JPH0248215A - Heater for vehicle - Google Patents

Abstract

PURPOSE:To improve heating effect by a method wherein a circulating water valve is provided in a heat medium circulation passage between a combustion device and an engine so that opening and closing of the valve can be controlled by temperature output of a temperature sensor in a burner in the vicinity of a heat exchanger when the engine stops. CONSTITUTION:A combustion controller 1 compares heat medium temperature in a combustion device 4 detected by a temperature sensor in a burner which is not indicated in the figure with set temperature for opening/closing an engine- side circulation water valve 19 during preheating mode. Opening/closing of the circulation water valve 19 is controlled according to the result. This prevents heat medium heated by the combustion device from entering the engine side at low temperature so that the room temperature can be efficiently raised for a short time while unnecessary consumption of fuel can be prevented.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The present invention relates to a vehicle heating system that heats a vehicle interior by heating a heat medium from an engine to a heater core using a combustion device.

Conventional technology Traditionally, vehicle heating systems that use a heat source other than the combustion heat in the engine to heat the interior of the vehicle have a pre-heating mode that heats the interior of the vehicle before the vehicle user gets into the vehicle. It also has an auxiliary heating mode to make up for the lack of heating by combustion heat generated by the engine while the engine is running. Furthermore, many of these heating devices utilize a circulation system that uses engine cooling water as the heat medium to introduce combustion heat from the engine into the vehicle interior.

(For example, Japanese Unexamined Patent Publication No. 106320/1983) In addition, in the pre-heating mode, the heating operation is performed for a set time from the time set in advance by a timer or other timer, so if the user is on board, the heating operation is not performed. Even if the engine is started, the heating operation continues. In addition, in the auxiliary heating mode, heating operation is forcibly performed from that point on by manual operation independent of the timer, and can be operated at will even while the engine is running.

(For example, JP-A No. 57-15007) In the heat medium @ ring system, the engine part, radiator part, heater core part for indoor heat radiation, and vehicle heating device part are connected in parallel, and the heat medium is heated by the heating device. The heat medium is supplied to the heater core, and a portion of the heat is also radiated to the engine section and radiator section. Conversely, in the auxiliary heating mode, the medium heated by the engine and the medium heated by the heating device are mixed, and the heat is radiated by the heater core, radiator, etc.

(For example, Japanese Utility Model Application Publication No. 152513/1983) For heat dissipation into the vehicle interior, the vehicle interior has an independent ventilation fan, and the vehicle interior air conditioning equipment is independent from the ventilation fan of the air conditioner, and the heating system While the vehicle is in operation, the motor for the interior ventilation fan continues to be driven. Control loads for the heating system include a fuel pump that supplies the fuel necessary for combustion, a combustion air blower motor that supplies combustion air, and an ignition heater that preheats the fuel and then ignites it. In addition, there is a circulation pump that circulates the heat medium and also controls the cooling of the combustion section, and all of these are independently energized and controlled by a battery via a relay. In addition, when controlling the start/stop of heating due to a rise in the temperature of the heat medium due to combustion heating, a temperature detection sensor (thermistor, etc.) is installed inside the heating device itself.
is installed to detect and control both pre-heating and auxiliary heating.

Problems to be Solved by the Invention As explained above, although the conventional vehicle heating system has many advantages, there is still much room for improvement.

The first is that the heat medium circulation system is configured in parallel with the engine, radiator, and heater core, so the heat medium heated by the heating device radiates a large amount of heat for purposes other than heating the vehicle interior, especially when heating starts. The temperature rises slowly, making it difficult to obtain effective heating.

Second, since the temperature control by the heating system is performed by a temperature detection sensor built into the pre-heating and auxiliary heating co-heating system, engine combustion heat cannot be detected during auxiliary heating.
An imbalance occurs between heating by the heating device and heating by engine combustion heat, and in some cases, the heating device consumes unnecessary fuel.

Thirdly, the operation of the heating system is performed independently of engine drive, and the heating system continues to operate even when the engine is started, so when starting the engine, the heating system is used as a battery load when supplying power to the starter motor, etc. Due to the configuration of the device, the power supply to the engine starting load becomes insufficient.

The problem is that the engine is difficult to start.

Fourth, since the loads such as the fuel pump, combustion air blower motor, large-point heater, and circulation pump are all independently energized and controlled directly from the battery via relays, for example, contact failure may occur in the relay contacts for the circulation pump. Even if the engine is running, combustion will occur due to other loads, and the circulation pump will not operate, so sufficient heat dissipation will not be possible, which may lead to dangerous conditions such as abnormal heating in the combustion section.

Fifth, the blower fan that heats the cabin from the heater core is independent from the air conditioner's blower fan, and due to space limitations in the cabin, the blower fan itself has to be made smaller, which reduces the heating effect and increases costs. However, since it has two blowing fans, it becomes expensive.

Means for Solving the Problems The present invention has been made to solve the above problems, and includes a combustion device, a heater core, a combustion controller for control, etc., and heats a heat medium leading from the engine to the heater core with the combustion device. In a vehicle heating system that heats the interior of a vehicle, (a) a circulating water flow valve is provided in the heat medium circulation path between the combustion device and the engine on a side different from that between the combustion device and the heater core, and a circulating water flow valve is installed in the heat exchanger of the combustion device. A combustor internal temperature sensor is disposed at the combustor internal temperature sensor, and when the engine is stopped, the opening/closing of the circulating water flow valve is controlled based on the temperature output of the combustor internal temperature sensor.

(b) In addition, an engine-side temperature sensor is arranged in the heat medium circulation path between the circulating water flow valve and the engine, and when the engine is running, opening/closing of the circulating water flow valve is controlled by the temperature output of the engine-side temperature sensor.

(c) Or, when the engine is started, the reflux valve is left open unconditionally.

(d) The operation/stop of the combustion device is controlled by a combustor internal temperature sensor when the engine is stopped, and by an engine-side temperature sensor when the engine is running.

(e) If a battery power source is connected to the combustion controller via an IGN switch that is closed in synchronization with the closing of the engine's ignition circuit, and the engine is started during combustion in the combustion device, the battery power source is connected to the combustion controller by closing the IGN switch. Combustion is stopped when the fuel is connected to the engine's ignition circuit.

(f), or an ST that closes the battery power supply to the combustion controller in synchronization with the closing of the engine starter motor.
When connected via a switch and the engine is started during combustion in the combustion device, combustion is stopped when the battery power source is connected to the starter motor of the engine by closing the ST switch.

(g) Furthermore, if the engine starts during combustion in the combustion device, combustion will be stopped when the battery power is connected to the starter motor of the engine by closing the ST switch, and the combustion air blowing motor for combustion in the combustion device will be stopped for a certain period of time. After that, combustion is started again.

(h) Furthermore, when the engine is started during combustion in the combustion device, the entire load of the combustion device is electrically de-energized for a certain period of time from the time when the battery power source is connected to the starter motor of the engine by closing the ST switch; After that, the combustion air blowing motor is operated for a certain period of time, and then combustion is started again.

(i) Supply power to one or more of the electrical loads that constitute the combustion device, such as the fuel pump, ignition heater, and combustion air blowing motor, through a switching element that drives a heat medium circulation pump. It is something to do.

(j) It also controls the power supply to the air conditioner installed independently of the vehicle heating system.

(k) In addition, an air conditioning air conditioner is connected to the combustion controller, and a vehicle interior ventilation fan that radiates heat from the heater core is connected to the air conditioning air conditioner, and a signal is transmitted to the air conditioning air conditioner while the vehicle heating system is operating. It controls the air outlet or capacity of the indoor ventilation fan.

(1) Furthermore, the vehicle interior ventilation fan that radiates heat from the heater core and the ventilation motor of the air conditioning air conditioner, which is installed independently of the vehicle heating system, are shared, and the combustion controller output and the air conditioning air conditioner output are commonly used to blow air into the vehicle interior. This makes it possible to supply power to the fan.

Effects The structure described above provides the following effects.

(a) The circulating water flow valve installed in the heat medium circulation path between the combustion device and the engine and the combustor internal temperature sensor placed near the heat exchanger of the combustion device are used to detect the temperature inside the combustor during pre-heating when the engine is stopped. Based on the temperature output, the circulating water flow valve is closed when the temperature is low and prevents the heated heat medium from flowing into the engine side, and is controlled to be opened when the temperature is high.

(b) Also, the engine side temperature sensor placed in the heat medium circulation path between the circulating water flow valve and the engine closes the circulating water flow valve when the temperature is low based on the temperature output of the engine side temperature sensor during auxiliary heating when the engine is running. When the temperature is high, it is controlled to open and the heat generated by the engine is used for heating.

(C), or when there is no need to detect engine combustion heat due to heat capacity, the circulating water flow valve is unconditionally opened during auxiliary heating when the engine is running, and engine heat generation is constantly used for heating.

(d) The combustor internal temperature sensor is used during pre-heating when the engine is stopped, and the engine-side temperature sensor is used during auxiliary heating when the engine is started, so that the combustion device is operated when the temperature is low and stopped when the temperature is high.

(e) The combustion controller connected to the battery power supply via the ION switch, which is closed in synchronization with the closing of the engine's ignition circuit, is connected to the battery power supply by closing the IGN switch when the engine starts during combustion device combustion. When the combustion device connects to the engine's ignition circuit, the combustion device stops operating, reducing the battery load.

(f), or a combustion controller connected to the battery power supply via an ST switch that is closed in synchronization with the closing of the starter motor of the engine, when the engine is started during combustion device combustion, the battery power is When the power source is connected to the engine's starter motor, the operation of the combustion device is stopped to reduce the battery load.

(g) Furthermore, if the engine starts while the combustion device is burning, the ST switch is closed and the battery power is connected to the engine starter motor, stopping combustion and reducing the battery load, and the combustion device continues to burn for a certain period of time. The air blowing motor is operated to scavenge and cool the combustion chamber, and then combustion is restarted.

(h) Furthermore, when the engine is started during combustion in the combustion device, the entire load of the combustion device is electrically de-energized for a certain period of time from the time when the battery power source is connected to the starter motor of the engine by closing the ST switch; While reducing the battery load, the combustion air blowing motor is then operated for a certain period of time to scavenge and cool the combustion chamber. Start combustion again.

(i) a fuel pump which is an essential load for combustion via a switching element that drives a heat medium circulation pump;
Power is supplied to one or more of the ignition heater and combustion air blowing motor, and combustion is stopped when the circulation pump is stopped.

(j) The power supply to the air conditioner connected to the combustion controller is forcibly controlled while the vehicle heating system is operating.

(k) Also, the air conditioning air conditioner connected to the combustion controller and the vehicle interior fan connected to the air conditioner are is controlled.

0) Furthermore, the combustion controller output and the air conditioning air conditioner output are shared between the vehicle interior ventilation fan and the air conditioning air conditioner that share the ventilation motor, and the power supply to the vehicle interior ventilation fan is controlled based on the heat medium temperature.

Example An embodiment of the present invention will be described with reference to the drawings.

FIG. 1 is a block diagram of the vehicle heating system of the present invention, FIG. 2 is a structural sectional view of the combustion system, and FIG. 3 is a control circuit diagram thereof.

In the figure, reference numeral 1 denotes a combustion controller, which also has operation, timer, stop, etc. switches and displays, and controls heating operation, etc., as necessary in response to operator requests. A battery power source 3 is supplied as the main power source for the combustion controller 1, and an IGN switch 17 which is closed in synchronization when the battery power source 3 of the ignition key switch is connected to the ignition circuit of the engine; Each signal is connected to the combustion controller 1 via an ST switch 18 which is closed synchronously when connected to a starter motor or the like. 4 is a combustion device, the details of which are shown in FIG. 5 is a circulation path through which a heat medium flows. 6 is an engine, 7 is a radiator, 8 is a heater core that radiates heat into the vehicle interior, 9 is a vehicle interior ventilation fan, and 10 is a circulation pump. A circulating water flow valve 19 is interposed between the combustion device 4 and the engine 6, and is opened or closed under the control of the combustion controller 1. When the circulating water flow valve 19 is open, the heat medium generated as the vehicle is driven is circulated from the engine 6 to the radiator tough to be cooled, and then to the heater core 8 to heat the interior of the vehicle by the interior ventilation fan 9. 0 When heating with the vehicle heating system of the present invention, the heat medium temperature detected by the engine side temperature sensor 20 and the heat medium temperature detected by the combustor internal temperature sensor 16 provided in the combustion device 4, which will be described later. , the circulating water flow valve 19 is controlled depending on the open operating state of the engine 6, and the water is circulated from the combustion device 4 to the heater core 8 in cooperation with the circulation pump 10 to heat the passenger compartment.
It is also possible to configure a circulation path 5 to the radiator 7, and it can also be partially used for purposes other than heating. The vehicle interior ventilation fan 9 is basically controlled by the air conditioning air conditioner 21, but in the present invention, the vehicle interior ventilation fan 9 and the air conditioning air conditioner 21 are also connected to be controlled by the combustion controller 1.

The combustion apparatus 4 has a configuration as shown in FIG. An ignition heater preheats the combustion section, and a combustion air blower motor 13 supplies air necessary for combustion into the combustion chamber. 14 is a pulse generator built into the blower motor 13, and is a sensor that generates pulses in synchronization with the rotation of the blower motor 13. A thermocouple 15 is installed as desired inside the combustion chamber, and is a sensor that detects a flame during combustion by utilizing electromotive force generated by heat.

16 is a combustor internal temperature sensor that detects the temperature of the heat medium.

Next, the control circuit in the combustion controller 1 of this vehicle heating system has a configuration as shown in FIG. It has a microcomputer 22 as the center of control. It also has a regulator 23 that receives the battery power supply 3 as an input for supplying power for control, and constitutes a power supply circuit for control.

The states of the IGN switch 17 and ST switch 18 are connected to the inputs 24 and 25 of the microcomputer 22, respectively, and when both switches are on, the input of the microcomputer 22 is “
26 is a polarity reversal type switching regulator, which inputs the battery voltage g3 and generates a negative power output. This is a power source for detecting the thermocouple 15, which will be described later.

27 is an operational amplifier whose power source is the regulator 23
The input consists of a thermocouple 15 for detecting combustion flame by the positive and negative power supplies with outputs of 26 and 26, forming an inverting amplifier circuit. Normally, the thermocouple 15 outputs a negative voltage with respect to ground as the temperature rises, so the operational amplifier 27 outputs a positive voltage due to the formation of a flame. This signal is applied to the non-inverting input of comparator 28 and compared with a reference value applied to the inverting input of comparator 28, and its output is II HI+ output when a flame is detected and It L when no flame is detected. II output is generated. This signal is input to the input 29 of the microcomputer 22, and is controlled within the microcomputer 22 depending on the presence or absence of a flame.

30 is a comparator, which plays the role of a buffer when inputting the signal from the pulse generator 14 to the microcomputer 22. The output of the comparator 3o is input to the input 31 of the microcomputer 22. The output signal of the pulse generator 14 generates pulses in synchronization with the rotation of the combustion air blowing motor 13, and after passing through the comparator 30, a pulse in synchronization with the rotation of the motor 13 is similarly applied to the input 31 of the microcomputer 22. . Inside the microcomputer 22, the period of the pulse is checked, and if the period is shorter than a certain reference time, it is detected that the rotation is normal, and if it is longer, it can be determined that there is an abnormality in the rotation system. 33 and 34 are comparators, both of which use the combustor internal temperature sensor 16 as an input to detect the heat medium temperature within the combustion device 4;
compares and detects the first set temperature, and the comparator 34 compares and detects the second set temperature, and their respective outputs are input to inputs 35 and 36 of the microcomputer 22. In either case, when the heat medium temperature is higher than the set temperature, the microcomputer 2
2 is input. The first set temperature compared by the comparator 33 serves as a reference for controlling opening/closing of the engine side circulating water flow valve 19 during the pre-heating mode, as described above. The second set temperature compared by the comparator 34 serves as a reference for controlling operation/stop of the heating device in the pre-heating mode, as described above. That is, when operating in the pre-heating mode, when the heat medium is at a low temperature below the first set temperature, the circulating water flow valve 19 is closed and the heat medium @ ring system is configured only between the combustion device 4 and the heater core 8, thereby reducing heat. By accelerating the temperature rise of the medium itself, and then opening the circulating water flow valve 19 when the temperature exceeds the set temperature of the cylinder 1 and extending the circulation system to the engine 6 and the radiator 7, the temperature rise is suppressed from this point on. However, by providing the microcomputer 22 with a control pattern so that the heating system stops when the temperature rises and exceeds the second set temperature at which heating of the vehicle interior is considered to be sufficient, effective heating can be achieved at the start of heating. You can get heating. 37 and 38 are comparators, both of which use the engine side temperature sensor 2o as input to detect the heat medium temperature on the engine side, comparator 37 compares the third set temperature, and comparator 38 compares the fourth set temperature.・
Each output is input 3 of the microcomputer 22.
9. Input to 4o.

In both cases, when the heat medium temperature is higher than the set temperature, II HI
It is input to the microcomputer 22 as I. Comparator 3
As mentioned above, the third set temperature compared with 7 is the temperature when the engine side circulation water flow valve 19 is opened/opened in the auxiliary heating mode.
This is the standard for controlling blockages. The fourth set temperature compared by the comparator 38 serves as a reference for controlling operation/stop of the combustion device 4 in the auxiliary heating mode, as described above. In the auxiliary heating mode, the heating effect of the engine heating is greater than the heating effect of the combustion device 4, so by controlling the operation/stop of the combustion device 4 based on the fourth set temperature, unnecessary fuel consumption for the combustion device 4 is avoided. can be prevented. Furthermore, during auxiliary heating, the engine combustion heat can be detected by controlling the opening/closing of the circulating water flow valve 19 based on the relationship between the temperature detected by the engine-side temperature sensor 20 and the third set temperature, and thereby the heating of the vehicle interior can be controlled. This makes it possible to effectively heat the vehicle interior. However, if there is no need to detect engine combustion heat based on the heat generation capacity of the engine 6, radiator 7, etc., it is better to leave the circulation water flow valve 19 open unconditionally during auxiliary heating and use engine combustion heat all the time to reduce power consumption. The effect is also seen as something that leads to reduction. Reference numeral 41 denotes an operation panel section, which has various switches such as run, timer, stop, time, hour, minute, etc., and the operator can use these switches to give instructions through main operation operations such as run, stop, timer, etc., and for pre-heating. Adjust the time when using a timer. Reference numeral 42 denotes a display tube, which is controlled by a combination of outputs 43 and 44 of the microcomputer 22, and displays the time during time adjustment during timer operation as described above. Reference numeral 45 indicates an operation LED, which lights up when the vehicle heating system is in an operating state. 46 is a timer LED, which lights up when the operator makes a reservation for timer operation. LED 45.46 is the output 47.48 of the microcomputer 22.
49.

50 to 54 are respectively outputs for load control as a heating device, and 60 are output through drivers 55 to 59, respectively.
The relay shown at 64 is driven. relays 60 to 64
@ring pump 10, circulation water flow valve 1 respectively by each contact point of
9, the fuel pump 11, combustion air blower motor 13, and ignition heater 12 are driven. Note that the coil power for the relay 60, which is a switching element that drives the circulation pump, is directly supplied from the battery power supply 3, but for the relays 61 to 64, the coil power is supplied from the battery power supply 3 through the contacts of the relay 60. Therefore, it is impossible for combustion to occur while the circulation pump 10 connected to the contacts of the relay 60 is turned off, thereby making it possible to prevent abnormal overheating of the combustion section due to faulty relay contacts or the like.

Relays 60 to 64 all have the output of microcomputer 22 “
It is possible to turn on when it is “H”.65 and 66
are the load control outputs for the vehicle interior heating system, and each 6
7. Drive the relay shown at 69.70 via the driver shown at 68. The contacts of the relays 69 and 70 drive the power supply for the air conditioning air conditioner 21 and the vehicle interior ventilation fan 9, respectively, and the microcomputer 22 controls the power supply of the air conditioning air conditioner 21 and turns on the vehicle interior ventilation fan 9. Since the fan itself can be designed in accordance with the interior volume of the vehicle, sufficient heating can be achieved and costs can be reduced.

71 is a mode output for the air conditioning air conditioner, and the signal output from the water output cuff 1 is input to the input cuff 2 of the air conditioning air conditioner 21, and the air conditioning air conditioner 21 is thereby set to the vehicle interior heating mode by heating the heating device. The mode of the air outlet suitable for heating, for example, DEF/FOOT is set, and the current is controlled from the output cuff 3 to make the air blowing capacity suitable for heating. The electric current is controlled, thereby making it possible to effectively heat the interior of the vehicle.

Next, the operation of this embodiment having the above configuration will be explained.

The operator issues a driving instruction from the operation panel 41, and if the instruction is to run, the driving starts from that point, and if timer reservation is made, the driving starts from the set point.

The operating sequence moves through the steps of scavenging air in the combustion chamber, preheating, ignition, and combustion. When the engine is stopped after combustion, the combustion chamber is also scavenged to cool the combustion chamber. The circulation pump 10 is turned on to circulate the heat medium during the entire stroke. During the steps of scavenging, ignition, and combustion in the combustion chamber, the combustion air blower motor 13 is turned on, and the pulse generator 14 is in this state.
It is monitored by the microcomputer 22 via. In the preheating and ignition stroke, the ignition heater 12 is energized and controls the ignition of the fuel. Further, power is supplied to the air conditioner 21 as the vehicle is driven, and the vehicle interior ventilation fan 9 is also turned on, thereby heating the vehicle interior with heat transferred to the heater core 8 from a preset ventilation outlet. The microcomputer 22 determines whether the heating state is the preliminary heating mode or the auxiliary heating mode based on the state of the input 24. In other words, when input 24 becomes "H", the ignition key switch IGN
Since the switch 17 is on, it is determined that the engine is running, and it is processed as auxiliary heating mode.
4 becomes "L I+", it is determined that the engine is stopped because the IGN switch 17 is off, and the process is performed as a pre-heating mode.Depending on the heating state, the heat medium temperature detection sensor is switched to the engine side temperature sensor as described above. 20 or switch to the combustor internal temperature sensor 16 and control opening/closing of the circulating water flow valve 19 in relation to the third set temperature or the first set temperature, respectively,
In addition to increasing the heating effect, the operation/stop of the combustion device 4 is controlled in relation to the fourth set temperature or the second set temperature, respectively.

This prevents unnecessary consumption of fuel. Thermocouple 15 during combustion
The flame condition is monitored based on the output of the The operation details in the preliminary heating mode and the auxiliary heating mode are controlled as described above. Here, a case will be described in which the operator starts the engine 6 in the pre-heating mode. When the engine 6 starts, the battery power source 3 is connected to the ignition circuit of the engine 6, so the ignition key switch I
The GN switch 17 is turned on and the input 24 of the microcomputer 22 becomes H.
In response to this, the microcomputer 22 stops combustion to put the operation in stop mode, turns on only the relays 60 and 63 to drive the blower motor 13 for a certain period of time, and cools the combustion device 4 and scavenges the combustion chamber. By providing a means to turn off all loads after that, it is possible to easily start the engine by reducing the electrical load on the battery power supply 3 when starting the engine. When the microcontroller 6 starts, the battery power supply 3 is connected to the starter motor, etc., so the ST switch 18 of the ignition key switch is turned on, and the microcontroller 2
Input 25 of 2 becomes “H”, and in response to this, microcontroller 2
2 is a relay 6 to stop combustion in order to put the operation into a stop mode, and to drive the combustion air blower motor 13 for a certain period of time.
0 and 63 are turned on to cool the combustion device 4 and scavenge the inside of the combustion chamber, and then all loads are turned off, thereby reducing the electrical load on the battery power source 3 when starting the engine. By doing so, it is also possible to start the engine easily. moreover,
In order to automatically switch to the auxiliary heating mode when the ST switch 18 of the ignition key switch is turned on, the microcomputer 22 once stops combustion to put the operation into the stop mode, and then drives the combustion air blower motor 13 for a certain period of time. If possible, only the relays 60 and 63 are turned on to cool the combustion device 4 and scavenge air in the combustion chamber, and then perform preheating, ignition, and combustion strokes again. It becomes possible to start up easily.

Furthermore, the ST switch 1 of the ignition key switch
8 to stop operation, all loads are turned off for a certain period of time from that point on, and then only relays 60 and 63 are turned on to drive the combustion air blower motor 13 for a certain period of time. By cooling the engine and scavenging the inside of the combustion chamber, the ST switch I8
The electrical load within a certain period of time after turning on is almost equal to zero, making it very effective for starting the engine, and the subsequent scavenging stroke also ensures the safety of the heating device itself.

Effect of the invention As described above, the present invention has the following effects.

(a) When the engine is stopped, the opening/closing of the circulating water flow valve is controlled by the temperature output of the combustor internal temperature sensor, so the heat medium heated by the combustion device can be prevented from flowing into the engine at low temperatures. Therefore, the temperature inside the vehicle can be efficiently raised in a short time.

(b) Also, since the opening/closing of the circulating water flow valve is controlled by the temperature output of the engine side temperature sensor when the engine is running, the engine heat can be efficiently used for heating the cabin during auxiliary heating, and the engine side The operation of the combustion device can be controlled based on the temperature of the combustion device, and unnecessary fuel consumption in the combustion device can be prevented.

(C), or one in which the circulating water flow valve is unconditionally opened when the engine is running, allows the engine heat to be constantly used for heating the vehicle interior during auxiliary heating, reducing power consumption.

(d) When the engine is stopped, the temperature sensor inside the combustor is used to control the operation/stop of the combustion device, and when the engine is running, the temperature sensor on the engine side is used to control the operation/stop of the combustion device, so the temperature inside the vehicle can be efficiently raised during pre-heating. At the same time, during auxiliary heating, the operation of the combustion device can be controlled according to the temperature on the engine side, and unnecessary fuel consumption in the combustion device can be prevented.

(e) A battery power supply is connected to the combustion controller via an IGN switch, and if the engine starts during combustion in the combustion device, combustion is stopped when the battery power supply is connected to the engine's ignition circuit by closing the IGN switch. Therefore, it is possible to prevent the combustion device and the ignition circuit from duplicating as a battery load when starting the engine.

(f), or connect battery power to the combustion controller.
If the engine is started while the combustion device is burning, the combustion will be stopped when the battery power is connected to the engine starter motor etc. by closing the ST switch. It is possible to prevent the combustion device and starter motor from duplicating the loads, and it is possible to realize smooth engine startup.

(g) Furthermore, if the engine starts during combustion in the combustion device, combustion will be stopped when the battery power source is connected to the engine's starter motor etc. by closing the ST switch, and the combustion air will be used to blow air for combustion in the combustion device for a certain period of time. Since the motor is operated and then combustion starts again, the load on the battery when starting the engine can be reduced, the engine can be started smoothly, and the next combustion device can burn without explosion and ignition. You can start.

(11) If the engine starts during combustion in the combustion device,
When the ST switch is closed and the battery power is connected to the engine starter motor, the entire load of the combustion device is electrically de-energized for a certain period of time, then the combustion air blowing motor is operated for a certain period of time, and then combustion starts again. Since it is made to do so, it has the same effect as the previous section.

(i) Since the supply of power to one or more of the fuel pump, ignition heater, and combustion air blowing motor is performed via a switching element that drives the heat medium circulation pump, the circulation pump is stopped. Sometimes, at least one of the loads essential for combustion is not energized, so combustion is not possible.
Abnormal heating of the combustion device due to the stoppage of the circulation pump can be prevented.

(j) The power supply to the vehicle air conditioner installed independently of the vehicle heating system shall also be controlled.

(k) Connect the air conditioner to the combustion controller, connect the air conditioner to a vehicle interior ventilation fan that radiates heat from the heater core, and transmit signals to the air conditioner while the vehicle heating system is operating to send signals to the vehicle interior via the air conditioner. The air outlet or capacity of the blower fan shall be controlled.

(1) The interior ventilation fan that radiates heat from the heater core and the ventilation motor of the air conditioning air conditioner installed independently of the vehicle heating system are shared, and the combustion controller output and the air conditioning air conditioner output are shared by the interior ventilation fan. Since the vehicle interior ventilation fan itself can be designed to match the interior volume of the vehicle, it is possible to provide sufficient heating, reduce costs, and increase the heating effect.

[Brief explanation of the drawing]

FIG. 1 is a configuration diagram of a vehicle heating device showing an embodiment of the present invention, FIG. 2 is a structural sectional view of the combustion device, and FIG. 3 is a control circuit diagram of the same. 1... Combustion controller, 3... Battery power supply, 4
... Combustion device, 5... Circulation path, 6... Engine, 7... Radiator, 8... Heater core, 9... Vehicle interior ventilation fan, 10...
・Circulation pump, 11...Fuel pump, 12...
Ignition heater, 13...Blower motor, 16...
- Combustor internal temperature sensor, 17...IGN switch, 1
8, ST switch, 19... Circulating water flow valve, 2
0... Engine side temperature sensor, 21... Air conditioner for air conditioning, 60... Switching element (relay).

Claims (12)

[Claims] 1. Equipped with a combustion device (4), a heater core (8), a combustion controller (1), etc., the combustion device (4) heats the heat medium from the engine (6) to the heater core (8), heating the passenger compartment. In the vehicle heating system, a circulating water flow valve (19) is installed in the heat medium circulation path (5) between the combustion device (4) and the engine (6) on a side different from that between the combustion device (4) and the heater core (8). A combustor internal temperature sensor (16) is arranged near the heat exchanger of this combustion device (4), and when the engine (6) is stopped, the circulating water flow valve (19) is activated by the temperature output of the combustor internal temperature sensor (16). A heating device for a vehicle, characterized in that the combustion controller (1) controls opening/closing of the combustion controller. 2. An engine side temperature sensor (20) is disposed in the heat medium circulation path (5) between the circulating water flow valve (19) and the engine (6), and when the engine (6) is running, the heat medium temperature of the engine side temperature sensor (20) is adjusted. Circulating water flow valve (1
9) A heating device for a vehicle, characterized in that the combustion controller (1) controls opening/closing of the vehicle. 3. When the engine (6) is running, the circulating water flow valve (1)
9) is a combustion controller (1) that opens. 4. The combustion controller (1) controls the operation/stop of the combustion device (4) by the combustor internal temperature sensor (16) when the engine (6) is stopped, and by the engine side temperature sensor (20) when the engine (6) is running. ) A vehicle heating device characterized by: 5. An IG that connects the battery power source (3) to the combustion controller (1) in synchronization with the closing of the ignition circuit of the engine (6).
When connecting via the N switch (17) and starting the engine (6) while the combustion device (4) is burning, the battery power source 3 is connected to the ignition circuit of the engine (6) by closing the IGN switch (17). A heating device for a vehicle, comprising a combustion controller (1) that controls combustion to stop at a certain point. 6. A battery power source (3) is connected to the combustion controller (1) via an ST switch (18) that is closed in synchronization with closing of the starter motor of the engine (6), and the combustion device (4
) When the engine (6) is started during combustion, the ST switch (18) is closed and the battery power source (3) is turned on to the engine (
6) A heating device for a vehicle, characterized in that the combustion controller (1) controls the combustion to stop when connected to the starter motor. 7. When the engine (6) is started during combustion in the combustion device (4), the combustion is stopped when the battery power source (3) is connected to the starter motor of the engine (6) by closing the ST switch (18), and Combustion device for a certain period of time (4
) for controlling the combustion air blowing motor (13) and then restarting combustion.
A vehicle heating device characterized by: 8. When the engine (6) starts during combustion in the combustion device (4), the combustion device (4) will start for a certain period of time from the time when the battery power source (3) is connected to the starter motor of the engine (6) by closing the ST switch (18). ) is electrically de-energized, the combustion air blowing motor (13) is operated for a certain period of time, and then combustion is started again. heating equipment. 9. The supply of power to one or more of the electrical loads constituting the combustion device (4), such as the fuel pump (11), the ignition heater (12), and the combustion air blowing motor (13), is carried out through the circulation of the heat medium. A heating device for a vehicle, characterized in that the combustion controller (1) operates via a switching element (60) that drives a pump (10). 10. A heating device for a vehicle, characterized in that it includes a combustion controller (1) that also controls power supply to an air conditioner (21) provided independently of the heating device for a vehicle. 11. The combustion controller (1) is connected to the air conditioner (2).
1) and connect the heater core (8) to the air conditioner (21).
) is connected to the vehicle interior ventilation fan (9) that radiates heat from the vehicle heating system, and transmits a signal to the air conditioning air conditioner (21) while the vehicle heating system is in operation, thereby transmitting a signal to the vehicle interior ventilation fan (9) via the air conditioning air conditioner (21). A heating device for a vehicle, characterized in that it has a combustion controller (1) that controls a ventilation outlet or capacity. 12. The vehicle interior ventilation fan (9) that radiates heat from the heater core (8) and the ventilation motor of the air conditioning air conditioner (21), which is installed independently of the vehicle heating system, are shared, and the output of the combustion controller (1) and the air conditioning air conditioner (21) are shared. 21) A heating device for a vehicle, characterized in that the output can be used in common to supply power to a vehicle interior ventilation fan (9).