JP2005219603A - Vehicular air-conditioner - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular air-conditioner capable of efficiently heating the inside of a cabin by a remote control. <P>SOLUTION: In the vehicular air-conditioner, a heater core 31 heats the inside of a cabin based on cooling water of a water-cooled engine 90, and an auxiliary heater 20 heats cooling water flowing into the heater core 31. A solenoid valve 50 circulates cooling water in an OFF state between the water-cooled engine 90, the auxiliary heater 20 and the heater core 31, while the solenoid valve circulates cooling water between the auxiliary heater 20 and the heater core 31 by closing the water-cooled engine 90 and the heater core 31. Thus, when the inside of the cabin is heated by the remote control, the solenoid valve 50 is turned on to circulate cooling water between the auxiliary heater 20 and the heater core 31. Accordingly, cooling water heated by the auxiliary heater 20 does not flow into the water-cooled engine 90. Thus, the heat generated in the auxiliary heater 20 can efficiently be transferred to the heater core 31. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a vehicle air conditioner including a heating heat exchanger that heats a vehicle interior based on a heat medium heated by an internal combustion engine, and in particular, heats the heat medium using a heating auxiliary heat source in addition to the internal combustion engine. The present invention relates to a vehicle air conditioner.

  Conventionally, as shown in FIG. 9, the vehicle air conditioner includes a heater circuit 4 through which the cooling water of the engine 2 circulates by the operation of the water pump 3, and the heater circuit 4 is heated by a water jacket 6 of the engine 2. It has been proposed to construct a circulation circuit in which the cooling water is supplied in the order of the heating auxiliary heat source 7 and the front heater 8 and returned to the engine 2 again (see, for example, Patent Document 1).

  In this case, the heating auxiliary heat source 7 employs, for example, a combustion heater that generates heat by burning fuel. For this reason, even if the amount of heat discharged from the engine 2 is small and the cooling water cannot be sufficiently heated, the cooling water can be sufficiently heated by the heat generated by the heating auxiliary heat source 7.

  The front heater 8 is provided in the indoor air conditioning unit 9, and the indoor air conditioning unit 9 includes an evaporator 9 a and an air mix door 9 b in addition to the front heater 8. Further, the indoor air conditioning unit 9 is provided with a bypass passage 9c that bypasses the front heater 8 and flows cool air.

  The evaporator 9a cools the blown air, and the front heater 8 heats the cool air blown out from the evaporator 9a. And the air mix door 9b adjusts the air temperature which blows off into the vehicle interior from the blower outlets 9d-9f by adjusting the air ratio of the cold wind which flows into the front heater 8, and the cold wind which flows into the bypass passage 9c.

Here, as described above, even if the amount of heat exhausted from the engine 2 is small and the cooling water cannot be sufficiently heated, the cooling water is sufficiently heated by the heat generated by the heating auxiliary heat source 7. The temperature of the air blown out from the outlets 9d to 9f can be adjusted appropriately.
JP-A-10-203141

  By the way, in the above-mentioned Patent Document 1, even if the amount of heat discharged from the engine 2 is small and the cooling water cannot be sufficiently heated, the cooling water is sufficiently heated by the heat generated by the heating auxiliary heat source 7. However, it does not describe heating the vehicle interior by remote control (remote operation) when the engine 2 is stopped.

  Then, when this inventor examined about heating the vehicle interior by operating the heating auxiliary heat source 7 by remote control at the time of the stop of the engine 2, the following thing was understood.

  That is, in the heater circuit 4 described above, since the water jacket 6, the heating auxiliary heat source 7 and the front heater 8 of the engine 2 are connected in series, when the heating auxiliary heat source 7 is operated by remote operation, the heating auxiliary heat source 7 Heated cooling water flows into the water jacket 6 through the front heater 8.

Here, as described above, when the engine 2 is stopped, no waste heat is generated from the engine 2. Therefore, when the cooling water flows into the water jacket 6 through the front heater 8, the cooling water warms the water jacket 6 and eventually the engine 2 itself. Accordingly, there arises a problem that the heat generated in the heating auxiliary heat source 7 is used other than the heating by the front heater 8 and the vehicle interior cannot be efficiently heated. The purpose of the present invention is to provide a vehicle air conditioner that efficiently uses the heat generated by a heating auxiliary heat source to improve the heating performance even when the vehicle interior is heated.

In order to achieve the above object, in the invention described in claim 1,
A vehicle air conditioner applied to a vehicle including an internal combustion engine (90) for heating a heat medium by exhaust heat,
A heating heat exchanger (31) for heating the passenger compartment based on the thermal refrigerant heated by the exhaust heat of the internal combustion engine (90);
A heating auxiliary heat source (20) for heating the thermal refrigerant flowing into the heating heat exchanger;
As shown in FIG. 1 in the first operating state (off state), the heat medium is circulated among the internal combustion engine, the heating auxiliary heat source, and the heating heat exchanger, while the second operating state ( 2 in the ON state), the switching valve means for closing the space between the internal combustion engine and the heating heat exchanger and circulating the heat medium between the heating auxiliary heat source and the heating heat exchanger. (50),
When the internal combustion engine is operating, the heat medium is circulated in the first operating state, while when the internal combustion engine is stopped, the vehicle interior is heated by remote control when the second interior is heated. And a control means (60, S120) for controlling the switching valve means so as to circulate the heat medium in the operating state.

  Therefore, when heating the vehicle interior by remote control, the switching valve means closes the space between the internal combustion engine and the heating heat exchanger, and the heat medium circulates between the heating auxiliary heat source and the heating heat exchanger. .

  Accordingly, the medium heated by the heating auxiliary heat source does not flow into the internal combustion engine, but flows into the heating heat exchanger. For this reason, since the heat generated in the heating auxiliary heat source can be efficiently transmitted to the heating heat exchanger, the heat generated in the heating auxiliary heat source can be efficiently used to improve the heating performance.

  By the way, according to the study by the present inventors, even when the internal combustion engine starts operation, for example, the temperature of the heat medium (Ta) heated by the internal combustion engine and the temperature of the thermal refrigerant flowing through the heating heat exchanger ( It has been found that the following problems occur when the switching valve means is switched from the second operating state to the first operating state while the difference (| Tb−Ta |) from Tb) is large.

  That is, when the second operating state is switched to the first operating state, the heat medium from the internal combustion engine starts to flow into the heating heat exchanger through the heating auxiliary heat source, so that the heat medium from the internal combustion engine is heated to the heating heat exchanger. Before and after the heat medium from an internal combustion engine flows into the heating heat exchanger, the temperature (Tb) of the thermal refrigerant in the heating heat exchanger largely fluctuates.

  That is, when switching from the second operating state to the first operating state, the temperature of the thermal refrigerant in the heating heat exchanger greatly fluctuates, and the amount of heat generated from the heating heat exchanger also fluctuates greatly. That is, the air temperature of the warm air generated from the heating heat exchanger greatly fluctuates, which adversely affects the air conditioning state in the passenger compartment.

Therefore, in the invention described in claim 2, first medium temperature detecting means (91) for detecting the temperature (Ta) of the heat medium heated by the internal combustion engine,
Second medium temperature detection means (32) for detecting the temperature (Tb) of the thermal refrigerant flowing through the heating heat exchanger,
When the temperature difference (| Tb−Ta |) detected by each of the first and second medium temperature detecting means is less than a predetermined temperature, the control means starts from the second operating state to the first The switching valve means is controlled to switch to one operation state.

  Therefore, even if the second operating state is switched to the first operating state and the heat medium starts to flow from the internal combustion engine to the heating heat exchanger through the heating auxiliary heat source, the temperature variation of the thermal refrigerant flowing through the heating heat exchanger is reduced. It can suppress, and it can suppress having a bad influence on the air-conditioning state of a vehicle interior.

  According to a third aspect of the present invention, when the temperature difference (| Tb−Ta |) detected by each of the first and second medium temperature detecting means is less than a predetermined temperature, the control means The opening degree between the internal combustion engine and the heating heat exchanger is gradually widened according to at least one of the first and second refrigerant temperature detecting means.

  Therefore, since the amount of the heat medium flowing from the internal combustion engine to the heating heat exchanger can be gradually increased, the temperature fluctuation of the thermal refrigerant flowing through the heating heat exchanger can be further suppressed, The adverse effect on the air-conditioning state can be further suppressed.

  Further, when warming up the internal combustion engine (that is, warming up the internal combustion engine) preferentially over the heating of the passenger compartment, the heat in the first operating state as in the invention according to claim 4. When the operation unit (80) operated by the occupant to circulate the medium is employed and the operation unit is operated by the occupant, the control means circulates the heat medium in the first operating state. Thus, it is necessary to control the switching valve means.

  In this case, since the medium heated by the heating auxiliary heat source flows into the internal combustion engine, the internal combustion engine can be warmed.

  In addition, the code | symbol in the bracket | parenthesis of each said means shows the correspondence with the specific means as described in embodiment mentioned later.

(First embodiment)
FIG. 1 shows a schematic configuration of a vehicle air conditioner according to the present invention. As shown in FIG. 1, the vehicle air conditioner includes a heater circuit 10, and the heater circuit 10 circulates cooling water (heat medium) heated by a water jacket 92 of a traveling water-cooled engine 90. By the operation of the pump 40, a circulation circuit is configured to flow through the solenoid valve 50, the auxiliary heater 20, and the heater core 31 of the indoor air conditioning unit 30 in order, and return to the water jacket 92 of the water-cooled engine 90 again through the circulation pump 40.

  Here, the water jacket 92 is provided inside the cylinder block and the cylinder head constituting the water-cooled engine 90, and cools the cylinder bore wall surface and the combustion chamber. The circulation pump 40 circulates the cooling water in the heater circuit 10 by the operation of the built-in electric motor. And the auxiliary heater 20 burns liquid fuel (for example, traveling gasoline), and heats cooling water by this combustion. Thereby, the cooling water flowing into the heater core 31 can be heated.

  The solenoid valve 50 is connected to the input / output pipes 93 and 94 of the water jacket 92, the input pipe 21 of the auxiliary heater 20, and the output pipe 41 of the circulation pump 40, and each of the input / output pipes 21, 41, 93 and 94 is connected. Switch the connection of the cooling water flow path.

  That is, the solenoid valve 50 is connected between the input pipe 93 of the water jacket 92 and the output pipe 41 of the circulation pump 40 in the off state (first operating state), as shown in FIG. The output pipe 94 of the water jacket 92 and the input pipe 21 of the auxiliary heater 20 are connected. On the other hand, as shown in FIG. 2, the solenoid valve 50 is connected between the input pipe 93 and the output pipe 94 of the water jacket 92 and is connected to the output pipe of the circulation pump 40 in the ON state (second operating state). 41 and the input pipe 21 of the auxiliary heater 20 are connected.

  On the other hand, as shown in FIG. 3, the indoor air conditioning unit 30 includes an inside / outside air switching door 32, a centrifugal blower 33, an evaporator 34, an air mix door 35, and air outlet switching doors 39 a and 39 b in addition to the heater core 31. Yes.

  The inside / outside air switching door 32 is driven by a servo motor to selectively open the inside air introduction port 37 a and the outside air introduction port 37 b of the air conditioning casing 37. The centrifugal blower 33 introduces air into the air conditioning casing 37 from either the inside air introduction port 37 a or the outside air introduction port 37 b and generates air blowing in the air conditioning casing 37. The evaporator 34 constitutes a refrigeration cycle, and cools the air sent from the centrifugal blower 33. The heater core 31 generates hot air by exchanging heat between the cold air from the evaporator 34 and the cooling water.

  In addition, a bypass passage 37e that bypasses the heater core 31 and flows air is formed on the side (upper portion) of the heater core 31. The air mix door 35 is a pivotable plate-like door, and is driven by a servo motor to adjust the air volume ratio between the air flowing through the heater core 31 and the air passing through the bypass passage 37e. The temperature of the air blown into the passenger compartment is adjusted by adjusting. Therefore, in this example, the air mix door 35 constitutes temperature adjusting means for the air blown into the vehicle interior.

  On the other hand, a mixing chamber 38 in which hot air from the heater core 31 and cold air from the bypass passage 37e are mixed is provided on the downstream side of the heater core 31, and air having a desired temperature can be created in the mixing chamber 38. . Further, the air conditioning casing 37 is formed with a face opening 37c and a foot opening 37d.

  Here, the face opening 37c blows air toward the upper half of the passenger in the passenger compartment through a face duct (not shown). The face opening 37c is opened and closed by a rotatable plate-like face door 39a. The foot opening 37d blows air toward the feet of passengers in the passenger compartment, and the foot opening 37d is opened and closed by a rotatable plate-like foot door 39b.

  The air conditioning casing 37 is provided with a defroster opening (not shown), and the defroster opening blows air to the inner surface of the vehicle windshield through a defroster duct (not shown). The defroster opening is opened and closed by a rotatable plate-shaped differential door (not shown).

  The face door 39a, the foot door 39b, and the differential door described above are connected to a common link mechanism, and are driven by a servo motor via the link mechanism.

  Next, the outline of the electrical configuration in the present embodiment will be described. The electronic control device 60 is operated by being directly supplied with power from a vehicle-mounted battery. In FIG. 1, from the well-known microcomputer 60a, memory, wireless circuit, and the like. It is composed. The microcomputer 60a executes a computer program for controlling the servo motors described above, the electric motor 33a of the centrifugal blower 33, the electromagnetic valve 50, and the circulation pump 40.

  On the other hand, a temperature sensor 61 composed of a thermistor is provided as a temperature sensor for the evaporator 34. This temperature sensor 61 is disposed in the air-conditioning casing 37 immediately after the air is blown out of the evaporator 34, and detects the evaporator blow-out temperature Te. To do.

  In addition to the temperature sensor 61 described above, the electronic control unit 60 includes an internal air temperature Tr (air temperature inside the vehicle interior), an external air temperature Tam (air temperature outside the vehicle interior), an amount of solar radiation Ts, Detection signals are input from known sensors 62 to 65 that detect the hot water temperature Tw and the like. Further, the electronic control unit 60 detects from the temperature sensor 91 that detects the temperature Tb of the coolant flowing in the heater core 31 and the detection signal from the temperature sensor 91 that detects the temperature Ta of the coolant flowing in the water jacket 92. A signal is input.

  On the other hand, the radio circuit 60b of the electronic control unit 60 performs radio communication directly with the remote control terminal 70. The remote control terminal 70 is manually operated by the user to start heating the vehicle interior, A request signal for requesting cancellation of heating is transmitted from the antenna 71.

  The operation unit 80 installed in the vicinity of the vehicle interior instrument panel is provided with operation switches and display panels that are manually operated by passengers, and operation signals of these operation switches are also input to the electronic control unit 60. Specifically, switches for setting a desired temperature in the passenger compartment and a desired outlet mode are provided as these operation switches.

  Next, the operation of this embodiment will be described with reference to FIGS. FIG. 4 is a flowchart showing the operation of the electronic control unit 60.

  First, when a user operates the remote control terminal 70 to start heating by remote control outside the vehicle compartment, the remote control terminal 70 transmits a request signal for starting heating.

  When this request signal is received by the electronic control unit 60, the electronic control unit 60 detects the cooling water temperature Tb detected by the temperature sensor 32 in step S100 (this is the temperature of the cooling water flowing in the heater core 31). .) Is less than 60 ° C. (second threshold), and it is determined whether the outside air temperature Tam (air temperature outside the passenger compartment) is less than 5 ° C.

  Here, when the cooling water temperature Ta is less than 60 ° C. (Tb <60 ° C.) and the outside air temperature Tam is less than 5 ° C., YES is determined in step S100. Accordingly, the auxiliary heater 20 is turned on in step S120. Therefore, the auxiliary heater 20 burns the liquid fuel and starts heating the cooling water. In addition, the solenoid valve 50 is turned on.

  Therefore, as shown in FIG. 2, the solenoid valve 50 connects between the input pipe 93 and the output pipe 94 of the water jacket 92 and between the output pipe 41 of the circulation pump 40 and the input pipe 21 of the auxiliary heater 20. Connect. Accordingly, the space between the water-cooled engine 90 and the heater core 31 of the indoor air conditioning unit 30 is closed, and the cooling water circulates between the circulation pump 40, the electromagnetic valve 50, the auxiliary heater 20, and the heater core 31.

  Thereafter, in step 130, it is determined whether or not the ignition switch IG is in an off state and a heating cancel signal is received by the electronic control device 60 from the remote control terminal 70. This heating cancellation signal is a signal for requesting heating stop in the vehicle interior. And it determines with NO, when the heating cancellation signal is not received by the said electronic control unit 60.

  Next, in step S150, the cooling water temperature Ta detected by the temperature sensor 91 (this is the temperature of the cooling water flowing through the water jacket 92 (engine water temperature)) and the cooling water temperature Ta (this is the heater core). It is determined whether or not the temperature difference (| Tb−Ta |) is less than 10 ° C.

  For example, when the water-cooled engine 90 starts operating by turning on the ignition switch IG and heating of the cooling water by the water jacket 92 is started, the temperature difference between the cooling water temperature Tb and the cooling water temperature Ta (| Tb−Ta When || becomes smaller and becomes less than 10 ° C. ((| Tb−Ta |) <10 ° C.), the determination is YES and the solenoid valve 50 is turned off (step S160).

  Therefore, the solenoid valve 50 connects between the input pipe 93 of the water jacket 92 and the output pipe 41 of the circulation pump 40, and connects between the output pipe 94 of the water jacket 92 and the input pipe 21 of the auxiliary heater 20. To do. For this reason, the cooling water circulates between the water jacket 92, the electromagnetic valve 50, the auxiliary heater 20, the heater core 31, and the circulation pump 40.

  Thereafter, the process proceeds to step S170. On the other hand, when the temperature difference (| Tb−Ta |) is 10 ° C. or more in step S150 (| Tb−Ta |) ≧ 10 ° C.), NO is determined and the process proceeds to step S170.

  In step S170, it is determined whether or not the coolant temperature Tb detected by the temperature sensor 91 is 60 ° C. or higher. And when cooling water temperature Tb is less than 60 degreeC, it determines with NO and progresses to step S130. Accordingly, as long as the cooling water temperature Tb is less than 60 ° C., the processes of Step S130, Step S150, Step S160, and Step S170 are repeated.

  Thereafter, in step S170, when the cooling water temperature Tb is 60 ° C. or higher, it is determined YES, the process proceeds to step S180, and the auxiliary heater 20 is turned off. Along with this, heating of the cooling water by the auxiliary heater 20 is stopped.

  Next, when the coolant temperature Tb detected by the temperature sensor 32 in step S190 is 60 ° C. or higher, it is determined as YES and the process proceeds to step S130. Further, when the cooling water temperature Tb is less than 60 ° C. in step S190, it is determined as NO, the process proceeds to step S200, the auxiliary heater 20 is turned on, and the process proceeds to step S130.

  Moreover, when the cooling water temperature Tb is 60 degreeC or more in step S100 (Tb> = 60 degreeC), it determines with NO. Moreover, when outside temperature Tam is 5 degreeC or more by step S100 (Tam> = 5 degreeC), it determines with NO. In this case, the auxiliary heater 20 and the electromagnetic valve 50 are turned off (step S110).

  Further, when a heating cancel signal is received by the electronic control unit 60 from the remote control terminal 70 in step 130, it is determined as YES, the process proceeds to step S140, and the auxiliary heater 20 and the electromagnetic valve 50 are turned off.

The cooling water (heat medium) is appropriately controlled by a radiator (not shown) so as to be lower than a predetermined temperature. Further, even when the electronic control unit 60 receives a heating start request signal from the remote control terminal 70 while the water-cooled engine 90 is stopped, the electronic control unit 60 maintains the electromagnetic valve 50 off.
Next, the effect of this embodiment is demonstrated.

  That is, the vehicle air conditioner of the present embodiment includes a heater core 31 that heats the passenger compartment based on cooling water (thermal refrigerant) heated by exhaust heat of the water-cooled engine 90, and cooling water that flows into the heater core 31. While the cooling water is circulated between the auxiliary heater 20 that heats and the water-cooled engine 90, the auxiliary heater 20, and the heater core 31 in the off state, the water-cooled engine 90 and the heater core 31 are closed in the on state. An electromagnetic valve 50 that circulates cooling water between the auxiliary heater 20 and the heater core 31 is provided.

  Therefore, when the water-cooled engine 90 is in operation, the solenoid valve 50 is turned off, and the cooling water is circulated among the water-cooled engine 90, the auxiliary heater 20, and the heater core 31, thereby being heated by the cold engine 90. The cooling water can be passed through the heater core 31.

  On the other hand, when the vehicle interior is heated by remote control when the water-cooled engine 90 is stopped, the solenoid valve 50 is turned on, the space between the water-cooled engine 90 and the heater core 31 is closed, and the auxiliary heater 20 and the heater core 31 are closed. Circulate cooling water between them.

  As a result, the cooling water heated by the auxiliary heater 20 does not flow into the water-cooled engine 90 but flows into the heater core 31. Therefore, since the heat generated in the auxiliary heater 20 can be efficiently transmitted to the heater core 31, the heat generated in the auxiliary heater 20 can be efficiently used to improve the heating performance in the vehicle interior.

  Here, a change in the temperature Tb of the cooling water flowing in the heater core 31 after the operation of the auxiliary heater 20 is started will be described with reference to FIG. FIG. 5 is a graph in which the vertical axis represents the temperature Tb and the horizontal axis represents time. The solid line Ka indicates the case where the electromagnetic valve 50 is employed as in the above-described embodiment, and the chain line Kb does not employ the electromagnetic valve 50. (In the case of the conventional heater circuit shown in FIG. 9).

  That is, when the solenoid valve 50 is turned off after the auxiliary heater 20 is started, the cooling water heated by the auxiliary heater 20 does not flow into the water-cooled engine 90 but flows into the heater core 31 as described above. Therefore, the heat generated in the auxiliary heater 20 can be efficiently transmitted to the heater core 31.

  On the other hand, when the solenoid valve 50 is not adopted, the cooling water heated by the auxiliary heater 20 flows not only into the heater core 31 but also into the water-cooled engine 90, so that the heat generated by the auxiliary heater 20 is used as the water-cooled engine. I will tell 90.

  Therefore, as can be seen from the solid line Ka and the chain line Kb in FIG. 5, the temperature of the cooling water is higher when the electromagnetic valve 50 is used (solid line Ka) than when the electromagnetic valve 50 is not used (dashed line Kb). Since Tb rises in a short time, the temperature of the air blown out from the face opening 37c and the foot opening 37d can be raised in a short time. Therefore, the air temperature in the passenger compartment can be rapidly set to the desired temperature.

  By the way, according to the study by the present inventor, for example, the difference between the cooling water temperature (Ta) heated by the water jacket 92 of the water-cooled engine 90 and the cooling water temperature (Tb) flowing through the heater core 31 (| Tb−Ta When the electromagnetic valve 50 is switched from the off state to the on state in a state where |) is large, it has been found that the following problem occurs.

  That is, at the same time when the electromagnetic valve 50 is switched from the off state to the on state, cooling water starts to flow from the water jacket 92 of the water-cooled engine 90 into the heater core 31 through the auxiliary heater 20.

  Here, the cooling water temperature tb in the heater core 31 before the cooling water from the water jacket 92 flows into the heater core 31 and the cooling water temperature tb in the heater core 31 after the cooling water from the water jacket 92 flows into the heater core 31. Is very different.

  For this reason, when the cooling water from the water jacket 92 flows into the heater core 31, as shown in FIG. 6, the cooling water temperature tb flowing through the heater core 31 is greatly lowered, and the temperature of the air passing through the heater core 31 is greatly lowered. Therefore, the temperature of the air blown out from the face opening 37c and the foot opening 37d is greatly lowered, which adversely affects the air conditioning state in the passenger compartment.

  Therefore, in this embodiment, when the difference (| Tb−Ta |) between the cooling water temperature (Ta) heated by the water jacket 92 and the cooling water temperature (Tb) flowing through the heater core 31 is less than 10 ° C., the solenoid valve 50 is switched from the off state to the on state. For this reason, even if the cooling water from the water jacket 92 flows into the heater core 31 through the auxiliary heater 20, the temperature fluctuation of the cooling water flowing through the heater core 31 can be suppressed as shown in FIG. It is possible to achieve comfortable heating in the passenger compartment.

(Other embodiments)
In carrying out the present invention, a switch that outputs a command signal for instructing the operation unit 80 to execute the engine warm-up priority mode may be added. In this case, when the switch is operated by the user and the electronic control device 60 receives a command signal from the switch, the electronic control device 60 always turns off the electromagnetic valve 50. Accordingly, the cooling water circulates between the cold engine 90, the auxiliary heater 20, and the heater core 31, so that the cold engine 90 can be warmed by the cooling water heated by the auxiliary heater 20.

  In the above-described embodiment, when the electromagnetic valve 50 is switched from the off state to the on state, the difference between the cooling water temperature (Ta) heated by the water jacket 92 and the cooling water temperature (Tb) flowing through the heater core 31 (| Tb−Ta As shown in FIG. 8, the opening degree of the solenoid valve 50 may be gradually increased from 0% to 100% as |

  In this case, since the amount of cooling water flowing from the water jacket 92 into the heater core 31 through the auxiliary heater 20 can be gradually increased, the temperature fluctuation of the cooling water flowing through the heater core 31 can be further suppressed, The adverse effect on the air conditioning state can be further suppressed.

  FIG. 8 shows the degree of opening of the solenoid valve 50, that is, the water jacket 92 and the heater core 31 as the temperature difference (| Tb−Ta |) approaches Y ° C. (eg 0 ° C.) from X ° C. (eg 10 ° C.). It shows an example of gradually increasing the degree of opening.

  In the above-described embodiment, an example has been described in which a wireless terminal that performs direct wireless communication with the electronic control device 60 is used as a communication terminal. However, instead of this, a mobile communication network such as a mobile phone or PHS is used. Thus, a terminal that communicates with the electronic control device 60 may be used.

  In the above-described embodiment, an example in which a combustion heater is used as the auxiliary heater 20 (heating auxiliary heat source) has been described. However, instead of this, an electric heater, a viscous heater, or the like may be used.

It is a block diagram showing a schematic structure of an air-conditioner for vehicles of one embodiment of the present invention. It is a block diagram for demonstrating the action | operation of the vehicle air conditioner of the said embodiment. It is a block diagram which shows the structure of the indoor air conditioning unit of FIG. It is a block diagram which shows the control processing of the electronic controller of FIG. It is a figure which shows the change of the temperature Tb of the cooling water which flows through the inside of the heater core of FIG. It is a figure which shows the change of the temperature Tb of the cooling water which flows in the heater core of FIG. 1, and the temperature Ta of the cooling water which flows through a water jacket. It is a figure which shows the change of the temperature Tb of the cooling water which flows in the heater core of FIG. 1, and the temperature Ta of the cooling water which flows through a water jacket. It is a figure for demonstrating the action | operation of the solenoid valve of FIG. It is a block diagram which shows the structure of the conventional heater circuit.

Explanation of symbols

20 ... auxiliary heater, 31 ... heater core, 50 ... solenoid valve, 90 ... water-cooled engine.

Claims (4)

A vehicle air conditioner applied to a vehicle including an internal combustion engine (90) for heating a heat medium by exhaust heat,
A heating heat exchanger (31) for heating the passenger compartment based on the thermal refrigerant heated by the exhaust heat of the internal combustion engine (90);
A heating auxiliary heat source (20) for heating the thermal refrigerant flowing into the heating heat exchanger;
The heat medium is circulated between the internal combustion engine, the heating auxiliary heat source, and the heating heat exchanger in the first operating state, while the internal combustion engine and the heating heat exchange are circulated in the second operating state. Switching valve means (50) for closing the space between the heaters and circulating the heat medium between the heating auxiliary heat source and the heating heat exchanger;
When the internal combustion engine is operating, the heat medium is circulated in the first operating state, while when the internal combustion engine is stopped, the vehicle interior is heated by remote control when the second interior is heated. Control means (60, S120) for controlling the switching valve means to circulate the heat medium in an operating state;
A vehicle air conditioner comprising: First medium temperature detecting means (91) for detecting the temperature (Ta) of the heat medium heated by the internal combustion engine;
Second medium temperature detection means (32) for detecting the temperature (Tb) of the thermal refrigerant flowing through the heating heat exchanger,
When the temperature difference (| Tb−Ta |) detected by each of the first and second medium temperature detecting means is less than a predetermined temperature, the control means starts from the second operating state to the first The vehicle air conditioner according to claim 1, wherein the switching valve means is controlled to switch to one operation state. When the temperature difference (| Tb−Ta |) detected by each of the first and second medium temperature detecting means is less than a predetermined temperature, the control means is configured to control the first and second refrigerant temperatures. The vehicle air conditioner according to claim 2, wherein an opening degree between the internal combustion engine and the heating heat exchanger is gradually widened according to a detected temperature of at least one of the detecting means. An operating portion (80) operated by a passenger to circulate the heat medium in the first operating state;
The control means controls the switching valve means so as to circulate the heat medium in the first operating state when the operation unit is operated by an occupant. The vehicle air conditioner according to any one of the three.

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