JPH1044748A - Vehicle heating system - Google Patents

Abstract

(57) [Problem] To provide a vehicle air conditioner 1 that can achieve both a large heating capacity required for removing fogging and icing of a windshield and power saving. provide. When a defroster mode is selected, a set cooling water temperature TWS is changed to a normal first set cooling water temperature TW.
By changing to the second set cooling water temperature TWH higher than L, the cooling water supplied to the heater core 15 by the viscous heater 9 until the cooling water temperature detected by the cooling water temperature sensor becomes the high second set cooling water temperature TWH. Can be heated, so that a large heating capacity can be obtained. When the defroster mode is not selected, the set cooling water temperature TWS is set to the normal first set cooling water temperature TWL. Therefore, the cooling water temperature detected by the cooling water temperature sensor is set to the normal first set cooling water temperature TWL. If it exceeds, the viscous clutch 7 is turned off to save power.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a heating device for a vehicle using a shear heating device for heating cooling water, which has cooled a water-cooled internal combustion engine, by heat generated by a viscous fluid as an auxiliary heating source device. is there.

[0002]

2. Description of the Related Art Conventionally, as a heating device for a vehicle, cooling water obtained by cooling a water-cooled engine is supplied to a heater core in a duct, and the air heated by passing through the heater core is sent into a vehicle interior. In general, a hot water heating device for a vehicle that heats a vehicle interior is generally used.

In recent years, there is a strong demand for an engine mounted on a vehicle to improve the engine efficiency. However, when the engine efficiency is improved, the heat loss is reduced, so that the cooling water for cooling the engine cannot be sufficiently heated. Also, in the case of a diesel engine vehicle or a lean burn engine vehicle, the amount of heat generated by the engine is small and the cooling water for cooling the engine cannot be sufficiently heated. In the case of a vehicle having a small amount of heat generated by the engine as described above, the temperature of the cooling water supplied to the heater core cannot be maintained at a predetermined cooling water temperature (for example, 80 ° C.), and thus the heating capacity in the vehicle compartment is insufficient. There was a problem.

For the purpose of solving the above-mentioned problems, Japanese Patent Application Laid-Open Nos. 2-246823 and 3-5
Japanese Patent Application Laid-Open No. 7877 proposes the following vehicle heating device. The vehicle heating device has a shearing heat generator for heating cooling water supplied from an engine to a heater core in a cooling water circuit, and when a cooling water temperature in the cooling water circuit is equal to or lower than a set value (for example, 75 ° C.). By turning on the electromagnetic clutch and transmitting the rotational power of the engine to the shear heating device to operate the shear heating device, the heating capacity of the vehicle interior is improved.

Here, the shear heat generator transmits the rotational power of the engine to the shaft via a belt transmission mechanism and an electromagnetic clutch, provides a heat generating chamber in the housing, and forms a cooling water passage on the outer periphery of the heat generating chamber. Further, a rotor that rotates integrally with the shaft is arranged in the heat generating chamber, and a heat is generated by applying a shearing force to a viscous fluid such as high-viscosity silicone oil sealed in the heat generating chamber by the rotation of the rotor,
The generated heat heats the cooling water refluxing in the cooling water passage.

[0006]

Here, in a vehicle heating system provided with the above-described shear heating device, for example, when the outside air temperature is low, such as 5 ° C. or less, fogging occurs on the inner surface of the windshield. For example, icing may occur on the outer surface of the windshield when the outside temperature is -5 ° C. or less in extreme cold.
In such a case, in order to warm the windshield, the defroster switch is turned on, the outlet mode is forcibly switched to the defroster mode, and the hot air is positively blown from the defroster outlet to the inner surface of the windshield. It is desirable to do so.

However, in such a vehicle heating device, when the set value for turning off the electromagnetic clutch is set to a cooling water temperature that secures a minimum heating capacity so as to save power, a windshield is used. When the cooling water temperature in the cooling water circuit reaches a set value, the electromagnetic clutch is turned off and the rotational power from the engine to the rotor is removed even when it is necessary to remove cloudiness and icing of the water and especially when a large heating capacity is required. The transmission is interrupted and the operation of the shear heat generator stops. As a result, there is a problem that the cooling water supplied to the heater core cannot be heated, and a large heating capacity required for removing clouding and icing of the windshield cannot be obtained.

Therefore, by raising the temperature of the set value at which the electromagnetic clutch is turned off to stop the rotation of the rotor of the shearing heat generator, the temperature of the cooling water supplied to the heater core is increased so that high-temperature hot air is blown out. It is possible to do.
However, in such a case, the cooling water temperature in the cooling water circuit is maintained at a predetermined cooling water temperature (for example, 80 ° C.) even during normal vehicle interior heating in which it is not necessary to remove fogging and icing of the windshield. The electromagnetic clutch is not turned off when it reaches.
This is contrary to power saving, and a large load is continuously applied to the engine that drives the rotor of the shear heat generator, so that the fuel consumption rate of the engine increases and the running cost (fuel economy) deteriorates. Problem arises.

[0009]

SUMMARY OF THE INVENTION It is an object of the present invention to provide a large heating capacity necessary for removing fogging and icing of window glass when fogging occurs on the window glass or when ice accumulates on the window glass. It is an object of the present invention to provide a vehicle heating device capable of saving power during normal heating of a vehicle interior.

[0010]

According to the first aspect of the present invention, when removal of fogging or icing of the window glass is commanded by the removal commanding means, whether or not the clutch means is operated is determined. By changing the set value used for the determination to the second set value higher than the normal first set value, until the physical quantity related to the temperature of the cooling water detected by the physical quantity detection means reaches the second set value. The rotational power of the drive source can be transmitted to the auxiliary heat source device by controlling the clutch means. Thereby, by operating the auxiliary heat source device until the physical quantity detected by the physical quantity detection means becomes a high value, the cooling water supplied from the internal combustion engine to the heating heat exchanger is sufficiently heated, so that the The large heating capacity required to remove fogging or icing can be obtained.

If the removal command means does not instruct the removal of the fogging or icing of the window glass, the set value used for determining whether to operate the clutch means is changed to the normal first set value. By setting, when the physical quantity detected by the physical quantity detecting means rises above the normal first set value, the clutch means can be controlled to interrupt the transmission of rotational power from the driving source to the auxiliary heat source device. . This allows
Power saving can be achieved by stopping the operation of the auxiliary heat source device when the physical quantity detected by the physical quantity detecting means rises above the normal first set value.

According to the second aspect of the present invention, when the removal instruction means instructs to remove the fogging or icing of the window glass, the set value used for determining whether to operate the clutch means. Is changed to a second set value higher than the normal first set value, the clutch means is controlled until the physical quantity detected by the physical quantity detection means reaches the second set value, and the rotational power of the drive source is changed to the rotor. Can be transmitted to Thus, the rotor rotates until the physical quantity detected by the physical quantity detection means reaches a high value, so that the shearing force acts on the viscous fluid in the heating chamber to heat the cooling water flowing back in the cooling water passage. Thereby, the same effect as the first aspect is obtained.

According to the third aspect of the present invention, when the removal instruction means instructs to remove the fogging or icing of the window glass, the setting used for determining whether to activate the auxiliary heat source device. By changing the value to the second set value higher than the normal first set value, the auxiliary heat source device is operated until the physical quantity related to the temperature of the cooling water detected by the physical quantity detection means reaches the second set value. Can be done. This allows
By continuing the operation of the auxiliary heat source device until the physical quantity detected by the physical quantity detection means becomes a high value, the cooling water supplied from the internal combustion engine to the heating heat exchanger is sufficiently heated, so that the window glass becomes cloudy. Alternatively, a large heating capacity necessary for removing icing can be obtained.

When the removal command means does not instruct the removal of the fogging or icing of the window glass, the set value is set to the normal first set value, whereby the physical quantity detected by the physical quantity detection means is set. Can be controlled to stop the operation of the auxiliary heat source device at a time point when the temperature rises above the normal first set value. Thus, the operation of the auxiliary heat source device can be stopped when the physical quantity detected by the physical quantity detecting means rises above the normal first set value, so that power saving can be achieved.

According to the fourth aspect of the invention, when the defroster mode is set by the outlet mode setting means, the transmission of rotational power from the drive source to the auxiliary heat source device is cut off by the clutch means, or the auxiliary power source apparatus is turned off. A set value that is a lower limit value for stopping the operation of the heat source device is changed to a second set value higher than a normal first set value. When the defroster mode is not set by the outlet mode setting means, the set value is set to a normal first set value. Thereby, the same effect as the first aspect is obtained.

[0016]

BEST MODE FOR CARRYING OUT THE INVENTION

[Configuration of First Embodiment] FIGS. 1 to 8 show a first embodiment of the present invention.
FIG. 1 is a view showing an overall structure of an air conditioner for a vehicle, and FIG. 2 is a view showing an engine and a belt transmission mechanism.

The vehicle air conditioner 1 employs an air mix temperature control system, and includes a water-cooled diesel engine (hereinafter abbreviated as engine) E, and an air conditioner (an indoor air conditioning unit, hereinafter referred to as an air conditioner) for air-conditioning the passenger compartment. 2, a cooling water circuit 3 that uses the cooling water that has cooled the engine E as a heat source for heating, a shear heating device 4 that heats the cooling water that cools the engine E, an air conditioner ECU 100 that controls the air conditioner 2, and the engine E And the like.

The engine E is an internal combustion engine installed in the engine room of the vehicle, and also serves as a drive source for driving the shear heating device 4 to rotate. The output shaft (crankshaft) 11 of the engine E is provided with a crank pulley 12 connected to a V belt 6 described later. The engine E is provided with a water jacket 13 around the cylinder block and the cylinder head. The water jacket 13 is provided in the cooling water circuit 3 for circulating cooling water for cooling the engine E.

The cooling water circuit 3 includes a water pump 14 for forcibly circulating the cooling water, a radiator (not shown) for exchanging heat between the cooling water and the air to cool the cooling water, and a heat exchange between the cooling water and the air. A heater core 15 for heating the air by heating and a water valve 16 for supplying and shutting off cooling water to the heater core 15 are attached. The water pump 14 is installed upstream of the water jacket 13 of the engine E, and is driven to rotate by the output shaft 11 of the engine E.

The water valve 16 is a hot water valve that adjusts an opening degree (opening degree) of a cooling water pipe (cooling water flow path) that supplies cooling water to the heater core 15. Note that the water valve 16 of the present embodiment is provided with an air mix damper 2 described later.
8 is connected to the servomotor 29 of the air mix damper 28 via one or a plurality of link plates so as to be linked to the servomotor 8.

The air conditioner 2 includes a duct 21, a blower 22,
It is composed of a refrigeration cycle, a heater core 15, and the like. On the windward side of the duct 21, an inside / outside air switching damper 24 that selectively opens and closes the outside air suction port 24a and the inside air suction port 24b to switch the suction port mode is rotatably mounted. Downstream of the duct 21, a defroster outlet 25a, a face outlet 25b, and a foot outlet 2
Two mode switching dampers 25 and 26 for selectively opening and closing 6a to switch the outlet mode are rotatably mounted. The inside / outside air switching damper 24 and the two mode switching dampers 25 and 26 are each driven by a servomotor.

In the present embodiment, the two mode switching dampers 25 are selectively opened and closed to switch between an outlet mode such as a face mode, a bi-level mode, a foot mode, a foot differential mode or a defroster mode. Can be. In the defroster mode,
The defroster outlet 25a is fully opened by the mode switching damper 25, the face outlet 25b is fully closed, and the foot outlet 26a is fully closed by the mode switching damper 26, so that hot air mainly flows from the defroster outlet 25a. It is blown out toward the inner surface of the window glass (not shown).

The blower 22 is a blower that is rotated by a blower motor 23 to generate an airflow in the duct 21 toward the vehicle interior. The refrigeration cycle includes a compressor (refrigerant compressor), a condenser (refrigerant condenser), a receiver (gas-liquid separator), an expansion valve (expansion valve, pressure reducing device), an evaporator (refrigerant evaporator) 27, and an annular connection between these. It consists of a refrigerant pipe and the like.

The compressor includes an electromagnetic clutch (hereinafter referred to as an air conditioner clutch) 30, compresses the refrigerant drawn from the evaporator 27, and discharges the compressed refrigerant to the condenser. The air conditioner clutch 30 is connected to a crank pulley 12 (FIG. 2) attached to an output shaft 11 of the engine E via a V belt 6.
2), and the output power (armature, inner hub) is attracted to the input power supply (rotor) by energization of the electromagnetic coil, so that the rotational power of the engine E is increased. It is transmitted to the input shaft 32 of the compressor (see FIG. 2). The evaporator 27 is connected to the duct 21
And cooling means for cooling the air flowing through the duct 21.

The heater core 15 is a heating heat exchanger according to the present invention, and is installed downstream (downwind) of the air flow direction from the evaporator 27 in the duct 21, and generates shear heat in the cooling water circuit 3. The cooling water is connected downstream of the device 4 in the flow direction of the cooling water. This heater core 1
Reference numeral 5 denotes heating means for exchanging heat between the air passing through the evaporator 27 and the cooling water to heat the air.

An air mix damper 28 is rotatably mounted on the windward side of the heater core 15.
The air mix damper 28 adjusts the amount of air that passes through the heater core 15 (the amount of hot air) and the amount of air that bypasses the heater core 15 (the amount of cold air) to adjust the temperature of the air blown into the vehicle interior. Means. And
The air mix damper 28 is driven by an actuator (damper driving means) such as a servomotor 29 via one or a plurality of link plates.

Next, the shear heating device 4 will be briefly described with reference to FIGS. Here, FIG. 3 and FIG. 4 are views showing the shear heating device 4. The shear heating device 4 includes a belt transmission mechanism 5 drivingly connected to an output shaft 11 of the engine E, and a shear heating device (hereinafter, referred to as a viscous heater) 9 having a shaft 8.

As shown in FIGS. 1 and 2, the belt transmission mechanism 5 includes a multi-stage V-belt 6 wound around a crank pulley 12 attached to an output shaft 11 of the engine E, and the V-belt 6 This is a power transmission mechanism having an electromagnetic clutch (hereinafter referred to as a viscous clutch) 7 which is drivingly connected to an output shaft 11 (crank pulley 12) via the motor.

The V-belt 6 transfers the rotational power (driving force) of the engine E via the viscous clutch 7 to the viscous heater 9.
Belt transmission means for transmitting the shaft 8 to the shaft 8. In addition, the V belt 6 of the present embodiment is hung around the V pulley 31 of the air conditioner clutch 30 and the V pulley 47 of the viscous clutch 7.

The viscous clutch 7 is a clutch means for interrupting transmission of rotational power from the output shaft 11 of the engine E to the shaft 8 of the viscous heater 9. Then, as shown in FIG. 3, the viscous clutch 7 attracts the rotor 42 by the magnetomotive force of the electromagnetic coil 41 that generates a magnetomotive force when energized, the rotor 42 that is rotationally driven by the engine E, and the electromagnetic coil 41. An armature 43, an inner hub 45 connected to the armature 43 via a leaf spring 44 and applying rotational power to the shaft 8 of the viscous heater 9.
And so on.

The electromagnetic coil 41 is formed by winding a conductive wire provided with an insulating film, is housed in a stator 46 made of a magnetic material such as iron, and is molded and fixed in the stator 46 with an epoxy resin. I have. Note that the stator 4
6 is fixed to the front surface of the housing 10 of the viscous heater 9.

The rotor 42 has a V-pulley 47 around which a V-belt 6 (see FIG. 1) is wound, which is joined by joining means such as welding, and is constantly driven by the rotational power of the engine E transmitted through the V-belt 6. It is a rotating body (the input part of the viscous clutch 7). The rotor 42 is a first friction member formed of a magnetic material such as iron into a U-shaped cross section, and rotates around the outer periphery of the housing 10 of the viscous heater 9 via a bearing 48 provided on the inner periphery side. It is freely supported.

The armature 43 has an axial air gap (for example, 0.5 mm) formed on an annular friction surface of the rotor 42.
With a ring-shaped friction surface facing each other with a gap
This is a second friction member formed of a magnetic material such as iron into an annular plate shape. When the armature 43 is attracted (engaged) to the friction surface of the rotor 42 by the magnetomotive force of the electromagnetic coil 41, the rotational power of the engine E is transmitted from the rotor 42.

The leaf spring 44 is fixed to the armature 43 on the outer peripheral side by fixing means such as rivets, and the inner peripheral side is fixed to the inner hub 45 by fixing means such as rivets. This leaf spring 44 separates (releases) the armature 43 from the friction surface of the rotor 42 when the energization of the electromagnetic coil 41 is stopped.
This is an elastic member that is displaced in the direction in which it is moved (leftward in the figure) and returns to the initial position. The inner hub 45 is an output portion of the viscous clutch 7 whose input side is drivingly connected to the armature 43 via the leaf spring 44 and whose output side is drivingly connected to the shaft 8 of the viscous heater 9 by spline fitting.

The viscous heater 9 constitutes an auxiliary heat source device for the engine E as a heating heat source. The viscous heater 9 is provided with a shaft 8 to which rotational power of the engine E is applied via a V-belt 6 and a viscous clutch 7, 8, which rotatably supports the housing 8, the housing 10
Is divided into a heat generating chamber 50 and a cooling water passage 51, a separator 52, a rotor 53 rotatably disposed in the housing 10, and the like.

The shaft 8 is an input shaft which is fixedly fastened to the inner hub 45 of the viscous clutch 7 by a fastening member 54 such as a bolt, and rotates integrally with the armature 43. The shaft 8 is rotatably supported on the inner periphery of the housing 10 via a bearing 55 and a seal member 56. Note that an oil seal that prevents leakage of viscous fluid is used as the seal member 56.

The housing 10 is made of a metal member such as an aluminum alloy, and has an annular plate-shaped cover 57 fastened and fixed to a rear end portion thereof by fastening members 58 such as bolts and nuts. The separator 52 and the sealing material 59 are mounted on the joint surface between the housing 10 and the cover 57. An O-ring that prevents leakage of cooling water is used as the seal material 59.

The separator 52 is made of a metal member having excellent thermal conductivity such as an aluminum alloy, and is a partition member whose outer peripheral portion is sandwiched between the cylindrical portion of the housing 10 and the cylindrical portion of the cover 57. Between the front end surface of the separator 52 and the rear end surface of the housing 10, there is formed a heat generating chamber 50 in which a viscous fluid (for example, silicon oil or the like) that generates heat when a shearing force is applied is sealed.

The rear end face of the separator 52 and the inside of the cover 57 are liquid-tightly partitioned from the outside, and the engine E
The cooling water channel 51 in which the cooling water for cooling the cooling water flows is formed. Further, on the rear end surface on the lower side of the separator 52,
A large number of substantially arc-shaped fin portions 52a for efficiently transmitting the heat of the viscous fluid to the cooling water are integrally formed.

Instead of the fin portion 52a, the rear end surface of the separator 52 may be made uneven, or a heat transfer promoting member such as a corrugated fin or a fine pin fin may be provided on the outer wall surface of the cover 57. Further, a labyrinth seal may be formed between the separator 52 and the rotor 53, and the labyrinth seal may be used as the heating chamber 50.

From the rear end face of the separator 52, a partition wall 52b is formed so as to bulge so as to partition the cooling water channel 51 into an upstream water channel 51a and a downstream water channel 51b. An inlet-side cooling water pipe 5 through which cooling water flows into the cooling water passage 51 is provided on an outer wall portion near the partition wall 52b of the cover 57.
7a, and an outlet-side cooling water pipe 57b through which the cooling water flows out from the cooling water passage 51 is connected.

The rotor 53 is rotatably arranged in the heat generating chamber 50 and is fixed to the outer periphery of the rear end of the shaft 8.
A plurality of grooves (not shown) are formed on the outer peripheral surface or both side wall surfaces of the rotor 53, and protrusions (teeth) are formed between adjacent grooves. When the rotational power of the engine E is applied to the shaft 8, the rotor 53 rotates integrally with the shaft 8 to apply a shearing force to the viscous fluid sealed in the heat generating chamber 50.

Next, the air conditioner ECU 100 will be briefly described with reference to FIGS. 1, 5, 7 and 8. Here, FIG. 5 is a diagram showing an electronic circuit of the air conditioner 1 for a vehicle. The air conditioner ECU 100 is an electronic circuit for an air conditioner control system, which is a heating control device, a physical quantity detection means, and a flow rate calculation means of the present invention, and controls a cooling and heating device such as a compressor of the air conditioner 2 and a viscous heater 9 by computer. The air conditioner ECU 100 is itself a microcomputer having a built-in CPU, ROM, and RAM.

The air conditioner ECU 100 includes an ignition switch 71, a viscous switch 72, a defroster switch 73, a coolant temperature sensor 74, and an engine ECU 2.
Based on an input signal input from 00 and a control program stored in advance (see FIG. 6), the cooling and heating devices such as the electromagnetic coil 41 of the viscous clutch 7, the servomotor 29 of the air mix damper 28, and the electromagnetic coil of the air conditioner clutch 30 are controlled. This controls the air conditioning of the passenger compartment.

The ignition switch 71 is OFF,
It has ACC, ST and IG terminals. ST is a starter energizing terminal for energizing the starter, and an air conditioner EC
A starter energization signal is output to U100.

The viscous switch 72 is a heating priority switch that desires heating of the vehicle interior using the viscous heater 9, and outputs a heating priority signal to the air conditioner ECU 100 when turned on. The viscous switch 72
Is a fuel efficiency priority switch that prioritizes improvement of the fuel consumption rate (fuel economy) of the engine E, and outputs a fuel efficiency priority signal to the air conditioner ECU 100 when turned off.

The defroster switch 73 is an outlet mode setting switch of the present invention, and is installed on a control panel (not shown) provided on the front surface of the vehicle interior. The defroster switch 73 is a command to set the outlet mode to the defroster mode in which only the defroster outlet 25a is opened by the mode switching damper 25, that is, to remove the fogging on the inner surface of the windshield or to accumulate ice on the outer surface of the windshield. It is a removal command means for commanding removal.

The cooling water temperature sensor 74 is a physical quantity detecting means of the present invention, for example, a thermistor is used, and the temperature of the cooling water in the cooling water circuit 3 (in this embodiment, the exit side of the cooling water passage 51 of the viscous heater 9). A cooling water temperature detecting means for detecting the cooling water temperature of the cooling water pipe 57b;
A cooling water temperature detection signal is output to the CU 100.

Next, the air conditioner ECU 100 of this embodiment
The viscous heater control will be briefly described with reference to FIGS. Here, FIG. 6 is a flowchart showing an example of a control program of the air conditioner ECU 100.

First, input signals such as various sensor signals and switch signals are read (physical quantity detecting means, environmental condition detecting means, cooling water temperature detecting means: step S1). Next, it is determined whether or not the viscous switch 72 is turned on (ON). That is, it is determined whether a heating priority signal or a fuel efficiency priority signal is being input (viscus switch determination means: step S2). When the determination result is NO, the electromagnetic coil 41 of the viscous clutch 7 is turned off (OFF), ie, the electromagnetic coil of the viscous clutch 7 is turned off in order to prioritize the improvement of the fuel consumption rate of the engine E without heating the vehicle interior. The operation of the viscous heater 9 is stopped by stopping the energization of 41 (step S3). Next, the processing shifts to the processing of step S1.

If the decision result in the step S2 is YES, it is determined whether or not the defroster switch 73 is turned on (ON) (removal command determining means, defroster switch determining means: step S4). If the result of this determination is NO, as shown in the characteristic diagram of FIG. 7, the set cooling water temperature (set value) TWS is set to the normal first set cooling water temperature (first set value) TWL (first Set cooling water temperature changing means: Step S5). Next, the determination in step S6 is performed.

Specifically, the normal first set cooling water temperature TW
As shown in the characteristic diagram of FIG. 7, L has a hysteresis between the first set cooling water temperature A (for example, 75 ° C.) and the first set cooling water temperature B (for example, 65 ° C.).
When the temperature is higher than the set cooling water temperature, the electromagnetic coil 41 of the viscous clutch 7 is turned off. When the temperature is lower than the first set cooling water temperature, the electromagnetic coil 41 of the viscous clutch 7 is turned off.
N. Although the hysteresis is provided in the characteristic diagram of FIG. 7, the hysteresis need not be provided.

Next, it is determined whether the electromagnetic coil 41 of the viscous clutch 7 is on or off according to a characteristic diagram (see FIG. 7) of the viscous heater control based on the cooling water temperature stored in a storage circuit (for example, a ROM) in advance. That is, the coolant temperature TW detected by the coolant temperature sensor 74 is equal to the first set coolant temperature TW.
It is determined whether the temperature is lower than L (first cooling water temperature determining means: step S6). If the result of this determination is NO, the process moves to step S3, where the viscous clutch 7
Is turned off. If the result of the determination in step S6 is YES, the process moves to step S9.

If the determination result of step S4 is YES, as shown in the characteristic diagram of FIG. 8, the set cooling water temperature (set value) TWS is changed to the high second set cooling water temperature (second set value). TWH (> TWL) is set (first set cooling water temperature changing means: step S7). Next, the determination in step S8 is performed.

Specifically, the high-temperature second set cooling water temperature TW
As shown in the characteristic diagram of FIG. 8, H has a hysteresis between the second set cooling water temperature A (for example, 85 ° C.) and the second set cooling water temperature B (for example, 75 ° C.).
When the temperature is higher than the set cooling water temperature, the electromagnetic coil 41 of the viscous clutch 7 is turned off. When the temperature is lower than the second set cooling water temperature, the electromagnetic coil 41 of the viscous clutch 7 is turned off.
N. Although the hysteresis is provided in the characteristic diagram of FIG. 8, the hysteresis need not be provided.

Next, it is determined whether the electromagnetic coil 41 of the viscous clutch 7 is on or off according to a characteristic diagram (see FIG. 8) of the viscous heater control based on the cooling water temperature stored in a storage circuit (for example, a ROM) in advance. That is, the coolant temperature TW detected by the coolant temperature sensor 74 is equal to the second set coolant temperature TW.
It is determined whether the temperature is lower than H (cooling water temperature determining means: step S8). If this determination is NO,
The process proceeds to step S3, in which the electromagnetic coil 41 of the viscous clutch 7 is turned off.

If the determination result of step S8 is YES, communication (transmission and reception) with engine ECU 200 is performed (step S9). Next, it is determined whether or not a permission signal for permitting the electromagnetic coil 41 of the viscous clutch 7 to be turned on has been received from the engine ECU 200 (permission signal determination means: step S10). If the result of this determination is NO, the process moves to step S3, and the electromagnetic coil 41 of the viscous clutch 7 is turned off.

If the result of the determination in step S10 is YES
In the case of, to make up for the lack of heating capacity at the maximum heating,
Turn on the electromagnetic coil 41 of the viscous clutch 7;
That is, by energizing the electromagnetic coil 41 of the viscous clutch 7, the viscous heater 9 is operated (a viscous heater driving unit: step S11). Next, step S1
Move to the processing of.

Next, the engine ECU 200 will be briefly described with reference to FIGS. Engine ECU 200
Is an electronic circuit for an engine control system that controls the engine E by computer, and is itself a CPU, ROM, R
This is a microcomputer with a built-in AM.

The engine ECU 200 controls the idle speed of the engine E based on input signals input from the engine speed sensor 81, the vehicle speed sensor 82, the throttle opening sensor 83 and the air conditioner ECU 100, and a control program stored in advance. It performs engine control such as idle-up control, fuel injection amount control, fuel injection timing control, intake throttle control, and glow plug energization control, and sends signals necessary for processing of the air conditioner ECU 100 to the air conditioner ECU 100.

The engine speed sensor 81 is an engine speed detecting means for detecting the speed of the output shaft of the engine E.
Output to The vehicle speed sensor 82 is, for example, a reed switch type vehicle speed sensor, a photoelectric type vehicle speed sensor, an MRE (magnetoresistive element) type vehicle speed sensor, or the like. The vehicle speed sensor 82 is a vehicle speed detecting unit that detects the speed of the vehicle, and outputs a vehicle speed signal to the engine ECU 200. . The throttle opening sensor 83 is a throttle opening detecting means for detecting the opening of a throttle valve provided in the intake pipe of the engine E, and outputs a throttle opening signal to the engine ECU 200.

Next, the viscous heater control of the engine ECU 200 will be briefly described with reference to FIGS.

The engine ECU 200 first reads various sensor signals from the engine speed sensor 81, the vehicle speed sensor 82, the throttle opening sensor 83 and the like (vehicle speed detecting means, throttle opening detecting means, engine speed detecting means). ). Then, based on these sensor signals, a permission signal (a signal permitting the electromagnetic coil 41 of the viscous clutch 7 to be turned on) is transmitted to the air conditioner ECU 100 or a non-permission signal (the electromagnetic coil 41 of the viscous clutch 7 is turned on). Is determined to be transmitted. Here, when it is determined that the permission signal is to be transmitted, control for increasing the idle air speed in a stepwise manner by increasing the intake air amount, that is, so-called idle-up control, is performed.

[Operation of First Embodiment] Next, the operation of the vehicle air conditioner 1 of the present embodiment will be briefly described with reference to FIGS.

When the engine E starts, the output shaft 1
1 rotates and the rotational power of the engine E is transmitted to the rotor 42 via the V-belt 6 of the belt transmission mechanism 5. Even when the viscous switch 72 is turned on (ON), it is detected by the cooling water temperature sensor 74. When the cooling water temperature TW is higher than the first set cooling water temperature TWL or the second set cooling water temperature TWH, the electromagnetic coil 41 of the viscous clutch 7 is turned off. That is, since the electromagnetic coil 41 is turned off,
The armature 43 is not attracted to the friction surface of the rotor 42, and the rotational power of the engine E is not transmitted to the inner hub 45 and the shaft 8.

Thus, the shaft 8 and the rotor 53
Does not rotate, no shearing force acts on the viscous fluid in the heat generating chamber 50, and the viscous fluid does not generate heat. Therefore, the cooling water heated in the water jacket 13 of the engine E is supplied to the heater core 15 without being heated even through the cooling water passage 51 of the viscous heater 9. Therefore, heating of the vehicle interior is started with a small heating capacity.

When the viscous switch 72 is turned on (O
N) The cooling water temperature TW detected by the cooling water temperature sensor 74
Is the first set cooling water temperature TWL or the second set cooling water temperature TW
When the permission signal is received from the engine ECU 200 at a low temperature of H or lower, the electromagnetic coil 41 of the viscous clutch 7 is turned on. That is, since the electromagnetic coil 41 is turned on, the armature 43 is attracted to the friction surface of the rotor 42 by the magnetomotive force of the electromagnetic coil 41, and the engine E
Is transmitted to the inner hub 45 and the shaft 8.

As a result, the rotor 53 rotates integrally with the shaft 8, so that a shear force acts on the viscous fluid in the heat generating chamber 50, so that the viscous fluid generates heat. Therefore, when the cooling water heated in the water jacket 13 of the engine E passes through the cooling water passage 51 of the viscous heater 9, the heat generated by the viscous fluid is generated through the many fin portions 52 a formed integrally with the separator 52. Is heated by absorbing heat. Then, the cooling water heated by the viscous heater 9 is supplied to the heater core 15 so that
The interior of the vehicle is heated with a large heating capacity. In particular, in the defroster mode, hot air having a high temperature is blown from the defroster outlet 25a toward the inner surface of the windshield, so that clouding on the inner surface of the windshield and icing on the outer surface are quickly removed.

The heat generation capacity of the viscous heater 9 can be arbitrarily set in advance by the viscosity coefficient of the viscous fluid sealed in the heat generation chamber 50. That is, as the viscous fluid has a higher viscosity coefficient, the shearing force exerted by the rotation of the rotor 53 increases, so that the heat generating ability of the viscous heater 9 increases and the load of the engine E and the fuel consumption rate increase.
On the other hand, as the viscosity coefficient of the viscous fluid decreases, the shearing force exerted by the rotation of the rotor 53 decreases, so that the heat generation capacity of the viscous heater 9 decreases, and the load on the engine E and the fuel consumption rate decrease.

[Effects of the First Embodiment] As described above, the vehicle air conditioner 1 of the present embodiment sets the normal cooling water temperature TWS as the set cooling water temperature TWS when the defroster switch 73 is not turned on (OFF). By employing the 1 set cooling water temperature TWL, when the cooling water temperature TW reaches the normal first set cooling water temperature TWL, the electromagnetic coil 41 of the viscous clutch 7 is controlled to rotate the engine E to the shaft 8 and the rotor 53. Power transmission can be cut off.

Therefore, when the temperature detected by the cooling water temperature sensor 74 rises above the normal first set cooling water temperature TWL, the shaft 8 of the viscous heater 9 and the rotor 53
Is stopped, power can be saved, and a large load is not applied to the engine E and the belt transmission mechanism 5. As a result, the fuel consumption rate of the engine E can be reduced, so that fuel economy (running cost) can be improved and
Generation of abnormal noise due to slippage of the V belt 6 can also be prevented. For this reason, the driving performance and drivability (drivability) of the vehicle
Can be improved.

When the defroster switch 73 is turned on (O
N), the cooling water temperature TW is higher than the normal first setting cooling water temperature TWL by adopting the second setting cooling water temperature TWH higher than the normal first setting cooling water temperature TWL as the setting cooling water temperature TWS. Even if it rises, the electromagnetic coil 41 of the viscous clutch 7 is not turned off. That is, the electromagnetic coil 41 of the viscous clutch 7 is turned on until the cooling water temperature TW reaches the second set cooling water temperature TWH, which is higher than the normal first set cooling water temperature TWL, and the rotational power of the engine E is changed to the shaft of the viscous heater 9. 8 and the rotor 53.

Therefore, the shaft 8 of the viscous heater 9 and the rotor 53 rotate until the cooling water temperature TW detected by the cooling water temperature sensor 74 reaches the high second set cooling water temperature TWH. The viscous fluid generates heat due to the shearing force. As a result, the cooling water circulating in the cooling water passage 51 of the viscous heater 9 is heated, so that the cooling water supplied to the heater core 15 is sufficiently heated, and large heating necessary for removing fogging or icing of the windshield. You can gain the ability. Therefore, even at low outside temperatures or extremely cold when the dehumidification operation cannot be performed due to the stoppage of the operation of the refrigeration cycle, the fogging on the inner surface of the windshield that obstructs the driver's view is quickly cleared. In addition, since the icing on the outer surface of the windshield is promptly removed, the driving field of view is quickly expanded, so that the safety and the operability of the vehicle are excellent.

[Second Embodiment] FIG. 9 shows a second embodiment of the present invention and is a diagram showing an electronic circuit of a vehicle air conditioner.

In the present embodiment, an electric motor (hereinafter referred to as a viscous motor) M is used instead of the engine E (the belt transmission mechanism 5) as a drive source for driving the shaft 8 of the viscous heater 9 and the rotor 53 to rotate. Thus, the shaft 8 of the viscous heater 9 and the rotor 53 are directly driven by the viscous motor M. Only when the defroster switch 73 is turned on (ON), that is, when a large heating capacity is particularly required, the set cooling water temperature TWS is set.
Is changed to the second set cooling water temperature TWH higher than the normal first set cooling water temperature TWL.

In the vehicle air conditioner 1 of this embodiment, when the defroster switch 73 is turned on (ON) and the defroster mode is selected, the set cooling water temperature TWS is set to the high second set cooling water temperature TWH. By doing
Even if the cooling water temperature TW rises above the normal first set cooling water temperature TWL, the viscous motor M is not turned off. That is,
The operation of the viscous motor M is continued until the cooling water temperature TW reaches the second set cooling water temperature TWH higher than the normal first set cooling water temperature TWL.
Operation is continued. Therefore, the cooling water flowing back in the cooling water passage 51 of the viscous heater 9 is heated, so that the cooling water supplied to the heater core 15 is sufficiently heated, and a large heating capacity necessary for removing fogging or icing of the windshield. Can be obtained.

When the defroster switch 73 is not turned on and the defroster mode is not selected, the set cooling water temperature TWS is set to the normal first set cooling water temperature TWL, so that the cooling water temperature TW becomes the normal first cooling water temperature TW. When the temperature reaches the 1 set cooling water temperature TWL, by turning off the viscous motor M, the rotation of the shaft 8 and the rotor 53 is stopped, and the operation of the viscous heater 9 is stopped. Accordingly, the power consumption can be reduced by stopping the operation of the viscous heater 9 when the temperature detected by the cooling water temperature sensor 74 rises above the normal first set cooling water temperature TWL.
Battery life can be improved.

That is, the set cooling water temperature TWS is increased only when a large heating capacity necessary for removing fogging or icing of the windshield is particularly required, such as when the defroster mode is employed as the outlet mode. As a result, both power saving and safety can be realized.

Third Embodiment FIGS. 10 to 12 show a third embodiment of the present invention, and FIG. 10 is a diagram showing an electronic circuit of a vehicle air conditioner.

In this embodiment, in addition to the defroster switch 73, a humidity sensor (humidity detecting means) 75 for detecting the relative humidity in the vehicle compartment is used as a removing command means for commanding removal of fogging or icing of the window glass. doing. In the present embodiment, in addition to the humidity sensor 75, an internal air temperature sensor 76 for detecting the air temperature in the vehicle interior, an external air temperature sensor 77 for detecting the air temperature outside the vehicle interior, and the like are connected to the air conditioner ECU 100.

FIG. 11 is a flowchart showing an example of a control program of the air conditioner ECU. Note that the same processing as in the first embodiment is denoted by the same reference numeral, and description thereof is omitted. In the present embodiment, when the determination result in step S4 is NO, the relative humidity R
The absolute humidity Hr in the vehicle compartment is calculated from h and the inside temperature Tr detected by the inside temperature sensor 76 (absolute humidity calculating means: step S21).

Next, as a fogging judgment value for judging whether the inner surface of the windshield is fogged or not, a wet air chart (FIG. 1) stored in advance in a storage circuit (for example, ROM).
2), the saturation absolute humidity Hw is calculated from the inner surface temperature of the windshield (the stall temperature of the inner surface of the windshield) Tg (saturation absolute humidity means: step S2).
2). The inner surface temperature Tg of the windshield is represented by a function of the inner temperature Tr, the outer temperature Tam, and the vehicle speed V. In this embodiment, the outer temperature Tam detected by the outer temperature sensor 77 is simply used.

Next, by comparing the absolute humidity Hr in the vehicle interior with the saturation absolute humidity Hw as a fogging determination value, it is determined whether or not the inner surface of the windshield is fogged (Hr−Hw ≧ β) (fogging). Determination means: Step S23). This determination result is N
In the case of O, since the inner surface of the windshield does not fog, the set cooling water temperature (set value) TWS is set to the normal first set cooling water temperature (first set value) TWL (first set cooling water temperature). Changing means: Step S5). Next, step S
A determination of 6 is made.

If the decision result in the step S23 is YES
In the case of (1), the set cooling water temperature (set value) TWS is set to a high second set cooling water temperature (second set value) TWH (> TWL) in order to clear the inner surface of the windshield (first). Set cooling water temperature changing means: Step S7). next,
The determination in step S8 is performed. As described above, the same effects as in the first embodiment are provided.

[Other Embodiments] In each of the above embodiments, the belt transmission mechanism 5 and the viscous clutch 7 are drivingly connected to the output shaft 11 of the engine E to drive the shaft 8 of the viscous heater 9. The shaft 8 of the viscous heater 9 may be driven by directly connecting the viscous clutch 7 to the shaft 11. Further, a transmission mechanism (e.g., one or more gear transmissions or a V-belt type continuously variable transmission) between the output shaft 11 of the engine E and the viscous clutch 7 or between the viscous clutch 7 and the shaft 8 of the viscous heater 9. (Power transmission means). It should be noted that other clutch means such as a hydraulic multi-plate clutch may be used as the clutch means for intermittently transmitting the rotational power from the engine E to the shaft 8 and the rotor 53.

In the above embodiments, the viscous clutch 7
V pulley 47 and V pulley 31 of air conditioner clutch 30
And the V-belt 6 of the belt transmission mechanism 5, but the water pump 14, the hydraulic pump for power steering,
Hydraulic pump for supplying hydraulic oil to automatic transmission, engine E
Pump for supplying lubricating oil to the gearbox and the transmission, or a pulley for engine accessories such as an alternator (alternating current generator) for charging a vehicle-mounted battery, and a V pulley 47 for the viscous clutch 7
May be hung on the V-belt 6 of the belt transmission mechanism 5.

In each of the above embodiments, a water-cooled diesel engine is used as the internal combustion engine. However, another water-cooled internal combustion engine such as a gasoline engine may be used as the engine. Further, the rotor 53 of the viscous heater 9 may be rotationally driven by another driving source such as a water-cooled engine or an air-cooled engine that is not used as a heating heat source. In each of the above embodiments, the viscous heater 9 is used as the auxiliary heat source device.
However, a combustion type heater, an electric heater, a waste heat heater for heating cooling water by waste heat of a heat-generating component, or the like may be used as the auxiliary heating device. In each of the above embodiments, the present invention is applied to the vehicle air conditioner capable of performing heating and cooling of the vehicle interior, but the present invention is applied to a vehicle hot water system capable of heating only the vehicle interior. It may be applied to a heating device.

In each of the above embodiments, the cooling water temperature sensor 74 is used as a physical quantity detecting means for detecting a physical quantity related to the temperature of the cooling water supplied from the engine E to the heater core 15, but the viscous heater 9 is used as the physical quantity detecting means. An oil temperature sensor that detects an oil temperature of a viscous fluid in the heat generating chamber 50 and outputs an oil temperature signal, and an outlet temperature sensor that detects an outlet temperature of air blown from the heater core 15 and outputs an outlet temperature signal (outlet temperature detection) Means) may be used.

In each of the above embodiments, the cooling water temperature sensor 74 for detecting the cooling water temperature of the cooling water pipe 57b on the outlet side of the cooling water passage 51 of the viscous heater 9 is used as the cooling water temperature detecting means. It is also possible to use a cooling water temperature sensor or a cooling water temperature switch for detecting the cooling water temperature on the inlet side of the cooling water. Further, a cooling water temperature sensor or a cooling water temperature switch for detecting the cooling water temperature at the outlet side of the engine E may be used. Further, a cooling water temperature sensor or a cooling water temperature switch may be connected to engine ECU 200 to read a cooling water temperature signal to air conditioner ECU 100 by communication.

In the third embodiment, as the removal command means, the absolute humidity in the vehicle compartment is obtained from the relative humidity in the vehicle compartment, and the fogging or icing of the window glass is removed according to the comparison result between the absolute humidity and the saturation absolute humidity. However, it may be instructed to remove the fogging or icing of the window glass according to the comparison result between the detection value of the dew condensation sensor that detects the reflectance of the window glass and the condensation determination value. Further, as the removal command means, when the outside air temperature falls to 0 ° C. or less, a command to remove fogging or icing of the window glass may be given.

[Brief description of the drawings]

FIG. 1 is a schematic diagram showing an overall structure of a vehicle air conditioner (first embodiment).

FIG. 2 is a schematic diagram showing an engine and a belt transmission mechanism (first embodiment).

FIG. 3 is a sectional view showing a viscous clutch and a viscous heater (first embodiment).

FIG. 4 is a sectional view showing a viscous heater (first embodiment).

FIG. 5 is a block diagram illustrating an electronic circuit of the vehicle air conditioner (first embodiment).

FIG. 6 is a flowchart illustrating an example of a control program of the air conditioner ECU (first embodiment).

FIG. 7 is a characteristic diagram showing a viscous heater control based on a first set cooling water temperature of the air conditioner ECU (first embodiment).

FIG. 8 is a characteristic diagram showing a viscous heater control based on a second set cooling water temperature of the air conditioner ECU (first embodiment).

FIG. 9 is a block diagram showing an electronic circuit of the vehicle air conditioner (second embodiment).

FIG. 10 is a block diagram showing an electronic circuit of the vehicle air conditioner (third embodiment).

FIG. 11 is a flowchart illustrating an example of a control program of an air conditioner ECU (third embodiment).

FIG. 12 is a psychrometric chart stored in advance in a ROM of an air conditioner ECU (third embodiment).

[Explanation of symbols]

E engine (internal combustion engine, drive source) M viscous motor (drive source) 1 vehicle air conditioner (vehicle heating device) 2 air conditioner 3 cooling water circuit 4 shear heating device 7 viscous clutch (clutch means) 8 shaft 9 viscous heater (Auxiliary heat source device, shear heating device) 11 Output shaft 15 Heater core (heating heat exchanger) 25a Defroster outlet 50 Heating chamber 51 Cooling water channel 53 Rotor 73 Defroster switch (removal command means, blowout mode setting means) 74 Cooling water temperature Sensor (physical quantity detection means, cooling water temperature detection means) 100 Air conditioner ECU (heating control device)

Claims (4)

[Claims] (A) a heating heat exchanger for exchanging heat between air and cooling water for cooling a water-cooled internal combustion engine to heat the interior of the vehicle; and (b) when a rotational power of a drive source is applied. (C) clutch means for intermittently transmitting rotational power from the drive source to the auxiliary heat source device; (d) an auxiliary heat source device for heating cooling water supplied from the internal combustion engine to the heating heat exchanger; ) Physical quantity detection means for detecting a physical quantity related to the temperature of the cooling water supplied from the auxiliary heat source device to the heating heat exchanger; and (e) when the physical quantity detected by the physical quantity detection means is equal to or less than a set value, The clutch means is controlled to transmit the rotational power of the drive source to the auxiliary heat source device, and the rotational power from the drive source to the auxiliary heat source device when the physical quantity detected by the physical quantity detection means rises above a set value. Block communication Heating control device for controlling the clutch means as described above, wherein the heating control device has removal command means for commanding removal of fogging or icing of window glass, A heating device for a vehicle, wherein the set value is changed to a second set value which is higher than a normal first set value, when removal of fogging or icing of the window glass is commanded by the command means. 2. The heating device for a vehicle according to claim 1, wherein the auxiliary heating device is configured to rotate when a rotational power of the drive source is applied, and a shear force is applied when the rotational power is applied to the rotor. A heating chamber containing a viscous fluid that generates heat therein, and a cooling water passage through which cooling water supplied from the internal combustion engine to the heating heat exchanger flows back, and the heat generated by the viscous fluid in the heating chamber A heating device for a vehicle, characterized in that the heating device is a shear heating device for heating cooling water flowing back in a cooling water channel. 3. A heat exchanger for heating a vehicle interior by exchanging heat between air and cooling water that has cooled a water-cooled internal combustion engine, and b. An auxiliary heat source device for heating the cooling water supplied to the exchanger; (c) physical quantity detecting means for detecting a physical quantity related to the temperature of the cooling water supplied from the auxiliary heat source device to the heating heat exchanger; (D) activating the auxiliary heat source device when the physical quantity detected by the physical quantity detection means is equal to or less than a set value, and stopping the operation of the auxiliary heat source apparatus when the physical quantity detected by the physical quantity detection means exceeds the set value. A heating device for a vehicle, comprising: a heating control device; and the heating control device has removal command means for commanding removal of fogging or icing of the window glass. Commanded to remove icing And changing the set value to a second set value that is higher than a normal first set value. 4. The heating device for a vehicle according to claim 1, wherein said removal command means is in a defroster mode in which a defroster outlet for mainly blowing hot air toward a window glass is opened. A heating device for a vehicle, which is an outlet mode setting means for setting an outlet mode.