JP2001233044A - Heating system for movable body having fuel cell - Google Patents

Abstract

PROBLEM TO BE SOLVED: To heat a movable body having a fuel cell and an engine by selectively using respective heat. SOLUTION: A vehicle has an engine and a fuel cell as power source. A heating system for heating the interior of the vehicle is constituted by using the engine and the fuel cell as heat source. Either of the engine and the fuel cell is selectively used as heat source, according to their warming-up conditions, the vehicle's running condition, the battery's charging condition, and the state of the ignition switch, thereby attaining more efficient heating. When either of the fuel cell and the engine is warmed up and the other is not, heat is supplied from the warmed source to the other to realize efficient warming up.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a system for heating a room in a moving body equipped with a fuel cell.

[0002]

2. Description of the Related Art In recent years, attention has been paid to a fuel cell as one of power sources. A fuel cell is a device that generates power by oxidizing hydrogen finally supplied as a fuel, and has a feature of generating power with high efficiency. In addition, what is discharged from the fuel cell is water vapor, which has an advantage that it is very environmentally friendly because it contains no harmful components. Focusing on such properties, vehicles equipped with a fuel cell have been proposed. Also,
A vehicle equipped with a fuel cell and an engine has been proposed so that the vehicle can run even when fuel for the fuel cell (hereinafter, referred to as FC fuel) is consumed.

[0003]

Generally, vehicles are provided with an air conditioner such as heating so that passengers can spend a comfortable time. This applies to a vehicle equipped with a fuel cell and an engine. However, no sufficient study has been made on how to heat a room in a vehicle equipped with a fuel cell in addition to an engine as a heat source usable for heating. Here, the problem has been exemplified with respect to the vehicle, but the same problem has also occurred with other moving objects. The present invention has been made to solve such a problem,
It is an object of the present invention to provide a heating system in a moving body equipped with a fuel cell and an engine.

[0004]

Means for Solving the Problems and Their Functions and Effects In order to solve the above-mentioned problems, the present invention has the following configuration. A first heating system according to the present invention is a heating system for heating a room of a moving body equipped with a fuel cell and an engine, and a radiator for releasing supplied heat into the room, the fuel cell and the engine. A heat transfer mechanism for transferring the heat of the vehicle to the heat radiating device, an adjusting device for adjusting a supply state of heat from the fuel cell and the engine to the heat radiating device, and a control for controlling the adjusting device to heat the room. And a means.

A heating system for a mobile body equipped with a fuel cell and an engine includes a system using only the engine as a heat source, a system using only the fuel cell as a heat source, a system using both as heat sources, and a heat source other than the fuel cell and the engine. Various systems such as a provided system can be constructed. The present invention applies a system in which a fuel cell and an engine are properly used as a heat source among these various systems. By performing such proper use, the heat of the fuel cell and the engine can be effectively used, and the heating can be efficiently performed.

[0006] It is more desirable that the above-mentioned proper use be properly selected according to the operating state of the moving body. In general, the operating state of a moving object varies widely. In particular, since the mounted fuel cell and engine are usually used as a power source of the moving object, the heat generated from both of them is generated by the heat of the moving object. It is closely related to driving conditions. In the present invention, since the heat sources can be selectively used in consideration of such a relationship, not only the efficiency of heating but also the efficiency of operation including the moving efficiency of the moving body can be improved comprehensively. In order to perform heating more efficiently in the heating system of the present invention, it is preferable that the control means controls the operating states of the fuel cell and the engine together with the control of the adjusting means.

[0007] Here, the operating state of the moving body includes various states related to the driving. For example, it includes whether or not the moving body is moving, the operating state of various devices mounted on the moving body, the operating state of various switches related to the operation of the moving body, and the like. The moving object includes various moving objects that can generally use a heating system, such as a vehicle, a ship, and an aircraft.
The engine includes various engines corresponding to the moving object, such as a gasoline engine, a diesel engine, and a jet engine. The moving body according to the present invention is not necessarily limited to one having only one type of engine, and may include a plurality of engines. Further, a power source other than the fuel cell and the engine may be provided. Further, the power of the engine does not necessarily need to be directly used for movement, and for example, a mode in which power is generated by the power of the engine and the motor is driven by the power may be used.

[0008] The control in the present invention can be realized in various modes. A first aspect is an aspect in which heat of the fuel cell is supplied to the indoor heating with priority. Since the fuel cell is an energy source having high efficiency and excellent environmental performance, by giving priority to the fuel cell as a heat source for heating, it is possible to improve the heating efficiency and the environmental property of the moving object. The control mode in which the fuel cell is prioritized may be, for example, a mode in which when the fuel cell can be used as a heat source, heating is performed by using the heat. However, as long as the fuel cell can be used, the present invention is not necessarily limited to the mode in which the fuel cell is used as a heat source, and various controls that result in a high frequency of using the fuel cell as a heat source may be applied.

According to a second aspect, when a moving body equipped with a heating system includes a warm-up state detecting means for detecting a warm-up state of the fuel cell and the engine, the warm-up state of the fuel cell and the engine is provided. According to the above, a mode in which a heat source to be supplied to the heating is selected and operated can be adopted. If the warmed-up heat source is used for heating, it is not necessary to perform the warm-up operation again, so that the heating can be started immediately. There is also an advantage that efficiency during heating is improved.

In the second aspect, when it is determined that only one of the fuel cell and the engine is in a warm-up state, heating is performed using the heat source on the side in the warm-up state. At the same time, it is also desirable to perform control to prohibit operation on the side that is not warmed up. In general, the warm-up operation has poor fuel efficiency. Therefore, by prohibiting the operation in the unwarmed state, it is possible to avoid a decrease in operating efficiency during heating. Further, since the control in the second aspect limits the degree of freedom in selecting the fuel cell and the engine as power sources, the moving state determining means for determining whether or not the moving body is stopped is provided. More preferably, the control means executes the control when only one of the fuel cell and the engine is in a warm-up state while the moving body is stopped.

When the second mode, that is, the mode of selectively using a heat source according to a warm-up state, is adopted, the moving body further avoids the heat radiating device and transfers heat between the fuel cell and the engine. When a bypass mechanism is provided, and a switching unit for turning on / off heat transfer using the bypass mechanism is provided, the heat source on the side in the warmed-up state is connected to the other heat source in accordance with the control. Preferably, the switching means is controlled to exchange heat via a mechanism. This makes it possible to efficiently warm up the other heat source by using the heat generated from the warmed up heat source.
In this case, by circulating the refrigerant by circulating the fuel cell, the engine, and the heat radiating device, it is also possible to adopt a mode in which the heat from the warmed-up heat source is supplied to both the other heat source and the indoor heating. Good. However, if the bypass mechanism is provided, the refrigerant can be supplied at a high temperature from the warmed-up heat source to the other heat source, so that the other heat source can be warmed up more efficiently. There are advantages.

As a third aspect, when the moving body includes temperature detecting means for detecting a temperature at any part of the room, the detected temperature is equal to or lower than a predetermined temperature. If it is determined that the heating is performed using both the fuel cell and the engine as heat sources, it is possible to adopt a mode in which the heating is performed. This is because when the detected temperature is equal to or lower than a predetermined temperature, that is, when it is determined that the moving body is in an extremely low temperature environment, sufficient heat is supplied to the room, and both the fuel cell and the engine are used. It is a mode of operating the heat source of FIG. By doing so, comfortable heating can be realized even at extremely low temperatures. This control may be performed regardless of whether the heat source has been warmed up or not.

The temperature of any part related to the indoor temperature means the indoor temperature itself, the environmental temperature in which the moving object is placed, the temperature of the fuel cell and the engine, and the temperature of other equipment mounted on the moving object. Is included. The “predetermined temperature” serving as a determination criterion can be arbitrarily set for each type of the moving object in consideration of the temperature detection site, the effect on the indoor temperature, and the like.

As a fourth aspect, when the moving body is provided with an ignition switch for instructing whether or not to operate the engine, the state of the ignition switch is given the highest priority, and the heat source for heating is selected. You can also. For example, judging only from the operating state of the moving object, even if the engine is in a state where heating should be performed using the
When the ignition switch is at the position where the operation of the engine is prohibited, heating using the fuel cell as a heat source is performed.
This corresponds to a mode in which the driver of the moving body selects whether to operate the engine. When the ignition switch is at a position where the operation of the engine is permitted, the operation of the engine is not necessarily forced. Therefore, heating is performed by selectively using the fuel cell and the engine based on the operation state of the moving body.

[0015] Usually, the engine is accompanied by noise during operation. When the ignition switch is in the position where the operation of the engine is prohibited, the driver often intends to avoid the generation of such noise. According to the control of the above aspect, by selecting the heat source by giving priority to the ignition switch, it is possible to easily realize heating control that meets the driver's intention. Although it is possible to adopt a configuration in which a unique switch for instructing the use of the engine at the time of heating is provided, it is possible to reliably realize the intention of the driver by using the ignition switch also serving as a start switch of the moving body. There are advantages that can be done.

According to a fifth aspect, when there is provided a moving state determining means for determining whether or not the moving body is moving, one of the fuel cell and the engine which is used as a motive power source when moving is provided. The heating may be performed using the heat source as a heat source. Since heat is inevitably generated from a heat source used as a power source during movement, heating can be efficiently performed by effectively utilizing this heat.

According to a sixth aspect, in the case where the moving body includes a secondary battery capable of charging the electric power generated by the fuel cell, and charge state detecting means for detecting a charge state of the secondary battery, When the state of charge of the secondary battery is equal to or higher than a predetermined value, the control unit may perform heating using the engine as a heat source. If the fuel cell is operated in a state where charging of the secondary battery is not allowed, it becomes necessary to consume the power generated there somehow,
Waste may occur. In such a case, by heating using the engine as a heat source, such waste can be avoided and heating can be performed efficiently.

The predetermined value serving as a criterion for judging whether or not to permit charging can be arbitrarily set in consideration of the capacity of the secondary battery, the power generation capacity of the fuel cell, the power consumed by the mobile body during power generation, and the like. It may be a fixed value or a value that varies according to the operating state. For example, when lighting equipment is used, a predetermined value is set higher because the power charged to the secondary battery out of the power generated by the fuel cell is reduced, and when the lighting equipment is not used, the predetermined value is set. You can set a lower value.

A second heating system according to the present invention is a heating system for heating a room of a moving body on which a fuel cell and an engine are mounted, wherein a radiator for releasing supplied heat into the room is provided. The battery, an engine and a flow path for flowing a refrigerant for circulating heat by circulating the heat radiator, and a bypass flow path coupled to the flow path and short-circuiting the upstream and downstream of the heat radiator, The gist is to provide at least one switching valve between the heat radiator and the bypass flow path and a bypass flow path switching valve in the bypass flow path.

With this configuration, heat generated in both the fuel cell and the engine can be supplied to the radiator.
There is also an advantage that the size of the device can be reduced as compared with a flow channel configuration in which the heat of the fuel cell and the engine is individually conveyed to the radiator. Further, when one of the fuel cell and the engine is in a warmed-up state and the other is in a non-warmed-up state, it is also possible to easily warm up the other by using the heat of the side in the warmed-up state. In this case, in the above configuration, since the bypass flow path is provided, heat can be transferred from the warmed-up heat source to the unwarmed-up heat source by avoiding the heat radiating device, and the warm-up can be performed more efficiently. In the above configuration, the operation of the switching valve and the bypass switching valve can easily switch the heat supply state in the above-described various modes. Switching valve and bypass switching valve
Although it is preferable that the control is automatically performed by the control device, a configuration in which the driver switches manually may be adopted. The switching valve includes a valve for turning on / off the flow in the flow path, and a general mechanism having a function of adjusting the flow rate including on / off of the flow.

The present invention can be configured in various modes other than the above-described mode of the heating system. For example, you may comprise as a moving body itself which mounts the above-mentioned heating system. Further, the control method may be configured as a control method for controlling the operation of the above-described heating system, an operation control method for a moving object equipped with the heating system, or a heating method using heat of a fuel cell and an engine.

[0022]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described in the following sections based on an embodiment in which the present invention is applied to a hybrid vehicle equipped with a fuel cell and an engine. A. Device configuration

A. FIG. 1 is a schematic configuration diagram of a hybrid vehicle as an embodiment. The power sources of the hybrid vehicle of this embodiment are the engine 10 and the motor 20. As illustrated, the power system of the hybrid vehicle according to the present embodiment includes an engine 10, an input clutch 18,
Motor 20, torque converter 30, and transmission 10
0 is connected in series. That is, the crankshaft 12 of the engine 10 is connected to the motor 20 via the input clutch 18. By turning on / off the input clutch 18, transmission of power from the engine 10 can be interrupted. Rotary shaft 13 of motor 20
Is also coupled to the torque converter 30.
The output shaft 14 of the torque converter is connected to the transmission 100. The output shaft 15 of the transmission 100 is connected to an axle 17 via a differential gear 16. Hereinafter, each component will be described in order.

The engine 10 is a normal gasoline engine. However, the engine 10 sets the opening / closing timing of an intake valve for sucking a mixture of gasoline and air into a cylinder and an exhaust valve for discharging exhaust gas after combustion from the cylinder relative to the vertical movement of the piston. It has an adjustable mechanism (hereinafter, this mechanism is called a VVT mechanism). Since the configuration of the VVT mechanism is well known, detailed description is omitted here. Engine 10
By adjusting the opening / closing timing so that each valve closes with a delay with respect to the vertical movement of the piston, a so-called pumping loss can be reduced. As a result,
When the engine 10 is motored, the torque to be output from the motor 20 can be reduced. When power is output by burning gasoline, the VVT mechanism is controlled so that each valve opens and closes at a timing with the highest combustion efficiency according to the rotation speed of the engine 10.

The motor 20 is a three-phase synchronous motor,
A rotor 22 having a plurality of permanent magnets on an outer peripheral surface and a stator 24 around which a three-phase coil for forming a rotating magnetic field is wound. The motor 20 is driven to rotate by interaction between a magnetic field generated by a permanent magnet provided on the rotor 22 and a magnetic field formed by a three-phase coil of the stator 24. When the rotor 22 is rotated by an external force, an electromotive force is generated at both ends of the three-phase coil by the interaction of these magnetic fields. The motor 20 includes the rotor 2
It is also possible to apply a sine wave magnetized motor in which the magnetic flux density between the stator 2 and the stator 24 has a sine distribution in the circumferential direction. However, in the present embodiment, a non-sine wave magnetized motor capable of outputting a relatively large torque is used. A magnetic motor was applied.

As a power source for the motor 20, a battery 50 is used.
And a fuel cell system 60. The main power supply is a fuel cell system 60. The battery 50 is used as a power supply for supplying electric power to the motor 20 to supplement the failure when the fuel cell system 60 has failed or is in a transitional operation state in which sufficient electric power cannot be output. The power of the battery 50 is mainly supplied to a control unit 70 that mainly controls the hybrid vehicle and power devices such as lighting devices.

A changeover switch 84 for switching the connection state is provided between the motor 20 and each power supply. The changeover switch 84 can arbitrarily switch the connection state among the three members of the battery 50, the fuel cell system 60, and the motor 20. The stator 24 has a changeover switch 84
And a drive circuit 51 to electrically connect to the battery 50. The changeover switch 84 and the drive circuit 52
Through the fuel cell system 60. Each of the drive circuits 51 and 52 is configured by a transistor inverter, and a plurality of transistors are provided for each of the three phases of the motor 20 by using a pair of a source side and a sink side. These drive circuits 51 and 52 are electrically connected to the control unit 70. When the control unit 70 performs PWM control of the on / off time of each transistor of the drive circuits 51 and 52, the pseudo three-phase alternating current using the battery 50 and the fuel cell system 60 as power sources is applied to the stator 2.
4 and a rotating magnetic field is formed. The motor 20 functions as an electric motor or a generator as described above by the action of the rotating magnetic field.

FIG. 2 is an explanatory diagram showing a schematic configuration of the fuel cell system. The fuel cell system 60 includes a methanol tank 61 for storing methanol, a water tank 62 for storing water, a burner 63 for generating combustion gas, a compressor 64 for compressing air, and an evaporator provided with the burner 63 and the compressor 64 in parallel. Reformer 65, reformer 6 that generates fuel gas by reforming reaction
6. C to reduce carbon monoxide (CO) concentration in fuel gas
The main components are the O reduction unit 67 and the fuel cell 60A that obtains an electromotive force by an electrochemical reaction. The operations of these units are controlled by the control unit 70.

The fuel cell 60A is a solid polymer electrolyte fuel cell, and is formed by stacking a plurality of cells comprising an electrolyte membrane, a cathode, an anode, and a separator. The electrolyte membrane is, for example, a proton-conductive ion exchange membrane formed of a solid polymer material such as a fluorine-based resin. The cathode and the anode are both formed of carbon cloth woven from carbon fibers. The separator is formed of a gas-impermeable conductive member such as dense carbon which is made gas-impermeable by compressing carbon. A flow path for the fuel gas and the oxidizing gas is formed between the cathode and the anode.

The components of the fuel cell system 60 are connected as follows. The methanol tank 61 is connected to the evaporator 65 by a pipe. The pump P2 provided in the middle of the pipe supplies methanol, which is a raw fuel, to the evaporator 65 while adjusting the flow rate. The water tank 62 is similarly connected to the evaporator 65 by piping. The pump P3 provided in the middle of the pipe supplies water to the evaporator 65 while adjusting the flow rate. The methanol pipe and the water pipe merge into one pipe downstream of the pumps P2 and P3, respectively, and are connected to the evaporator 65.

The evaporator 65 vaporizes the supplied methanol and water. The evaporator 65 is provided with a burner 63 and a compressor 64. The evaporator 65 boils and vaporizes methanol and water by the combustion gas supplied from the burner 63. The fuel of the burner 63 is methanol. The methanol tank 61 is connected to the burner 63 in addition to the evaporator 65 by piping. Methanol is supplied to a burner 63 by a pump P1 provided in the middle of the pipe.
Supplied to The burner 63 also has a fuel cell 60A.
Fuel exhaust gas not consumed by the electrochemical reaction in the above is also supplied. The burner 63 mainly burns the latter of methanol and fuel exhaust gas. The combustion temperature of the burner 63 is controlled based on the output of the sensor T1.
It is kept between 0 ° C and 1000 ° C. The combustion gas of the burner 63 rotates the turbine when being transferred to the evaporator 65,
The compressor 64 is driven. The compressor 64 takes in air from outside the fuel cell system 60, compresses the air, and supplies the compressed air to the anode side of the fuel cell 60A.

The evaporator 65 and the reformer 66 are connected by a pipe. The raw fuel gas obtained in the evaporator 65, that is, a mixed gas of methanol and steam, is transported to the reformer 66. The reformer 66 reforms the supplied raw fuel gas composed of methanol and water to generate a hydrogen-rich fuel gas. A temperature sensor T2 is provided in the middle of the transfer pipe from the evaporator 65 to the reformer 66, and the amount of methanol supplied to the burner 63 is controlled so that the temperature is normally a predetermined value of about 250 ° C. Controlled. Note that oxygen is involved in the reforming reaction in the reformer 66. In order to supply oxygen required for the reforming reaction, the reformer 66 is provided with a blower 68 for supplying air from outside.

The reformer 66 and the CO reduction section 67 are connected by a pipe. The hydrogen-rich fuel gas obtained in the reformer 66 is supplied to the CO reduction unit 67. In the reaction process in the reformer 66, usually, carbon monoxide (C
O) is contained in a certain amount. The CO reduction unit 67 reduces the concentration of carbon monoxide in the fuel gas. This is because, in a polymer electrolyte fuel cell, carbon monoxide contained in the fuel gas inhibits the reaction at the anode and lowers the performance of the fuel cell. The CO reduction unit 67 reduces the concentration of carbon monoxide by oxidizing carbon monoxide in the fuel gas to carbon dioxide.

The CO reducing section 67 and the anode of the fuel cell 60A are connected by a pipe. The fuel gas having a reduced carbon monoxide concentration is subjected to a cell reaction on the cathode side of the fuel cell 60A. Further, as described above, the fuel cell 6
A pipe for sending compressed air is connected to the cathode side of 0A. This air is supplied to the cell reaction on the anode side of the fuel cell 60A as an oxidizing gas.

The fuel cell system 60 having the above configuration
Can supply power by a chemical reaction using methanol and water. In the present embodiment, the operation state of the fuel cell is controlled according to the remaining amounts of methanol and water in the methanol tank 61 and the water tank 62. In order to realize such control, a capacity sensor 61 is provided in each tank.
a, 62a are provided. In the present embodiment, the fuel cell system 60 using methanol and water is mounted. However, the fuel cell system 60 is not limited to this. For example, gasoline / natural gas reforming, fuel cell using pure hydrogen, etc. Various configurations can be applied.

In the following description, the fuel cell system 6
0 are collectively referred to as a fuel cell 60. Also,
Methanol and water used for power generation by the fuel cell are collectively called FC fuel. Both capacities are not always the same. In the following description, the FC fuel amount means a capacity on a side that restricts power generation by the fuel cell. In other words, it means the capacity of methanol and water on the side that runs short first when power generation is continued.

The torque converter 30 is a known power transmission mechanism using a fluid. The input shaft of the torque converter 30, that is, the output shaft 13 of the motor 20, and the output shaft 14 of the torque converter 30 are not mechanically coupled,
They can rotate with each other slipping. Further, the torque converter 30 is also provided with a lock-up clutch that couples the two rotating shafts under predetermined conditions so that the two rotating shafts do not slip. ON / OFF of the lock-up clutch is controlled by the control unit 70.

The transmission 100 includes a plurality of gears, clutches, one-way clutches, brakes, and the like, and converts the torque and the rotation speed of the output shaft 14 of the torque converter 30 by switching the gear ratio, thereby forming the output shaft 15. It is a mechanism that can transmit. In this embodiment, a transmission that can realize five forward speeds and one reverse speed is applied. Transmission 100
Is set by the control unit 70 according to the vehicle speed and the like. The driver can change the range of the shift speed to be used by manually operating the shift lever provided in the vehicle and selecting the shift position.

In the hybrid vehicle of this embodiment, the motive power output from the energy output source such as the engine 10 is also used for driving auxiliary equipment. As shown in FIG.
An auxiliary device driving device 82 is connected to 0. Engine 1
The compressor of the air conditioner driven by using power such as 0, a hydraulic pump for power steering, a pump for flowing a refrigerant in a heating system described later, and the like correspond to the auxiliary equipment. The accessory drive device 82 is, specifically, an engine 10
Is connected via a belt to a pulley provided on the crankshaft via an auxiliary machine clutch 19, and is driven by the rotational power of the crankshaft.

The accessory driving device 82 is also connected to an accessory driving motor 80. Auxiliary drive motor 80
Is connected to the fuel cell 60 and the battery 50 via the changeover switch 83. The auxiliary drive motor 80 is
It has a configuration similar to that of the motor 20, is driven by the power of the engine 10, and can generate power. The electric power generated by the accessory driving motor 80 can charge the battery 50. Further, the accessory driving motor 80 is
Powering can also be performed by receiving power supply from the battery 50 and the fuel cell 60. In the hybrid vehicle according to the present embodiment, the operation of the engine 10 is stopped under predetermined conditions. Even at this time, the accessory driving device 82 can be driven by the accessory driving motor 80. When the accessory is driven by the accessory drive motor 80, the accessory clutch 19 between the engine 10 and the accessory drive 82 is released to reduce the burden.

The hybrid vehicle of this embodiment is provided with an ignition switch 88 as shown in FIG. The ignition switch 88 is off, accessories,
It can be operated to four positions, ON and START. When the ignition switch 88 is off, all devices mounted on the vehicle, including the engine 10 and the fuel cell 60, do not operate. When the ignition switch 88 is turned off and the accessory is turned on, the operation of the engine 10 is prohibited, but the fuel cell 60 and the battery 50 can be used. When the ignition switch 88 is started, the engine 10 is started. When the user releases his hand in this state, the ignition switch 88 shifts to the ON position and is held there. In a hybrid vehicle, the operation of the engine 10 is not always necessary, so that the ignition switch 88 being in the ON position corresponds to a state in which the operation of the engine 10 and the fuel cell 60 is permitted.

The hybrid vehicle of this embodiment is provided with a mechanism for heating the room using the fuel cell 60 and the engine 10 as heat sources. FIG. 3 is an explanatory diagram showing a schematic configuration of the heating system. The heat generated in the engine 10 and the fuel cell 60 is transferred to a room heater 30 by a coolant, specifically, cooling water.
A mechanism for heating the room by transporting the room to zero was applied. Although it is possible to adopt a configuration in which the cooling water of the engine 10 and the cooling water of the fuel cell 60 are individually transported to the indoor heater 300, in this embodiment, a configuration in which the cooling water is transported by one system is applied. By doing so, there is an advantage that the flow path configuration can be reduced in size.

As shown in FIG. 3, the heating system includes the engine 1
0, a flow path 303 for circulating the cooling water through the fuel cell 60 and the indoor heater 300, a pump 301 serving as a power source for flowing the cooling water into the flow path 303, and valves 302A, 302B, 302C for adjusting the flow rate. It is composed of The flow path 303 includes a flow path that circulates the engine 10, the fuel cell 60, and the indoor heater 300, and a bypass flow path that bypasses the indoor heater 300 and flows between the fuel cell 60 and the engine 10. With these flow path configurations, the interior of the room can be heated by transferring the heat of the fuel cell 60 and the engine 10 to the indoor heater 300.

FIG. 4 is an explanatory diagram showing a list of open / closed states of the valve. The open / close state of the valve is set in advance according to the state of the engine water temperature and the fuel cell water temperature. Case A
Is a case where both the engine 10 and the fuel cell 60 are in a high temperature state. In the present embodiment, the high temperature state means a state in which so-called warm-up is completed. In case A, valves 302A and 302C are opened and 302B is closed. The cooling water flows from the engine 10 through the fuel cell 60 and the indoor heater 300 in the direction indicated by the arrow in FIG. For this reason,
The heat of both the engine 10 and the fuel cell 60 can be efficiently transferred to the indoor heater 300.

Case B is a case where the engine 10 is in a low temperature state and the fuel cell 60 is in a high temperature state. In case B,
Open all bubbles. At this time, since the cooling water also flows through the bypass flow path, a part of the heat of the fuel cell 60 can be transported to the engine 10 without heat radiation by the indoor heater.

Case C is a case where the engine 10 is in a high temperature state and the fuel cell 60 is in a low temperature state. In case C,
Open all bubbles. At this time, since the cooling water also flows through the bypass flow passage, a part of the heat of the engine 10 can be transported to the fuel cell 60 without heat radiation by the indoor heater.

Case D is a case where both the engine 10 and the fuel cell 60 are in a low temperature state. In case D, all valves are closed. At this time, the cooling water does not flow through any of the flow paths. Therefore, it is possible to avoid excessive cooling of the indoor heater 300, and it is possible to suppress a decrease in indoor temperature.

In the hybrid vehicle of this embodiment, the engine 10, the motor 20, the torque converter 30, the transmission 1
The control unit 70 controls the operation of the auxiliary drive motor 80 and the heating system (see FIG. 1). The control unit 70 is a one-chip microcomputer including a CPU, a RAM, a ROM, and the like therein, and the CPU performs various control processes described later according to a program recorded in the ROM. Various input / output signals are connected to the control unit 70 to realize such control. FIG.
FIG. 4 is an explanatory diagram showing connection of input / output signals to the control unit 70. A signal input to the control unit 70 is shown on the left side of the drawing, and a signal output from the control unit 70 is shown on the right side.

The signals input to the control unit 70 are signals from various switches and sensors. Such signals include, for example, remaining gasoline, remaining FC fuel, fuel cell temperature, engine speed, engine water temperature, ignition switch, remaining battery charge SOC, battery temperature, vehicle speed, oil temperature of torque converter 30, shift position,
There are ON / OFF of a side brake, a depression amount of a foot brake, a temperature of a catalyst for purifying exhaust of the engine 10, an accelerator opening, an ON / OFF of a heating switch, a vehicle interior temperature, and the like. Although many other signals are input to the control unit 70, they are not shown here.

The signal output from the control unit 70 is
These are signals for controlling the engine 10, the motor 20, the torque convertor 30, the transmission 100, and the like. Such signals include, for example, an ignition signal for controlling the ignition timing of the engine 10, a fuel injection signal for controlling the fuel injection, an auxiliary equipment drive motor control signal for controlling the operation of the auxiliary equipment drive motor 80, and the operation of the motor 20. Control signal for controlling the transmission, the transmission 10
0, a transmission control signal for switching the gear position, a control signal for the input clutch 18 and the auxiliary clutch 19, a signal for controlling auxiliary equipment such as a control signal for an air conditioner compressor and a hydraulic pump, a control signal for a wind motor, and a power supply for the motor 20 Control signal of the changeover switch 84, the control signal of the changeover switch 83 of the power supply of the auxiliary machine driving motor 80, the fuel cell system 6
0 control signal. Although many other signals are output from the control unit 70, they are not shown here.

B. General operation: Next, a general operation of the hybrid vehicle of the present embodiment will be described. As described above with reference to FIG. 1, the hybrid vehicle of the present embodiment includes the engine 10 and the motor 20 as power sources. The control unit 70 uses both of them according to the traveling state of the vehicle, that is, the vehicle speed and the torque. The proper use of both is set in advance as a map and stored in the ROM in the control unit 70.

FIG. 6 is an explanatory diagram showing the relationship between the running state of the vehicle and the power source. A region MG in the drawing is a region where the vehicle runs using the motor 20 as a power source. The area outside the area MG is an area where the vehicle runs using the engine 10 as a power source.
Hereinafter, the former is referred to as EV running, and the latter is referred to as engine running. According to the configuration of FIG. 1, it is possible to run using both the engine 10 and the motor 20 as power sources, but in the present embodiment, such a running region is not provided.

As shown in the figure, when the hybrid vehicle according to the present embodiment starts running with the ignition switch 88 turned on, the hybrid vehicle first starts in EV running. In such a region, the vehicle travels with the input clutch 18 turned off. When the vehicle started by the EV running reaches the running state near the boundary between the area MG and the area EG in the map of FIG. 6, the control unit 70 turns on the input clutch 18 and starts the engine 10. When the input clutch 18 is turned on, the engine 10 is rotated by the motor 20. The control unit 70 injects and ignites fuel at the timing when the rotation speed of the engine 10 increases to a predetermined value.
After the engine 10 is started in this way, the vehicle runs in the region EG using only the engine 10 as a power source. When traveling in such a region is started, the control unit 70 shuts down all the transistors of the drive circuits 51 and 52.
As a result, the motor 20 simply turns idle.

The control unit 70 performs the control of switching the power source in accordance with the running state of the vehicle as described above, and also performs the process of switching the shift speed of the transmission 100. The switching of the gear stage is performed based on a map set in advance in the running state of the vehicle, similarly to the switching of the power source. The map differs depending on the shift position. FIG. 6 shows maps corresponding to the D position, the 4 position, and the 3 position. 1st, 2nd, 3rd, 4t in the figure
“h” and “5th” indicate the speed stages, and the speed ratio decreases in this order. As shown in this map, the control unit 70 switches the gear so that the gear ratio decreases as the vehicle speed increases.

C. Heating control processing: As described above, the present embodiment is provided with a heating system that uses the fuel cell 60 and the engine 10 as heat sources, and selectively uses these heat sources according to the driver's request and the driving state of the vehicle. Heating can be done. Heating control is performed by the control unit 70 (see FIG. 1).
Is realized by executing the control routine shown below.

FIG. 7 is a flowchart of a heating control processing routine. The CPU repeatedly executes a heating control processing routine at a predetermined timing together with other routines related to the operation control of the hybrid vehicle.

In the heating control processing routine, the CPU
Are input (step S10), and it is determined whether or not there is a heating request (step S12). When there is no heating request, there is no need to perform heating.
Heating system valves 302A, 302B, 302 shown in FIG.
C is all closed (step S16), and the heating control processing routine ends. The reason why the valve is closed is to prevent a decrease in the room temperature by stopping the flow of the refrigerant in the heating system. The presence or absence of a heating request may be determined by turning on / off a heating switch, or may be determined based on a difference between a target indoor temperature set by a driver and an actually detected indoor temperature.

If it is determined in step S12 that there is a heating request, it is determined whether the fuel cell 60, which is the heat source, and the engine 10 are in a state capable of heating. That is, it is determined whether the warm-up of the fuel cell 60 and the engine 10 has been completed. This determination is made, for example, by the fuel cell 6
0, it can be determined by detecting each cooling water temperature of the engine 10.

The CPU performs the following three types of control depending on the warm-up state of the heat source, that is, the opening / closing control of each valve based on the opening / closing map shown in FIG. When both the fuel cell 60 and the engine 10 have not been warmed up, this corresponds to case D in FIG. 4 and heating cannot be performed. Therefore, the valves 302A, 302B, and 302C are all closed (step S16). The heating control processing routine ends. By closing the valve, a drop in room temperature can be avoided. In this case, control for warming up either the fuel cell 60 or the engine 10 may be performed together.
During the operation of the hybrid vehicle, the warm-up process is usually performed by another control routine related to the drive in order to use either the fuel cell 60 or the engine 10 as a power source. Then, you do not have to give the warm-up instruction.

In step S14, if both the fuel cell 60 and the engine 10 have been warmed up, this corresponds to case A in FIG.
302C is opened and the valve 302B is closed (step S
20). At this time, the refrigerant is the engine 10, the fuel cell 6
0, circulates through the indoor heater 300 and flows. Therefore, heating can be performed using both the engine 10 and the fuel cell 60 as heat sources. When heating is performed using both the engine 10 and the fuel cell 60 as heat sources, a large amount of heat is supplied, and if there is a possibility that the temperature inside the room may rise excessively, the valve 302B is also opened, and the indoor heater 300 is opened. Control for reducing the flow rate of the supplied refrigerant may be performed together.

If it is determined in step S14 that only one of the fuel cell 60 and the engine 10 is in a warm-up state, all valves are fully opened (step S18).
Such a state includes a case B in FIG. 4, that is, a state in which the fuel cell 60 has been warmed up and the engine 10 has not been warmed up,
And Case C, ie, a state in which the fuel cell 60 has not been warmed up and the engine 10 has been warmed up. When all the valves are fully opened, the refrigerant circulates through the engine 10, the fuel cell 60, and the indoor heater 300, and also flows through a bypass flow path that bypasses the indoor heater 300. Since the refrigerant flows through the indoor heater 300, the heating by the heat of the fuel cell in the case B and the heat of the engine 10 in the case C can be performed.

The warming-up of the unheated heat source can be promoted by the refrigerant flowing through the bypass flow passage. Case B
In this case, the refrigerant having a high temperature in the fuel cell 60 passes through the bypass flow path and is supplied to the engine 10 at a relatively high temperature without being radiated by the indoor heater. This heat promotes warm-up of the engine 10. In case C, engine 1
Since the refrigerant having a high temperature at 0 is supplied to the fuel cell 60, the warm-up of the fuel cell 60 can be promoted. If there is no bypass flow path, after passing through the fuel cell 60,
After the heat is radiated by the indoor heater 300 and the temperature of the refrigerant is further reduced, the refrigerant is recirculated to the engine 10. Can be avoided. Therefore, by using the bypass flow passage, the temperature of the refrigerant circulated to the engine 10 and, consequently, the temperature of the refrigerant supplied to the fuel cell 60 can be maintained at a relatively high state. Can be promoted.

In the present embodiment, as described above, heating is performed by controlling the opening and closing of the valve in accordance with the presence or absence of a heating request and the warm-up state of the fuel cell 60 and the engine 10 serving as a heat source. Note that, in this flowchart, the description has been made focusing on the proper use of the heat source, and thus the state of the valve is simply opened or closed. In practice, it is desirable to adjust the opening degree of the valve by feedback control so that the room temperature matches the temperature requested by the driver.

According to the hybrid vehicle of the present embodiment described above, heating can be efficiently performed by using two heat sources, ie, the fuel cell 60 and the engine 10. When only one of the heat sources has been warmed up, the heat source that has not been warmed up can be warmed up by using the heat of the heat source that has been warmed up. Therefore, generally, both heat sources can be brought into a warm-up state without performing a warm-up operation with low efficiency, and the operating efficiency of the hybrid vehicle can be improved. Furthermore, in the hybrid vehicle of the present embodiment, since the bypass flow path is provided in the heating system, there is an advantage that the other heat source can be efficiently warmed up by using the heat generated from the heat source that has already been warmed up.

In the above embodiment, the heating system has been described as circulating the refrigerant in one direction. You may apply the structure which can circulate a refrigerant | coolant bidirectionally. As shown in FIG. 3, in the present embodiment, valves are provided on the upstream side and the downstream side of the indoor heater 300, respectively. A configuration in which one of the upstream and downstream valves is omitted is also possible. However, if the valves are provided on both the upstream and downstream sides, the flow of the refrigerant passing through the indoor heater 300 can be more reliably stopped when heating is not performed, and the indoor temperature can be prevented from lowering.

D. Second Embodiment: The hardware configuration of the hybrid vehicle of the second embodiment is the same as that of the hybrid vehicle of the first embodiment. In the second embodiment, the processing contents of the heating control processing routine are different from those in the first embodiment. In the first embodiment, the case where the heat source is selectively used according to the warm-up state of the fuel cell 60 and the engine 10 is illustrated. In the second embodiment, a case where the heat source is properly used in consideration of whether the vehicle is running, the state of charge of the battery 50, and the environmental temperature in which the vehicle is placed is illustrated.

FIG. 8 is a flowchart of a heating control processing routine according to the second embodiment. This is a process repeatedly executed by the CPU in the control unit 70. In the routine,
The CPU inputs a signal (step S30), and determines whether any of the conditions of no heating request or unheated of both the fuel cell 60 and the engine 10 are satisfied (step S32). When the former condition is satisfied, it means that heating is not necessary. When the latter condition is satisfied, it means that the heat source is not in a state capable of heating. Then, the heating control processing routine ends without performing any processing. Of course, as in the first embodiment, a process for closing all valves may be performed.

If it is determined in step S32 that there is a heating request and at least one of the fuel cell 60 and the engine 10 is in a warmed-up state, the heat sources are selectively used in accordance with the following processing. First, the CPU determines whether the vehicle is running (step S3).
4). This determination is made based on whether the shift lever is in a shift position that is used only when the vehicle is stopped, for example, whether the vehicle is in a parking position, whether the vehicle speed is equal to or lower than a predetermined value, whether the accelerator is fully closed, or It can be performed by a combination or the like of these.

When it is determined that the vehicle is traveling, the power source used for traveling is selected according to the map of FIG. 6 as described in the first embodiment. Since the power source used during traveling inevitably generates heat, the heat can be effectively used for heating. From this point of view, the CPU
The power source used for traveling is set as a heat source for heating (step S36).

If it is determined in step S34 that the vehicle is stopped, the CPU properly uses the heat source based on the state of charge of the battery 50. Remaining capacity S of battery 50
If the OC is higher than the predetermined reference value Slim (step S38), it is determined that further charging is to be suppressed, and it is necessary to refrain from operating the fuel cell 60. Therefore, the CPU uses the engine 10 as a heat source for heating (step S40). This is because if the fuel cell 60 is operated, the electric power generated there will be wasted and the operation efficiency will be reduced. In the second embodiment, in step S40, the engine 10 is used as a heat source for heating regardless of the warm-up state of the engine 10. This is because even when the engine is not warmed up, it can be used for heating when operation is started. Engine 1
If 0 is not warmed up, a process that does not perform heating may be applied.

Here, the criterion value Slim for determining the state of charge will be described. The reference value Slim can be arbitrarily set in consideration of the capacity of the battery 50, the power generation capacity of the fuel cell 60, the power consumed by the vehicle, and the like. It may be a fixed value or a value that varies according to the operating state. For example, when using electrical equipment such as lighting equipment,
If you increase the value of m and do not use lighting equipment,
The value of Slim may be set low.

In step S38, when the remaining capacity SOC of the battery 50 is less than the predetermined value Slim, that is, when it is determined that the battery 50 has a sufficient charge margin, the CPU determines based on the environmental temperature of the vehicle. Use different heat sources. Here, the room temperature T is set to a predetermined reference temperature Tu.
It is determined whether it is lower (step S42). When it is determined that the room temperature T is lower than the predetermined reference temperature Tu, that is, a very low temperature, a large amount of heat is required for heating, so that both the fuel cell 60 and the engine 10 are selected as heat sources ( Step S46). When the room temperature T is equal to or higher than the reference temperature Tu, a large amount of heat is not required, so the fuel cell 60 is selected as a heat source (step S44). Although the engine 10 may be used as a heat source, the fuel cell 60 is used as a heat source in consideration of the advantages that the fuel cell 60 is more efficient and environmentally friendly and that the generated power can be charged to the battery 50. And

This embodiment has exemplified the case where it is determined whether or not the room temperature T is extremely low. It may be determined whether the temperature of the heat source of the fuel cell 60 and the engine 10 is extremely low or not. The determination may be made using the ambient temperature where the vehicle is placed, for example, the outside air temperature. The reference value Tu can be set to an arbitrary value depending on which temperature is used to determine the cryogenic temperature.
The reference value Tu is a value that serves as a criterion for determining whether heating is performed by one or both of the fuel cell 60 and the engine 10. Therefore, for example, the reference value Tu can be set in consideration of the maximum heat generation amount of each heat source. . In addition, whether or not the temperature is extremely low can be regarded as whether or not rapid heating is required, and since it greatly depends on the occupant's feeling, a configuration in which the driver can arbitrarily set the reference value Tu. May be adopted.

As described above, when the CPU sets the heat source to be used for heating based on each condition, the CPU operates the selected heat source and controls the opening and closing of the heating system valve. The control of the valve is as per the table shown in FIG. That is, when both the fuel cell 60 and the engine 10 are used as a heat source (step S46), the valve 3
02A and 302C are opened, and the valve 302B is closed. When one of the fuel cell 60 and the engine 10 is used as a heat source (steps S36, S40, S44), all valves are opened.

According to the hybrid vehicle of the second embodiment,
Not only the warm-up state of the heat source but also the running state of the vehicle, the charged state of the battery 50, and the ambient temperature can be comprehensively considered to properly use the heat source. Therefore, efficient heating can be realized according to the state of the vehicle.

E. Third Embodiment: The hardware configuration of the hybrid vehicle of the third embodiment is the same as that of the hybrid vehicle of the first embodiment. In the third embodiment, the processing content of the heating control processing routine is different from that of the first embodiment. In the first embodiment, the case where the heat source is selectively used according to the warm-up state of the fuel cell 60 and the engine 10 is illustrated. The third embodiment exemplifies a case where a heat source is properly used according to the state of an ignition switch.

FIG. 9 is a flowchart of a heating control processing routine in the third embodiment. This is a process repeatedly executed by the CPU in the control unit 70. In the routine,
The CPU inputs a signal (step S50), and determines whether or not there is no heating request, or whether any condition of both the fuel cell 60 and the engine 10 that has not been warmed up is satisfied (step S52). When the former condition is satisfied, it means that heating is not necessary. When the latter condition is satisfied, it means that the heat source is not in a state capable of heating. Then, the heating control processing routine ends without performing any processing. Of course, as in the first embodiment, a process for closing all valves may be performed.

If it is determined in step S52 that there is a heating request and that at least one of the fuel cell 60 and the engine 10 is in a warmed-up state, the heat sources are selectively used according to the state of the ignition switch. Do. As described above with reference to FIG. 1, the ignition switch has four positions: off, accessory, on, and start. The on position is a position that is taken when the driver intends to run the vehicle.
0, a position intended for operation of both the fuel cell 60. In other words, this is the position where the operation of the engine 10 is allowed. The accessory is a position that is intended when the electric device is intended to be used and the vehicle is not intended to travel, in other words, a position where the operation of the engine 10 is prohibited. Off is a position intended to stop all operations of the vehicle, in other words, a position in which operation of both the engine 10 and the fuel cell 60 is prohibited.

If it is determined that the ignition switch is not turned on (step S54), the operation of the engine 10 is prohibited, and the CPU selects the fuel cell 60 as a heat source for heating (step S58). If the ignition switch is off, it is usually determined in step S52 that the heating process is not necessary.
Step 8 is executed when the ignition switch is in the accessory position.

If the ignition switch is ON (step S54), the driver normally intends to run the vehicle, so the CPU selects the power source as a heat source for heating (step S56). . When the vehicle is stopped, the fuel cell 60 is used as a heat source for heating because the vehicle is included in the MG traveling region according to the map in FIG. The fuel cell 60 is also used as a heat source for heating according to the map of FIG. 6 during traveling at low speed and low torque. During traveling at high speed and high torque, the engine 10 is used as a heat source for heating.

Here, for simplification of the control processing, the case where the power source is used as a heat source when the ignition switch is turned on is illustrated. At the on-position, there is room to selectively use the engine 10 and the fuel cell 60. Therefore, the control process of the second embodiment may be applied to selectively use the heat source.

According to the hybrid vehicle of the third embodiment described above, by giving the highest priority to the operation state of the ignition switch, it is possible to properly use the heat source according to the driver's intention. For example, when it is desired to avoid the generation of noise, the driver can set the ignition switch to the accessory position, and
Heating without using 0 can be easily performed.

F. Fourth Embodiment: The hardware configuration of the hybrid vehicle of the fourth embodiment is the same as that of the hybrid vehicle of the first embodiment. In the fourth embodiment, the heating control process is the first.
It is slightly different from the embodiment. The control process of the fourth embodiment is the same as the first embodiment.
As in the embodiment, the heat source is selectively used depending on the warm-up state of the fuel cell 60 and the engine 10. The fourth embodiment is directed to heating control processing during a stop, and differs from the first embodiment in that the operation of the heat source that is not used for heating is stopped.

FIG. 10 is a flowchart of a heating control processing routine according to the fourth embodiment. As in the first embodiment,
This is a process repeatedly executed by the CPU in the control unit 70. The heating control processing routine of the fourth embodiment is executed in a state where the vehicle is stopped and the engine 10 and the fuel cell 60 have a degree of freedom of operation and stop.

In the heating control processing routine, the CPU inputs a signal (step S70) and determines whether or not there is a heating request (step S72). When there is no heating request, since there is no need to perform heating, the operations of both the fuel cell 60 and the engine 10 are stopped (step S74), and the heating control processing routine is ended. At this time, the valve is
As in the embodiment, it is desirable to be fully closed.

If it is determined in step S72 that there is a heating request, it is determined whether or not engine 10 as a heat source has been warmed up (step 76). Engine 10
If the warm-up of the fuel cell 60 is not completed, the fuel cell 60 is used as a heat source for heating and the operation of the engine 10 is stopped regardless of whether the warm-up of the fuel cell 60 is completed (step S78). ). This is because, when the fuel cell 60 is not warmed up, it is more preferable to warm up the fuel cell 60 and perform heating than to warm up the engine 10 and perform heating. Also, the fuel cell 60 can realize more efficient heating. According to the table of FIG. 4, when both the fuel cell 60 and the engine 10 are not warmed up, the valve of the heating system is fully closed. However, in the fourth embodiment, the fuel cell 60 is closed. To perform the used heating, the valves 302A and 302C are opened and the valve 302B is closed. When the fuel cell 60 is sufficiently warmed up, all valves are opened as shown in the table of FIG. The fuel cell 60 and the engine 10
If both are not warmed up, heating may not be performed.

If it is determined in step S76 that the engine 10 has been warmed up, the fuel cell 60 has also been warmed up (step S80), that is, the fuel cell 60 and the engine 10 have been warmed up.
If both have been warmed up, both are operated to perform heating. As shown in the table of FIG.
302C is opened and the valve 302C is closed. Fuel cell 6
If 0 is not warmed up (step S80), the engine 10
Only the operation is performed, and the fuel cell 60 is stopped to perform heating. As shown in the table of FIG. 4, all valves are open.

According to the hybrid vehicle of the fourth embodiment,
Since the operation of the heat source not used for heating is stopped, fuel can be saved. Further, by using the fuel cell 60 preferentially, it is possible to realize efficient and environmentally-friendly heating.

G. Modifications: Various configurations other than those illustrated in FIG. 3 can be applied to the heating system. FIG. 11 is an explanatory diagram showing a heating system as a first modification. In the embodiment, the flow path is configured to circulate the engine 10, the fuel cell 60, and the indoor heater 300. The first modified example is different from the embodiment in that a flow path for circulating the indoor heater 300 and the fuel cell 60 and a flow path for circulating the indoor heater and the engine 10 are provided in parallel. However, instead of using a completely separate system, a configuration is adopted in which two systems share a flow path in the vicinity of the indoor heater 300. By providing a common part in this way,
As in the embodiment, there is an advantage that the flow path configuration can be reduced in size, and that only one pump 301 for flowing the refrigerant is required.

In the first modification, a valve 302D for adjusting the flow rate on the engine 10 side and a valve 302E for adjusting the flow rate on the fuel cell 60 side are provided. Valve 30
When 2D is opened and the valve 302E is closed, the refrigerant circulates between the engine 10 and the indoor heater 300. Valve 3
When 02D is closed and the valve 302E is opened, the refrigerant circulates between the fuel cell 60 and the indoor heater 300. When both valves are opened, the refrigerant flows through the fuel cell 60, the engine 1
Circulating between 0 and the indoor heater as shown by the arrow in the figure.

According to the heating system of the first modified example, similarly to the embodiment, the heat source to be used for heating can be selectively used, and when only one of the heat sources is in a warm-up state, the heat is flexibly utilized. There are advantages that can be. The case where the fuel cell 60 is warmed up and the engine 10 is not warmed up will be described as an example. In the first embodiment, since the refrigerant passes through both the fuel cell 60 and the engine 10, the heat of the fuel cell 60 is necessarily used for warming up the engine 10. In the first modified example, if the valve 302D is closed and the valve 302E is opened, all the heat of the fuel cell 60 can be supplied to the indoor heater 300, and the room can be efficiently heated. By opening both valves, the heat of the fuel cell 60 can be used for warming up the engine 10. Engine 1
Even when only 0 is in a warm-up state, the heat can be used only for heating the room, or can be used for both warm-up and heating of the fuel cell 60.

FIG. 12 is an explanatory diagram showing a heating system as a second modification. In the flow path configuration as the first modified example, a bypass flow path BP for short-circuiting the fuel cell 60 and the engine 10 is further provided. The flow of the bypass passage BP is
It is adjusted by opening and closing 2F. The bypass passage BP of the second modified example can be utilized similarly to the bypass passage in the embodiment.

Consider a state in which the fuel cell 60 has been warmed up and the engine 10 has not been warmed up. At this time, the valve 302D is closed, and the valves 302E and 302F are opened. Valve 30
Since the 2D is closed, the refrigerant does not flow in the area indicated by hatching in the figure. The refrigerant circulates through the indoor heater 300 and the fuel cell 60, and also circulates in the order of the fuel cell 60, the bypass passage BP, the engine 10, and the indoor heater 300. Therefore, similarly to the embodiment, the high-temperature refrigerant can be directly supplied to the engine 10 from the fuel cell 60,
The warm-up of the engine 10 can be promoted. Also in this case, if the valve 302F is closed, the fuel cell 60
Can be supplied to the indoor heater 300, and the indoor heating can be promoted. Here, the case where the fuel cell 60 has been warmed up has been described as an example, but the same utilization can be made when only the engine 10 has been warmed up. Therefore, according to the configuration of the second modified example, it is possible to more flexibly utilize the heat of the heat source.

The configuration of the hybrid vehicle is not limited to the configuration illustrated in the embodiment (FIG. 1). Fuel cell 6
0 and the engine 10 may be mounted as power sources. It is not necessary that the power of the engine 10 can be mechanically transmitted to the drive shaft, and a so-called series hybrid vehicle may be used.

As described above, various embodiments of the present invention have been described. However, the present invention is not limited to these embodiments.
It goes without saying that various configurations can be adopted without departing from the spirit thereof. For example, the above-described control processing may be realized by software or by hardware. The heating control processing described in each embodiment can be used in appropriate combination. Also,
The heating control process described in each embodiment may be switched and used depending on the operation mode.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram of a hybrid vehicle as an embodiment.

FIG. 2 is an explanatory diagram showing a schematic configuration of a fuel cell system.

FIG. 3 is an explanatory diagram showing a schematic configuration of a heating system.

FIG. 4 is an explanatory diagram showing a list of open / closed states of valves.

5 is an explanatory diagram showing connection of input / output signals to a control unit 70. FIG.

FIG. 6 is an explanatory diagram showing a relationship between a traveling state of a vehicle and a power source.

FIG. 7 is a flowchart of a heating control processing routine.

FIG. 8 is a flowchart of a heating control processing routine in a second embodiment.

FIG. 9 is a flowchart of a heating control processing routine in a third embodiment.

FIG. 10 is a flowchart of a heating control processing routine in a fourth embodiment.

FIG. 11 is an explanatory diagram showing a heating system as a first modification.

FIG. 12 is an explanatory diagram showing a heating system as a second modification.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 10 ... Engine 12 ... Crankshaft 13-15 ... Output shaft 16 ... Differential gear 17 ... Axle 18 ... Input clutch 19 ... Auxiliary clutch 20 ... Motor 22 ... Rotor 24 ... Stator 30 ... Torque converter 50 ... Battery 51, 52 ... Drive Circuit 60A ... Fuel cell 60 ... Fuel cell system 61a ... Capacity sensor 61 ... Methanol tank 62 ... Water tank 63 ... Burner 64 ... Compressor 65 ... Evaporator 66 ... Reformer 68 ... Blower 70 ... Control unit 80 ... Auxiliary equipment drive Motor 82 auxiliary drive 83, 84 changeover switch 88 ignition switch 100 transmission 300 indoor heater 301 pumps 302A-302F valve 303 flow path

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) F01P 7/16 504 F01P 7/16 504E H01M 8/00 H01M 8/00 Z A 8/04 8/04 Z // B60K 6/02 B60K 9/00 CF term (reference) 5H027 AA06 BA01 BA09 BA16 CC06 DD00 DD03 KK00 KK41 MM16 5H115 PC06 PG04 PI16 PI18 PI24 PI29 PI30 PU10 PU11 PU22 PU25 PV09 PV23 QA01 QA04 QA05 QN03 RB08 RB08 RB08 RB08 RB08 RB08RB SE09 SE10 TB01 TE02 TE07 TE08 TI02 TI10 TO05 TO21 TO23

Claims (13)

[Claims] 1. A heating system for heating a room of a moving body equipped with a fuel cell and an engine, a radiator for discharging supplied heat into the room, and a heat radiator for discharging heat of the fuel cell and the engine. A heating unit configured to control a state of supplying heat from the fuel cell and the engine to the radiator; and a control unit configured to control the adjusting unit to heat the room. system. 2. The heating system according to claim 1, wherein said control means also controls operating states of said fuel cell and said engine. 3. The heating system according to claim 1, wherein the control unit is a unit that controls to supply heat to the room by giving priority to heat of the fuel cell. 4. The heating system according to claim 1, further comprising: a warm-up state detecting unit that detects a warm-up state of the fuel cell and the engine; and the control unit includes a warm-up state of the fuel cell and the engine. A heating system that selects and operates a heat source to be supplied to the heating according to the conditions. 5. The heating system according to claim 4, wherein when it is determined that only one of the fuel cell and the engine is in a warm-up state, the control unit controls the side in the warm-up state. A heating system that performs heating using the heat source of (1) and performs control to prohibit operation of the unheated side. 6. The heating system according to claim 4, wherein a moving state determining unit that determines whether the moving body is stopped, and the control unit controls the fuel while the moving body is stopped. If only one of the battery and engine is warmed up,
A heating system, which is means for performing the control. 7. The heating system according to claim 5, further comprising: a bypass mechanism that transports heat between the fuel cell and the engine, avoiding the heat radiating device, and using the bypass mechanism. Switching means for turning on / off heat transfer, wherein the control means exchanges heat from the heat source in the warmed-up state to the other heat source via the bypass mechanism in accordance with the control. Heating system for controlling the switching means. 8. The heating system according to claim 1, further comprising a temperature detection unit that detects a temperature at any part related to the indoor temperature, wherein the control unit determines that the detected temperature is a predetermined value. If it is determined that the temperature is equal to or lower than the temperature of the heating system, the heating system is means for performing the heating using both the fuel cell and the engine as heat sources. 9. The heating system according to claim 1, further comprising: an ignition switch for instructing whether or not the engine can be operated, wherein the control unit gives priority to a state of the ignition switch, and controls a heat source for the heating. The heating system to choose. 10. The heating system according to claim 1, further comprising: a moving state determining unit configured to determine whether the moving body is moving, wherein the control unit includes:
A heating system that performs the heating by using a side used as a power source during movement as a heat source. 11. The heating system according to claim 1, further comprising: a secondary battery capable of charging the electric power generated by the fuel cell; and a charging state detecting unit detecting a charging state of the secondary battery. A heating system that performs heating using the engine as a heat source when the state of charge of the secondary battery is a predetermined value or more. 12. A heating system for heating a room of a moving body equipped with a fuel cell and an engine, comprising: a radiator for discharging supplied heat into the room; and a fuel cell, an engine, and the radiator. A flow path for flowing a refrigerant for circulating and transferring heat; and a bypass flow path coupled to the flow path and short-circuiting the upstream and downstream of the heat radiating device. A heating system including at least one switching valve, and a bypass passage switching valve in the bypass passage. 13. A heating system comprising: a fuel cell; an engine; and an adjusting means for adjusting a supply state of heat of the fuel cell and the engine to a room, and heating the room using heat of the fuel cell and the engine. A method of: (a) setting a heat source of the fuel cell and the engine to be used for heating; and (b) determining a supply state of heat of the fuel cell and the engine to a room according to the setting result. And a controlling step.