JPH0692134A - Heating device for vehicle - Google Patents

Abstract

PURPOSE:To prevent the occurrence of trouble in a means for actuating an electromagnetic clutch or the like of switching operation of a heater for heating cooling water, even when the cooling water from an engine is at a low temperature. CONSTITUTION:Cooling water, which cools an engine 1, is supplied to a heater core 12 via a heater 9. In the heater 9, heat is generated by applying shearing force to viscous fluid based on rotating a shaft 9c, to heat the cooling water by generated heat of the fluid. The shaft 9c of the heater 9 is driven by the engine 1 through a belt transmitting mechanism 16 and an electromagnetic clutch between a driven pulley 16b of this belt transmitting mechanism 16 and the shaft 9c. While the cooling water is at a low temperature detected by a water temperature sensor 17, an ECU19 disconnects the electromagnetic clutch to stop operating the heater 9.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle heating system for heating a vehicle compartment by utilizing cooling water for cooling an engine.

[0002]

2. Description of the Related Art As a heating system for a vehicle, which is a heating system for a vehicle, cooling water for cooling an engine is supplied to a heater core, which is a heater, and air heated by the heater core is fed into a vehicle compartment for heating. Things are becoming mainstream.

However, when the amount of heat generated by the engine is small and the cooling water for cooling the engine is not sufficiently heated, as in a diesel engine vehicle, for example, there is a problem of insufficient heating capacity. As a countermeasure, conventionally, as disclosed in Japanese Patent Application Laid-Open No. 2-254010, a heat generator for heating the cooling water supplied from the engine to the heater core is provided.

In this heat generator, the power of the engine is transmitted to a shaft supported by the case via a belt transmission mechanism and an electromagnetic clutch, a heat generating chamber is provided in the case, and the cooling water is provided around the heat generating chamber. In addition, a rotor rotated by the shaft is placed in the heat generating chamber, a viscous fluid made of silicon oil is stored in the heat generating chamber, and a shearing force is applied to the viscous fluid by the rotation of the rotor. Is generated to generate heat, and the generated heat heats the cooling water flowing through the outer circumference of the heat generating chamber. The electromagnetic clutch is disengaged when it is not necessary to operate the heat generator.

[0005]

DISCLOSURE OF INVENTION Problems to be Solved by the Invention The inventors of the present invention conducted a performance test on a heating system for an automobile using a heat generator disclosed in JP-A-2-254010 under various conditions. When the temperature of the cooling water from the engine is low, slippage may occur in the electromagnetic clutch, or
If the belt of the belt transmission mechanism slips,
We discovered that there is a problem in that the electromagnetic clutch, which is the driving means, and the belt transmission mechanism are disturbed.

When the inventors of the present invention pursued the cause, the viscosity of the viscous fluid becomes extremely high and the driving load becomes remarkably large in a low region where the temperature of the cooling water becomes lower than a certain temperature. It turned out to be.

The present invention has been made in view of the above circumstances, and an object thereof is to drive a heater even if the cooling water from the engine is heated by a heater using a viscous fluid. It is an object of the present invention to provide a heating device for a vehicle in which the driving means for driving does not become overloaded.

[0008]

The vehicle heating device of the present invention is provided with a heater for heating the interior of the vehicle by supplying cooling water for cooling the engine, and shearing force is generated based on the driving force. A viscous fluid that is actuated to generate heat is provided inside, a heater that heats the cooling water supplied to the heater by the generated heat is provided, and drive means that provides a driving force to the heater is provided, and The present invention is characterized in that a control means is provided for controlling the driving means so that the driving load thereof is small while the temperature of the cooling water exchanged with the heater is low.

[0009]

According to the vehicle heating device of the present invention, during normal heating, the cooling water from the engine is heated by the heat generated by the viscous fluid of the heater and then supplied to the heater.
While the temperature of the cooling water from the engine is low, the driving means is controlled so that the driving load thereof is small. Therefore, even if the temperature of the cooling water is low and the driving load of the heater is large, the driving means is driven. Will not be overloaded.

[0010]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment in which the present invention is applied to an air conditioner for an automobile will be described below with reference to the drawings. First,
The overall configuration will be described with reference to FIG.

The engine 1 is of a vehicle, for example, a diesel engine vehicle, in which cooling water is circulated. A first cooling water outlet 1a of the engine 1 is connected to an inlet 3a of a thermal switching valve 3 via a pipe 2, and a first outlet 3b of the switching valve 3 is connected to a radiator 5 via a pipe 4. Of the radiator 5, the cooling water outlet 5b of the radiator 5 is connected to the cooling water inlet 1b of the engine 1 via the pipe 6, and the second outlet 3c of the switching valve 3 is connected to the pipe. It is connected to an intermediate portion of the pipe 6 via 7.

In this case, the thermal switching valve 3 is connected to the pipe 2
The temperature of the cooling water from the engine 1 flowing in through the inlet 3 is detected, and when the temperature of the cooling water is higher than a predetermined temperature, the inlet 3
a is communicated with the first outlet 3b to supply cooling water to the radiator 5, and when the temperature is lower than a predetermined temperature, the inlet 3a is communicated with the second outlet 3c to supply the cooling water to the pipe 7. The radiator 5 is supplied to bypass the radiator 5.

On the other hand, the second cooling water outlet 1 of the engine 1
c is a cooling water inflow port 9 of a heater 9 described later via a pipe 8.
The cooling water outlet 9b of the heater 9 is connected to the cooling water inlet 12a of the heater core 12, which is a heater, via the pipe 11 having the electromagnetic valve 10, and the cooling water outlet 12b of the heater core 12 is connected to the pipe 13. Is connected to an intermediate portion of the pipe 6 via.

The heater core 12 is arranged in the duct 14. Further, in the duct 14, a blower 15 is arranged and, although not shown, a cooler of the refrigeration cycle and an air mix damper as a temperature controller are arranged. Then, the wind from the blower 15 is cooled by the cooler of the refrigeration cycle, then heated by the heater core 12 and supplied into the vehicle interior from the air outlet communicated with the duct 14. In this case, By adjusting the ratio of the air cooled by the cooler and directed to the air outlet to the air heated by the heater core 12 and directed to the air outlet according to the adjustment of the air mix damper, the air blown out from the air outlet is adjusted. The temperature is controlled.

When the air mix damper is adjusted to "maximum cooling operation", the electromagnetic valve 10 is energized and closed.

By the way, the heater 9 is disclosed in JP-A-2-25401.
It has the same structure as the heat generator disclosed in Japanese Patent Laid-Open No. That is, the shaft 9c is supported by the case, the heat generating chamber is formed in the case, the rotor driven to rotate by the shaft 9c is arranged in the heat generating chamber, and the heat generating chamber is made of silicone oil. The viscous fluid is stored therein, and the cooling water flowing from the cooling water inflow port 9a and flowing out from the cooling water outflow port 9b flows through the outer periphery of the heat generation chamber.

The belt transmission mechanism 16 includes a drive pulley 16a mounted on the power shaft 1d of the engine 1 and a driven pulley 16b mounted on the shaft 9c of the heater 9.
And a belt 16c suspended between them. And, although not shown, the driven pulley 16b
An electromagnetic clutch serving as a driving means is provided between the shaft 9c and the shaft 9c. When the electromagnetic clutch is energized, the driven pulley 16b and the shaft 9c are connected to each other.

That is, in the heater 9, when the electromagnetic clutch is energized, the belt transmission mechanism 16 uses the engine 1 as a drive source.
The rotary power is transmitted to the shaft 9c via the electromagnetic clutch and the electromagnetic clutch.
When the rotor is rotated by the shaft 9c, a shearing force acts on the viscous fluid in the heat generating chamber, the viscous fluid generates heat due to an increase in internal energy and friction, and the generated heat circulates around the outer periphery of the heat generating chamber. It is to heat the cooling water.

The water temperature sensor 17 is attached to the pipe 8 and detects the temperature of the cooling water from the engine 1.
A detection signal indicating the cooling water temperature TW is output. The heater switch 18 is always turned off, and is manually turned on when the heater 9 needs to be operated. Then, the detection signal of the water temperature sensor 17 and the heater switch 1
The ON signal of 8 is applied to the input port of the ECU 19, which is the control means. Here, the ECU 19
It operates as will be described later, and the electromagnetic clutch is turned on and off based on the detection signal of the temperature sensor 17 and the ON signal of the heater switch 18.

Next, the operation of this embodiment will be described with reference to the flowchart of FIG. In this case, the ECU 1
Reference numeral 9 controls the air conditioner and other controls, but in order to simplify the explanation, only the "heater operation routine" is extracted and shown in FIG.

When the ECU 19 shifts to the "heater operation routine", it first goes to a judgment step S1 of "heater switch on?", And here, judges whether or not the heater switch 18 is turned on. If the heater switch 18 has been turned off, the determination is "NO" and the process returns. If the heater switch 18 is turned on because the heater 9 needs to be operated, E
The CU 19 determines "YES" in the determination step S1, and proceeds to the determination step S2 of "maximum cooling operation?".

In this judgment step S2, the ECU 19 judges whether or not the air mix damper in the duct 14 is adjusted to "maximum cooling operation".
When it is determined to be "S", the process returns. That is, when the air mix damper is adjusted to the "maximum cooling operation", the electromagnetic valve 10 is closed and the cooling water from the engine 1 is not supplied to the heater core 12. Therefore, it is not necessary to operate the heater 9. Of. Then, the ECU 19
When it is determined to be "NO" in this determination step S2, the process proceeds to the "cooling water temperature detection (TW)" input step S3, where the cooling water temperature TW is read from the detection signal of the temperature sensor 17. , "TW <TL (30 ° C)?", The process proceeds to the determination step S4.

A memory (not shown) of the ECU 19 stores a lower limit set temperature TL (for example, 30 ° C.) and an upper limit set temperature TH.
(For example, 80 ° C.) is preset and stored.
As a result, the ECU 19 determines whether or not the cooling water temperature TW is lower than the lower limit set temperature TL (for example, 30 ° C.) in the determination step S4, and when it determines “NO” (TW ≧ TL), The process proceeds to the determination step S5 of "TW> TH (80 ° C)?". Then, in this determination step S5, the ECU 19 determines that the cooling water temperature TW is equal to the upper limit set temperature T.
It is determined whether or not the temperature exceeds H (for example, 80 ° C.). When it is determined that “NO” (TW ≦ TH), the process proceeds to “electromagnetic clutch energization” output step S6.

In this output step S6, the ECU 19 energizes the electromagnetic clutch provided between the driven pulley 16b and the shaft 9c, and the driven pulley 16b
b is connected to the shaft 9c. Therefore, after cooling the engine 1, the cooling water that has flowed into the heater 9 from the cooling water inlet 9 a via the cooling water outlet 1 c and the pipe 8 is cooled by the heating chamber 9
It is heated by the heat generated by the viscous fluid therein, and then flows into the heater core 12 from the cooling water inlet 12a via the cooling water outlet 9b, the pipe 11 and the electromagnetic valve 10. Then, the cooling water flowing into the heater core 12 is cooled by exchanging heat with the air passing around the heater core 12, and further,
The water is returned from the cooling water inlet 1b into the engine 1 through the cooling water outlet 12b and the pipes 13 and 16.

The heat generation amount of the engine 1 increases and the cooling water temperature TW detected by the water temperature sensor 17 is the upper limit set temperature TH.
If the temperature exceeds (eg 80 ° C), EC
When the U19 shifts to the judgment step S5, "YE
"S" is judged and "electromagnetic clutch disconnection" output step S
Move to 7. As a result, the ECU 19 disconnects the driven pulley 16b and the shaft 9c by disconnecting the electromagnetic clutch between the driven pulley 16b and the shaft 9c, and the operation of the heater 9 is stopped. Therefore, the cooling water is
Even if it flows into the heater 9 through the pipe 8, it is not heated by the heater 9.

Now, the ECU 19 determines that "TW <TL (30
℃)? In the case of shifting to the judgment step S4
When the cooling water temperature TW detected by the water temperature sensor 17 is lower than the lower limit set temperature TL (for example, 30 ° C.), the ECU 1
9 determines "YES" in this determination step S4 and immediately shifts to "electromagnetic clutch disconnection" output step S7. Therefore, the heater 9 continues to stop the operation if it has been stopped until then, and stops the operation if it has been stopped until then.

As described above, according to this embodiment, the temperature TW of the cooling water flowing into the heater 9 after cooling the engine 1
While the temperature is lower than the lower limit set temperature TL (for example, 30 ° C.), the operation of the heater 9 is stopped. Therefore, when the viscosity of the viscous fluid in the heater 9 is extremely large and the driving load is extremely large, the heater 9 will not be forcibly operated and slippage may occur on the belt of the belt transmission mechanism 16, or There is no problem such as slippage in the electromagnetic clutch that is the driving means provided between the driven pulley 16b of the belt transmission mechanism 16 and the shaft 9c of the heater 9.

Of course, the cooling water temperature TW is the lower limit set temperature TL.
When the temperature is equal to or higher than the upper limit set temperature TH (for example, 80 ° C.), that is, when the heat generation amount of the engine 1 is small, the heater 9 operates to heat the cooling water from the engine 1, so that sufficient heating is performed. You can gain the ability.

The temperature T of the cooling water from the engine 1
When W exceeds the upper limit set temperature TH, it is determined that the heating capacity of the engine 1 is sufficient to stop the operation of the heater 19, so that power is consumed unnecessarily. Can be prevented.

In the above embodiment, the heater 9 is operated by using the engine 1 as a drive source. However, for example, an electric motor may be used as a drive source. In this case, the drive means is used. When the cooling water temperature TW is equal to or higher than the lower limit set temperature TL and equal to or lower than the upper limit set temperature TH, the shaft 9c of the heater 9 is rotated at a high speed by the electric motor which is also used, and the cooling water temperature TW is lower than the lower limit set temperature TL. At this time, the rotation may be performed at a low speed with a large torque.

Therefore, the cooling water temperature TW is lower than the lower limit set temperature T.
When the temperature is lower than L, the object is sufficiently achieved if the operation of the heater 9 is stopped or the operation is performed at a low speed so that the driving load of the driving unit is small. Is what you can do.

In the above embodiment, the cooling water temperature TW is detected by the water temperature sensor 17, and this is the lower limit set temperature T.
Although the operation of the heater 9 is stopped when the value is less than L, the timer circuit is operated for a set time from the start of the engine 1, and the operation of the heater 9 is stopped during the operation of the timer circuit. In this case, an outside air temperature sensor may be provided and the set time of the timer circuit may be changed according to the outside air temperature detected by the outside air temperature sensor.

Further, in the above embodiment, the heat generator disclosed in Japanese Patent Laid-Open No. 2-254010 is used as the heater, but instead, for example, a gear pump or a hydraulic pump is used, and silicone oil is internally provided. After containing the viscous fluid consisting of, the heat is generated in the viscous fluid by operating with the suction port and the discharge port closed, and
A configuration in which cooling water is circulated around the gear pump or the hydraulic pump is also conceivable.

In addition, the present invention is not limited to the above-mentioned embodiments, and can be applied to various modifications within a range not departing from the spirit of the invention, for example, the invention can be applied not only to an air conditioning system for automobiles but also to a heating system for vehicles. Of course, you can do that.

[0035]

As described above, the vehicle heating system of the present invention has a heater for heating the cooling water supplied from the engine to the heater by the heat generated by the viscous fluid. While the temperature of the cooling water is low, the driving means of the heater is controlled so as to reduce the driving load, so that it is possible to prevent the driving means from being overloaded. It is a thing.

[Brief description of drawings]

FIG. 1 is an explanatory diagram showing the configuration of an embodiment of the present invention.

FIG. 2 is a flowchart for explaining the operation.

[Explanation of symbols]

Reference numeral 1 is an engine (driving source), 9 is a heater, 12 is a heater core (heater), 16 is a belt transmission mechanism, 17 is a water temperature sensor, and 19 is an ECU (control means).

Claims (1)

[Claims] 1. A heater provided with cooling water for cooling an engine to heat a passenger compartment, and a viscous fluid inside of which a shearing force acts to generate heat when a driving force is applied. A heater that heats the cooling water supplied to the heater by the generated heat; a driving means that gives a driving force to the heater; and a cooling water that is heat-exchanged with the heater while the temperature of the cooling water is low. A heating device for a vehicle, comprising: a control means for controlling the drive means so that the driving load thereof is reduced.