EP0830962B1 - Zusatzwärmequelle für Fahrzeug unter Verwendung derselben - Google Patents

Zusatzwärmequelle für Fahrzeug unter Verwendung derselben Download PDF

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Publication number
EP0830962B1
EP0830962B1 EP97116250A EP97116250A EP0830962B1 EP 0830962 B1 EP0830962 B1 EP 0830962B1 EP 97116250 A EP97116250 A EP 97116250A EP 97116250 A EP97116250 A EP 97116250A EP 0830962 B1 EP0830962 B1 EP 0830962B1
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EP
European Patent Office
Prior art keywords
heat
generating chamber
rotor
liquid level
heating
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Expired - Lifetime
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EP97116250A
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English (en)
French (fr)
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EP0830962A2 (de
EP0830962A3 (de
Inventor
Yoshimitsu Inoue
Shinji Aoki
Toshio Morikawa
Hajime Ito
Hikaru Sugi
Takashi Ban
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Denso Corp
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Denso Corp
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Publication of EP0830962A3 publication Critical patent/EP0830962A3/de
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F24—HEATING; RANGES; VENTILATING
    • F24V—COLLECTION, PRODUCTION OR USE OF HEAT NOT OTHERWISE PROVIDED FOR
    • F24V40/00—Production or use of heat resulting from internal friction of moving fluids or from friction between fluids and moving bodies

Definitions

  • the present inventions relates to an auxiliary heat source according to the preamble of claim 1 and to a heating apparatus according to the preamble of claim 9.
  • EP 0 361 053 discloses such an auxiliary heat source.
  • a fluid generates heat when a shearing force is applied thereto.
  • the apparatus comprises a liquid level dropping means for temporaliy dropping the liquid level when the temperature of the cooling water is under a predetermined value.
  • a heating apparatus for a vehicle there has been generally known a hot water type heating apparatus for heating a passenger compartment, in which cooling water for cooling a water-cooled engine is supplied to a heater. core disposed in a duct, and air heated while passing through the heater core is blown into the passenger compartment by a blower to heat the passenger compartment.
  • a temperature of the cooling water in the cooling water circuit cannot be maintained at a predetermined temperature (e.g., 80°C), there occurs a problem in that a heating capacity for the passenger compartment is insufficient.
  • JP-A-2-246823 there has been conventionally proposed a heating apparatus for a vehicle, in which a heat-generating unit using a shearing force is disposed in a cooling water circuit for supplying cooling water from an engine to a heater core, and when a temperature of the cooling water in the cooling water circuit is lower than a predetermined temperature, the heat-generating unit is operated to improve the heating capacity.
  • the heat-generating unit transmits a rotational driving force of the engine to a shaft through a belt transmitting mechanism and an electromagnetic clutch, the heat-generating chamber is formed in a housing; and a cooling water passage is formed at an outer periphery of the heat-generating chamber. Further, a rotor which rotates integrally with the shaft is disposed in the heat-generating chamber, and a shearing force generated by a rotation of the rotor is applied to viscous fluid such as silicon oil sealed in the heat-generating chamber to generate heat. The cooling water is heated by the generated heat.
  • the heating apparatus for a vehicle equipped with the conventional heat-generating unit using the shearing force
  • the heat-generating unit when the heat-generating unit is started, i.e., that is, when a rotational driving force of the engine starts to be transmitted to the rotor, the rotor is started in the viscous fluid, and a large torque is applied to the rotor, the electromagnetic clutch, and the belt mechanism.
  • a slipping of the electromagnetic clutch may be caused, or abnormal noise (chattering noise) may be generated by a slipping of a belt of the belt mechanism.
  • an object of the present invention to-provide an auxiliary heat source apparatus for a vehicle, capable of improving the durability of each portion of the heat-generating unit by reducing the stress applied to each portion of the heat-generating unit when the rotor of the heat-generating unit is started.
  • a heat-generating unit using a shearing force for heating a thermal medium by heat generated by a viscous fluid in a heat-generating chamber thereof when a shearing force by a rotational driving force of a rotor is applied thereto, is provided with liquid level dropping means for temporarily dropping a liquid level of the viscous fluid in the heat-generating chamber when a rotational speed of the rotor is less than a predetermined rotational speed.
  • the liquid level dropping means disposed in the heat-generating chamber when the rotational speed of the rotor is less than a predetermined rotational speed, the liquid level of the viscous fluid in the heat-generating chamber is temporarily dropped. Therefore, a torque at a start of the rotor can be reduced, and a shock of the rotor is relieved. Accordingly, a tress applied to each portion of the heat-generating unit can be reduced, and noise can be suppressed from being generated.
  • a clutch driven by and connected to the driving source for intermitting a transmission of the rotational driving force from the driving source to the rotor is employed, or a driving force transmitting means disposed between the driving source and the clutch is further employed, a stress applied to the clutch or the driving force transmitting means can be reduced at the start of the rotor, and noise can be suppressed from being generated.
  • a storage portion may be formed at a lower portion of the heat-generating chamber in fluid communication therewith, into which the viscous fluid in the heat-generating chamber flows by own weight thereof.
  • the liquid level dropping means may drop the liquid level of the viscous fluid in the heat-generating chamber to be lower than a rotation center of the rotor. In this way, the torque at the start of the rotor can be greatly reduced.
  • the liquid level dropping means may drop the liquid level of the viscous fluid in the heat-generating chamber to such an extent that only an amount of the viscous fluid in contact with an outer peripheral surface of the rotor remains in the heat-generating chamber. In this way, the torque at the start of the rotor can be further greatly reduced.
  • auxiliary heat source apparatus can be preferably employed in a heating apparatus having a heating heat exchanger for heating a passenger compartment of the vehicle by heat-exchanging between cooling water having cooled a water-cooled engine and air to be blown into the passenger compartment, to heat the cooling water.
  • FIGS. 1 to 5 show a first embodiment of the present invention.
  • FIG. 1 shows an entire structure of an air conditioning apparatus for a vehicle
  • FIG. 2 shows an engine and a belt transmitting mechanism.
  • An air conditioning apparatus 1 for a vehicle is equipped with a water-cooled diesel engine E (hereinafter referred to as "engine”) disposed in an engine compartment of a vehicle, an air conditioning unit (hereinafter referred to as "A/C unit") 3 for air-conditioning a passenger compartment, a belt transmitting mechanism driven by and connected to the engine E, an electromagnetic clutch 4 driven by and connected to the belt transmitting mechanism, a viscous heater 5 using heat generated when a rotational driving force of the engine E is transmitted thereto through the electromagnetic clutch 4 as an auxiliary heat source apparatus, an engine control unit (not shown) for controlling the engine E, and an air-conditioning control unit (not shown) for controlling the A/C unit 3.
  • engine water-cooled diesel engine
  • A/C unit 3 air conditioning unit 3 for air-conditioning a passenger compartment
  • A/C unit 3 for air-conditioning a passenger compartment
  • belt transmitting mechanism driven by and connected to the engine E
  • an electromagnetic clutch 4 driven by and connected to the belt transmitting mechanism
  • the engine E which is a driving source for driving the viscous heater 5 is disposed in a cooling water circuit 2 through which cooling water circulates and has a water jacket therein.
  • a water pump 11 for pumping the cooling water in the cooling water circuit 2.
  • an output shaft (crankshaft) 12 of the engine(E) there is attached a crank pulley 13 driven by and connected to the belt transmitting mechanism.
  • the A/C unit 3 is constructed by a duct 14, a blower 15, an evaporator 16 of a refrigeration cycle, a heater core 17 disposed in the cooling water circuit 2, and the like.
  • a blower 15 At an upwind side of the duct 14, there is rotatably provided an inside air/outside air switching door 18 for selectively opening and closing an outside air inlet 18a and an inside air inlet 18b to switch an air inlet mode.
  • a mode switching door 19 for selectively opening and closing a defroster air outlet 19a, a face air outlet 19b and a foot air outlet 19c to switch an air outlet mode.
  • the blower 15 is rotated by a blower motor 20 to generate an air flow toward the passenger compartment in the duct 14.
  • the evaporator 16 is a refrigerant evaporator for cooling the air flowing in the duct 14 and constructs the refrigeration cycle with a compressor, a condenser (refrigerant condenser), a receiver (gas-liquid separator), and an expansion valve (decompressing device).
  • the compressor is a refrigerant compressor for compressing and discharging the refrigerant when a rotational driving force is applied thereto.
  • a V-pulley 22 driven by and connected to a driving shaft 21 of the compressor is driven by and connected to the crank pulley 13 of the engine E through a V-belt (described later) of the belt transmitting mechanism.
  • the heater core 17 is disposed within the duct 14 at a downstream side (downwind side) of the evaporator 16 with reference to the air flow direction and is connected to the cooling water circuit 2 at a downstream side of the viscous heater 5 with reference to the flow direction of the cooling water.
  • the heater core 17 is a heating heat exchanger for heating air by heat-exchanging the air having passed through the evaporator 16 and the cooling water.
  • the air-mixing door 23 adjusts a ratio between an amount of air (warm air) passing through the front heater core 17 and an amount of air (cool air) bypassing the heater core 17 so that a temperature of air blown out into the passenger compartment can be adjusted.
  • the belt transmitting mechanism is composed of a multistage type V-belt for drivingly connecting the crank pulley 13 of the engine E, the V-pulley 10 of the electromagnetic clutch 4, and the V-pulley of the compressor.
  • the V-belt 6 is for transmitting a rotational driving force of the engine E to the viscous heater 5 and the compressor.
  • the V-belt 6 of the belt transmitting mechanism may be also hung on a V-pulley of an auxiliary equipment for an engine (such as a hydraulic pump for pumping lubricating oil to the engine E) a V-pulley of the water pump 11, or the like.
  • the electromagnetic clutch 4 is for intermitting a rotational driving force transmitted from the engine E to a shaft 7 and a rotor 9 of the viscous heater 5, as shown in FIG. 3.
  • the electromagnetic clutch 4 is constructed by an electromagnetic coil 31 for generating a magnetomotive force when an electric current is supplied thereto, a rotor 32 rotated by the engine E, an armature 33 attracted toward the rotor 32 by the magnetomotive force, an inner hub 35 connected to the armature 33 with a plate spring 34 and supplying a rotational driving force to the shaft 7 of the viscous heater 5, and the like.
  • the electromagnetic coil 31 is structured by winding a conductive lead wire covered with an insulating material.
  • the electromagnetic coil 31 is disposed in a stator 36 and is fixedly molded in the stator 36 with an epoxy resin.
  • the stator 36 is fixed on a front surface of a housing 8 of the viscous heater 5.
  • a V-pulley 10 for hanging the V-belt 6 on a periphery thereof is joined to the rotor 32 by joining means such as welding.
  • the rotor 32 is a rotating body (input portion of the electromagnetic clutch 4) which always rotates by a rotational driving force of the engine E, transmitted thereto through the V-belt 6.
  • the V-belt 6 is hung on the V-pulley 10, and the V-pulley 10 always rotates by a rotational driving force of the engine E, transmitted thereto through the V-belt 6.
  • the rotor 33 is a first friction member formed of magnetic material to have a U-shaped cross section and is rotatably supported on an outer periphery of the housing 8 of the viscous heater 5 with a bearing 48 disposed in an inner periphery thereof.
  • the armature 33 is a second friction member formed of magnetic material and having a friction surface formed in a ring-shaped plate, which is opposed to a friction surface of the rotor 32, formed in a ring-shaped plate, by an air gap (e.g., a clearance of 0.5 mm) therebetween.
  • an air gap e.g., a clearance of 0.5 mm
  • the plate spring 34 is fixed to the armature 33 at an outer peripheral side by fixing means such as a rivet and is fixed to the inner hub 35 at an inner peripheral side by fixing means such as a rivet.
  • the plate spring 34 is an elastic member for displacing the armature 33 in a direction (the left direction in the drawing) as to be separated (released) from the friction surface of the rotor 32 when the supply of the electric current to the electromagnetic coil 31 is stopped, to return the armature 33 to an initial position thereof.
  • the inner hub 35 is an output portion of the electromagnetic clutch 4 such that the input side thereof is connected to and driven by the armature 33 through the plate spring 34 and the output side is connected to and driven by the shaft 7 of the viscous heater 5 with a spline fitting connection.
  • the viscous heater 5 is a heat-generating unit using a shearing force, and is constructed by, as shown by FIGS. 3 to 5, the shaft 7 rotated by the engine E through the V-belt 6 and the electromagnetic clutch 4, the housing 8 for rotatably supporting the shaft 7, a separator 50 for dividing an inner space of the housing 10 into an oil chamber 41 and a cooling water passage 51, a rotor 9 rotatably disposed in the housing 8, and the like.
  • the shaft 7 is a rotary shaft (input shaft) which is fixedly fastened to the inner hub 35 of the electromagnetic clutch 4 by fastening means 42 such as a bolt and rotates integrally with the armature 33.
  • the shaft 7 is rotatably disposed in an inner periphery of the housing 8 with a bearing 43 such as a ball bearing and a sealing member 44.
  • the sealing member 44 employs an oil-seal for preventing a leakage of the high-viscosity oil.
  • the housing 8 is made of a metallic member such as aluminum alloy.
  • a cover 45 formed in a ring-shaped plate is fixedly fastened to a rear end of the housing 8 by fastening means 46 such as a bolt.
  • fastening means 46 such as a bolt.
  • the sealing member 47 employs an oil-seal for preventing a leakage of the high-viscosity oil.
  • high-viscosity oil viscous fluid such as silicon oil
  • the oil storage chamber 49 is, as shown in FIGS. 3 and 4, formed below the heat-generating chamber 48 in communication therewith.
  • the oil storage chamber 49 is formed to expand in such a manner that a size thereof in the axial direction (front-rear direction) is larger than that of the heat-generating chamber 48 and also that a size of the oil storage chamber 49 in the rotational direction of the rotor 9.
  • the oil storage chamber 49 may be formed to expand, relative to the heat-generating chamber 48, in the downward radial direction of the rotor 9, as far as an amount of the high-viscosity oil in the heat-generating chamber 48 can be reduced when the rotation of the rotor 9 is stopped.
  • the oil storage chamber 49 is for dropping a liquid level of the high-viscosity oil in the heat-generating chamber 48 to be lower than a rotation center of the shaft 7 and the rotor 9, because the high-viscosity oil in the heat-generating flows into the oil storage chamber 49 by own weight thereof when the rotation of the rotor 9 is stopped.
  • a volume of the oil storage chamber 49 is set to such an extent that the high-viscosity oil contacts an outer peripheral portion of the rotor 9 (5 mm of an overlapped margin with the rotor 9, or from 5 percent to 20 percent both inclusive of an outer surface of the rotor 9) when the rotation of the rotor 9 is stopped, i.e., all of the high-viscosity oil is in the oil storage chamber 49.
  • the oil storage chamber 49 may be formed to reduce the liquid level of the viscous fluid in the heat-generating chamber 48 in such a manner that an amount of the viscous fluid only in contact with the outer surface of the rotor 9 still remains in the heat-generating chamber 48 when the rotation of the rotor 9 is stopped.
  • the heat-generating chamber 48 may be of a labyrinth structure formed between the separator 50 and the rotor 9 and having a space bent with a curvature of 1 or more.
  • the separator 50 is a partition member which is made of a metallic member such as aluminum alloy, which is superior in heat conductivity. An outer peripheral portion of the separator 50 is sandwiched between a cylindrical portion of the housing 8 and a cylindrical portion of the cover 45. Between a rear end surface and the cover 45, there is formed the cooling water passage 51, which are liquid-tightly partitioned from the outside and in which the cooling water having cooled the engine E circulates. Further, on the rear end surface of the separator 50 at a lower side, there are integrally formed a plurality of fin portions (not shown) having a substantially arcuate shape, for transmitting heat of the high-viscosity oil to the cooling water efficiently.
  • the rear end surface of the separator 50 may be formed in a convex and concave shape, or a heat transmission facilitating member such as a corrugated fin and a fine pin fin may be provided on a rear end surface of the separator 50.
  • the cooling water passage 51 is partitioned into an upstream side water passage 51a and a downstream side water passage 51b by a partition wall (not shown) formed integrally with the rear end surface of the separator 52.
  • a partition wall (not shown) formed integrally with the rear end surface of the separator 52.
  • an inlet-side cooling water pipe (not shown) for introducing the cooling water into the cooling water passage 51 and an outlet-side cooling water pipe 52 through which the cooling water from the inlet-side cooling water pipe flows out.
  • the rotor 9 is rotatably disposed in the heat-generating chamber 48 and is fixed to an outer periphery of the rear end portion of the shaft 7.
  • the electromagnetic clutch 4 (the electromagnetic coil 31) is turned on. Therefore, the armature 33 is attracted to the friction surface of the rotor 32 with magnetomotive force of the electromagnetic coil 31 to transmit the rotational driving force of the engine E to the inner hub 35 and the shaft 7.
  • the shearing force is applied to the high-viscosity oil in the heat-generating chamber 48, and the high-viscosity oil generates heat. Therefore, when the cooling water passes through the cooling water passage 51 of the viscous heater 5, the cooling water is heat while absorbing the heat generated by the high-viscosity oil.
  • the cooling water heated by the viscous heater 5 is supplied to the heater core 7, and a heating operation is performed with a large heating capacity.
  • the above-described operation is repeated by turning on or off the electromagnetic coil 31 based on a relationship between the temperature of the cooling water in the cooling water circuit 2 and the set cooling water temperature.
  • the oil storage chamber 49 is formed below the heat-generating chamber 48 (in the downward direction).
  • the electromagnetic clutch 4 the electromagnetic coil 31
  • the high-viscosity oil in the heat-generating chamber 48 moves into the oil storage chamber 49 by own weight thereof, and the liquid level of the high-viscosity oil in the heat-generating chamber 48 lowers to such an extent that the high-viscosity oil contacts only the outer peripheral portion of the rotor 9.
  • the torque when the electromagnetic clutch 4 (the electromagnetic coil 31) is set on, i.e., when the rotor 9 is started, is greatly reduced, and the shock at the start of the rotor 9 is relieved.
  • the stress applied to each portion of the viscous heater 5, especially, the connecting portion between the shaft 7 and the rotor 9, the connecting portion between the viscous heater 5 and the shaft 7, the viscous heater 5 and the V-belt 6 can be reduced, so that the durability of each portion of the viscous heater 5, the viscous heater 5, and the V-belt 6 can be improved.
  • the shock at the start of the rotor 9 of the viscous heater 5 is relieved, the slipping between the V-belt 6 as well as the rotor 32 of the electromagnetic clutch 4 and the armature 33 can be suppressed, the noise such as the belt chattering noise can be suppressed. Accordingly, it is advantageous to provide the oil storage chamber 49 below the heat-generating chamber 48 as in this embodiment especially when the viscous heater. 5 is re-started after the vehicle has been left for a long time in winter season.
  • a temperature of the cooling water in the cooling water circuit can be maintained approximately at a predetermined temperature (e.g., 80°C), so that the insufficiency of the heating capacity for the passenger compartment can be prevented.
  • the extending direction of the oil storage chamber 48 relative to the rotational direction of the rotor 9 may be either of the forward direction and the backward direction, or the tangential line relative to the rotational direction of the rotor 9 may be either of the forward direction and the backward direction.
  • the V-belt 6 and the electromagnetic clutch 4 are connected to and driven by the crankshaft 12 of the engine E to drive the rotor 9 of the viscous heater 5; however, the electromagnetic clutch 4 may be connected directly to the crankshaft 12 of the engine E to drive the rotor 9 of the viscous heater 5. Further, between the rotor 9 and the crankshaft 12 of the engine E, there may be connected a driving force transmitting apparatus (driving force transmitting means) such as a gear transmission having at least one stage gear and a V-belt type non-stage transmission. Further, the other clutch means such as a hydraulic type multiple disc clutch may be employed.
  • driving force transmitting apparatus driving force transmitting means
  • the other clutch means such as a hydraulic type multiple disc clutch may be employed.
  • the water-cooled engine E is employed as the driving source; however, an electric motor or hydraulic motor may be employed as the driving source.
  • the rotor 9 of the viscous heater 5 may be driven by using a water-cooled engine, an air-cooled engine, or the other internal combustion engine not used as heat source for heating operation.
  • the present invention is applied to an air conditioning apparatus for a vehicle, capable of performing a heating operation and a cooling operation for the passenger compartment; however, the present invention may be applied to an air-conditioning apparatus for a vehicle, capable of performing only a heating operation for the passenger compartment.
  • the present invention may be employed in an engine warm-up apparatus for performing a quick warm-up of the water-cooled engine E.
  • cooling water there may be employed cooling water to which anti-freeze liquid such as ethylene glycol solution is added, or coolant with which anti-freeze liquid or anti-corrosion agent is mixed.
  • anti-freeze liquid such as ethylene glycol solution
  • coolant with which anti-freeze liquid or anti-corrosion agent is mixed instead of the cooling water, oil as thermal medium, refrigerant of the refrigeration cycle, or the like may be employed.
  • the electromagnetic clutch 4 (the electromagnetic clutch 31) is set off, e.g., the rotational speed of the rotor 9 is a predetermined speed (0 r.p.m.)
  • the high-viscosity oil moves from the heat-generating chamber 48 into the oil storage chamber 49; however, there may be employed a valve apparatus for moving ,the high-viscosity oil in the heat-generating chamber 48 into the oil storage chamber 49 when the rotational speed of the rotor 9 is equal to or less than a predetermined speed (e.g., 800 r.p.m.).
  • a predetermined speed e.g. 800 r.p.m.

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Air-Conditioning For Vehicles (AREA)

Claims (16)

  1. Zusatzwärmequellenvorrichtung für ein Fahrzeug mit einer Antriebsquelle, aufweisend:
    Eine Wärmeerzeugungseinheit (5), die Scherkraft nutzt, wobei die Wärmeerzeugungseinheit einen Rotor (9) aufweist, der sich dreht, wenn eine Drehantriebskraft von der Antriebsquelle an ihn angelegt ist, und eine Wärmeerzeugungskammer (48) zum dichten Einschließen von viskosem Fluid, das Wärme erzeugt, wenn eine Scherkraft durch die Drehantriebskraft des Rotors an es angelegt wird, wobei die Wärmeerzeugung zum Erwärmen eines Wärmemediums durch Wärme dient, die durch das viskose Fluid in der Wärmeerzeugungskammer erzeugt ist, und
    eine Flüssigkeitspegelabsenkeinrichtung (49) zum vorübergehenden Absenken eines Flüssigkeitspegels des viskosen Fluids in der Wärmeerzeugungskammer, dadurch gekennzeichnet, dass die Flüssigkeitspegelabsenkeinrichtung (49) in der Wärmeerzeugungskammer vorgesehen ist, und dass der Flüssigkeitspegel in der Wärmeerzeugungskammer (48) abgesenkt wird, wenn eine Drehzahl des Rotors geringer ist als eine vorbestimmte Drehzahl.
  2. Zusatzwärmequellenvorrichtung nach Anspruch 1, außerdem aufweisend:
    Eine Kupplung (4), die durch die Antriebsquelle angetrieben und mit dieser verbunden ist, um die Drehantriebskraft von der Antriebsquelle auf den Rotor diskontinuierlich zu übertragen.
  3. Zusatzwärmequellenvorrichtung nach Anspruch 2, wobei die Kupplung mit der Antriebsquelle durch eine Antriebskraftübertragungseinrichtung (6) verbunden ist.
  4. Zusatzwärmequellenvorrichtung nach Anspruch 1, wobei die Flüssigkeitspegelabsenkeinrichtung einen Bevorratungsabschnitt (49) enthält, der an einem unteren Abschnitt der Wärmeerzeugungskammer in Fluidverbindung mit dieser gebildet ist, in den das viskose Fluid in der Wärmeerzeugungskammer durch ihr Eigengewicht strömt.
  5. Zusatzwärmequellenvorrichtung nach Anspruch 4, wobei eine Größe des Bevorratungsabschnitts in der axialen Richtung größer als diejenige der Wärmeerzeugungskammer ist.
  6. Zusatzwärmequellenvorrichtung nach Anspruch 4, wobei eine Größe des Bevorratungsabschnitts in einer Drehrichtung des Rotors größer als diejenige der Wärmeerzeugungskammer ist.
  7. Zusatzwärmequellenvorrichtung nach Anspruch 1, wobei die Flüssigkeitspegelabsenkeinrichtung den Flüssigkeitspegel des viskosen Fluids in der Wärmeerzeugungskammer so absenkt, dass er niedriger zu liegen kommt als ein Drehzentrum des Rotors.
  8. Zusatzwärmequellenvorrichtung nach Anspruch 1, wobei die Flüssigkeitspegelabsenkeinrichtung den Flüssigkeitspegel des viskosen Fluids in der Wärmeerzeugungskammer auf eine derartige Höhe absenkt, dass lediglich eine im Kontakt mit der Außenumfangsfläche des Rotors stehende Menge des viskosen Fluids in der Wärmeerzeugungskammer zurückbleibt.
  9. Heizvorrichtung zum Heizen einer Fahrgastzelle eines Fahrzeugs, das einen wassergekühlten Verbrennungsmotor als Antriebsquelle aufweist, wobei die Heizvorrichtung aufweist:
    Eine Zusatzwärmequellenvorrichtung nach dem Oberbegriff des Anspruchs 1,
    einen Heizwärmetauscher (17) zum Heizen der Fahrgastzelle durch Wärmetausch zwischen Kühlwasser als Wärmequelle, das den wassergekühlten Motor gekühlt hat, und Luft, die in die Fahrgastzelle geblasen wird, und
    einen Kühlwasserdurchlass (2), in dem das Kühlwasser zwischen dem Motor und dem Heizwärmetauscher zirkuliert, wobei die Wärmeerzeugungseinheit das Kühlwasser, das dem Heizwärmetauscher zugeführt werden soll, heizt durch erzeugte Wärme von dem viskosen Fluid in der Wärmeerzeugungskammer,
    dadurch gekennzeichnet, dass die Flüssigkeitspegelabsenkeinrichtung in der Wärmeerzeugungskammer vorgesehen ist, und dass die Flüssigkeit in der Wärmeerzeugungskammer abgesenkt wird, wenn eine Drehzahl des Motors geringer als eine vorbestimmte Drehzahl ist.
  10. Heizvorrichtung nach Anspruch 9, außerdem aufweisend:
    Eine Kupplung (4), die durch die Antriebsquelle angetrieben und mit dieser verbunden ist, um die Drehantriebskraft von der Antriebsquelle auf den Rotor diskontinuierlich zu übertragen.
  11. Heizvorrichtung nach Anspruch 10, wobei die Kupplung mit der Antriebsquelle durch eine Antriebskraftübertragungseinrichtung (6) verbunden ist.
  12. Heizvorrichtung nach Anspruch 9, wobei die Flüssigkeitspegelabsenkeinrichtung einen Bevorratungsabschnitt (49) aufweist, der an einem unteren Abschnitt der Wärmeerzeugungskammer in Fluidverbindung mit dieser gebildet ist, in die das viskose Fluid in der Wärmeerzeugungskammer durch ihr Eigengewicht strömt.
  13. Heizvorrichtung nach Anspruch 12, wobei eine Größe des Bevorratungsabschnitts in einer axialen Richtung größer als diejenige der Wärmeerzeugungskammer ist.
  14. Heizvorrichtung nach Anspruch 12, wobei eine Größe des Bevorratungsabschnitts in einer Drehrichtung des Rotors größer als diejenige der Wärmeerzeugungskammer ist.
  15. Heizvorrichtung nach Anspruch 9, wobei die Flüssigkeitspegelabsenkeinrichtung den Flüssigkeitspegel des viskosen Fluids in der Wärmeerzeugungskammer so absenkt, dass er niedriger zu liegen kommt als ein Drehzentrum des Rotors.
  16. Heizvorrichtung nach Anspruch 9, wobei die Flüssigkeitspegelabsenkeinrichtung den Flüssigkeitspegel des viskosen Fluids in der Wärmeerzeugungskammer auf eine Höhe derart absenkt, dass lediglich eine im Kontakt mit einer Außenumfangsfläche des Rotors stehende Menge des viskosen Fluids in der Wärmeerzeugungskammer verbleibt.
EP97116250A 1996-09-20 1997-09-18 Zusatzwärmequelle für Fahrzeug unter Verwendung derselben Expired - Lifetime EP0830962B1 (de)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
JP8249411A JPH1095223A (ja) 1996-09-20 1996-09-20 車両用補助熱源装置
JP249411/96 1996-09-20
JP24941196 1996-09-20

Publications (3)

Publication Number Publication Date
EP0830962A2 EP0830962A2 (de) 1998-03-25
EP0830962A3 EP0830962A3 (de) 2000-03-15
EP0830962B1 true EP0830962B1 (de) 2003-02-19

Family

ID=17192582

Family Applications (1)

Application Number Title Priority Date Filing Date
EP97116250A Expired - Lifetime EP0830962B1 (de) 1996-09-20 1997-09-18 Zusatzwärmequelle für Fahrzeug unter Verwendung derselben

Country Status (4)

Country Link
EP (1) EP0830962B1 (de)
JP (1) JPH1095223A (de)
CA (1) CA2214456A1 (de)
DE (1) DE69719133T2 (de)

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3832966A1 (de) * 1988-09-29 1990-04-05 Bosch Gmbh Robert Heizvorrichtung fuer den fahrgastraum eines eine fluessigkeitsgekuehlte brennkraftmaschine aufweisenden kraftfahrzeuges
JP2712510B2 (ja) * 1989-03-21 1998-02-16 アイシン精機株式会社 車両用暖房装置
JPH07115581B2 (ja) * 1989-07-25 1995-12-13 アイシン精機株式会社 車両用暖房装置
JP3254990B2 (ja) * 1995-11-13 2002-02-12 株式会社豊田自動織機 車両用暖房システム

Also Published As

Publication number Publication date
CA2214456A1 (en) 1998-03-20
EP0830962A2 (de) 1998-03-25
DE69719133D1 (de) 2003-03-27
JPH1095223A (ja) 1998-04-14
EP0830962A3 (de) 2000-03-15
DE69719133T2 (de) 2003-07-31

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