based on a target air temperature; a flow control unit
which controls a flow of cooling water in the cooling water circuit
in such a manner that: cooling water from the equipment flows into
the heating heat exchanger after temperature of the equipment
increases to a predetermined temperature, and the flow of cooling
water from the equipment to the heating heat exchanger is
interrupted until the temperature of the equipment increases to the
predetermined temperature; and heater control means for controlling
a heat quantity generated by the supplementary heater when a heat
quantity for heating air in the heating heat exchanger is smaller
than the necessary heat quantity calculated by the heat quantity
calculating means after the temperature of the equipment increases
to the predetermined temperature.
2. The air conditioner according to claim 1, further comprising
surplus heat calculating means for calculating a surplus heat
quantity of the equipment after the temperature of the equipment
increases to the predetermined temperature, based on an operation
state of the equipment and the temperature of cooling water,
wherein the flow control unit operates so that all the surplus heat
quantity of the equipment is supplied to the heating heat exchanger
when the necessary heat quantity is larger than the surplus heat
quantity.
3. The air conditioner according to claim 2, further comprising a
radiator disposed in the cooling water circuit, for radiating heat
of cooling water in the cooling water circuit to an outside of the
passenger compartment, wherein the flow control unit operates so
that, when the surplus heat quantity of the equipment is larger
than the necessary heat quantity, a part of the surplus heat
quantity, equal to the necessary heat quantity, is supplied from
the equipment to the heating heat exchanger, and the other part of
the surplus heat quantity is supplied from the equipment to the
radiator.
4. The air conditioner according to claim 1, wherein: the cooling
water circuit has a bypass passage through which cooling water from
the equipment flows into the equipment while bypassing the heating
heat exchanger; the flow control unit is disposed to control a
ratio between a flow amount of cooling water passing through the
heating heat exchanger and a flow amount of cooling water passing
through the bypass passage, in accordance with a heat quantity of
cooling water for heating air in the heating heat exchanger in a
range of the necessary heat quantity.
5. The air conditioner according to claim 4, wherein the
supplementary heater is disposed to directly heat air to be blown
into the passenger compartment.
6. The air conditioner according to claim 4, wherein the
supplementary heater is disposed in the cooling water circuit to
heat cooling water flowing into the heating heat exchanger.
7. The air conditioner according to claim 6, further comprising:
closed circuit forming means for forming a closed water circuit
through which cooling water circuits while bypassing the equipment
in the cooling water circuit; and a water pump for circulating
cooling water within the closed water circuit, wherein: the heating
heat exchanger and the supplementary heater are disposed in the
closed water circuit; and when the temperature of the equipment is
lower than the predetermined temperature, the closed circuit
forming means defines the closed water circuit, and the water pump
operates so that cooling water circulates in the closed water
circuit.
8. The air conditioner according to claim 4, wherein the flow
control unit is disposed to control a ratio between a time period
for which cooling water passes through the bypass passage and a
time period for which cooling water passes through the heating heat
exchanger.
9. The air conditioner according to claim 4, wherein: the flow
control unit has therein a first passage for forming the bypass
passage and a second passage through which cooling water from the
cooling heat exchanger flows toward the equipment; and the flow
control unit is disposed to control a ratio between an area of the
first passage and an area of the second passage.
10. The air conditioner according to claim 1; wherein: the
supplementary heater is disposed in the cooling water circuit to
heat cooling water flowing into the heating heat exchanger; the
flow control unit is flow switching means for forming a closed
water circuit through which cooling water circuits while bypassing
the equipment in the cooling water circuit; and the closed water
circuit has therein a water pump for circulating cooling water
within the closed water circuit; the heating heat exchanger and the
supplementary heater are disposed in the closed water circuit; and
when the temperature of the equipment is lower than the
predetermined temperature, the flow switching means forms the
closed water circuit, and the water pump operates so that cooling
water circulates in the closed water circuit.
11. The air conditioner according to claim 10, wherein the flow
switching means includes a mechanical actuator driven in accordance
with temperature of cooling water, and a valve operated by the
driving force of the mechanical actuator.
12. The air conditioner according to claim 11, wherein the
mechanical actuator is a thermo-work actuator which drives the
valve under a temperature by a melting or a solidifying of a
wax.
13. The air conditioner according to claim 10, wherein the flow
switching means includes an electrical actuator disposed in the
passenger compartment and driven in accordance with temperature of
cooling water, and a valve operated by the driving force of the
electrical actuator.
14. The air conditioner according to claim 1, wherein: the
supplementary heater is disposed to heat air blown into the
passenger compartment; and the flow control unit is flow
interrupting means which interrupts a flow of cooling water into
the heating heat exchanger when the temperature of the equipment is
lower than the predetermined temperature.
15. The air conditioner according to claim 14, wherein the flow
interrupting means includes a mechanical actuator driven in
accordance with temperature of cooling water, and a valve operated
by the driving force of the mechanical actuator.
16. The air conditioner according to claim 14, wherein the flow
interrupting means includes an electrical actuator disposed in the
passenger compartment and driven in accordance with temperature of
cooling water, and a valve operated by the driving force of the
electrical actuator.
17. The air conditioner according to claim 15, wherein the
mechanical actuator is a thermo-work actuator which drives the
valve under a temperature by a melting or a solidifying of a
wax.
18. The air conditioner according to claim 1, wherein the equipment
is a fuel cell system.
19. An air conditioner for a vehicle having a passenger
compartment, and an equipment that operates normally in a
predetermined temperature range, the air conditioner comprising: a
cooling water circuit in which cooling water for cooling the
equipment circulates; a heating heat exchanger, disposed in the
cooling water circuit, for heating air to be blown into the
passenger compartment using cooling water as a heating source; a
supplementary heater for heating air, which supplements a heat
quantity relative to the heating heat exchanger; heat quantity
calculating means for calculating a necessary heat quantity
necessary for a heating of air blown into the passenger
compartment, based on a target air temperature; a flow control unit
which controls a flow of cooling water in the cooling water circuit
in such a manner that: cooling water from the equipment flows into
the heating heat exchanger when equipment is in the predetermined
temperature range, and the flow of cooling water from the equipment
to the heating heat exchanger is interrupted until the temperature
of the equipment increases to a lower limit value of the
predetermined temperature range; and heater control means for
controlling a heat quantity generated by the supplementary heater
when a heat quantity for heating air in the heating heat exchanger
is smaller than the necessary heat quantity calculated by the
heating quantity calculating means when equipment is in the
predetermined temperature range.
20. The air conditioner according to claim 19, further comprising:
a radiator disposed in the cooling water circuit, for radiating
heat of cooling water in the cooling water circuit to an outside of
the passenger compartment; and surplus heat calculating means for
calculating a surplus heat quantity discharged from the equipment
for normally operating the equipment in the predetermined
temperature range, wherein: the flow control unit operates so that
all the surplus heat quantity of the equipment is supplied to the
heating heat exchanger when the necessary heat quantity is larger
than the surplus heat quantity; and the flow control unit operates
so that, when the surplus heat quantity of the equipment is larger
than the necessary heat quantity, a part of the surplus heat
quantity, equal to the necessary heat quantity, is supplied from
the equipment to the heating heat exchanger, and the other part of
the surplus heat quantity is supplied from the equipment to the
radiator.
Description
CROSS-REFERENCE TO RELATED APPLICATION
[0001] This application is related to Japanese Patent Applications
No. 2000-56974 filed on Mar. 2, 2000, and No. 2000-319313 filed on
Oct. 19, 2000, the contents of which are hereby incorporated by
reference.
BACKGROUND OF THE INVENTION
[0002] 1. Field of the Invention
[0003] The present invention relates to a vehicle air conditioner
with a heating capacity control in a cooling water circuit having a
heating heat exchanger for heating air. In the cooling water
circuit, cooling water heated by an equipment that needs a
temperature control circulates in the heating heat exchanger.
[0004] 2. Description of Related Art
[0005] In a vehicle air conditioner, heating of a passenger
compartment is performed using cooling water from an equipment that
needs a temperature control, such as a water-cooled engine, as a
heating source. When the heating of the passenger compartment is
performed using cooling water of the water-cooled engine, a
sufficient heating effect cannot be obtained when temperature of
cooling water is low.
[0006] To overcome this problem, in a vehicle air conditioner
described in JP-A-11-208250, an electrical heater is disposed in a
cooling water circuit, and cooling water heated only by the
electrical heater is supplied to a heater core in a closed water
circuit without using heat from the engine until the temperature of
cooling water in the engine becomes sufficiently high. On the other
hand, when the temperature of cooling water in the engine is
sufficiently high so that a sufficient heating effect can be
obtained using cooling water from the engine, cooling water from
the engine is supplied to the heater core, and the electrical
heater is turned off. However, in this vehicle air conditioner,
even when the temperature of cooling water in the engine increases
and surplus heat is generated from the engine, when the temperature
of cooling water in the engine is not increased to a temperature
for obtaining the sufficient heating effect in the heater core, the
heating of the passenger compartment is performed using the heat
from the electrical heater in the closed water circuit.
Accordingly, in this case, unnecessary heat discharged from the
engine is not effectively used.
SUMMARY OF THE INVENTION
[0007] In view of the foregoing problems, it is an object of the
present invention to provide a vehicle air conditioner which heats
air using cooling water for a temperature control of an equipment
as a heating source, in which a predetermined stable heating
capacity of a passenger compartment can be obtained effectively
using a surplus heat discharged from the equipment even when
temperature of cooling water in the equipment is not sufficiently
increased and a sufficient heating capacity is not obtained only
using the heat of cooling water from the equipment.
[0008] According to the present invention, in an air conditioner
for a vehicle having an equipment that needs a temperature control,
a heating heat exchanger for heating air to be blown into a
passenger compartment using cooling water as a heating source is
disposed in a cooling water circuit, a supplementary heater for
heating air is used for supplementing a heat quantity relative to
the heating heat exchanger, a necessary heat quantity necessary for
a heating of air blown into the passenger compartment is calculated
based on a target air temperature, and a flow control unit controls
a flow of cooling water in the cooling water circuit in such a
manner that: cooling water from the equipment flows into the
heating heat exchanger after temperature of the equipment increases
to a predetermined temperature, and the flow of cooling water from
the equipment to the heating heat exchanger is interrupted until
the temperature of the equipment increases to the predetermined
temperature. In the vehicle air conditioner, a heat quantity
generated by the supplementary heater is used for supplementing an
insufficient heat quantity when the heat quantity for heating air
in the heating heat exchanger is smaller than the necessary heat
quantity, after the temperature of the equipment increases to the
predetermined temperature. Accordingly, when the temperature of the
equipment increases the predetermined temperature, a surplus heat
quantity unnecessary for the temperature control of the equipment
is supplied to the heating heat exchanger. Therefore, even when the
surplus heat quantity is a little, it can be effectively used for
heating air. Further, when the surplus heat is insufficient for
obtaining the necessary heat quantity in the heating heat
exchanger, the insufficient heat quantity is supplemented by the
supplementary heater. As a result, a predetermined heating capacity
can be obtained.
[0009] On the other hand, until the temperature of the equipment
increases to the predetermined temperature for a normal operation
of the equipment, that is, when there is not the surplus heat
discharged from the equipment, the flow of cooling water flowing
into the heating heat exchanger is interrupted. Therefore, in this
case, the temperature of the equipment can be rapidly increased,
and it can prevent the temperature of the equipment from being
lowered due to heat radiation from the heating heat exchanger. Even
in this case, a heat-generating amount of the supplementary heater
is controlled, so that the predetermined heating capacity can be
obtained.
BRIEF DESCRIPTION OF THE DRAWINGS
[0010] Additional objects and advantages of the present invention
will be more readily apparent from the following detailed
description of preferred embodiments when taken together with the
accompanying drawings, in which:
[0011] FIG. 1 is a schematic diagram showing a vehicle air
conditioner with a cooling water circuit, according to a first
preferred embodiment of the present invention;
[0012] FIGS. 2A and 2B are enlarged views showing a control valve
used in the cooling water circuit according to the first
embodiment;
[0013] FIG. 3A is a schematic diagram showing a flow of cooling
water bypassing a heater core in the cooling water circuit, and
FIG. 3B is a schematic diagram showing a flow of cooling water
flowing into the heater core in the cooling water circuit,
according to the first embodiment;
[0014] FIG. 4 is a flow diagram showing a heating capacity control
of an A/C control unit and a vehicle control unit, according to the
first embodiment;
[0015] FIG. 5 is a schematic diagram showing a vehicle air
conditioner with a cooling water circuit, according to a second
preferred embodiment of the present invention;
[0016] FIG. 6 is a schematic diagram showing a vehicle air
conditioner with a cooling water circuit, according to a third
preferred embodiment of the present invention;
[0017] FIG. 7 is a schematic diagram showing a vehicle air
conditioner with a cooling water circuit, according to a fourth
preferred embodiment of the present invention;
[0018] FIG. 8 is a view for explaining a valve operation mechanism
according to the fourth embodiment;
[0019] FIGS. 9A and 9B are views for explaining operation of a
thermo-work actuator 171 according to the fourth embodiment;
[0020] FIG. 10 is a flow diagram showing a heating capacity control
of an A/C control unit according to the fourth embodiment;
[0021] FIG. 11 is a schematic diagram showing a vehicle air
conditioner with a cooling water circuit, according to a fifth
preferred embodiment of the present invention;
[0022] FIG. 12 is a schematic diagram showing a vehicle air
conditioner with a cooling water circuit, according to a sixth
preferred embodiment of the present invention;
[0023] FIG. 13 is a schematic diagram showing a main part of a
cooling water circuit in a vehicle air conditioner, according to a
modification of the present invention; and
[0024] FIG. 14 is a schematic diagram showing a main part of a
cooling water circuit in a vehicle air conditioner, according to an
another modification of the present invention.
DETAILED DESCRIPTION OF THE PRESENTLY PREFERRED EMBODIMENTS
[0025] Preferred embodiments of the present invention will be
described hereinafter with reference to the accompanying
drawings.
[0026] A first preferred embodiment of the present invention will
be now described with reference to FIGS. 1-4. In the first
embodiment, the present invention is typically applied to an air
conditioner for a fuel-cell powered vehicle. As shown in FIG. 1, a
fuel cell system (F/C) 6 that is an equipment needed to perform a
temperature control is connected to a cooling water circuit 30. The
fuel cell system 6 has therein a water pump (not shown) so that
cooling water for cooling the fuel cell system 6 is circulated in
the cooling water circuit 30.
[0027] A radiator 32, for radiating a surplus heat of cooling water
to an outside of a passenger compartment, is disposed in the
cooling water circuit 30. The cooling water circuit 30 has a first
cooling water passage 34 through which cooling water bypasses the
radiator 32 when it is unnecessary to radiate heat of cooling water
to the outside of the passenger compartment. A three-way valve 31
for distributing cooling water from the fuel cell system 6 is
disposed at an upstream branch point of both a cooling water
passage toward the radiator 32 and the first cooling water passage
34. An electrical fan 33 is disposed so that outside air outside
the passenger compartment is blown toward the radiator 32. By
adjusting an air amount passing through the radiator 32 from the
electrical fan 33, a heat quantity radiated from the radiator 32
can be adjusted.
[0028] A control valve 40 is disposed in the first cooling water
passage 34 at a downstream side of the three-way valve 31 in a
water flow direction. The control valve 40 is a flow control unit
for controlling a ratio between a flow amount of cooling water
flowing into a heater core 13 and a flow amount of cooling water
bypassing the heater core 13.
[0029] A temperature sensor 36 for detecting temperature of cooling
water flowing into the fuel cell system 6 is disposed in the
cooling water circuit 30 at an upstream side of the fuel cell
system 6 in the water flow direction. An output signal from the
temperature sensor 36 and an operation signal from the fuel cell
system 6 and the like are input into a vehicle control unit 8. The
vehicle control unit 8 performs a predetermined calculation based
on the signals from the temperature sensor 36 and the fuel cell
system 6, and outputs control signals for controlling operations of
the three-way valve 31 and the control valve 40. The vehicle
control unit 8 outputs information regarding the heat quantity of
cooling water to an air conditioning control unit (hereinafter,
referred to as "A/C control unit") 7. on the other hand, an air
duct 20 defining an air passage through which air flows into the
passenger compartment is provided. An evaporator 12 for cooling air
is disposed in the air duct 20 to fully close an entire air passage
so that all air passing through the air passage flows through the
evaporator 12, and a blower (not shown) is disposed at an upstream
air side of the evaporator 12 in the air duct 20. The heater core
13 for heating air using cooling water as a heating source is
disposed at a downstream air side of the evaporator 12 to close a
part of the air passage, and an electrical heater (e.g., PCT
heater) 14 used as a supplementary heater is disposed at a
downstream air side of the heater core 13 in the air duct 20.
Therefore, air passes through the heater core 13 and the electrical
heater 14 after passing through the evaporator 12.
[0030] An air mixing damper 21 is disposed at an upstream air side
of the heater core 13 to adjust an air amount ratio passing through
the heater core 13 so that air blown into the passenger compartment
is adjusted.
[0031] At a most downstream air side of the air duct 20, plural air
outlets are provided so that conditioned air is blown into the
passenger compartment through the plural air outlets. The plural
air outlets include a defroster air outlet through which air is
blown toward an inner surface of a front windshield, a face air
outlet through which air is blown toward the upper side of a
passenger in the passenger compartment, a foot air outlet through
which air is blown toward the foot area of the passenger in the
passenger compartment. The plural air outlets are opened and closed
by an air outlet mode switching door so that each air amount blown
from the plural air outlets is adjusted.
[0032] At an upstream air side of the blower, an inside air/outside
air switching damper (not shown) for switching an introduction
ratio between inside air and outside air is disposed.
[0033] Sensor signals from a sensor group are input into the A/C
control unit 7. The sensor group includes an interior temperature
sensor 1 for detecting temperature within the passenger
compartment, an outside air temperature sensor 2 for detecting
temperature of outside air outside the passenger compartment, and a
sunlight sensor 4 for detecting a sunlight amount entering into the
passenger compartment. Further, a temperature setting unit 10 for
setting a target temperature within the passenger compartment is
provided in an operation panel 100. A signal from the temperature
setting unit 10 is also input into the A/C control unit 7.
[0034] The A/C control unit 7 calculates a necessary air
conditioning capacity (e.g., target air temperature) based on the
signals from the sensors 1, 2, 4 and the temperature setting unit
10 in accordance with a predetermined control program and a
predetermined control map. The A/C control unit 7 outputs
information regarding a necessary heat quantity necessary in the
heater core 12 to the vehicle control unit 8.
[0035] Next, a structure of the control valve 40 will be now
described with reference to FIGS. 2A and 2B. As shown in FIGS. 2A
and 2B, the control valve 40 has a first inlet 41 from which
cooling water from the fuel cell system 6 flows into the control
valve 40, a first outlet 42 through which cooling water flowing
from the first inlet 41 flows out toward the heater core 13, a
second inlet 43 from which cooling water from the heater core 13
flows into the control valve 40, and a second outlet 44 through
which cooling water flows out toward the fuel cell system 6.
[0036] Within the control valve 40, a valve member 45 having a
first valve body 45a and a second valve body 45b is disposed to be
movable in an up-down direction in FIGS. 2A, 2B. Both the first and
second valve bodies 45a, 45b are provided at both upper and lower
end sides of the valve member 45. The control valve 40 also has
therein a first seat 46 on which the first valve body 45a tightly
contacts, and a second seat 47 on which the second valve body 45b
tightly contacts. As shown in FIG. 2A, when the valve member 45 is
positioned at the most bottom position in a movable range of the
valve member 45, the first valve body 45a is separated from the
first seat 46, and the second valve body 45b tightly contacts the
second seat 47. On the other hand, as shown in FIG. 2B, when the
valve member 45 is positioned at the most top position in the
movable range of the valve member 45, the first valve body 45a
tightly contacts the first seat 46, and the second valve body 45b
is separated from the second seat 47.
[0037] The valve member 45 is disposed in the control valve 40 so
that plural passages can be defined within the control valve 40.
That is, the plural passages within the control valve 40 are a
first passage 50 through which cooling water from the first inlet
41 flows out from the second outlet 44, a second passage 51 through
which cooling water from the second inlet 43 flows out from the
second outlet 44, and a third passage 52 through which cooling
water from the first inlet 41 flows out from the first outlet 42.
The first inlet 41 and the second outlet 44 are provided at a side
of the fuel cell system 6, and the first outlet 42 and the second
inlet 43 are provided at a side of the heater core 13. The first
passage 50 is opened and closed by the first valve body 45a, the
second passage 51 is opened and closed by the second valve body
45b, and the third passage 52 is always opened.
[0038] When cooling water flowing into the first cooling water
passage 34 through the three-way valve 31 flows toward the fuel
cell system 6 while bypassing the heater core 13, the valve member
45 is placed at the most bottom position in the movable range of
the valve member 45, as shown in FIG. 3A. On the other hand, when
cooling water flowing into the first cooling water passage 34
through the three-way valve 31 flows into the heater core 13, the
valve member 45 is placed at the most top position in the movable
range of the valve member 45, as shown in FIG. 3B.
[0039] A controller 48 made of an electric solenoid is provided in
the control valve 40, so that the valve member 45 is moved in the
vertical direction (up-down direction) in FIGS. 2A, 2B by electric
magnetic force. The control of the valve body due to the controller
48 can be performed by a duty ratio control. For example, in the
first embodiment, the controller 48 controls a time period for
which cooling water passes through the first passage 50 and a time
period for which cooling water passes through the second passage
51, so that a ratio between a flow amount of cooling water
bypassing the heater core 13 and a flow amount of cooling water
passing through the heater core 13 is adjusted.
[0040] FIG. 4 is a flow diagram showing a heating capacity control
of the A/C control unit 7 and the vehicle control unit 8. As shown
in FIG. 4, at step S101, various signals from the sensors 1, 2, 4
and the temperature setting unit 10 are input into the A/C control
unit 7. Next, at step S102, a target air temperature TAO to be
blown into the passenger compartment is calculated based on the
input signals in accordance with the following formula (1).
TAO=KSET.times.TSET-KR.times.TR-KAM.times.TAM-KS.times.TS+C (1)
[0041] wherein, TSET is a set temperature set by the temperature
setting unit 10, TR is the temperature of the passenger compartment
detected by the interior temperature sensor 1, TAM is the outside
air temperature detected by the outside air temperature sensor 2,
TS is the sunlight amount detected by the sunlight amount sensor 4.
Further, KSET, KR, KAM and KS are coefficients, and C is a
correction constant.
[0042] Next, at step S103, a heat quantity Q1 which is unnecessary
heat for maintaining a stable operation state of the fuel cell
system 6 is calculated. That is, at step S103, a surplus heat
quantity radiated from the fuel cell system 6 is estimated from a
state (e.g., electrical power generating state, effect) of the fuel
cell system 6 and a detection value of the water temperature sensor
36. The stable operation state of the fuel cell system 6 means a
temperature range (e.g., 76-80.degree. C.), for example, in which a
suitable electrical-power generating effect of the fuel cell system
6 can be maintained stably.
[0043] Next, at step S103, the A/C control unit 7 calculates
necessary heat quantity Q2 necessary for performing an air
conditioning operation, by using the target air temperature TAO
calculated at step S102, and the necessary heat quantity Q2 is
output to the vehicle control unit 8.
[0044] Next, at step S105, the vehicle control unit 8 determines an
opening degree of the control valve 40 based on the heat quantity
Q1 and the heat quantity Q2 so that a possible quantity in the heat
quantity Q1 is supplied to the heater core 13 in a range of the
heat quantity Q2. At this time, the vehicle control unit 8 outputs
a control signal to the three-way valve 31 so that cooling water
from the fuel cell system 6 flows toward the control valve 40 in
the first cooling water passage 34.
[0045] Next, at step S106, it is determined whether or not the
surplus heat quantity Q1 is smaller than the necessary heat
quantity Q2. When the heat quantity Q1 is smaller than the heat
quantity Q2, the vehicle control unit 8 sends the information of
the heat quantity Q1 to the A/C control unit 7. At step S107, the
A/C control unit 7 controls electrical power of the electrical
heater 14 so that insufficient heat quantity is supplemented by the
electrical heater 14 to obtain the necessary heat quantity Q2. That
is, the control at step S107 is heat quantity controlling means of
the first embodiment.
[0046] Next, at step S108, the vehicle control unit 8 controls the
control valve 40 in accordance with the necessary opening degree
calculated at step S105. For example, when it is determined that
the heat quantity Q1 is smaller than the heat quantity Q2, the
valve member 45 of the control valve 40 is placed at the most top
position in the movable range as shown in FIG. 3B so that all
cooling water from the first inlet 41 flows into the heater core
13.
[0047] In the control of the electrical heater 14, electrical power
supplied to the electrical heater 14 can be on/off controlled so
that temperature of air blown from the electrical heater 14 becomes
a predetermined temperature. Alternatively, electrical power
supplied to the electrical heater 14 can be linearly controlled
using an inverter or the like. Further, the electrical power
supplied to the electrical heater 14 can be controlled so that
temperature of air blown into the passenger compartment becomes the
target air temperature TAO using the characteristics of the heater
core 13 and the electrical heater 14.
[0048] When the surplus heat quantity Q1 is not smaller than the
necessary heat quantity Q2 at step S106, the vehicle control unit 8
controls the control valve 40 in accordance with the necessary
opening degree of the control valve 40 calculated at step S105.
When the heat quantity Q1 is equal to the heat quantity Q2, the
valve member 45 of the control valve 40 is placed at the most top
position in the movable range as shown in FIG. 3B so that all
cooling water from the first inlet 41 flows into the heater core
13.
[0049] When the surplus heat quantity Q1 is larger than the
necessary heat quantity Q2, the position of the valve member 45 of
the control valve 40 is suitably adjusted in the movable range.
Further, when the heat quantity Q1 is larger than the heat quantity
Q2, the non-radiated heat increases the temperature of the fuel
cell system 6. Accordingly, when the detection value of the water
temperature sensor 36 is at the upper limit value of the
temperature control range of the fuel cell system 6, the vehicle
control unit 8 controls the three-way valve 31 so that cooling
water from the fuel cell system 6 temporarily flows into the
radiator 32 and surplus heat quantity in the cooling water cycle 30
is discharged to the outside of the passenger compartment. That is,
when the surplus heat quantity Q1 is larger than the necessary heat
quantity Q2, a part of the surplus heat quantity Q1, equal to the
necessary heat quantity Q2, is supplied to the heater core 13 among
the surplus heat quantity Q1, and the other part (Q1-Q2) of the
surplus heat quantity Q1 is supplied to the radiator 32. In the
first embodiment, when the heat quantity Q1 is not smaller than the
heat quantity Q2, the electrical heater 14 is not turned on.
[0050] As described above, when a suitable heating capacity is not
obtained only using heat of the cooling water from the fuel control
system 6, such as when the temperature of cooling water flowing
from the fuel cell system 6 is low in a long time or when the
temperature of cooling water flowing from the fuel cell system 6 is
frequently low, the electrical heater 14 can be used as the
supplementary heating source. Accordingly, exhaust heat from the
fuel cell system 6 can be effectively used in maximum, and a stable
heating capacity can be obtained.
[0051] Further, the temperature of cooling water flowing into the
fuel cell system 6 can be controlled to the suitable temperature
control range using the heat radiation from the heater core 13 and
the radiator 32. Accordingly, operation effect of the fuel cell
system 6 can be maintained at a high level.
[0052] In the first embodiment, cooling water from the control
valve 40 flows into the heater core 13 through a second cooling
water passage 35, as shown in FIG. 1. The control valve 40 and the
heater core 13 are connected in the cooling water circuit 30
through the second cooling water passage 35. Accordingly, a valve
(not shown) for opening and closing the second cooling water
passage 35 can be provided in the second cooling water passage 35.
In this case, when the temperature of the fuel cell system 6 is not
increased to the suitable temperature range for the suitable
operation state of the fuel cell system 6, a closed water passage
can be formed in the second cooling water passage 35 using the
control valve 40 and the vale provided in the second cooling water
passage 35. Accordingly, in this case, it can prevent heat from
being radiated from the heater core 13, and the suitable operation
state of the fuel cell system 6 can be obtained.
[0053] A second preferred embodiment of the present invention will
be now described with reference to FIG. 5. In the above-described
first embodiment, an insufficient heat quantity which is not
supplied by the heater core 13, among the necessary heat quantity
for the air-conditioning operation of the passenger compartment, is
supplied by the electrical heater 14 disposed at a downstream air
side of the heater core 13 in the air duct 20. However, in the
second embodiment, as shown in FIG. 5, an electrical heater 60 is
disposed in the second cooling water passage 35 through which
cooling water circulates to be supplied to the heater core 13. That
is, cooling water to be supplied to the heater core 13 is heated
using the electrical heater 60 so that the insufficient heat
quantity is supplemented from the electrical heater 60.
[0054] In the second embodiment, components similar to those of the
above-described first embodiment are indicated with the same
reference numbers, and the explanation thereof is omitted. As shown
in FIG. 5, an electrical valve 63 is disposed in the second cooling
water passage 35 through which the control valve 40 and the heater
core 13 communicate with each other, at a downstream side of the
control valve 40 in the water flow direction. Further, the
electrical heater 60 used as a supplementary heater for heating
cooling water flowing through the second cooling water passage 35
is disposed in the second cooling water passage 35 at a downstream
side of the electromagnet valve 63 in the water flow direction. A
water pump 61 is disposed in the second cooling water passage 35 at
a downstream side of the electrical heater 60, and a temperature
sensor 65 for detecting temperature of cooling water flowing into
the heater core 13 is disposed in the second cooling water passage
35 at a downstream side of the water pump 61, in the water flow
direction.
[0055] A downstream side of the heater core 13 in the second
cooling water passage 35 is connected to an upstream side of the
heater core 13 in the second cooling water passage 35 at a position
between the electromagnetic valve 63 and the electrical heater 60,
by a passage 62, so that a closed water passage is formed. An
electromagnetic valve 64 is disposed in the passage 62 to open and
close the passage 62.
[0056] According to the second embodiment, when the heat quantity
radiated from the fuel cell system 6 is smaller than the necessary
heat quantity Q2 necessary for the air-conditioning operation, the
A/C control unit 7 controls the electrical heater 60 so that the
insufficient heat quantity is supplemented from the electrical
heater 60. At this time, similarly to the above-described first
embodiment, the vehicle control unit 8 controls the control valve
40, so that the valve member 45 of the control valve 40 is placed
at the most top position in the movable range as shown in FIG. 3B,
and all cooling water from the first inlet 41 flows into the heater
core 13. In this case, the electromagnetic valve 63 is opened and
the electromagnetic valve 64 is closed.
[0057] When the electrical-power generating effect (operation
state) of the fuel cell system 6 is not in the suitable operation
state and the heat quantity Q1 discharged from the fuel cell system
6 is zero, the vehicle control unit 8 controls the control valve 40
so that the valve member 45 is placed at the most bottom position
in the movable range, the electromagnetic valve 63 is closed and
the electromagnetic valve 64 is opened. In this case, all cooling
water from the fuel cell system 6 returns to the fuel cell system 6
through the first passage 50 in the control valve 40 while
bypassing the heater core 13. Accordingly, the second cooling water
passage 35 formes a closed water circuit, and the closed water
circuit does not communicate with the fuel cell system 6. Here, the
water pump 61 in the second cooling water passage 35 is operated so
that cooling water in the closed second cooling water passage 35
flows through the water pump 61, the heater core 13, the passage 62
and the electrical heater 60 in this order, so that the necessary
heat quantity necessary for the heating operation of the passenger
compartment can be supplied to the heater core 13. At this time,
the A/C control unit 7 controls operation of the electrical heater
60 based on a signal from the temperature sensor 65.
[0058] Similarly to the above-described first embodiment, when the
suitable heating capacity used for the air-conditioning operation
of the passenger compartment is insufficient only using the heat of
cooling water from the fuel cell system 6, such as when the
temperature of cooling water flowing from the fuel cell system 6 is
low in a long time or when the temperature of cooling water flowing
from the fuel cell system 6 is frequently low, the electrical
heater 60 can be used as the supplementary heating source.
Accordingly, exhaust heat from the fuel cell system 6 can be
effectively used in maximum, and a stable heating capacity can be
obtained.
[0059] Further, when the surplus heat quantity discharged from the
fuel cell system 6 is zero, the necessary heat quantity Q2 is
supplied to the heater core 13 in the closed second cooling water
passage 35. Accordingly, even when the surplus heat from the fuel
cell system 6 is not generated, a stable heating capacity can be
rapidly obtained.
[0060] A third preferred embodiment of the present invention will
be now described with reference to FIG. 6. In the third embodiment,
the structure of the control valve 40 described in the first
embodiment is changed, and the other parts are similar to those of
the above-described first embodiment. In the third embodiment,
components similar to those of the above-described first embodiment
are indicated with the same reference numbers, and the explanation
thereof is omitted.
[0061] In the third embodiment, as shown in FIG. 6, a control valve
80 is used instead of the above-described control valve 40. The
control valve 80 has therein a first inlet 81 from which cooling
water from the fuel cell system 6 flows into the control valve 80,
a second inlet 83 from which cooling water from the heater core 13
flows into the control valve 80, and an outlet 84 from which
cooling water in the control valve 80 flows toward the fuel cell
system 6. A valve body 85 is rotatably disposed in the control
valve 80, so that a first passage 90 from the first inlet 81 to the
outlet 84, and a second passage 91 from the second inlet 83 to the
outlet 84 are defined in the control valve 80.
[0062] The control valve 80 has a controller 88 made of a
servomotor. The valve body 85 is controlled by the controller 88 to
be rotated by a predetermined rotation angle. By adjusting a
rotation angle of the valve body 85, an opening area ratio between
the first passage 90 and the second passage 91 can be adjusted, so
that a ratio between the flow amount of cooling water bypassing the
heater core 13 and the flow amount of cooling water passing through
the heater core 13 is adjusted.
[0063] Similarly to the above-described first embodiment, when the
necessary heating capacity used for the air-conditioning operation
of the passenger compartment is insufficient only using the heat of
cooling water from the fuel cell system 6, such as when the
temperature of cooling water flowing from the fuel cell system 6 is
low in a long time or when the temperature of cooling water flowing
from the fuel cell system 6 is frequently low, the electrical
heater 14 can be used as the supplementary heating source.
Accordingly, exhaust heat from the fuel cell system 6 can be
effectively used in maximum, and a stable heating capacity can be
obtained.
[0064] A fourth preferred embodiment of the present invention will
be now described with reference to FIGS. 7-10. In the fourth
embodiment, similarly to the above-described second embodiment, the
electrical heater 60 for heating cooling water flowing into the
heater core 13 is used as a supplementary heater. However, a
cooling water passage structure is different from that of the
above-described second embodiment. In the fourth embodiment,
components similar to those of the above-described first and second
embodiments are indicated with the same reference numbers, and the
explanation thereof is omitted.
[0065] In the fourth embodiment, the fuel cell system 6 is
connected to the cooling water circuit 30 as shown in FIG. 7. The
cooling water circuit 30 has a first cooling water passage 34
through which cooling water circulates at a left side circuit of
the fuel cell system 6 in FIG. 7, and a second cooling water
passage 35 through which cooling water circulates at a right side
circuit of the fuel cell system 6 in FIG. 7, including the heater
core 13. A water pump (not shown) is provided within the fuel cell
system 6 so that cooling water circulates in the cooling water
circuit 30. By cooling water circulating in the cooling water
circuit 30, temperature of the fuel cell system 6 is controlled
(cooled) in a suitable temperature range (e.g., 72-80.degree. C.)
where the electrical-power generating effect of the fuel cell
system 6 can be made suitable. Generally, the fuel cell system 6
operates normally in the suitable temperature range (e.g.,
72-80.degree. ).
[0066] The radiator 32 is disposed so that both upstream and
downstream sides of the radiator 31 are connected to the first
cooling water passage 34. A thermo-control valve 131 is disposed at
an upstream connection point of the radiator 32 with the first
cooling water passage 32 to be opened when temperature of cooling
water flowing through the first cooling water passage 34 becomes
equal to or higher than a predetermined temperature (e.g.,
80.degree. C.). Accordingly, when the temperature of cooling water
flowing through the first cooling water passage 34 becomes equal to
or higher than 80.degree. C., heat of cooling water in the cooling
water cycle 30 is discharged to the outside of the vehicle from the
radiator 32 so that the suitable electrical-power generating effect
of the fuel cell system 6 can be maintained.
[0067] Further, as shown in FIG. 7, between the fuel cell system 6
and the heater core 13 in the second cooling water passage 35, the
water pump 61, the electrical heater 60 used as the supplementary
heater, and the temperature sensor 65 detecting temperature flowing
into the heater core 13 are disposed.
[0068] Similarly to the above-described second embodiment, a
downstream side portion of the heater core 13 in the second cooling
water passage 35 and an upstream side portion of the water pump 61
are connected by the passage 62 for forming a closed water circuit,
and a three-way valve 170 is disposed at a connection point between
the passage 62 and the downstream side position of the heater core
13 in the second cooling water passage 35. Therefore, a flow of
cooling water from the heater core 13 to the fuel cell system 6 and
a flow of cooling water from the heater core 13 to the passage 62
for forming the closed water circuit are switched by the three-way
valve 170.
[0069] A thermo-work actuator 171, which is driven when the
temperature of cooling water flowing from the fuel cell system 6 is
equal to or higher than a predetermined temperature (e.g.,
76.degree. C.), is disposed at an upstream side (the side of the
fuel cell system 6) of a branch point between the first cooling
water passage 34 and the second cooling water passage 35. The
thermo-work actuator 171 is a mechanical actuator in which a
driving force is converted from a temperature change without using
an electrical force.
[0070] The three-way valve 170 and the thermo-work actuator 171 are
connected by a link mechanism 172 so that the three-way valve 170
is operated by the driving force of the thermo-work actuator 171.
In the fourth embodiment, flow switching means is constructed by
the three-way valve 170, the thermo-work actuator 171 and the link
mechanism 172.
[0071] Next, an operation mechanism of the flow switching means
according to the fourth embodiment will be now described. As shown
in FIG. 8, when a shaft 181 of the thermo-work actuator 171 is
driven in the up-down direction in FIG. 8, the shaft 181 moves
around a support point 172b of a transmission shaft 172a of the
link mechanism 172. Accordingly, the link mechanism 172 rotates a
rotation shaft 170a of the three-way valve 170 so that a valve body
(not shown) disposed within the three-way valve 170 is
operated.
[0072] As shown in FIG. 9A, a thermal sensitive housing 182 of the
thermo-work actuator 171 is inserted into a hole of a pipe block
310 defining a part of the cooling water circuit 30 to be screwed
therein. An O-ring 183 is disposed between the thermal housing 182
and the pipe block 310. A seal member 184 made of a rubber member
is formed into a cylindrical shape having a bottom surface. The
shaft 181 is disposed in the seal member 184. A volume expansion
wax 185, that becomes solid under temperature lower than 76.degree.
C. and becomes liquid under temperature equal to or higher than
76.degree. C., is filled between the thermal sensitive housing 182
and the seal member 184. Accordingly, when the temperature of
cooling water flowing in the pipe block 310 from the fuel cell
system 6 is lower than 76.degree. C., the shaft 181 is placed at
the position in FIG. 9A. On the other hand, when the temperature of
cooling water flowing in the pipe block 310 from the fuel cell
system 6 is equal to or higher than 76.degree. C., the wax 185 is
melted and becomes liquid so that the volume of the wax 185
expands. Therefore, as shown in FIG. 9B, the wax 185 presses the
outer peripheral surface of the seal member 184 to push the shaft
181 upwardly. Then, when temperature of cooling water flowing in
the pipe block 310 from the fuel cell system 6 is lower than
76.degree. C., the wax 185 solidifies and the volume thereof is
reduced. At this time, by spring force of a spring 186 disposed
around the shaft 181, the shaft 181 returns to the position shown
in FIG. 9A.
[0073] Thus, the shaft 181 is driven in accordance with the
temperature of cooling water flowing in the pipe block 310. That
is, when the temperature of the cooling water is equal to or higher
than 76.degree. C., the transmission shaft 172a is moved at the
solid line position in FIG. 8 so that cooling water from the heater
core 13 flows toward the fuel cell system 6 through the three-way
valve 170. On the other hand, when the temperature of the cooling
water is lower than 76.degree. C., the transmission shaft 172a is
moved at the chain line position in FIG. 8 so that cooling water
from the heater core 13 flows through the passage 62 through the
three-way valve 170.
[0074] Accordingly, when the temperature of the cooling water is
equal to or higher than 76.degree. C., cooling water from the fuel
cell system 6 flows into both the first cooling water passage 34
and the second cooling water passage 35. On the other hand, when
the temperature of the cooling water is lower than 76.degree. C.,
because cooling water circulates in a closed water circuit formed
by the second cooling water passage 35 and the passage 62, cooling
water does not circulates in the first cooling water passage
34.
[0075] Because the temperature range of 76-80.degree. C. is the
suitable temperature range in which the suitable electrical-power
generating effect of the fuel cell system 6 can be stably
maintained, the operation state of the fuel cell system 6 under the
temperature range of 76-80.degree. C. is the stable operation state
of the fuel cell system 6.
[0076] Similarly to the above-described first and second
embodiments, plural signals from the interior temperature sensor 1,
the outside air temperature sensor 2, the sunlight sensor 4, the
temperature sensor 65 and the temperature setting unit 10 are input
into the A/C control unit 7.
[0077] The A/C control unit 7 calculates a necessary
air-conditioning capacity based on the input signals from the
sensors 1, 2, 4 and the temperature setting unit 10 in accordance
with the a predetermined control program and a predetermined
control map, and outputs control signals to each actuator. Further,
the A/C control unit 7 controls the electrical heater 60 based on
the signal from the temperature sensor 65 and the calculated
necessary heating capacity, and controls the water pump 61 based on
a signal from an A/C switch.
[0078] Next, operation of the fourth embodiment will be now
described with reference to FIG. 7 and 10. As shown in FIG. 10, at
step S201, various signals from the sensors 1, 2, 4 and temperature
setting unit 10 are input into the A/C control unit 7. Next, at
step S202, the target air temperature TAO to be blown into the
passenger compartment is calculated based on the input signals in
accordance with the above-described formula (1).
[0079] Next, at step S203, a target temperature TWO of cooling
water flowing into the heater core 13, necessary for obtaining the
target air temperature TAO, is calculated. That is, at step S203,
the necessary heat quantity, necessary for heating air to be blown
into the passenger compartment to the target air temperature TAO,
is calculated. In the fourth embodiment, step S203 constructs
heating amount calculation means.
[0080] Next, at step S204, it is determined whether or not the
water temperature TW detected by the temperature sensor 65 is
smaller than the calculated target temperature TWO of cooling
water. When it is determined that the water temperature TW flowing
into the heater core 13 is smaller than the target temperature TWO
at step S204, the A/C control unit 7 controls electrical power to
be supplied to the electrical heater 60 at step S205, so that the
necessary air-conditioning heat quantity can be supplemented. Then,
the control routine returns.
[0081] On the other hand, when the water temperature TW detected by
the temperature sensor 65 is not smaller than the target
temperature TWO at step S204, the control routine returns without
performing the operation of step S205.
[0082] As shown in FIG. 10, in the fourth embodiment, when the
temperature of cooling water from the fuel cell system 6 is lower
than the target temperature needed to heat air by the heater core
13, the insufficient heat quantity is supplemented by the
electrical heater 60 so that a stable heating capacity can be
obtained in the passenger compartment. In the fourth embodiment,
when the A/C switch is turned on, the A/C control unit 7 controls
the water pump 61 to be operated.
[0083] When the necessary heating capacity is not obtained only
using heat of the cooling water from the fuel cell system 6, such
as when the temperature of cooling water flowing from the fuel cell
system 6 is low in a long time or when the temperature of cooling
water flowing from the fuel cell system 6 is frequently low, the
electrical heater 60 can be used as the supplementary heating
source. Accordingly, even when surplus heat quantity unnecessary in
the fuel cell unit 6 is a little, exhaust heat from the fuel cell
system 6 can be effectively used in maximum, and a predetermined
stable heating capacity can be obtained.
[0084] When the heat quantity discharged from the fuel cell system
6 is zero, that is, when the surplus heat quantity is not generated
from the fuel cell system 6, all the necessary heat quantity is
supplied from the electrical heater 60 to the cooling water, and
the cooling water heated in the electrical heater 60 circulates in
the closed second cooling water circuit 35 including the heater
core 13. Accordingly, even when the surplus heat from the fuel cell
system 6 is not generated, the necessary heating capacity can be
rapidly obtained using heat from the electrical heater 60.
[0085] Further, the temperature of cooling water flowing into the
fuel cell system 6 can be controlled by radiating heat from the
heater core 13 and the radiator 32. Therefore, the operation effect
of the fuel cell system 6 can be maintained at a high level.
[0086] In addition, the closed water circuit is formed by the
thermo-work actuator 17 that is a mechanical actuator without using
the force due to the electrical power, and the three-way valve 170
operated by the thermo-work actuator 171. Therefore, the cooling
water circuit 30 can be provided in low cost.
[0087] A fifth preferred embodiment of the present invention will
be now described with reference to FIG. 11. In the above-described
fourth embodiment, the three-way valve 170 is operated by the
thermo-work actuator 171 that is a mechanical actuator. However, in
the fifth embodiment, the three-way valve 170 is operated by a
servomotor 75 that is an electrical actuator. In the fifth
embodiment, components similar to those of the above-described
fourth embodiment are indicated with the same reference numbers,
and the explanation thereof is omitted. As shown in FIG. 11, a
temperature sensor 174 for detecting temperature of cooling water
flowing from the fuel cell system 6 is disposed at an upstream side
of a branch point between the first cooling water passage 34 and
the second cooling water passage 35 in the cooling water circuit
30. A signal from the temperature sensor 174 is output to the A/C
control unit 7. The A/C control unit 7 outputs a control signal to
the servomotor 175 based on the signal from the temperature sensor
174. The servomotor 175 is an electrical actuator disposed in the
passenger compartment, and is connected to the three-way valve 170
through the link mechanism 176. Accordingly, when the servomotor
175 operates, the three-way valve 170 operates. In the fifth
embodiment, the three-way valve 170, the temperature sensor 174,
the servomotor 175 and the link mechanism 176 construct water
passage switching means.
[0088] Next, operation according to the fifth embodiment will be
now described. When the temperature of cooling water detected by
the temperature sensor 174 is equal to or higher than 76.degree.
C., the servomotor 175 operates the three-way valve 170 based on
the signal from the A/C control unit 7 so that cooling water from
the heater core 13 flows into the fuel cell system 6. On the other
hand, when the temperature of cooling water detected by the
temperature sensor 174 is lower than 76.degree. C., the servomotor
175 operates the three-way valve 170 based on the signal from the
A/C control unit 7 so that cooling water from the heater core 13
flows into the passage 62 forming the closed water passage.
[0089] Accordingly, when the temperature of the cooling water from
the fuel cell system 6 is equal to or higher than 76.degree. C.,
cooling water from the fuel cell system 6 flows into both the first
cooling water passage 34 and the second cooling water passage 35.
On the other hand, when the temperature of the cooling water from
the fuel cell system 6 is lower than 76.degree. C., because cooling
water circulates in the closed water circuit formed by the second
cooling water passage 35 and the passage 62, cooling water does not
circulates in the first cooling water passage 34.
[0090] In the fifth embodiment, when the temperature of cooling
water from the fuel cell system 6, detected by the temperature
sensor 174, is equal to or higher than 76.degree. C., and when the
temperature of cooling water flowing into the heater core 13,
detected by the temperature sensor 65, is lower than the target
temperature TWO, the A/C control unit 7 controls electrical power
supplied to the electrical heater 60 so that the temperature of
cooling water flowing into the heater core 13 becomes the target
temperature TWO. That is, the electrical power supplied to the
electrical heater 60 is controlled so that the necessary
air-conditioning heating capacity can be obtained.
[0091] When the temperature of cooling water flowing from the fuel
cell system 6, detected by the temperature sensor 174, is smaller
than 76.degree. C., it is determined that there is not a surplus
heat discharged from the fuel cell system 6 for heating air. Thus,
in this case, the A/C control unit 7 operates the water pump 61 so
that cooling water in the second cooling water passage 35
circulates in the closed water circuit by the switching operation
of the three-way valve 170. In this case, cooling water flows
through the water pump 61, the electrical heater 60, the heater
core 13, the passage 62 in this order, so that the necessary heat
quantity necessary in the heating operation can be supplied to the
heater core 13. At this time, the A/C control unit 7 controls
operation of the electrical heater 60 based on a signal from the
temperature sensor 65.
[0092] According to the fifth embodiment, even when the heat
quantity discharged from the fuel cell system 6 is insufficient for
obtaining the necessary heating capacity, the predetermined stable
heating capacity can be effectively obtained. Further, when the
heat quantity radiated from the fuel cell system 6 is zero, the
necessary air-conditioning heating capacity can be supplied to the
heater core 13 in the closed second cooling water passage 35.
Accordingly, even when the surplus heat from the fuel cell system 6
is not generated, a stable heating capacity can be rapidly obtained
using heat from the electrical heater 60.
[0093] A sixth preferred embodiment of the present invention will
be now described with reference to FIG. 12. In the above-described
fourth embodiment, the insufficient heat quantity is supplemented
using the electrical heater 60 disposed in the second cooling water
passage 35 at the upstream side of the heater core 13 in the water
flow direction. However, in the sixth embodiment, similarly to the
above-described first embodiment, the insufficient heat quantity is
supplemented using heat from the electrical heater 14 disposed at
the downstream side of the heater core 13. In the sixth embodiment,
the components similar to those of the above-described first and
fourth embodiments are indicated with the same reference numbers,
and the explanation thereof is omitted.
[0094] As shown in FIG. 12, similarly to the above-described first
embodiment, the electrical heater 14 (e.g., PCT heater) as a
supplemental heater is disposed in the air duct 20 at a downstream
air side of the heater core 13. Accordingly, in the sixth
embodiment, the electrical heater 60, the water pump 61, the
passage 62 and the three-way valve 170 described in the
above-described fourth embodiment are not provided.
[0095] In the sixth embodiment, an opening/closing valve 178 for
opening and closing the second cooling water passage 35 is disposed
in the second cooling water passage 35 at a downstream side (the
side of the heater core 13) from the branch point between the first
cooling water passage 34 and the second cooling water passage 35.
Further, similarly to the above-described fourth embodiment, the
thermo-work actuator 171 which is driven when the temperature of
cooling water from the fuel cell system 6 is higher than a
predetermined temperature 76.degree. C.) is disposed at the
upstream side of the branch point between the first cooling water
passage 34 and the second cooling water passage 35.
[0096] The opening/closing valve 178 and the thermo-work actuator
171 are connected by a link mechanism 179 so that the
opening/closing valve 178 is operated by the driving force of the
thermo-work actuator 171. That is, when the temperature of cooling
water from the fuel cell system 6 is equal to or higher than
76.degree. C., the second cooling water passage 35 is opened. On
the other hand, when the temperature of cooling water from the fuel
cell system is lower than 76.degree. C., the second cooling water
passage 35 is closed.
[0097] Next, operation according to the sixth embodiment will be
now described. When the temperature of cooling water from the fuel
cell system 6 is equal to or higher than 76.degree. C., the
opening/closing valve 178 opens the second cooling water passage 35
so that cooling water from the fuel cell system 6 flows into both
the first cooling water passage 34 and the second cooling water
passage 35. On the other hand, when the temperature of cooling
water from the fuel cell system is lower than 76.degree. C., the
opening/closing valve 178 closes the second cooling water passage
35 so that cooling water from the fuel cell system 6 only flows
into the first cooling water passage 34 and does not flow into the
second cooling water passage 35.
[0098] According to the sixth embodiment, when the temperature of
cooling water from the fuel cell system 6 is equal to or higher
than 76.degree. C., and when the temperature of cooling water
flowing into the heater core 13, detected by the temperature sensor
65, is lower than the target temperature TWO, the A/C control unit
7 controls electrical power supplied to the electrical heater 14 so
that the necessary air-conditioning heating capacity can be
obtained.
[0099] When the temperature of cooling water flowing from the fuel
cell system 6 is smaller than 76.degree. C., it is determined that
there is not a surplus heat discharged from the fuel cell system 6
for heating air. Thus, in this case, the A/C control unit 7
controls the electrical power supplied to the electrical heater 14,
so that the air temperature blown into the passenger compartment
becomes the target air temperature TAO.
[0100] According to the sixth embodiment, even when the heat
quantity discharged from the fuel cell system 6 is insufficient for
obtaining the necessary air-conditioning heating capacity, the
predetermined stable heating capacity can be effectively obtained.
Further, when the heat quantity radiated from the fuel cell system
6 is zero, the flow of cooling water flowing into the heater core
13 is interrupted so that the heat of cooling water does not
radiate from the heater core 13. On the other hand, when the
surplus heat quantity is discharged from the fuel cell system 6,
cooling water from the fuel cell system 6 is supplied to the heater
core 13.
[0101] Although the present invention has been fully described in
connection with the preferred embodiments thereof with reference to
the accompanying drawings, it is to be noted that various changes
and modifications will become apparent to those skilled in the
art.
[0102] In the above-described embodiments, the air temperature
blown into the passenger compartment is controlled using an
air-mixing method; however, may be controlled using a re-heating
method.
[0103] In the above-described first through third embodiments, the
three-way valve 31 is disposed at the upstream branch point between
the cooling water passage of the radiator 32 and the first cooling
water passage 34. However, any a valve for adjusting the flow
amount of cooling water in each cooling water passage may be
provided.
[0104] In the above-described first, second and third embodiments,
the surplus heat quantity Q1 possible to be discharged from the
fuel cell system 6 is estimated based on the operation state of the
fuel cell system 6 and the detection value of the water temperature
sensor 36. However, a water temperature sensor may be also disposed
at a cooling water outlet side of the fuel cell system 6 so that
the surplus heat quantity Q1 may be estimated based on a
temperature difference between cooling water at the outlet side of
the fuel cell system 6 and cooling water at the inlet side of the
fuel cell system 6.
[0105] In the above-described second embodiment, in the control
calve 40, the position of the valve member 45 is duty-controlled so
that a ratio between the time period for which cooling water passes
through the first passage 50 and the time period for which cooling
water passes through the second passage 52 is changed to adjust the
flow amount ratio. However, the second embodiment, the control
valve described in the third embodiment may be used.
[0106] In the above-described second, fourth and fifth embodiments,
the electrical heater 60 for heating cooling water flowing into the
heater core 13 is used. However, instead of the electrical heater
60, the other heater such as a combustion heater can be used.
[0107] The water pump 61 is disposed at the downstream side of the
electrical heater 60 in second the cooling water passage 35 in the
above-described second embodiment, and is disposed at the upstream
side of the electrical heater 60 in second the cooling water
passage 35 in the above-described fourth and fifth embodiments.
However, the water pump 61 can be disposed at the other position in
the second cooling water passage 35 constructing the closed water
circuit.
[0108] In the above-described fourth embodiment, the A/C control
unit 7 controls the water pump 61 to be operated when the A/C
switch is turned on. However, the water pump 61 may be operated
only when the three-way valve 70 is operated to form the closed
water circuit.
[0109] In the above-described fourth embodiment, the three-way
valve 170 is disposed at the connection point between the second
cooling water passage 35 and the passage 62 for the closed water
circuit. However, as shown in FIGS. 13 and 14, instead of the
three-way valve 170, opening/closing valves 191, 192 may be
disposed. In this case, when the surplus heat quantity Q1 is
discharged from the fuel cell system 6, the opening/closing valve
191 is opened and the opening/closing valve 192 is closed. On the
other hand, when the temperature of cooling water from the fuel
cell system 6 is lower than a predetermined temperature so that
there is not the surplus heat quantity to be used for the
air-conditioning operation, the opening/closing valve 191 is closed
and the opening/closing valve 192 is opened. Further, the
opening/closing valves 191, 192 can be operatively linked with the
thermo-work actuator 171 through a link mechanism 193, as shown in
FIG. 13. Alternatively, as shown in FIG. 14, the opening/closing
valve 191 can be linked to the thermo-work actuator 171a through a
link mechanism 194, and the opening/closing valve 192 can be linked
to the thermo-work actuator 171b through a link mechanism 195.
Similarly, in the above-described fifth embodiment, the
opening/closing valves 191, 192 can be used instead of the
three-way valve 170.
[0110] In the above-described sixth embodiment, the three-way valve
170 described in the fifth embodiment can be used instead of the
opening/closing valve 178.
[0111] Such changes and modifications are to be understood as being
within the scope of the present invention as defined by the
appended claims.
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