JP3231926B2 - Vehicle heating system - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a heating device for a vehicle which can exhibit a high heating capacity even at an early stage of engine start.

[0002]

2. Description of the Related Art Conventionally, in vehicles such as automobiles,
Heating of the passenger compartment is performed using the heat of the cooling water that cools the engine. However, in such a vehicle heating device, the cooling water is not sufficiently warmed immediately after the engine is started. However, there is a problem that heating cannot be performed. It takes about 5 to 6 minutes for the cooling water to warm up to a temperature sufficient for heating, so in winter, etc., the occupants must keep cold in the cabin for 5 to 6 minutes after starting the engine. Must be patient.

In recent years, in order to solve such problems,
A heating method has been developed in which a regenerator is disposed in a cooling water circulation pipe, and the regenerator supplementarily heats the cooling water until the engine warms up, thereby quickly warming the vehicle interior.

[0004] As a heating device provided with such a heat storage device, a device disclosed in Japanese Patent Application Laid-Open No. 2-41921 is known. In this prior art, cooling water is
A first mode for circulating between the heat accumulator and the heater core for warming the air blown into the vehicle cabin and a second mode for circulating the cooling water between the heat accumulator, the heater core, and the engine are provided. In the first mode, since the heat of the regenerator is supplied only to the heater core, the heating capacity of the vehicle interior is high, and the vehicle interior is quickly heated. Therefore, when it is cold, the occupant can feel warmth quickly by selecting the first mode after starting the engine. When the mode is switched to the second mode when the cooling water on the engine side is sufficiently warmed, the cooling water heated by the engine is introduced to the heater core even if the heat accumulator radiates heat and the temperature decreases. The occupant can continuously feel warmth.

[0005]

However, in the above-mentioned conventional example, the engine, the regenerator and the heater core are connected in series by the cooling water pipe. There has been a problem that the regenerator becomes a resistance to the flow, the flow rate of the cooling water decreases, and the heating capacity decreases, as compared with a normal vehicle without a regenerator.

As one method for solving this problem, as disclosed in Japanese Patent Application Laid-Open No. 61-257314, a technique of providing a bypass passage in parallel with a heat storage device is known. In this conventional technique, in a steady state in which the cooling water of the engine is sufficiently warmed up and heating is performed by the cooling water of the engine, the cooling water passage leading to the regenerator is closed, and the cooling water is circulated through the bypass passage. This prevents the regenerator from becoming a resistance to the flow of cooling water.

However, in the initial period after the start of the engine, the temperature of the cooling water flowing out of the regenerator decreases, and in the transition period in which the cooling water introduced into the heater core is switched from the regenerator to the engine that has already started to warm up. In order to store heat again in the heat accumulator once radiated, it is necessary to supply high-temperature cooling water on the engine side not only to the heater core from the bypass passage but also to the heat accumulator side.
Therefore, in this transition period, the cooling water from the engine is dispersed in the regenerator and the heater core, so that the flow rate to the heater core is lower than in a normal vehicle. As a result, there has been a problem that the heating performance of the heater core is reduced, and the flow rate to the heat accumulator is smaller than that in series, so that the heat storage time becomes longer.

Accordingly, the present invention has been made in view of the above-mentioned problems, and an object of the present invention is to provide a vehicle heating device that does not have a decrease in heating capacity due to the resistance of the heat accumulator even if the heat accumulator is provided. To provide.

[0009]

In order to solve the above-mentioned problems and achieve the object, a vehicle heating apparatus according to the present invention stores heat of cooling water when the temperature of the cooling water of an engine is high. A heat accumulator, a heater core for applying heat of cooling water to air blown into the vehicle compartment to warm the air, a first circulation path for circulating cooling water between the heat accumulator and the heater core, and a cooling water. A second circulation path for circulating the cooling water between the regenerator, the heater core, and the engine; and a first pump serving as a driving source when circulating cooling water at least in the first circulation path. A second pump serving as a driving source when circulating cooling water in the second circulation path, and when the cooling water is circulated in the second circulation path and the heat accumulator is stored, The first pump in parallel with the second pump And control means for operating, Torii air
The air introduced through the outlet is guided around the heater core.
And a second air path bypassing the heater core.
And an air mix door that distributes the air
And the control means controls that the air mix door
Almost all of the air introduced through the intake
The second pump is in a state of leading to the first air path.
Operating the first pump in parallel with the pump .

[0010] Further, the vehicle heating device of the present invention includes an engine heating device.
When the temperature of the cooling water is high, store the heat of the cooling water
Heat storage and air that blows the heat of the cooling water into the cabin
A heater core for supplying heat to the heater and cooling water.
A first circulation path circulating between the heater and the heater core;
And the cooling water from the regenerator, the heater core, and the air.
A second circulation path for circulating between the engine and cooling water;
Is circulated at least in the first circulation path
A first pump serving as a drive source for the
Second pump as a driving source when circulating in the circulation path
And cooling water is circulated in the second circulation path,
When the heat accumulator is stored, in parallel with the second pump
Control means for operating the first pump.
The control means controls the heating required for warming the cabin.
When the capacity is equal to or more than a predetermined value, in parallel with the second pump
It is characterized in that the first pump is operated .

[0011]

[0012]

[0013]

As described above, since the vehicle heating system according to the present invention is constructed, the temperature of the heat accumulator decreases and the temperature of the engine cooling water increases, so that the cooling water guided to the heater core is cooled by the heat accumulator. Immediately after switching from the engine side to the engine side,
That is, by operating the first pump in parallel with the second pump during heat storage in which heat is stored in the heat accumulator, the flow rate of the high-temperature cooling water of the engine side to the heater core can be controlled even if the heat accumulator has resistance. As a result, it is possible to secure the heating capacity and prevent a decrease in the heating capacity.

Further, by operating the first pump in parallel with the second pump, the flow rate of the cooling water flowing in the heat accumulator is increased, so that the heat storage time can be shortened. Also, when high heating capacity is required,
Operate the second pump to supplement the water supply capacity of the second pump.
Can be.

[0015]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Preferred embodiments of the present invention will be described below in detail with reference to the accompanying drawings.

FIG. 1 is a diagram showing a configuration of a vehicle heating device 8 according to one embodiment. In FIG. 1, reference numeral 10 denotes a ventilation duct for guiding air-conditioning air to the passenger compartment.
Has, at its upstream end, an outside air inlet 12 for introducing outside air,
An inside air inlet 14 for introducing air in the vehicle compartment is provided, and the outside air inlet 12 and the inside air inlet 14 are selectively opened and closed by an inside / outside air switching door 16. On the other hand,
At the downstream end of the ventilation duct 10, a vent outlet 18 opening toward the upper body of the occupant, a heat outlet 20 opening toward the foot of the occupant, and a defroster outlet opening toward the windshield or door glass. 2
2 are provided. The vent outlet 18 is provided with a vent door 24 for opening and closing the same, the heat outlet 20 is provided with a heat door 26 for opening and closing the same, and the defroster outlet is provided with a heat door 26 for opening and closing the same. A defroster door 28 is provided. In the ventilation duct 10, an air blower 30, a cooling unit (cooling heat exchanger) 32, air mixing doors 34 and 36, and a heater core (heating heat exchanger) H are arranged in order from the upstream side to the downstream side. / C. The heater core H / C is connected to a later-described cooling water passage 42 for recirculating the cooling water of the engine EG, and the heat of the cooling water heated by the engine is passed through the heater core H / C into the ventilation duct 10. To the air flowing through the air, and the cabin is heated.

FIG. 2 shows a circulation circuit of the cooling water introduced into the heater core H / C.

In FIG. 2, a cooling water passage 42 for recirculating cooling water of the engine EG is provided in a heater core H / C for warming air blown into the vehicle interior. The cooling water passage 42 has an upstream passage 42 through which the cooling water flowing from the engine EG flows toward the heater core H / C.
a, and a downstream passage 42b through which the cooling water flowing out of the heater core H / C flows toward the engine EG. The bypass passages 42c and 42d are connected to an intermediate portion between the upstream passage 42a and the downstream passage 42b.
A first valve 44 for opening and closing the upstream passage 42a is provided between the points A and B where the upstream passage 42a and the bypass passages 42c and 42d intersect. A second valve 46 for opening and closing the downstream passage 42b is provided between the intersections C and D where the downstream passage 42b and the bypass passages 42c and 42d intersect. Further, a third valve 48 for opening and closing the bypass passage 42c is provided at an intermediate portion of the bypass passage 42c, and a fourth valve for opening and closing the bypass passage 42d is provided at an intermediate portion of the bypass passage 42d. 50 are provided. An electric first pump P1 for circulating cooling water is interposed between the point C on the downstream passage 42b and the heater core H / C.

On the other hand, a heat accumulator 51 is arranged between the point A on the upstream passage 42a and the heater core H / C. The heat storage device 51 includes a heat insulating container 52 and a heat storage material H / B disposed in the heat insulating container 52. Insulated container 5
Numeral 2 is for storing the cooling water warmed by the engine during the previous operation in a high temperature state, and has a predetermined volume for storing the cooling water. By flowing the high-temperature cooling water in the heat insulating container 52 to the heater core H / C immediately after starting the engine, it is possible to heat the vehicle interior immediately after starting the engine. A fifth valve 54 and a sixth valve 56 are provided before and after the heat insulating container 52 in order to prevent the high-temperature cooling water in the heat insulating container 52 from mixing with the cooling water in the upstream passage 42a. Have been. The fifth and sixth valves 54 and 56 are opened immediately after the start of the engine, and the high-temperature cooling water in the heat insulating container 52 flows toward the heater core H / C.
Low-temperature cooling water from the upstream begins to flow.

The heat storage material H / B has a function of warming the low-temperature cooling water flowing into the heat insulating container 52 from the upstream side after the high-temperature cooling water in the heat insulating container 52 flows out toward the heater core H / C. I do. As the heat storage material H / B, for example, a substance exhibiting a supercooling phenomenon may be used, or a substance having a large specific heat may be used. Here, a material that exhibits a supercooling phenomenon is a material that absorbs heat and melts when the temperature exceeds the melting point, but once completely melted, maintains a molten state without crystallization even if the temperature falls below the melting point, Alternatively, it is a material that immediately releases the latent heat of fusion and crystallizes when an electrical stimulus or a seed crystal is applied. Therefore, the heat storage material H
When a material showing a supercooling phenomenon is used for / B, the heat storage material H / B absorbs the heat of the cooling water and melts when the cooling water is warmed by the engine to a steady temperature, Thereafter, the liquid state is maintained and latent heat is stored even when cooled. When a predetermined trigger is applied, the heat storage material H / B immediately starts to crystallize, and the heat stored up to that point is released. Therefore, if a trigger is applied to the heat storage material H / B after the engine is started, when the low-temperature cooling water starts flowing into the heat insulating container 52, the low-temperature cooling water can be immediately warmed. it can. When a substance having a large specific heat is simply used as the heat storage material H / B, a trigger or the like is not required, and heat is transferred from the heat storage material H / B to the low-temperature cooling water flowing into the heat insulating container 52. The heat is dissipated and the cooling water is warmed.

A water temperature sensor 57 for detecting the temperature of the cooling water discharged from the heat accumulator 51 is provided near the outlet of the cooling water from the heat accumulator 51. Also,
A water temperature sensor 59 for detecting the temperature of the cooling water flowing into the heater core H / C is arranged near the inlet of the cooling water of the heater core H / C.

On the other hand, the upstream passage 42a and the downstream passage 42
At the end on the side opposite to the side where the heater core H / C is connected, in order to prevent the cooling water of the engine EG from becoming unnecessarily high in temperature, air having the cooling water taken in from outside the vehicle body is provided. A radiator 60 for cooling is connected. A second pump P2, which is another pump for circulating cooling water, is disposed in an intermediate portion of the upstream passage 42a connecting the radiator 60 and the engine EG. This second pump P2 is a pump directly driven by the rotational force of the engine. A temperature sensing valve T / S is provided between the radiator 60 and the second pump P2. The temperature sensing valve T / S has a bypass passage connecting the upstream passage 42a and the downstream passage 42b. 62 are connected. The temperature sensing valve T / S operates so that the cooling water passes through the radiator 60 when the temperature of the cooling water becomes higher than necessary, and that the cooling water passes through the bypass passage 62 when the temperature of the cooling water is not high. work.

A coolant temperature sensor 64 for detecting the temperature of the coolant discharged from the engine EG is provided near the outlet of the coolant from the engine EG.

Next, a control device for controlling the operation of the first to sixth valves 44 to 56 and the first pump P1 provided in the circulation circuit of FIG. 2 will be described.

FIG. 3 is a diagram showing a connection state of the control device 70 and the above-mentioned temperature sensor, valve, pump and the like.

As shown in FIG. 3, a battery 72 is connected to the control device 70, and power necessary for control is supplied from the battery 72. The control device 70 includes, as signals necessary for control, an ON / OFF signal of the auto switch 58, an ON / OFF signal of the blower switch 74, an ON / OFF signal of the quick heating switch 76, an ON / OFF signal from the blower switch 74, room temperature t _r from vehicle interior temperature sensor (not shown), the outside air temperature t _a from the outside air temperature sensor (not shown), the heater core temperature t from a water temperature sensor 59
_H , the regenerator water temperature t _B from the water temperature sensor 57, the engine water temperature t _E from the water temperature sensor 64, the engine rotation sensor 7
Engine speed N _E from 8 is input. Further, the control unit 70 are also the target temperature setting unit 80 for setting a target room temperature t _{se t} that you'd like to the temperature of the room in what ° C is connected, to the control device 70 from the target temperature setting unit 80 The output target room temperature t _set is also input. Further, a memory 82 storing a control program is also connected to the control device 70.

The control unit 70 controls the first to sixth valves 44, 46, 4 based on the input signal and the program.
8, 50, 54, 56, the first pump P1, the air mix door 34, the blower 30, and the operation of the trigger generator 84 for applying a trigger signal to the heat storage material H / B.

Next, the operation of the vehicle heating device configured as described above will be described with reference to the flowchart shown in FIG. In the following description, a material exhibiting a supercooling phenomenon is used as the heat storage material H / B.

First, when the engine is started, the program starts.

When the program starts, first, the entire heating apparatus is initialized. When this initialization is performed, the first and second valves 44 and 46, the fifth and sixth valves 54 and 56 are opened, and the third and fourth valves 44 and 46 are opened.
Then, the fourth valves 48 and 50 are closed, and the variable F is set to F = 0 (step S2).

In this state, since the engine has been started and the pump P2 has already been operated, the cooling water flows through the cooling water passage 42 along a path shown by a chain line in FIG. Along with this, the warm water stored up to now flows out of the heat insulating container 52 into the cooling water passage 42a.

Next, it is determined whether or not the auto switch 58 has been turned on (step S4).

If the auto switch 58 is not turned on, the occupant does not need to automatically control the air conditioning, so the process proceeds to step S6 and the blower switch 74 is turned off.
It is determined whether or not N is set. If the blower switch 74 is ON, the occupant blows air into the passenger compartment with the air outlet and the air volume set manually (step S8), and returns. If the blower switch 74 has not been turned on in step S6, the process returns.

On the other hand, in step S4, the auto switch 58
Is ON, the process proceeds to step S10 to perform automatic control of air conditioning.

In step S10, it is determined whether or not the quick heating switch 76 is ON. If the quick heating switch 76 is ON, it is considered that the occupant feels cold and wants to immediately heat the vehicle interior, so that step S1 is performed to perform quick heating.
Proceed to 2. Here, quick heating, as described later,
The cooling water is circulated along the path indicated by arrow G in FIG.
This means that the heat stored in 1 is concentrated and supplied only to the heater core H / C, and the vehicle interior is immediately warmed immediately after the engine is started.

In step S12, it is determined whether or not F = 0. At present, F = 0 since the initialization has just been performed, and the process proceeds to step S14.

In step S14, the engine EG is exhausted.
Engine water temperature t, which is the temperature of the cooling water to be output_E Is clear
It is determined whether the temperature is higher than the preset temperature T.
You. Here, the temperature T is set to, for example, 40 ° C.
You. That is, the engine water temperature t _E Is higher than the temperature T
This means that the cooling water that has passed through the engine EG
The engine EG side is warm enough
It means that the bunch can be performed. for that reason,
T at step S14_E If ≧ T, especially quick warm
Immediately cooling the engine EG side without performing the operation of the chamber
Because heating is possible with water, quick heating is determined to be unnecessary
Then, the process proceeds to step S28. Not shown in step S28
That the occupants do not need quick heating.
To notify that quick heating is not required.
U. Then, in order to perform steady-state heating control, it will be described later.
Proceed to step S34.

On the other hand, if t _E <T in step S14, quick heating is necessary, so the process proceeds to step S16, and the variable F is set to F = 1.

Next, in step S18, the heat storage material H / B
, A trigger signal is applied from the trigger generator 78, and the heat storage material H / B starts radiating heat. When the heat storage material H / B starts radiating heat, the cooling water newly flowing into the heat insulating container 52 is heated by the heat released from the heat storage material H / B.

Next, in step S20, the temperature of the cooling water discharged from the heat accumulator 51 heat accumulator water temperature t _B and the engine coolant temperature t _E are compared. Normally, immediately after the engine is started, the engine water temperature t _E is low, and t _B > t _E , so that the process proceeds to step S22, and the quick heating operation is actually performed.

In step S22, the first opening which has been
The valve 44 and the second valve 46 are closed, the third and fourth valves 48 and 50 are opened, and then the operation of the first pump P1 is started (step S24). As a result, the cooling water in the cooling water passage 12 flows through the paths indicated by arrows G and H in FIG.

When the cooling water flows along the paths indicated by arrows G and H, the amount of heat stored in the heat storage 51 becomes
The air is supplied only to the heater core H / C. In this state, if the amount of hot air blown into the vehicle interior is controlled by the known automatic air conditioning control (step S2).
6) The vehicle interior is rapidly heated. That is, a quick heating state is set. Then, Step S20 to Step S
By repeating step 26, the operation of quick heating is continued, and the vehicle interior is heated.

Here, steps S20 to S26
When the above operation is repeated, the heat is stored in the heat accumulator 51.
The amount of heat was supplied from the heater core H / C into the cabin.
Therefore, the temperature gradually decreases, and
Water temperature of recirculating water (water temperature of regenerator) _B Gradually decreases.
On the other hand, the cooling water flowing in the engine EG
Through the engine, the heat generated by the engine EG itself
The engine water temperature t_E Is rising
Good. That is, the operations of steps S20 to S26 are performed.
Repeatedly, at some point, the engine coolant temperature t_E ≧ storage
Heater water temperature t_B Becomes In this case, the heat storage 5
Rather than using the hot water from 1 for heating.
If you use these hot water for heating, the heating capacity will be higher
Then, the process proceeds from step S20 to step S30.

In step S30, the quick heating switch 76 is turned off because quick heating is no longer required.

Next, at step S32, the engine EG
The first and second valves 44 and 46 are opened, and the third and fourth valves 48 and 50 are closed in order to shift to a steady-state heating operation of heating with the cooling water. When each valve is operated in this manner, the cooling water flows through the path shown by the dashed line in FIG. 2, and the cooling water heated by the engine EG is supplied to the heater core H / C. Become.

[0046] Thereafter, the control device 70, the detection value of each sensor _{(t r, t a, t} H, t B, t E, N E) uptake (step S34), the vehicle interior by a conventional automatic air conditioning control In addition to adjusting the amount of air blown to the air and the amount of opening of the air mix door 34, an appropriate air outlet is selected from the vent air outlet 18, the heat air outlet 20, and the defroster air outlet 22 to blow warm air into the vehicle interior. (Step S36).

At this point, since the cooling water supplied to the heater core H / C has just been switched from the heat storage unit 51 to the engine EG side, the heat storage material 52 is in a state where the heat is completely released. In this state, the heat storage in the heat storage material 52 must be performed again by the cooling water on the engine EG side. That is, since the heat of the cooling water supplied from the engine EG is also used for storing heat in the heat storage material 52, the amount of heat supplied to the heater core H / C tends to be insufficient.
In order to solve this, it is sufficient to supply as much high-temperature cooling water as possible from the engine EG side to the heater core H / C. Contrary to this necessity, the cooling water indicated by the one-dot chain line in FIG. In the recirculation circuit, the heat accumulator 51 becomes a flow path resistance, and the flow rate of the cooling water supplied to the heater core H / C tends to be rather small. Therefore, in this embodiment, as a characteristic operation of the present invention, the first pump P1 is operated in parallel with the second pump P2 until the heat storage in the heat storage material 52 is completed, and the heat is transferred to the heater core H / C. The flow rate of the flowing cooling water is increased.

Step S38 is a routine for controlling the first pump P1 to operate to increase the flow rate flowing through the heater core H / C. For this routine,
This will be described later in detail.

Then, after performing the routine of step S38, the process returns to step S4, and the operations subsequent to step S4 are performed again.

At this time, step S1 of the second loop
At 0, since the quick heating switch 76 is turned off at step S30 of the first loop, step S1
From step S0, the steps S12 to S32 for performing the quick heating operation are skipped, the process proceeds to step S34, and the operation of steps S34 to S38 is repeated.

If the occupant turns on the quick heating switch 76 after the quick heating switch 76 is turned off in step S30 of the first loop, the process proceeds from step S10 to step S12. In step S12, the first loop step S
Since F = 1 is set at 16, it is determined that F = 0 is not satisfied, and the process proceeds to step S28 to notify the occupant that quick heating is unnecessary, and the process also proceeds to step S34.

After performing the quick heating once, steps S4 to S10 or S12 and steps S34 to S38 are repeated to shift to the normal steady state heating operation. In this transition process, the operation of driving the first pump P1 in parallel with the second pump P2 in step S38 is performed for a predetermined time, and the flow rate of the cooling water is increased.

Next, step S in the flowchart of FIG.
The control operation of the first pump P1 at 38 will be described with reference to FIGS.

FIG. 5 shows the first pump P1 in step S38.
6 is a flowchart showing a first example of the operation control of FIG.

In the first example, when the rotational speed of the engine EG is high, the water supply capacity of the second pump P1 is also high, and
Since it is considered that the assistance by the pump P1 is not so necessary, the first pump P1 is used when the rotation speed of the engine EG is high.
When the operating voltage of the first pump P1 is low and the rotational speed is low, the first pump P1
Is set to be high.

[0056] First, when the process proceeds from step S36 in the main routine in step S42, the control device 70 incorporates the information of the engine speed N _E from the rotation sensor 78.
Then, to determine the operating voltage of the first pump P1 from the relationship between the engine rotational speed N _E and the operating voltage of the first pump P1, as shown in FIG. 6 (step S44), the determined operating voltage of the first pump P1 (Step S46). As a result, the shortage of the water supply capacity of the second pump P2 is compensated for by the first pump P1 according to the engine speed, and the flow rate of the cooling water to the heater core H / C is secured. Thereafter, the process returns to step S4 of the main routine, and steps S4-1 to S4 are performed.
0, Steps S34 to S38 are repeated.

[0057] The relationship between the engine speed N _E and the operating voltage of the first pump P1 shown in FIG. 6 is merely an example,
The present invention is not limited to this, and any curve may be used as long as the operating voltage of the first pump 1 decreases as the engine speed increases.

FIG. 7 shows the first pump P1 in step S38.
9 is a flowchart illustrating a second example of the operation control of FIG.

[0059] In the second example, as in the case of the first embodiment, since when the engine speed is high N _E considered the need to operate the first pump P1 thin, the engine speed N _E The first pump P1 is operated when the pressure is equal to or less than a predetermined value.

[0060] First, when the process proceeds from step S36 in the main routine in step S52, the control device 70 incorporates the information of the engine speed N _E from the rotation sensor 78.
Then, the engine speed N _E is determined whether lower than a predetermined rotational speed N ₁ (step S54). here,
For example the rotational speed N ₁ is set to 2000 rpm. If, when the engine rotational speed N _E is lower than N ₁ drives the first pump P1 (step S56). Further, the first pump when the engine rotational speed N _E is N ₁ or more P1
Is stopped (step S58). This allows
The shortage of the water supply capacity of the second pump P2 when the engine speed is low is compensated by the first pump P1, and the heater core H /
The flow rate of the cooling water to C is secured. Thereafter, the process returns to step S4 of the main routine, and steps S4 to S10 and steps S34 to S38 are repeated.

FIG. 8 shows the first pump P1 in step S38.
9 is a flowchart showing a third example of the operation control of FIG.

[0062] In this third example, when the temperature t _r of the vehicle interior is considerably lower than the target temperature t _set, this could be a high heating capacity is required, in order to increase the heating capacity, the By operating the first pump P1, the second pump P2
To make up for the water transmission capacity.

First, when the process proceeds from step S36 of the main routine to step S62, the control device 70 sets t _set-
Calculate the _{t r, t set -t r>} 3 ° determines whether a C (step S62). If, t _set -t _r> 3 °
In the case of C, since it is considered that a high heating capacity is required, the first pump P1 is operated to increase the water supply capacity of the cooling water (step S64). Also, t _set
If the -t _r ≦ 3 ° C is because it is considered not to require a very high heating capacity, stops the operation of the first pump P1 (step S66). As a result, the shortage of the water supply capacity of the second pump P2 when a high heating capacity is required is compensated for by the first pump P1, and the heater core H /
The flow rate of the cooling water to C is secured. Thereafter, the process returns to step S4 of the main routine, and steps S4 to S10 and steps S34 to S38 are repeated.

FIG. 9 shows the first pump P1 in step S38.
9 is a flowchart showing a fourth example of the operation control of FIG.

In the fourth example, the air mix door 34
Is fully open and all the air taken in is guided to the heater core, it is considered that a high heating capacity is required. Therefore, in order to increase the heating capacity, the first pump P
1 is operated to supplement the water supply capacity of the second pump P2.

First, when the process proceeds from step S36 of the main routine to step S72, it is determined whether or not the air mix door 34 is fully opened (step S72). If the air mix door 34 is fully opened, it is considered that a high heating capacity is required. Therefore, the first pump P1 is operated to increase the cooling water supply capacity. Further, when the air mix door 34 at step S72 is not fully open, it is determined that does not require very high heating capacity, in certain timer time T ₀ (this example as shown at step S76~ step S82 for example 30 seconds)
Only after the operation of the first pump P1 is continued, the first pump P1 is stopped. Here, after the air mix door 34 is not fully opened, the first pump P1
The reason for continuing the operation is that if the first pump P1 is stopped as soon as the air mix door 34 is slightly closed, the heating capacity is reduced at that moment, the air mix door 34 is fully opened again, and the first pump P1 This is to prevent chattering, which may cause another operation.

As described above, in the vehicular heating apparatus of the above-described embodiment, when the heating capacity from the transition of the heat storage material to the heat storage state from the heat radiation state to the full heat storage is likely to decrease. Since the first pump is driven in parallel with the second pump, the flow rate of the cooling water for the engine can be secured by an amount necessary for heating, and a decrease in the heating capacity can be prevented.

The present invention can be applied to a modification or a modification of the above embodiment without departing from the gist of the invention.

[0069]

As described above, according to the vehicle heating apparatus of the present invention, the temperature of the regenerator decreases and the temperature of the cooling water of the engine increases, and the cooling water guided to the heater core is supplied to the regenerator side. By operating the first pump in parallel with the second pump immediately after switching from the to the engine side, that is, at the time of heat storage in which heat is stored in the heat accumulator, even if the heat accumulator has resistance, Of the cooling water to the heater core can be secured, and a decrease in the heating capacity can be prevented.

Further, by operating the first pump in parallel with the second pump, the flow rate of the cooling water flowing in the heat accumulator is increased, so that the heat storage time can be shortened. Also, when high heating capacity is required,
Operate the second pump to supplement the water supply capacity of the second pump.
Can be.

[Brief description of the drawings]

FIG. 1 is a diagram illustrating a configuration of a vehicle heating device according to an embodiment.

FIG. 2 is a diagram illustrating a circulation circuit of cooling water introduced into a heater core.

FIG. 3 is a diagram showing a connection state of a control device and a temperature sensor, a valve, a pump, and the like.

FIG. 4 is a flowchart illustrating a main routine of the operation of the vehicle heating device according to the embodiment;

FIG. 5 is a flowchart showing a first example of operation control of the first pump P1.

FIG. 6 is a diagram showing a relationship between an engine speed and an operating voltage of a first pump.

FIG. 7 is a flowchart showing a second example of operation control of the first pump P1.

FIG. 8 is a flowchart showing a third example of operation control of the first pump P1.

FIG. 9 is a flowchart showing a fourth example of operation control of the first pump P1.

[Explanation of symbols]

 Reference Signs List 8 vehicle heating device 10 ventilation duct 12 outside air inlet 14 inside air inlet 16 inside / outside air switching door 18 vent outlet 20 heat outlet 22 defroster outlet 24 vent door 26 heat door 28 defroster door 30 blower 32 cooling unit 34, 36 air mix Door 42 Cooling water passage 44 First valve 46 Second valve 48 Third valve 50 Fourth valve 51 Heat storage 52 Insulated container 54 Fifth valve 56 Sixth valve 57, 59, 64 Water temperature sensor 58 Auto switch 60 Radiator 62 Bypass passage 70 control device 72 battery 74 blower switch 76 quick heating switch 78 rotation sensor 80 target temperature setting unit 82 memory

────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Takayuki Kuwahara 3-1 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture Inside Mazda Co., Ltd. (56) References Real Kaihei 7-13522 (JP, U) (58) Survey Field (Int.Cl. ⁷ , DB name) B60H 1/08 621

Claims (2)

(57) [Claims] When the temperature of engine cooling water is high, the cooling
Heat storage that stores the heat of recirculating water and heat that is supplied by the cooling water to the air that blows into the cabin and warms it.
And a cooling water between the regenerator and the heater.
A first circulation path that circulates between the heat accumulator, the heater core, and the engine;
And cooling water is circulated at least in the first circulation path.
A first pump serving as a driving source when the cooling water is circulated in the second circulation path.
A second pump serving as a power source, and a cooling water circulated in the second circulation path;
Is stored in parallel with the second pump when heat is stored.
Control means for operating the first pump, and an air mixing door for distributing the air introduced from the air intake into a first air path leading around the heater core and a second air path bypassing the heater core.
Comprising the door, said control means, said air mix door almost all the first air introduced from the air intake port
A heating device for a vehicle, wherein the first pump is operated in parallel with the second pump when in a state of leading to an air path. 2. When the temperature of the engine cooling water is high,
Heat storage that stores the heat of recirculating water and heat that is supplied by the cooling water to the air that blows into the cabin and warms it.
And a cooling water circulating between the regenerator and the heater core.
A first circulating path for allowing cooling water to flow through the heat accumulator, the heater core, and the engine.
And cooling water is circulated at least in the first circulation path.
A first pump serving as a driving source when the cooling water is circulated in the second circulation path.
A second pump serving as a power source, and a cooling water circulated in the second circulation path;
Is stored in parallel with the second pump when heat is stored.
Control means for operating one of the pumps, wherein the control means performs the first pump in parallel with the second pump when a heating capacity required for warming the vehicle interior is equal to or greater than a predetermined value. A heating device for a vehicle, which operates a pump.