JP2000177369A - Controller for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To feed a hot air into a cabin in a short time even if an AC generator for a vehicle has a low rotating speed. SOLUTION: A cooling water for cooling an engine 2 and an AC generator 1 is heat radiated in a radiator 5 and cooled down and heat radiated from the heater 8 to warm a room. A control means 20 carries a current to an electric heater 9 via the AC generator 1 when a water temperature detected by an water temperature sensor 21 is not more than a preset temperature and the voltage of a battery detected by a voltage detecting means 21 is not less than a preset voltage.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a vehicle, and more particularly to a control device for a vehicle suitable for controlling a cooling water temperature.

[0002]

2. Description of the Related Art In a current vehicle, a heater for warming a vehicle compartment is provided on a cooling water passage of an engine, and when the temperature of the cooling water rises due to the heat of the engine, hot air can be sent out. It has a structure. Also, Japanese Patent Application Laid-Open
Japanese Patent No. 71843 discloses a technique in which heat is generated using a viscous fluid and the heat is used as an auxiliary heat source for heating.

[0003]

However, in the conventional vehicle, the loss of the engine in the heat generating portion is not sufficient, and in the cold winter season, hot air is not generated unless 5 to 10 minutes have passed. There was a problem. In particular, in idling operation, the engine is hardly warmed up because of a small engine loss.

Further, in the system described in Japanese Patent Application Laid-Open No. 10-71843, since a viscous fluid is used, the generated heat is determined by the rotation speed of the rotor. In cold weather, the effect as an auxiliary heat source could not be expected so much, and there was a problem that hot air was not emitted. In addition, there is a problem that the efficiency as a vehicle alternator is deteriorated because the loss due to the viscous fluid always occurs.

It is an object of the present invention to provide a vehicle control device which can send hot air into a vehicle compartment in a short time even if the rotational speed of the vehicle alternator is low.

[0006]

(1) In order to achieve the above object, the present invention provides a radiator for radiating cooling water for cooling an engine and an AC generator, and a vehicle for radiating heat of the cooling water. In a vehicle control device having a heater for warming a room, a water temperature detecting means for detecting a temperature of the cooling water, a voltage detecting means for detecting a voltage of a battery in which electric power generated by the AC generator is stored, When the electric load on the AC generator and the water temperature detected by the water temperature detecting means are equal to or lower than a predetermined temperature, and the voltage of the battery detected by the voltage detecting means is equal to or higher than a predetermined voltage, And control means for controlling the electric load to be energized. With such a configuration, even when the rotation speed of the dual-purpose AC generator is low, it is possible to send warm air into the vehicle compartment in a short time.

(2) In the above (1), preferably,
The electric load is an electric heater.

(3) In the above (2), preferably,
The electric heater is disposed near the heater.

(4) In the above (2), preferably,
The electric heater is arranged in the vicinity of a cooling water passage flowing through the AC generator.

(5) In the above (4), preferably,
Further, a water channel for bypass is provided in the vicinity of a heater used for heating the vehicle interior, which is disposed on the drain side of the vehicle alternator.

[0011]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The configuration of a vehicle control device according to a first embodiment of the present invention will be described below with reference to FIGS. FIG. 1 is a system diagram showing a configuration of a vehicle control device according to a first embodiment of the present invention.
5 is a flowchart showing a control procedure of the vehicle control device according to the first embodiment of the present invention.

In FIG. 1, the vehicle alternator 1 has a pulley 102 disposed on the shaft of the vehicle alternator 1 with respect to the engine 2 and a pulley 31b disposed on the shaft of the engine 2. , And a belt 32. The pulley ratio between the pulley 102 and the pulley 31b is 2-3 times, and the vehicle alternator 1 rotates at an increased speed. The electric power generated by the AC generator 1 is stored in the battery 11.

In order to exchange heat with the radiator 5, the cooling of the vehicle alternator 1 is connected by a radiator hose 4, and a cooling water pump 6 for circulating cooling water flowing inside is provided with an outlet side of the radiator 5. Placed in Normal,
A pulley 31a disposed on the axis of the cooling water pump 6 is connected to a pulley 31b of the engine 2 by a belt, and the cooling water pump 6 supplies a water amount proportional to the engine speed.
It can be sent to the vehicle alternator 1 and the engine 2.

The cooling water discharged from the engine 2 is connected to a radiator hose on the outlet side of the vehicle alternator 1, and the two cooling systems are connected in parallel. AC generator 1 for vehicles
Since it has a large power generation capacity and generates a large amount of heat, it is configured to be cooled by the cooling water of the engine 2.

The balance between the amount of cooling water for cooling the engine 2 and the amount of cooling water for cooling the vehicle alternator 1 is determined by the pressure loss in each pipe. In the present embodiment, the pressure loss of the vehicle alternator 1
The pressure loss is set to be higher than the internal pressure loss so that the cooling water flowing into the engine 2 does not decrease more than before. Therefore, at the branch point of the cooling water between the engine 2 and the vehicle alternator 1, the hose connected to the vehicle alternator 1 has a smaller diameter than the hose diameter connected to the engine 2. Connected to the vehicle alternator 1. The cross-sectional area of the hose connected to the vehicle alternator 1 is set substantially equal to or slightly larger than the internal flow passage area of the vehicle alternator. In this way, by adjusting the area of the hose to the area of the flow path, the drift of the cooling water can be reduced.

At the outlet of the cooling water pump 6, a heater 8 for heating the interior of the vehicle is arranged in parallel with the alternator 1 and the engine 2 for the vehicle, and a blower for transmitting heat of the heater 8 into the vehicle interior. 10 is arranged near the heater 8. Further, an electric heater 9 is arranged near the heater 8. The electric heater 9 is energized by the electricity generated by the AC generator 1 and generates heat. That is, the electric heater 9 is an electric load of the AC generator 1. By energizing the electric heater 9, which is an electric load, the alternator 1 increases the electric load, increases the amount of power generation, and also increases the internal loss. Water temperature can be raised. In addition, a water channel that bypasses the inlet and outlet of the radiator 5
It is connected via a thermostat 7.

Further, in the present embodiment, the heater 8
, A water temperature sensor 21 is installed, detects the temperature of the cooling water, and the detected water temperature is taken into a control means (CPU) 20 as a control means. Further, a voltage detecting means 22 is arranged between the battery 11 and the alternator 1, and the detected voltage of the battery is taken into the control means 20. The control means 20 controls the water temperature sensor 2
1 to open and close a switch 23 provided between the electric heater 9 and the alternator 1 based on the water temperature detected by the battery 1 and the voltage of the battery detected by the voltage detecting means 22. Or shut off.

Next, the operation will be described. Engine 2,
The vehicle alternator 1 and the heater 8 are connected in parallel to the inlet and the outlet of the radiator 5, and a cooling water pump 6 is inserted between the outlet of the radiator 5 and the engine 1 or the like. . Therefore, when the engine 2 starts, the amount of water corresponding to the rotation speed of the engine 2 is reduced by the cooling water pump 6.
, Cooling water flows through each channel.
The heater 8 is provided for heating the vehicle interior, and is capable of sending out hot air into the vehicle interior by rotating the blower 10. However, when the engine 2 is cold, the temperature of the cooling water is also low.
No hot air comes out even if you rotate. When the cooling water of the engine 2 is cold, the thermostat 7 operates so that the cooling water flows into the radiator and does not cool down. The cooling water that has exited the cooling water pump 6 does not pass through the radiator 5. Thus, the temperature of the cooling water flowing to the engine 2 is quickly increased to a constant value. Normally, the cooling water temperature of the engine is controlled at around 80 ° C., and when the water temperature exceeds this fixed value, the thermostat 7 operates and the cooling water also circulates in the radiator 5. When the temperature of the cooling water increases, a cooling fan (not shown) installed in the radiator operates to control the temperature of the cooling water to be constant.

For example, when the engine 2 is started in winter, the water temperature of the heater 8 is low because the water temperature is generally low. Therefore, even when the blower 10 is operated, no warm air is generated. Therefore, in the present embodiment, copper loss caused by power generation of the vehicle alternator 1
By cooling the heat generated by iron loss, diode loss and the like using the cooling water of the engine 2, the water temperature can be raised earlier than before. However, since the water-cooled vehicle alternator 1 does not generate power unless an electrical load is applied, loss is very small. Therefore, an electric heater 9 is provided as an electric load. Then, when it is confirmed that the engine 2 rotates and the vehicle alternator 1 generates power normally, the electric power generation is started with the electric heater 9 as a load. Therefore, the cooling water is caused by the power generation loss (mainly the copper loss due to the stator windings) and the heat generated by the electric heater 9, and the temperature of the cooling water can be raised quickly.

The operation described above is for the case where the heating operation switch is in the ON state. When the heating operation switch is in the OFF state, power is not supplied to the electric heater 9.

Next, the control operation of the control means 20 according to the present embodiment when the heating operation switch is turned on will be described with reference to FIG. In step 50,
The control means 20 determines whether or not the terminal voltage of the battery detected by the voltage detection means 22 is 13.5 V or more. If it is 13.5 V or more, the process proceeds to step 52, and if it is less than 13.5V. If so, go to step 56. This reference voltage is for a 12V battery, and for a 24V battery, the determination is made based on 27V.

When the battery voltage is 13.5 V or more, the vehicle alternator 1 is operating normally.
The control means 20 determines in step 52 that the water temperature sensor 2
It is detected whether or not the cooling water temperature detected in step 1 is higher than a set value. If it is higher than the set value, the process proceeds to step 56, and if lower, the process proceeds to step 54.

For example, when the detected water temperature is 20 ° C. or lower, since the hot air does not come out even if the blower 10 arranged in the heater 8 is activated, the control means 20 sets the switch 23 in step 54. Close and energize the electric heater 9 as an electric load. At this time, if other electric loads (light including fog, hot wire defogger, etc.) are large, the generated current is insufficient, and the generated voltage, that is,
The battery voltage will be below 13.5V. In this state, current is taken out of the battery, and if this state is continued for a long time, the battery may be dead. Therefore, based on the determination in step 50, in step 56, the control means 20 releases the switch 23 to disconnect the electric heater 9 as an electric load.

When the water temperature becomes equal to or higher than the set temperature, the control means 20 releases the switch 23 and disconnects the electric heater 9 as an electric load in step 56 according to the judgment in step 52. That is, when the cooling water temperature rises to some extent, the electric heater 9 is turned off and switched to the heater 8 using only the cooling water. This switching timing is effective when the cooling water temperature can reach the heating temperature of 40 ° C. or more. The set value of the water temperature is 2
The temperature is not limited to 0 ° C. (the ON temperature of the electric heater 9) and 40 ° C. (the OFF temperature of the electric heater 9), and can be changed according to the season and the type of vehicle.

As described above, when the cooling water temperature is low immediately after the start of the engine, the electric heater 9 is energized, the electric load is connected to the AC generator 1, and the power generation of the AC generator 1 is increased. The calorific value is increased, the temperature of the cooling water for cooling the AC generator 1 is quickly raised, and the heater 8 can quickly heat the vehicle interior. In addition, by energizing the electric heater 9, the vehicle interior can be heated by the electric heater 9 for a short time until the temperature of the cooling water rises. Therefore, the vehicle interior can be heated immediately after the start of the engine. Further, even if the idling is maintained after the engine is started, the electric load of the AC generator 1 is increased by energizing the electric heater 9. it can.

As described above, according to the present embodiment, even if the rotational speed of the vehicle alternator is low, it can be heated by the electric heater and the cooling water temperature can be raised quickly.
Hot air can be sent into the vehicle compartment in a short time.

Next, the second embodiment of the present invention will be described with reference to FIGS.
The configuration of the vehicle control device according to the embodiment will be described. First, the configuration of the vehicle control device according to the present embodiment will be described with reference to FIG. FIG. 3 shows a second embodiment of the present invention.
1 is a system diagram showing a configuration of a vehicle control device according to an embodiment. The same reference numerals as those in FIG. 1 indicate the same parts.

The overall basic configuration of the vehicle control device is as follows:
Although similar to that shown in FIG. 1, in the present embodiment, the electric heater 9A is built in the AC generator 1A. Water temperature sensor 21A is provided inside AC generator 1A. Further, voltage detecting means 22A is also provided inside AC generator 1A. The control means 20A is incorporated in an IC regulator that controls the generated voltage of the AC generator 1A, and this point will be described later with reference to FIG.

The control means 20A closes the switch 23A based on the control operation shown in FIG. 2 when the terminal voltage of the battery 1 is higher than a predetermined value and the water temperature is lower than a set value. Electricity is supplied to the electric heater 9A. As a result, when the temperature of the cooling water immediately after the start of the engine is low, the electric heater 9A is energized, an electric load is connected to the AC generator 1A, and the power generation of the AC generator 1A is increased to increase the heat generation. Thus, the temperature of the cooling water for cooling the AC generator 1 is quickly raised, so that the heater 8 can quickly heat the vehicle interior. The temperature of the cooling water can also be increased by energizing the electric heater 9A. Therefore, the vehicle interior can be heated immediately after the start of the engine. Also, even if the idle rotation is maintained after the engine is started, the electric load on the AC generator 1A is increased by energizing the electric heater 9A. it can.

Next, the configuration of the AC generator 1A used in the present embodiment will be described with reference to FIGS. FIG.
FIG. 5 is a longitudinal sectional view showing a configuration of an AC generator used in a vehicle control device according to a second embodiment of the present invention, and FIG. 5 is an enlarged view of a main part of FIG.

The automotive alternator 1 of this embodiment includes two brackets including a front bracket 103 disposed on the pulley side and a rear bracket 104 on the opposite side of the pulley. A shaft 101 is supported at the center of both brackets 103 and 104 via bearings. A pulley 102 is attached to one end of the shaft 101, and a slip ring 110 is attached to the other end. I have. The pulley 102 is connected to the pulley 31 disposed on the output shaft of the engine via the belt 32 shown in FIG.
b and rotates in proportion to the engine speed.
A brush 111 is slidably attached to the slip ring 110, and a field winding 10 (described later) is attached to the brush 111 from the brush 111.
7 is powered.

A rotor (rotor) is attached to the center of the shaft 101. A pair of claw-shaped magnetic poles 108 having a claw-like shape are arranged on the outer periphery of the rotor. A field winding 107 is wound around the center of the rotor, and a claw-shaped magnetic pole 108 is magnetized by passing a DC current from the slip ring 110 through the field winding 107. A permanent magnet 118 is arranged on the outer peripheral side of the field winding 107 and between the magnetic poles of the claw-shaped magnetic poles 108 facing each other. Claw-shaped magnetic pole 108, field winding 107 and permanent magnet 1
A good heat conductor 116 is arranged in a space between the heat conductor 11 and the outermost periphery of the claw-shaped magnetic pole 108 of the rotor.
A scattering prevention cover 117 for preventing the projection 6 from jumping out is disposed. As described above, by using the internal permanent magnet type rotor as the rotor of the AC generator according to the present embodiment, a large current of, for example, about 125 A can be generated even during idling at a low rotational speed. Can be. Therefore, at the time of low rotation, even if the electric heater 9 which is an electric load is energized, the control according to the present embodiment can be performed without the battery being over-discharged.

Between the front bracket 103 on the pulley side and the rear bracket 104 on the opposite side of the pulley, the stator core 10
5 is provided, and the inner peripheral surface of the stator core 105 is disposed at a slight distance (mechanical gap) from the scattering prevention cover 117 disposed on the surface of the claw-shaped magnetic pole 108 of the rotor. Have been. This mechanical gap is a predetermined interval required from the relation of mechanical characteristics, and is generally about 0.4 to 0.6 mm. A tooth and a slot are arranged on the stator core 105, and a stator winding 106 is wound in three phases in a slot corresponding to a concave portion of the stator core 105, and the claw-shaped magnetic pole 108 is rotated by driving the engine. Then, a three-phase induced voltage is generated in the stator winding 106. Stator core 1
Numeral 05 is fixed inside the housing 115 by swirling, but the gap between the stator windings 106 in the slots of the stator core 105 and the end coils is
6, the stator core 105, the stator winding 106, and the housing 115 are integrally molded with a good heat conductor 116 and are thermally connected. The good thermal conductor 116 has, for example, a thermal conductivity of 1.5 (W /
For example, a silicon rubber-based resin having a higher thermal conductivity than mK) or an epoxy resin having a high thermal conductivity is used.

Inside the rear bracket 104 on the side opposite to the pulley, a minus fin 109b of a diode and a plus fin 109a of a diode constituting a module of a rectifier circuit are provided on a rear plate 112 for sealing a cooling water passage 114. Fixed. Further, an IC regulator 113 for adjusting the generated voltage is fixed so as to be in contact with the rear bracket 104. The positive fin 109a of the diode is connected to the positive electrode of a battery (not shown), and the negative fin 109b of the diode is at the same potential as the main body of the automotive alternator 1, and is electrically connected to the negative terminal side of the battery (not shown). Connected. These diodes perform full-wave rectification of the AC induced voltage generated in the stator winding 106 and convert it to a DC voltage.

The water passage 114 is provided with a water temperature sensor 21A for detecting a water temperature. The output of the water temperature sensor 21A is taken into the IC regulator 113. IC
The regulator 113 controls the field winding current so that the DC voltage rectified by the diode in order to charge the battery is maintained at a constant voltage of about 14.3 V, and the control means 20 shown in FIG. Has a function. The IC regulator 113 can detect the voltage corresponding to the terminal voltage of the battery by the DC voltage rectified by the diode. Therefore, IC regulator 1
13 is based on the detected water temperature of the water temperature sensor 21A and the DC voltage rectified by the diode, and according to the processing flow shown in FIG. The corresponding electric heater 9 can be energized.

The vehicle alternator 1 configured as described above
When the pulley 102 is rotated by the driving of the engine, the shaft 101 rotates together with the slip ring 110 and the rotor, and the DC current from the brush 111 is supplied to the field winding 107 inside the rotor, thereby causing the field winding 107 to rotate. Line 107
Operate to form an N pole and an S pole for each magnetic pole of the claw-shaped magnetic pole 108. The magnetic flux generated by the field winding 107 exits from the claw portion of the N-pole claw-shaped magnetic pole, and forms a magnetic circuit that passes through the stator core 105 and returns to the claw portion of the S-pole claw-shaped magnetic pole. When the magnetic flux of this magnetic circuit crosses the stator winding 106, a three-phase induced voltage is generated in the stator winding 106.

The three-phase induced voltage is subjected to full-wave rectification by a group of diodes arranged on the diode plus fin 109a and the minus fin 109b, and is converted into a DC voltage.
The rectified DC voltage is adjusted by the IC regulator 113, and is maintained at a constant voltage of about 14.3V. Here, in order to greatly increase the generated current, the permanent magnets 118 are arranged between the claw magnetic poles in the direction in which the same poles face each other. In this embodiment, since water cooling is adopted as the cooling method, a cooling effect can be expected even if power is generated at a low speed. Therefore, as the magnetized permanent magnet 118 disposed between the poles, a neodymium magnet having high heat resistance is used. Has adopted.

Next, cooling of heat generation due to copper loss generated in the stator winding 106 will be described. As described above, the stator core 105 on which the stator windings 106 are arranged is fixed to the housing 115 by swaging, and has a structure in which heat is easily transmitted to the housing 115. Further, in order to improve the heat dissipation of the stator winding 106, a heat dissipation path of a resin having high heat conductivity is provided so that the stator winding 106 and the inner surface of the housing 115 are in thermal contact with each other. A plurality of holes penetrate the outer periphery of the housing 115 in the axial direction. The water passage is sealed by the front bracket 103 and the rear plate 112, and a water passage 114 is formed in a zigzag shape. The cooling water is configured to flow through a zigzag water channel on the outer peripheral surface of the housing 115, and the stator core 10
5 can be cooled from the outer peripheral surface. Further, heat generated by copper loss of the field winding 107 generated inside the rotor is radiated on the surface in contact with the axial surface of the rotor with a slight gap inside the front bracket 103 and the housing 115 on the side opposite to the pulley. It is a structure that can be. In this way, the passage 114 through which the cooling water flows on the axial surface and the outer peripheral surface with respect to the cooling of the rotor.
The configuration is such that cooling of the entire rotor can be promoted by disposing the rotor indirectly.

In this embodiment, the housing 115
The number of water passages 114 is eight even, and the flow of water enters from the pulley side and is turned back by the front bracket 103. Also, the water flows to the anti-pulley side and is turned back to the pulley side and reciprocates four times to exit from the anti-pulley side. I try to go.
By providing an even number of water passages in this way, pipes for water supply and drainage can be provided in the same direction, and routing of the radiator hose 4 is facilitated. Further, by disposing the hose joint for water supply and drainage on the side opposite to the pulley, the possibility of entanglement with the belt can be significantly reduced.

In the above description, the IC regulator 113 is arranged on the rear bracket 104,
4 may be arranged so as to be in contact with the rear plate 112 which is directly in contact with the fourth plate 4, so that the accuracy of detecting the water temperature can be improved. As another arrangement method, the same effect can be obtained by embedding or casting the rod-shaped electric heater 9 in a portion of the housing 115 which is not a water channel.

Next, the heat transfer path of the rotor and the stator will be described with reference to FIG. The arrows in the figure indicate the heat radiation paths. A field winding 107 is wound around the center of the rotor, and the field winding 107 generates heat due to copper loss. If this heat is not sufficiently dissipated, the field winding resistance will increase and the field current will decrease. When the field current decreases, the generated current also decreases. Therefore, in the present embodiment, the outer peripheral surface of the field winding 107 and the claw-shaped magnetic pole 108 are thermally connected by a silicon rubber-based good heat conductor having high thermal conductivity. Is transferred to the surface of the rotor. Then, the heat is transferred to the water channel 11 through which the cooling water circulates through the good heat conductor 116 filled in the stator core 105 or the stator winding 106.
4.

As shown by the arrows, the heat transfer path of the rotor from the front bracket 103 or the housing 115 disposed on the pulley side to the cooling water passage 114 from the surface where the rotor abuts, as shown by the arrow. Transmitted to. The electric heater 9 serving as an electric load is formed of a wire or ribbon of a nickel-chromium alloy which is disposed in a silicon rubber in a wavy shape, and is formed by winding a waterproof member around the outer peripheral portion of the housing 115. I have.
The heat transfer path of the electric heater 9 is a path transmitted from the outer peripheral portion of the housing to the water channel 114.

As described above, according to the present embodiment, even when the rotational speed of the vehicle alternator is low, it can be heated by the electric heater and the temperature of the cooling water can be quickly raised. It is possible to send hot air.

Next, the configuration of a vehicle control device according to a third embodiment of the present invention will be described with reference to FIG. FIG. 6 is a system diagram showing the configuration of the vehicle control device according to the third embodiment of the present invention. The same reference numerals as those in FIG. 1 indicate the same parts.

In the present embodiment, the electric heater 9B corresponding to the electric load is disposed in the middle of the pipe through which the cooling water flows. In order to transfer the heat of the electric heater 9B to the heater 8, the location of the electric heater 9B is between the outlet side of the vehicle alternator 1 and the heater 8. By arranging in this place, the cooling water warmed by the vehicle alternator 1 is heated again by the electric heater 9B, and then sent to the heater 8, so that the vehicle interior can be efficiently heated.
Also in this case, when the electric heater 9B of the electric load is turned on, the thermostat 7 operates so that the cooling water does not flow into the radiator 5, and the cooling water bypasses the inlet and the outlet of the radiator 5. I have.

As described above, according to the present embodiment, even if the rotational speed of the vehicle alternator is low, it can be heated by the electric heater and the temperature of the cooling water can be quickly raised. It is possible to send hot air.

Next, the configuration of a vehicle control device according to a fourth embodiment of the present invention will be described with reference to FIG. FIG. 7 is a system diagram showing the configuration of the vehicle control device according to the fourth embodiment of the present invention. The same reference numerals as those in FIG. 1 indicate the same parts.

In this embodiment, a water channel that bypasses the heater 8 is provided in the cooling water channel shown in FIG. And the thermostat 7T is arrange | positioned in the middle of piping. The branch point of the bypass water channel is an electric heater 9
B and the heater 8, and the outlet is between the thermostat 7 and the downstream side of the point where the outlet of the vehicle alternator 1 and the engine 2 merge.

A thermostat 7T disposed in a pipe provided for bypassing the heater 8 is for bypassing the heater 8, and is capable of preventing cooling water from flowing to the heater 8. Therefore, the temperature of the cooling water flowing through the heater 8 can be changed. Specifically, when the inlet temperature of the vehicle alternator 1 is 80 ° C., and when the outlet temperature of the vehicle alternator 1 is 100 ° C., the cooling water flowing through the heater 8 becomes 100 ° C. Is too hot to warm. Therefore, the temperature of the thermostat 7T is adjusted by opening the valve of the thermostat 7T and reducing the flow rate flowing to the heater 8.

As described above, according to the present embodiment, even if the rotational speed of the vehicle alternator is low, it can be heated by the electric heater and the temperature of the cooling water can be raised quickly, so that the vehicle can be brought into the vehicle compartment in a short time. It is possible to send hot air. Further, the temperature of the cooling water flowing through the heater 8 can be changed.

The electric heaters 9, 9A and 9B used in the above embodiments have a heat value of about 0.5 to 1 kW. Further, in consideration of a failure due to disconnection of the heater or the like, the electric heater to be arranged is divided into a plurality of electric heaters, and the temperature distribution is made uniform. Further, in the above description, the electric load of the vehicle alternator 1 used at the time of starting the engine has been described in the case of an electric heater. However, as the electric load, a battery, a capacitor, a capacitor or the like capable of storing electricity is used. The vehicle alternator 1 may be configured to generate electric power so as to charge these accumulators. This method is particularly effective in a hybrid car that uses both an engine and a motor that use a large-capacity battery. Further, even if a device that uses a large amount of electricity, such as an existing hot-wire defogger or a headlight, is used as an electric load, the temperature rise of the engine coolant can be accelerated. Also, the charging voltage of the current battery is 125% of the nominal voltage.
The same effect can be obtained by using a means for increasing the voltage to about 15 V and overcharging. Further, the temperature detecting means can be operated in conjunction with the thermostat.

[0052]

According to the present invention, it is possible to send warm air into the vehicle compartment in a short time even if the rotational speed of the vehicle alternator is low.

[Brief description of the drawings]

FIG. 1 is a system diagram showing a configuration of a vehicle control device according to a first embodiment of the present invention.

FIG. 2 is a flowchart showing a control procedure of the vehicle control device according to the first embodiment of the present invention.

FIG. 3 is a system diagram showing a configuration of a vehicle control device according to a second embodiment of the present invention.

FIG. 4 is a longitudinal sectional view showing a configuration of an AC generator used in a vehicle control device according to a second embodiment of the present invention.

FIG. 5 is an enlarged view of a main part of FIG. 4;

FIG. 6 is a system diagram showing a configuration of a vehicle control device according to a third embodiment of the present invention.

FIG. 7 is a system diagram showing a configuration of a vehicle control device according to a fourth embodiment of the present invention.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 ... AC generator for vehicles 2 ... Engine 5 ... Radiator 6 ... Cooling water pump 7, 7T ... Thermostat 8 ... Heater 9, 9A, 9B ... Electric heater 10 ... Blower 20 ... Control means 21 ... Water temperature sensor 22 ... Voltage detecting means 23 ... Switch 113 ... IC regulator 114 ... Water channel 116 ... Good heat conductor

──────────────────────────────────────────────────の Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) F01P 3/20 B60K 9/00 Z F02D 29/06 (72) Inventor Yoshiaki Honda Daiba Kochi, Hitachinaka City, Ibaraki Prefecture 2520 Address: Hitachi, Ltd.Automotive Equipment Division (72) Inventor Masami Takano Oita, Hitachinaka-shi, Ibaraki 2520 Address: Hitachi, Ltd.Automotive Equipment Division (72) Inventor: Toshiyuki Inami 502, Katemachi, Tsuchiura-shi, Ibaraki Address Machinery Research Laboratories, Hitachi, Ltd. (72) Inventor Atsushi Suzuki 502, Kandatecho, Tsuchiura-shi, Ibaraki Prefecture Machinery Research Laboratories, Ltd. 3G093 AA07 AA16 CA03 CA04 DA05 DB19 EB0 0 EC01 FA11

Claims (5)

[Claims] 1. A vehicular control apparatus comprising: a radiator for radiating cooling water for cooling an engine and an AC generator; and a heater for radiating heat of the cooling water to warm a vehicle interior. Water temperature detecting means for detecting, voltage detecting means for detecting a voltage of a battery in which electric power generated by the AC generator is stored, an electric load on the AC generator, and a water temperature detected by the water temperature detecting means. Control means for controlling the current to be supplied from the AC generator to the electric load when the battery temperature is equal to or lower than a predetermined temperature and the voltage of the battery detected by the voltage detection means is equal to or higher than the predetermined voltage. Vehicle control device. 2. The vehicle control device according to claim 1, wherein the electric load is an electric heater. 3. The vehicle control device according to claim 2, wherein the electric heater is arranged near the heater. 4. The control device for a vehicle according to claim 2, wherein the electric heater is disposed near a cooling water passage flowing through the AC generator. 5. The control device for a vehicle according to claim 4, further comprising: a bypass provided adjacent to a heater used for heating a vehicle cabin disposed on a drain side of the AC generator for the vehicle. A vehicle control device comprising a waterway.