JP2015209030A - Vehicular air conditioner - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicular air conditioner that can use waste heat from a fuel cell as a heating heat source while suppressing a decline in power generation efficiency caused by a low temperature.SOLUTION: In a vehicular air conditioner 10, by controlling a three-way valve 21, cooling water in a cooling circuit 23 heated by an FC stack 12 can be made to flow in an air-conditioning hot water circuit 18. Due to this configuration, exhaust heat from the FC stack 12 can be used as a heating heat source. An air-conditioning ECU can control the three-way valve 21 so as to circulate the cooling water in the air-conditioning hot water circuit 18 and so as not to circulate the cooling water from the air-conditioning hot water circuit 18 in the cooling circuit 23 when a temperature of the cooling water is lower than an intermediate water temperature. Thus, the cooling water having the temperature lower than the intermediate water temperature does not flow from the cooling circuit 23 into the air-conditioning hot water circuit 18.

Description

  The present invention relates to a vehicle air conditioner that uses waste heat of a fuel cell as a heating heat source in a fuel cell vehicle.

  When the heating system of a fuel cell vehicle has an electric heater, the cooling water that is a heat source is usually heated by passing an electric current through the electric heater. When the predetermined condition is satisfied, the heater core can be heated by the cooling water (hot water) of the fuel cell, and heating with reduced power consumption of the electric heater is possible.

  In the control described in Patent Document 1, as a predetermined condition, the cooling water temperature of the fuel cell reaches a predetermined temperature due to the waste heat of the fuel cell. When this condition is satisfied, the heating three-way valve that connects the cooling circuit of the fuel cell and the heating hot water circuit is opened (linked). As a result, the waste heat of the fuel cell is used for heating.

JP 2005-1000075 A

  In the control described in Patent Document 1 described above, when the heating / warming water circuit has a low water temperature, the cooling water having a low water temperature flows into the fuel cell due to the cooperation, and the temperature of the fuel cell is lowered to adversely affect the power generation efficiency. There is a problem.

  Accordingly, the present invention has been made in view of the above-described problems, and provides a vehicle air conditioner that can use the waste heat of a fuel cell as a heating heat source while suppressing a decrease in power generation efficiency due to low temperatures. The purpose is to do.

  The present invention employs the following technical means in order to achieve the aforementioned object.

  According to the present invention, when the temperature detected by the first temperature sensor (22) is lower than the first predetermined temperature, the adjusting means (21) and the second means are arranged so that the cooling medium from the first circuit does not circulate in the second circuit (23). It is a vehicle air conditioner characterized by controlling one pump (20).

  According to the present invention as described above, the cooling medium of the second circuit heated by the fuel cell can be caused to flow to the first circuit by controlling the adjusting means. As a result, the exhaust heat of the fuel cell can be used as a heating heat source. The control means controls the adjusting means and the first pump so that the cooling medium from the first circuit does not circulate in the second circuit when the temperature of the cooling medium is lower than the first predetermined temperature. Accordingly, the cooling medium having a temperature lower than the first predetermined temperature does not flow from the first circuit to the second circuit. Therefore, it is possible to prevent the low temperature cooling medium of the first circuit from flowing into the second circuit and the temperature of the fuel cell from being lowered. As a result, a decrease in power generation efficiency due to the low temperature can be suppressed.

  In addition, the code | symbol in the bracket | parenthesis of each above-mentioned means is an example which shows a corresponding relationship with the specific means as described in embodiment mentioned later.

It is a block diagram which shows the electric constitution of the whole system containing the vehicle air conditioner 10 of 1st Embodiment. It is a figure which shows the heating system in independent mode. It is a figure which shows the heating system in cooperation mode. It is a figure which shows the heating system in intermediate | middle mode. It is a figure which shows the state of the three-way valve. It is a graph which shows the relationship between the cooling water temperature of the FC stack 12, and the open / close mode on the FC stack 12 side. It is a graph which shows the relationship between heater core water temperature and the open / close mode on the heating side. It is a control map for determining an open / close mode. It is a graph which shows the temperature change of a comparative example. It is a graph which shows the temperature change of an Example.

(First embodiment)
A first embodiment of the present invention will be described with reference to FIGS. The vehicle air conditioner 10 blows air for air conditioning for air conditioning the vehicle interior into the vehicle interior. As shown in FIG. 1, a vehicle air conditioner 10 includes, for example, a fuel cell hybrid vehicle (FCHV) including a travel motor 11 as a travel drive source and a fuel cell (FC stack) 12 as power supply means for the travel motor 11. ). Therefore, the traveling motor 11 is driven by power supplied from both the FC stack 12 and the vehicle-mounted battery 13.

  The FC stack 12 has a plurality of fuel cell cells that generate electric power by utilizing an electrochemical reaction between hydrogen and oxygen. As the FC stack 12, a polymer electrolyte fuel cell can be used. The type of the FC stack 12 is not limited to this, and may be a phosphoric acid fuel cell, a molten carbonate fuel cell, or the like.

  A power management ECU (hereinafter sometimes referred to as “power management ECU”) 15 controls the behavior of the traveling motor 11 as shown in FIG. Further, the power management ECU 15 exchanges necessary information with the FC stack 12 and the air conditioning ECU 16 of the vehicle air conditioner 10 using CAN (Controller Area Network: registered trademark) communication. The power management ECU 15 determines the amount of electric power to be supplied to the traveling motor 11 from the amount of power generated by the FC stack 12, the remaining amount of the battery 13, the traveling state of the vehicle, and the like. Then, the power management ECU 15 controls the driving motor 11 to be driven with the determined electric energy.

  As shown in FIG. 2, the vehicle air conditioner 10 is equipped with a high-voltage water heater (hereinafter simply referred to as “heater”) 17, and heats the water in the air-conditioning hot water circuit 18 to form a heater core 19. It has a system that dissipates heat.

  The hot water circuit for air conditioning 18 constitutes a circulation channel through which hot water (water) circulates as a cooling medium. The air conditioning hot water circuit 18 is provided with an electric air conditioning pump 20 that circulates water, a heater 17 that heats water, a first temperature sensor 22 that detects the temperature of the circulating hot water, and a heater core 19. Therefore, the heater 17 is used as a heat source when the air blown into the passenger compartment is heated to provide conditioned air. The heater core 19 is configured such that hot water heated by the heater 17 flows inside.

  The first temperature sensor 22 detects the temperature of the water circulating in the air conditioning hot water circuit 18. The first temperature sensor 22 detects the temperature of the hot water before flowing into the heater core 19 after passing through the heater 17. The first temperature sensor 22 provides the detected temperature information to the air conditioning ECU 16. The first temperature sensor 22 is realized by, for example, a temperature thermistor attached to a pipe.

  The heater 17 is supplied with DC power obtained from the vehicle-mounted battery 13 under individual duty control by, for example, an inverter unit. The heater 17 has a constant power consumption in a state where power is supplied, and is realized by, for example, a sheathed heater using a nichrome wire.

  The heater core 19 is a heating means (heating heat exchanger) for heating that heats the air-conditioning air flowing in the air-conditioning case using the cooling water as a heating source. The heater core 19 is disposed downstream of the air flow for air conditioning in the air conditioning case. A cooling water flow path is formed inside the heater core 19, and when the cooling water flows through the cooling water flow path, the heater core 19 releases the heat of the cooling water to the air-conditioning air passing through the heater core 19 itself. Heat the air.

  A cooling circuit 23 that cools the FC stack 12 is connected to the hot water circuit 18 for air conditioning. Specifically, the water circulating in the air conditioning hot water circuit 18 is connected to the cooling circuit 23 through the two connection passages 24 so as to be circulated. One connection passage 24 is provided with a three-way valve 21.

  Depending on the valve position, the three-way valve 21 has a linked mode in which the cooling circuit 23 and the air conditioning hot water circuit 18 shown in FIG. 3 are connected, and a single mode that circulates only in the air conditioning hot water circuit 18 shown in FIG. Further, as shown in FIG. 4, the three-way valve 21 has an intermediate mode in which cooling water circulates in the air conditioning hot water circuit 18 while connecting the cooling circuit 23 and the air conditioning hot water circuit 18. The three-way valve 21 is a single mode that circulates the flow path of the air conditioning hot water circuit 18 alone as shown in FIG. 2 using only the air conditioning hot water circuit 18, and a cooperative mode that circulates including the cooling circuit 23 shown in FIG. As shown in FIG. 4, the intermediate mode is switched by the displacement of the valve body. The intermediate mode is an open / close mode in which a part of the cooling water circulating in the cooling circuit 23 is also circulated in the air conditioning hot water circuit 18 and the remaining cooling water is circulated through the air conditioning hot water circuit 18 without flowing into the cooling circuit 23. .

  The air conditioning pump 20 is a first pump, and is disposed downstream of the three-way valve 21 in the air conditioning hot water circuit 18 and upstream of the heater 17. The air conditioning pump 20 is a circulation pump for circulating cooling water to the air conditioning hot water circuit 18. The air conditioning pump 20 can be a pump device that rotates an impeller in a pump housing, for example.

  The air conditioning (A / C) ECU 16 is a control means including a microcomputer and its peripheral circuits. The air conditioning ECU 16 is set by the occupant in accordance with a preset program with various temperature signals from the first temperature sensor 22, the outside air temperature sensor, and the inside air temperature sensor, a solar radiation signal from the solar radiation sensor, and an operation panel (not shown). Performs arithmetic processing for temperature signals and the like. Further, the air conditioning ECU 16 controls the three-way valve 21, the air conditioning pump 20, a blower (not shown), an air mix door (not shown), and the like based on the calculation result. The air conditioning ECU 16 communicates with the power management ECU 15 through CAN communication, and controls the operation of the heater 17 via the power management ECU 15 in response to a heating request.

  Next, the cooling circuit 23 will be described. As shown in FIG. 2, the fuel cell hybrid vehicle has a cooling circuit 23 that cools the FC stack 12. The cooling circuit 23 is a circuit that circulates the cooling water to the outside of the FC stack 12 so that the cooling water (corresponding to a cooling medium) flows out of the FC stack 12 and returns to the FC stack 12. The cooling circuit 23 connects the cooling water outlet and the cooling water inlet of the FC stack 12. The cooling circuit 23 and the air conditioning hot water circuit 18 are connected to the cooling circuit 23 via a connection passage 24 so that water circulating through the air conditioning hot water circuit 18 circulates. The cooling circuit 23 is provided with a radiator 25, a rotary valve 26, and a fuel cell pump 27. A second temperature sensor 28 that detects the temperature of the cooling water in the cooling circuit 23 is provided inside the FC stack 12.

  The FC stack 12 supplies power necessary for traveling, and the amount of heat generated during power generation is similar to that of an internal combustion engine. Therefore, a large-sized radiator 25 used in a truck is mounted on a passenger car as a heat exchanger for heat dissipation. The radiator 25 is provided in the cooling circuit 23 and discharges heat of the cooling water to the outside by heat exchange with the outside air. Therefore, the radiator 25 is a heat dissipation heat exchanger that cools the cooling water whose temperature has been raised by the FC stack 12. The radiator 25 is disposed in front of the engine room, for example, behind the grill. The radiator 25 is provided with a blower fan (not shown). The radiator 25 cools the cooling water with the cooling air supplied by the blower fan.

  The cooling circuit 23 is provided with a bypass passage 29 that bypasses the radiator 25 and distributes the cooling water. That is, the bypass passage 29 is provided so as to branch from the cooling circuit 23 at a branch point on the upstream side of the coolant flow from the radiator 25 and to join the cooling circuit 23 at a junction point on the downstream side of the coolant flow from the radiator 25. ing.

  The rotary valve 26 is a valve device that is provided at a branch point where the bypass passage 29 branches from the cooling circuit 23 and adjusts the flow rate ratio between the cooling water passing through the radiator 25 and the cooling water passing through the bypass passage 29. The rotary valve 26 has an internal valve that opens the radiator 25 side and closes the bypass passage 29 side so that water flows through the radiator 25, and opens the bypass passage 29 side and closes the radiator 25 side so that water passes through the bypass passage 29. Switch to distribution.

  The fuel cell pump 27 is a second pump, and is disposed in the cooling circuit 23 on the downstream side of the coolant flow with respect to the junction of the bypass passage 29 to the cooling circuit 23. That is, the fuel cell pump 27 is disposed downstream of the junction of the bypass passage 29 to the cooling circuit 23 and upstream of the FC stack 12. The fuel cell pump 27 is a circulation pump for circulating cooling water to the cooling circuit 23. The fuel cell pump 27 can be, for example, a pump device that rotates an impeller in a pump housing.

  The FC stack 12 incorporates a fuel cell ECU (not shown). The fuel cell ECU is a control means for controlling the FC stack 12. The fuel cell ECU inputs information related to the calorific value of the fuel cell output from the FC stack 12 or a physical quantity related to the calorific value (for example, power generation amount) and temperature information output from the second temperature sensor 28. The fuel cell ECU controls the operation of the rotary valve 26 and the fuel cell pump 27 based on the input information.

  Next, the configuration and control of the three-way valve 21 will be further described. As shown in FIG. 5, the three-way valve 21 is realized by a servo motor with a potentiometer, for example. The servo motor angularly displaces the position of the valve body 21a of the three-way valve 21. The potentiometer detects the angular position of the valve body 21a. The servo motor is driven so as to arrange the angular position of the valve body 21a at a predetermined position based on the angular position of the valve body 21a detected by the potentiometer. Therefore, the three-way valve 21 functions as an adjusting means for adjusting the circulation amount of water flowing in the air conditioning hot water circuit 18 and the circulation amount of water flowing in the cooling circuit 23.

  As shown in FIG. 5, in the intermediate mode, all ports are opened, and the flow paths are port 2 & port 3 → port 1. Port 1 is on the cooling circuit 23 side, port 2 is on the air conditioning pump 20 side of the air conditioning hot water circuit 18, and port 3 is on the downstream side of the heater core 19 of the air conditioning hot water circuit 18. The opening degree in the intermediate mode is the same for port 1 and port 3, and port 2 is smaller than port 1 and port 3. Therefore, in the intermediate mode, the flow rate flowing from the fuel cell side is lower than that in the cooperation mode.

  The control for determining the open / close mode of the three-way valve 21 will be described. As shown in FIG. 8, the open / close mode of the three-way valve 21 is calculated based on both conditions of the heater core water temperature in addition to the FC stack cooling water temperature. Therefore, even if the temperature of the FC stack cooling water is high, it is not possible to cooperate unless the heater core water temperature rises to a predetermined medium water temperature. In addition, the cooperation permission has three stages of low water temperature, medium water temperature and high water temperature, so that the above-mentioned intermediate mode can be supported.

  The middle water temperature of the cooling circuit 23 is set to 61 ° C., for example, and the high water temperature is set to 63 ° C., for example. As shown in FIG. 6, when the water temperature of the cooling circuit 23 is lower than 61 ° C., the open / close mode to be permitted is output as a single mode, and when it is 61 ° C. or higher and lower than 63 ° C., an intermediate mode is output as 63 ° C. In the above case, the cooperation mode is output.

  The medium water temperature of the air conditioning hot water circuit 18 is set to, for example, 10 ° C., and the high water temperature is set to, for example, 50 ° C. As shown in FIG. 7, the open / close mode to be permitted is an independent mode when the water temperature of the air conditioning hot water circuit 18 is less than 10 ° C., and an intermediate mode is output when the water temperature is 10 ° C. or more and less than 50 ° C. When it is 50 ° C. or higher, the cooperation mode is output.

  The air conditioning ECU 16 determines the open / close mode to be output by the control map shown in FIG. 8 based on the mode output by each circuit. As shown in FIG. 8, when the open / close modes determined on the FC stack 12 side and the air conditioning side are different, the open / close mode on the side on which the cooling water is difficult to flow from the cooling circuit 23 to the hot water circuit for air conditioning 18 is selected. Is done. Therefore, for example, when the FC stack 12 side permits the intermediate mode and the air conditioning hot water circuit 18 side permits the single mode, the three-way valve 21 is controlled so that the single mode is set. As a result, the temperature drop of the FC stack 12 can be reliably suppressed.

  Next, the transition of the open / close mode will be described. Immediately after the ignition is turned on, the cooling circuit 23 and the air conditioning hot water circuit 18 are both in a single position at a low temperature. Then, the water temperature rises by generating electricity on the FC stack 12 side, and the water temperature gradually rises by driving the heater 17 on the heating side. When both reach the middle water temperature range, the mode shifts to the intermediate mode, and the cooling water in the cooling circuit 23 flows. It flows into the warm water circuit 18 for air conditioning and flows into the heater core 19. Further, as the temperature rises further, as shown in FIG.

By controlling in this way, the following effects (1) to (4) can be obtained.
(1) By adding the water temperature value of the air conditioning hot water circuit 18 to the control value of the three-way valve 21, it is possible to suppress the low-temperature cooling water of the air conditioning hot water circuit 18 from flowing into the FC stack 12.
(2) By providing the three-way valve 21 with the intermediate mode, it is possible to open in stages as the water temperature rises, and the effect described in (1) can be further improved without causing a rapid temperature change.
(3) A sudden temperature change of the heater core 19 can be prevented by the intermediate mode, and an adverse effect on the occupant's warm feeling when using the heating can be suppressed.
(4) When the three-way valve 21 is further opened at once, the water temperature of the FC stack 12 is lowered and hunting is returned several times. However, as described above, the cooperation is continued by suppressing the rapid temperature drop by the intermediate mode. I can do it.

  Next, the change between the open / close mode and the blown air temperature will be described using a graph. In the comparative example, the open / close mode has only the cooperation mode and the single mode, and there is no intermediate mode. In the embodiment, there are three open / close modes: a single mode, a cooperation mode, and an intermediate mode. In the embodiment, the open / close mode is selected using the water temperature of the air conditioning hot water circuit 18.

  9 is a graph when the heater 17 is driven and the three-way valve 21 is driven at a low water temperature. When the water temperature of the FC stack 12 reaches the cooperation start water temperature (65 ° C.), the three-way valve 21 is controlled to the cooperation mode. Then, the water temperature of the FC stack 12 decreases due to the cooperation, and the water temperature before the heater and the water temperature after the heater are rapidly increased as the water temperature of the air conditioning hot water circuit 18. As a result, the temperature of the blown air passing through the heater core 19 is also increased. However, since the temperature of the FC stack 12 is also lowered by entering the cooperation mode, when the temperature is lowered to the cooperation stop temperature (60 ° C.), the single mode is controlled. This shows that hunting has occurred. As a result, the temperature of the blown air that has once risen sharply falls, which adversely affects the occupant's feeling of warmth.

  On the other hand, as shown in FIG. 10, when the control of the present embodiment is performed, as the water temperature of the FC stack 12 and the water temperature of the air conditioning hot water circuit 18 rise, the individual → intermediate → cooperation and three-way valve 21. The state of will transition. Accordingly, the water temperature of the FC stack 12 can maintain a value close to the target water temperature. Further, the hunting of the three-way valve 21 due to a change in the water temperature is also eliminated, and the blowing temperature is stable.

  As described above, in the vehicle air conditioner 10 of the present embodiment, the cooling water of the cooling circuit 23 heated by the FC stack 12 is transferred to the air conditioning hot water circuit 18 by controlling the three-way valve 21 that is the adjusting means. It can flow. Thereby, the exhaust heat of the FC stack 12 can be used as a heating heat source. The air conditioning ECU 16 circulates the cooling water in the air conditioning hot water circuit 18 when the temperature of the cooling water is lower than the medium water temperature that is the first predetermined temperature, and the cooling circuit 23 receives the cooling water from the air conditioning hot water circuit 18. The three-way valve 21 is controlled so as not to circulate. Accordingly, the cooling water having a temperature lower than the intermediate water temperature does not flow into the air conditioning hot water circuit 18 from the cooling circuit 23. Therefore, it is possible to prevent the low-temperature cooling water from the air conditioning hot water circuit 18 from flowing into the cooling circuit 23 and the FC stack 12 from becoming low temperature. As a result, a decrease in power generation efficiency due to the low temperature can be suppressed. Therefore, in the present embodiment, the three-way valve 21 is controlled so as to ensure the optimum temperature of the FC stack 12 in order to maintain the power generation efficiency of the FC stack 12 during the heating control in the fuel cell vehicle.

  Further, in the present embodiment, the air conditioning ECU 16 has the cooling water in the air conditioning hot water circuit 18 having a medium water temperature (first predetermined temperature) or higher and the cooling water in the cooling circuit 23 is also having a medium water temperature (second predetermined temperature) or higher. In this case, control is performed so that the cooling water circulating in the cooling circuit 23 also circulates in the air conditioning hot water circuit 18. As a result, cooling water having a medium water temperature or higher can be allowed to flow into the air conditioning hot water circuit 18. Thereby, the cooling water of the cooling circuit 23 can be used as a heat source for heating.

  Further, in the present embodiment, the open / close mode includes a cooperation mode, an intermediate mode, and a single mode. Since there is an intermediate mode, it is possible to prevent the cooling water of the cooling circuit 23 from flowing into the hot water circuit for air conditioning 18 at a stretch. Thereby, it is possible to prevent a sudden temperature change of the air conditioning hot water circuit 18.

  Moreover, in this embodiment, the heater 17 which heats the cooling water which circulates through the hot water circuit 18 for an air conditioning is provided. Accordingly, the heater 17 can be used as a heat source until the cooling water of the FC stack 12 reaches the middle water temperature. As a result, the vehicle interior can be heated by the heater 17 after the ignition is turned on.

(Other embodiments)
The preferred embodiments of the present invention have been described above, but the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the spirit of the present invention.

  The structure of the said embodiment is an illustration to the last, Comprising: The scope of the present invention is not limited to the range of these description. The scope of the present invention is indicated by the description of the scope of claims, and further includes meanings equivalent to the description of the scope of claims and all modifications within the scope.

  In the first embodiment described above, the heater 17 is used for air conditioning, but a heater provided exclusively for the FC stack may be driven. Further, the heater 17 may be a low voltage water heater for 12V that is stepped down to 12V by a DC-DC converter.

  In the first embodiment described above, only one heater 17 is provided. However, the number of heaters 17 is not limited to one, and a plurality of heaters 17 may be provided in the air conditioning hot water circuit 18. May be.

  In the first embodiment described above, the adjusting means is realized by the three-way valve 21, but is not limited to the three-way valve 21, and may have other configurations. For example, valve means that can adjust the opening degree of three ports linearly may be used. Therefore, other means may be used as long as the flow rate of the cooling water of the FC stack 12 into the air conditioning hot water circuit 18 can be freely controlled.

  In the first embodiment described above, the control has the intermediate mode, but the present invention is not limited to such control. For example, in order to moderate the temperature change of the air-conditioning hot water circuit 18, the individual and cooperation may be repeated finely.

  In the first embodiment described above, the first temperature sensor 22 may be another sensor such as a thermostat using a bimetal as long as an increase in the water temperature of the air conditioning hot water circuit 18 can be confirmed.

  In the first embodiment described above, the heater 17 is used to heat the cooling water of the air conditioning hot water circuit 18, but the heater is not limited to such a heater. For example, the cooling water of the traveling motor 11 may be used as a heat source. Further, the water temperature of the air conditioning hot water circuit 18 may be heated using only the heat source of the FC stack 12 without using a heater.

DESCRIPTION OF SYMBOLS 10 ... Vehicle air conditioner 11 ... Driving motor (drive source)
12 ... FC stack (fuel cell) 13 ... Battery 14 ... Regenerative brake (regenerative device) 15 ... Power management ECU
16 ... ECU for air conditioning (control means) 17 ... Heater (heating means)
18 ... Hot water circuit for air conditioning (first circuit) 19 ... Heater core (heat exchanger for heating)
20 ... Air conditioning pump (first pump) 21 ... Three-way valve (adjusting means)
DESCRIPTION OF SYMBOLS 22 ... 1st temperature sensor 23 ... Cooling circuit (2nd circuit) 24 ... Connection passage 25 ... Radiator 26 ... Rotary valve 27 ... Pump for fuel cells (2nd pump) 28 ... 2nd temperature sensor 29 ... Bypass passage

Claims (4)

A vehicle air conditioner (10) that blows air for air conditioning into a vehicle interior for air conditioning the vehicle interior,
A first circuit (18) through which a cooling medium circulates;
A heating heat exchanger (19) provided in the first circuit for exchanging heat with the passing air-conditioning air and heating the passing air-conditioning air with the cooling medium;
A first pump (20) provided in the first circuit for circulating the cooling medium;
A first temperature sensor (22) for detecting the temperature of the cooling medium circulating in the first circuit;
A second circuit (23) capable of circulating the cooling medium circulating in the first circuit and cooling a fuel cell (12) mounted on a vehicle with the cooling medium;
A second pump (27) provided in the second circuit for circulating the cooling medium;
Adjusting means (21) for connecting the first circuit and the second circuit, and adjusting a circulation amount of the cooling medium flowing through the first circuit and a circulation amount of the cooling medium flowing through the second circuit;
Control means (16) for controlling the adjusting means, the first pump and the second pump,
The control means includes
When cooling the fuel cell, the second pump is driven to circulate the cooling medium in the second circuit,
When the temperature detected by the first temperature sensor is lower than a first predetermined temperature, the adjusting means and the first pump are controlled so that the cooling medium from the first circuit does not circulate in the second circuit. A vehicle air conditioner. A second temperature sensor (28) for detecting a temperature of the cooling medium circulating in the second circuit;
When the temperature detected by the first temperature sensor is equal to or higher than a first predetermined temperature and the temperature detected by the second temperature sensor is equal to or higher than a second predetermined temperature, the control means is configured to change the first circuit. 2. The vehicle air conditioner according to claim 1, wherein the adjustment unit, the first pump, and the second pump are controlled so that the cooling medium circulating in the second circuit also circulates in the second circuit. The adjusting means is in an open / close mode.
A single mode in which the cooling medium is circulated in the first circuit and the cooling medium from the first circuit is not circulated in the second circuit;
A cooperative mode in which all of the cooling medium circulating in the first circuit circulates in the second circuit;
A part of the cooling medium circulating in the first circuit also circulates in the second circuit, and the remaining cooling medium has an intermediate mode in which the first circuit is circulated without flowing into the second circuit. The vehicle air conditioner according to claim 1 or 2.   The vehicle air conditioner according to any one of claims 1 to 3, further comprising heating means (17) for heating the cooling medium circulating in the first circuit.

Images