JPH0370621A - Heating device for vehicle - Google Patents

Abstract

PURPOSE:To reduce a consumption power by a method wherein first and second heating devices incorporating a blower and a PTC heater are provided, when the two heating devices are simultaneously operated, a specified voltage is applied on each heater, and blowers are alternately energized. CONSTITUTION:In an auxiliary heating device 3 used during a time in which a hot water type heating device being the main part of a heating device rises and concentratedly feeding hot air to, for example, the feet of a passenger seating at a rear seat, first and second heating devices 13 and 14 are formed. The heating device 13 and 14 are formed such that blowers 23 and 39 having electric motors 31 and 41 and heat exchangers 24 and 40 containing PTC heaters 32 and 43 generating heat through energization are provided in a ventilating duct 22. The heating device 13 and 14 are controlled by a control device 4 so that, when the heating devices 13 and 14 are simultaneously operated, a specified voltage is applied on the PTC heaters 32 and 43 and electricity is fed alternately to the blowers 23 and 39.

Description

[Detailed description of the invention] [Industrial application field] The present invention relates to a heating device for a vehicle.

[Prior Art] Traditionally, vehicle heating systems have been used, for example, to heat multiple occupants seated in the front and rear seats only until the interior of the vehicle is sufficiently warmed by the vehicle hot water heating system. Auxiliary heating device for automobiles that sequentially supplies warm air (Japanese Patent Application Laid-open No. 59-1
06309 etc.) have been proposed.

This auxiliary heating device for automobiles sequentially supplies electricity to a plurality of heating elements each attached to a plurality of air outlets.
Moreover, the system is such that a plurality of air outlets are sequentially switched by a plurality of switching dampers.

[Problems to be Solved by the Invention] However, in the conventional auxiliary heating system for automobiles, electricity is supplied to a plurality of heating elements in sequence, so that the heating element is heated before the surface temperature of the heating element reaches a high temperature. Since there is a possibility of heat exchange with the heating element, there is a problem in that warm air at an appropriate temperature cannot be supplied to each passenger.

In order to solve this problem, electricity is supplied to multiple heating elements at the same time to raise the temperature of the multiple heating elements before heat exchange, and then a damper is used to switch the air outlet to reach the optimal temperature. It is conceivable to alternately supply wind to each occupant.

However, in the case of such a system, the power required is more than twice the power consumed by one heating element, which puts an excessive load on the battery and alternator, making it difficult to adopt. there were.

SUMMARY OF THE INVENTION An object of the present invention is to provide a heating device for a vehicle that can reduce power consumption when alternately supplying hot air to a plurality of occupants compared to when a plurality of electric heaters are used simultaneously.

[Means for Solving the Problems] (Claim 1) The vehicle heating device of the present invention includes: a first ventilation duct for sending air toward a vehicle interior; a first air blower that generates an air flow toward the vehicle interior in a duct; and a first PTC heater that heats the air flowing in the first ventilation duct by applying a voltage; a second ventilation duct for sending air toward the interior; a second blower that generates an air flow toward the interior of the vehicle in the second ventilation duct when supplied with electricity; and by applying voltage, Said second
a second heating device having a second PTC heater that heats the air flowing in the ventilation duct; and when the first heating device and the second heating device are operated simultaneously, a constant temperature is applied to the first PTC heater and the second PTC heater. The control circuit includes a control circuit that applies voltage and alternately supplies electricity to the first blower and the second blower.

(Claim 2) The vehicle heating device of the present invention includes: a first outlet that blows out an air flow toward the vehicle interior; and a second outlet that blows out the air flow toward the vehicle interior;
a ventilation duct for sending air toward the vehicle interior; a blower that receives electricity to generate an air flow toward the vehicle interior in the ventilation duct; an electric heater that heats the air flowing in the ventilation duct; and an electric heater that heats the air flowing in the ventilation duct, and an air flow that is blown out toward the vehicle interior and alternately divided into an air flow that blows out from the first air outlet and an air flow that blows out from the second air outlet. The distribution method is equipped with means.

[Function] (FW Claim) When the first heating device and the second heating device are operated simultaneously, a constant voltage is simultaneously applied to the first PTC heater and the second PTC heater by the control circuit.

Then, electricity is alternately supplied to the first blower and the second blower. Therefore, while the supply of electricity to the first blower or the second blower is stopped, the temperature of the first PTC heater or the second PTC heater is rapidly increased to the optimum surface temperature.

The first PTC heater or the second PTC heater is
When the surface temperature is optimal, that is, high temperature, it has the property of keeping the current value low.

Further, when electricity is supplied to the first blower or the second blower, the first PTC heater and the second PTC heater
Air heading into a vehicle interior is heated to an optimal temperature in a ventilation duct and a second ventilation duct. Therefore, warm air at an optimal temperature is alternately supplied into the vehicle interior from the first ventilation duct and the second ventilation duct.

(Claim 2) When one electric heater is supplied with electricity, the surface temperature of the electric heater is raised to an optimal temperature, and the air flowing in the ventilation duct is heated to an i* temperature. The distribution is done by means of the air flow blown towards the passenger compartment.
The airflow is alternately distributed into an airflow blown out from the first outlet and an airflow blown out from the second outlet. Therefore, warm air at an optimal temperature is alternately supplied into the vehicle interior from the first outlet and the second outlet.

[Effect of the invention 1 (Claim 1) By applying a constant voltage to the first PTC heater and the second PTC heater at the same time and alternately supplying electricity to the first blower and the second blower, it is possible to achieve an optimal system for multiple occupants. Warm air can be supplied alternately. Further, due to the self-energization control characteristics of the first PTC heater and the second PTC heater, power consumption can be suppressed lower than when a plurality of electric heaters are used simultaneously.

(Claim 2) By alternately distributing the warm air at the optimal temperature blown toward the vehicle interior into the warm air blown out from the first air outlet and the warm air blown out from the second air outlet, It is possible to alternately supply warm air at the optimal temperature.In addition, since a single electric heater heats the air flowing through the ventilation duct, power consumption is lower than when multiple electric heaters are used at the same time. It can be suppressed.

[Example] A vehicle heating device of the present invention will be described based on an example shown in the drawings.

1 to 8 show a first embodiment employing the invention set forth in claim 1. FIG. FIG. 1 shows the main structure of the auxiliary heating device for an automobile of this embodiment, and FIG. 2 shows the structure of the heating device for an automobile having the auxiliary heating device for an automobile.

The automotive heating system 1 is comprised of a hot water heating system 2, an auxiliary automotive heating system 3 according to the vehicle heating system of the present invention, and a control circuit (microcomputer) 4. Note that a front seat 7 and a rear seat 8 consisting of a driver's seat and a passenger's seat are installed in the vehicle interior 5 of the automobile.

The hot water heating device 2 includes a ventilation duct 9, a blower (not shown), and a hot water heater 10. The ventilation duct 9 is
It has a rear heater duct 11 that supplies warm air to the feet of a passenger seated in a rear seat 8, and sends air inside the vehicle or air outside the vehicle toward the inside of the vehicle interior 5. This rear heater duct 11
The hot water type heater 10 blows air out from the rear heater outlet 12 opened below the front seat 7 toward the feet of the passenger seated on the right side of the rear seat 8. By dissipating heat within the ventilation duct 9, the air flowing inside the ventilation duct 9 is heated.

FIG. 3 shows the mounting structure of the automotive auxiliary heating device 3 of this embodiment.

The auxiliary heating device 3 supplies hot air intensively to the feet of a passenger seated in the rear seat 8.

This auxiliary heating device 3 is separated from the first heating device 13 and the second heating device 14, and is connected to a rear heater duct 1, respectively.
Below the front seat 7 near the rear heater outlet 12 of 1,
It is attached using fixtures such as a stay 15, bolts 16, and nuts 17. The first heating device 13 and the second heating device 14 have claws 19 in the notches 18 of the stay 15.
It is held by fitting it.

FIG. 4 shows the structure of the heating device 13 of this embodiment.

The first heating device 13 includes a first ventilation duct 22 formed by a housing 20.21 made of heat-resistant resin and divided into upper and lower halves;
The first blower 23 and the first? ! , an exchanger 24.

Also, inside the housing 20.21, a first blower 23,
A first heat exchanger 24, a filter 25, and a case 26 are provided. The filter 25 is a charged filter with low pressure loss (0.5 mmAq or less) that removes dirt and dust, and is removably fitted into the frame of the case 26 . The case 26 serves both as a support wall for supporting the first blower 23 and as a retaining wall for the filter 25.

The first ventilation duct 22 opens near the rear heater outlet 12 of the rear heater duct 11 and blows air toward the intake port 27 to which the filter 25 is attached and toward the feet of the passenger seated on the right rear seat 8. It has an air outlet 28.

Furthermore, an air flow path 29 is formed in the first ventilation duct 22 to send air toward the feet of a passenger seated on the right rear seat 8.

The first blower 23 includes a first fan 30 and a first electric motor 31. The first fan 30 is a resin scirocco fan, and the airflow (
Generates an air flow rate of 20nf/h).

The first electric motor 31 rotates the first fan 30 at a rotational speed of, for example, 2000 ppm when power of, for example, 5 W is supplied.

FIG. 5 shows the W4 construction of the first heat exchanger 24 of this embodiment.

The first heat exchanger 24 has a size of approximately 20X 40X 10 (+m
ll), a plurality of first . It is made up of a PTC heater 32, a plurality of flat plates 33, a plurality of corrugated fins 34, a leaf spring 35, and a heater case 36 that houses these.

The first PTC heater 32 is approximately 20x40xt1.5 (
It is a barium titanate-based semiconductor porcelain that has a positive temperature coefficient of resistance and a self-current control (PTC) characteristic in which the resistance value increases at a specific temperature (Curie point: for example, IEO'C). When the first PTC heater 32 receives electricity, it generates heat and its surface temperature rapidly rises. The first PTC heater 32 then heats the air flowing inside the first ventilation duct 22. The plurality of flat plates 33 are made of a highly conductive material (for example, copper), and the adjacent flat plates 33 are connected to each other in the first PT.
While holding the C heater 32, the first. It also serves as an electrode plate for supplying electricity to the PTC heater 32. The flat plates 33 on the most opposite sides have terminal portions 37 for supplying electricity from the outside. The corrugated fin 34 is the first
The heat transmitted from the PTC heater 32 is radiated into the air. The leaf spring 35 brings the plurality of first PTC heaters 32, the plurality of flat plates 33, and the plurality of corrugated fins 34 into close contact within the heater case 36.

The second heating device 14 has a structure completely similar to that of the first heating device 13, and includes a second ventilation duct 38, a second blower 39, and a second air blower 39.
It has a heat exchanger 40.

The second ventilation duct 38 sends air toward the feet of the passenger seated in the left rear seat 8. The second blower 39 includes a second fan 41 and a second electric motor 42 similar to the first blower 22 . The second fan 41
An airflow is generated within the ventilation duct 38 toward the feet of the passenger seated on the left rear seat 8. The second electric motor 42 rotates the second fan 41 when energized.

The second heat exchanger 40 has a similar structure to the first heat exchanger 24 and includes a second PTC heater 43 therein. The second PTC heater 43 heats the air flowing through the second ventilation duct 38 when voltage is applied thereto.

It should be noted that parts of the second heating device 14 whose explanations are omitted are given the same numbers as in the first embodiment in FIG.

The control circuit 4 includes an operation switch 44 of the first heating device 13,
A signal is input from the operation switch 45 of the second heating device 14. The control circuit 4 controls energization and de-energization of the first heater relay circuit 46, the second heater relay circuit 47, the first fan relay circuit 48, and the second fan relay circuit 49 according to the input signal. do.

The first heater relay circuit 46 switches the first relay switch 5 when the first relay coil 50 is energized by the control circuit 4.
1 closes. Therefore, the first PTC heater 32 and the battery 52 are connected, and the second heater relay circuit 41
When the second relay coil 53 is energized by the control circuit 4, the second relay switch 54 is closed. For this reason, the second P
TC heater 43 and battery 52 are connected.

The first fan relay circuit 48 switches the first relay switch 5 when the first relay coil 55 is energized by the control circuit 4.
6 closes. Therefore, the first electric motor 31 of the first blower 23 is energized by the battery 52 for a predetermined period of time. The second fan relay circuit 49 includes a second relay coil 5
7 is energized by the control circuit 4, the second relay switch 58 is closed. Therefore, the second electric motor 42 of the second blower 39 is energized by the battery 52 for a predetermined period of time.

The operation of the control circuit 4 of this embodiment will be explained based on the operation flowchart of FIG.

First, it is determined whether the operation switch 44 is closed (step S1). If the operation switch 44 is not closed (NO), it is determined whether the operation switch 45 is closed (step S2).

Next, when the operation switch 45 is not closed (No),
The energization of the first relay coil 50 and the first relay coil 55 is stopped (step S3). Also, the energization of the second relay coil 53 and the second relay coil 57 is stopped (
Step S4). Then return.

In step S2, when the operation switch 45 is closed (Yes), the first relay coil 50 and the first relay coil 55 are de-energized (step S5).

Further, the second relay coil 53 and the second relay coil 5
7 is energized (step S6). Then return.

In step S1, when the operation switch 44 is closed (Yes), it is determined whether or not the operation switch 45 is closed (step S7). When the operation switch 45 is not closed (NO), the first relay coil 50 and the first relay coil 55 are energized (step S8). Further, the energization of the second relay coil 53 and the second relay coil 57 is stopped (step S9), and then the process returns.

In step S7, when the operation switch 45 is closed (Yes), the first relay coil 50 and the second relay coil 53 are energized (step 5IO), and the first relay coil 55 and the second relay coil 57 are further energized. Electricity is applied alternately according to the time chart of FIG. 7 (step 511), and then the process returns.

The operation of the automotive heating device 1 of this embodiment will be explained based on FIGS. 1 to 7. FIG. 7 shows a time chart of the main components of the auxiliary heating device 3 of this embodiment.

The passenger closes the operation switch 44 of the first heating device 13 and the operation switch 45 of the second heating device 14 at the same time.

Then, the first relay coil 50 and the second relay coil 53 are energized by the control circuit 4.

By energizing the first relay coil 50, the first
Relay switch 51 closes. Therefore, the first PTC heater 32 and the battery 52 are connected, and a constant voltage is applied to the first PTC heater 32 from the battery 52. Second
When the relay coil 53 is energized, the second relay switch 54 is closed. Therefore, the second P'I'C heater 43 and the battery 52 are connected, and a constant voltage is applied to the second PTC heater 43 from the battery 52.

Therefore, the surface temperatures of the first PTC heater 32 and the second PTC heater 43 rapidly rise. When the temperature rises to the Curie point (for example, 160° C.), the amount of current is limited by the PTC characteristics, and the surface temperatures of the first PTC heater 32 and the second PTC heater 43 are kept constant.

In addition, the first PTC heater 32 and the second PTC heater 4
Since a constant voltage is applied to each of 3, the 1st PT
The power consumption of the C heater 32 and the second PTC heater 43 is reduced.

Furthermore, the control circuit 4 energizes the first relay coil 55 for a predetermined time and de-energizes the second relay coil 57 for a predetermined time. For this reason, the first blower 23
The electric motor 31 is energized by the battery 52 for a predetermined period of time. Then, by energizing the first electric motor 31 for a predetermined time, the first fan 30 is rotated for a predetermined time. Therefore, an airflow is generated within the first ventilation duct 22 toward the feet of the passenger seated on the right rear seat 8. Therefore, the air in the vehicle interior 5 is sucked into the first ventilation duct 22 through the intake port 27. The air in the vehicle compartment 5 is heated to, for example, 60° C. or higher by the first heat exchanger 24 and becomes warm air. This hot air flows through the air outlet 28 of the ventilation duct.
It blows out toward the feet of the passenger seated in the right rear seat 8.

At this time, the first PTC incorporated in the first heat exchanger 24
The heater 32 is cooled by heating the air flowing through the first ventilation duct 22, thereby reducing the surface temperature. Then, as the surface temperature of the first P'T''C heater 32 decreases, the resistance value decreases, so the amount of current flowing increases.
Power consumption of the first PTC heater 32 (for example, 130W)
also increases.

On the other hand, since the rotation of the second fan 41 is stopped, the second PTC heater 43 incorporated in the second heat exchanger 40
Heat is not exchanged with the air flowing inside the first ventilation duct 22.

Therefore, the surface temperature of the second PTC heater 43 is kept almost constant, and the resistance value is also large, so the second PTC heater 43
The power consumption of will not change.

Therefore, the total power consumption when the first PTC heater 32 and the second PTC heater 43 are energized at the same time is kept between 150 W and 200 W, for example, and the total power consumption when the first PTC heater 32 and the second PTC heater 43 are energized is kept between 150 W and 200 W,
For example, the power consumption (for example, when using a nichrome wire heater) at the same time (
For example, it can be suppressed to a lower value than when the power consumption is 130X 2W).

Then, after a predetermined period of time has elapsed, the control circuit 4 energizes the second relay coil 57 for a predetermined period of time, and de-energizes the first relay coil 55 for a predetermined period of time. Therefore, the second electric motor 42 of the second blower 39 is energized by the battery 52 for a predetermined period of time. Then, by energizing the second electric motor 42 for a predetermined time,
The second fan 41 is rotated for a predetermined period of time. For this reason,
An airflow is generated within the second ventilation duct 38 toward the feet of the passenger seated on the left rear seat 8. Therefore, the air inside the vehicle interior 5 is sucked into the second ventilation duct 38 from the intake port 27. The air inside the vehicle compartment 5 is transferred to the second heat exchanger 40
The air is heated to, for example, 60°C or higher and becomes warm air. This warm air is blown out from the air outlet 28 of the ventilation duct toward the feet of the passenger seated on the left rear seat 8.

At this time, the second PTC incorporated in the second heat exchanger 40
The heater 43 increases in power consumption (for example, 130 W) like the first PTC heater 32 described above.

On the other hand, since the first fan 30 stops rotating, the surface temperature of the first PT'C heater 32 rapidly rises, and as mentioned above, when the surface temperature rises to the Curie point (for example, 160 degrees Celsius), , the amount of current is limited by the PTC characteristics,
Power consumption of the first PTC heater 32 is reduced.

By repeating such operations alternately at predetermined time intervals, it is possible to operate two units with a total power consumption that is 1.2 to 1.5 times that of operating one unit on average. In addition, the first heating device N, 13
and the second heating device 14 are in intermittent operation, and the rear seat 8
The temperature at the feet of multiple occupants seated in the vehicle also changes cyclically.

However, by adjusting the intermittent cycles of the first heating device 13 and the second heating device 14, warm air at an optimal temperature of -a constant temperature (for example, 25°C) or higher can be delivered to multiple passengers seated in the rear seats 8. Can be supplied alternately.

Furthermore, when the hot water heating device 2 is operated at the same time as the auxiliary heating device 3, the rear heater outlet 12 of the rear heater duct 11
Warm air is blown out. This warm air flows through the first ventilation duct 22
Since the air is sucked in from each suction port 27 of the second ventilation duct 38, the temperature of the intake air of the first heating device 13 and the second heating device 14 can be increased. Compared to when the hot water heating device 2 is not operated, the temperature of the air blown out from each outlet 28 of the 13th Irl wind duct 22 and the second ventilation duct 38 can be increased by, for example, 10°C to 20°C. .

Here, even in a case where only one of the first heating device 13 and the second heating device 14 is operated, a high blowing temperature can be obtained if the blower is operated intermittently. Therefore, a better heating feeling can be obtained than with a device that blows hot air at a constant temperature.

8 to 11 show a second embodiment employing the invention set forth in claim 2. FIG. FIG. 8 shows the mounting location of the auxiliary heating device for a vehicle.

The automotive auxiliary heating device 60 of this embodiment has a ventilation duct 6
1. The blower 62 , the heat exchanger 63 and the distribution means 64 have.

The ventilation duct 61 is disposed within the housing 65.66 and has an inlet 67, a first outlet 68, and a second outlet 69. The suction port 67 sucks the air inside the vehicle compartment 5 into the ventilation tank l-61 through the dustproof filter 70. The first blower 68 blows air toward the feet of the passenger seated on the right rear seat 8. The second blowout hole 69 blows out air toward the feet of the passenger seated on the left rear seat 8.
An air flow W173 having a second branch path 72 is formed. The first branch passage 71 guides air from the downstream side of the heat exchanger 63 in the air flow direction to the first blowing hole 68 . Second
The branch passage 72 guides air from the downstream side of the heat exchanger 63 in the air flow direction to the second blowing hole 69 .

The blower 62 includes a fan 74 and an electric motor 75. The fan 74 generates an airflow within the airflow path 73 toward the feet of an occupant seated on the right or left rear seat 8. The motor 75 rotates the fan 74 when supplied with electricity.

The heat exchanger 63 has a similar structure to the first heat exchanger 24 of the first embodiment, and includes a PTC heater 76 as an electric heater inside.
It incorporates.

The distribution means 64 includes a switching damper 77 and a driving motor 78.
and a control device having a damper sensor 19 (not shown)
Equipped with

The switching damper 77 divides the airflow blown into the vehicle interior 5 into an airflow blown out from the first blowout hole 68 and an airflow blown out from the second blowout hole 69. When the drive motor 78 receives electricity from the control device, it swings the switching damper 77 via the link machine 4380. The damper sensor 79 is a touch-type switch, and is arranged at two locations so as to come into contact when the switching damper 77 reaches its maximum deflection angle.

In addition, the right switch (not shown) and the left switch (
(not shown) is installed on the front seat instrument panel. When blowing hot air only from the first blowing hole 68, turn on the right switch. As a result, the switching damper 77 is connected to the drive motor 78.
It is driven by and oscillates. Then, the switching damper 77
When the blowing hole 69 is in the closing position, the damper sensor 19 causes the switching damper 77 to close the second blowing hole 69 via the control device.
stop in the closed position. Therefore, hot air can be blown only on one side.

When blowing out hot air from the first blowout hole 68 and the second blowout hole 69, both the right side switch and the left side switch are turned on. As a result, the switching damper 77 is connected to the drive motor 78.
It is driven by and swings continuously. Therefore, warm air can be blown to both sides.

The operation of the automobile auxiliary heating device 60 of this embodiment will be explained based on FIGS. 8 to 11.

When it is necessary to blow out hot air from the first blowout hole 68 and the second blowout hole 69, the electric motor 75, P
The TC heater 76 and the drive motor 78 are all energized.

When the electric motor 75 is energized, the fan 74
rotates, and an air flow toward the interior of the vehicle compartment 5 is generated within the air flow path 73. Further, by applying a constant voltage to the PTC heater 76, the air passing through the heat exchanger 63 is heated. Since the drive motor 7B is energized, the switching damper 77 swings continuously within the maximum deflection angle.

Therefore, the hot air that has passed through the heat exchanger 63 is converted into hot air that is blown out from the first blowout hole 68 via the first branch path 71 due to the continuous rocking motion of the switching damper 77 as described above. The heated air is alternately distributed with the warm air blown out from the second blowing hole 69 via the second branch path 12.

Therefore, one blower 62 and one heat exchanger 63 can supply hot air to the feet of the occupants seated in the right and left rear seats 8. That is, power consumption can be kept lower than when multiple electric heaters are used simultaneously.

FIG. 12 shows a switching circuit for switching between strong operation and weak operation of the vehicle auxiliary heating system adopted in the third embodiment of the present invention.

This switching circuit 90 connects a PTC heater 91 to which voltage is applied.
The number of sheets is selectively changed by a relay circuit 92. By employing this switching circuit 90 in the first embodiment and the second embodiment, when the auxiliary heating device is in weak operation,
Power consumption can be suppressed even lower than in the first and second embodiments. 93 is a changeover switch for switching between strong operation and weak operation of the auxiliary heating device.

In addition to the above embodiments, a temperature sensor is attached to the heat exchanger,
A circuit may be provided to cut off the power supply when the filter becomes clogged and the heater overheats abnormally.

In this embodiment, the present invention was used for an auxiliary heating device for a vehicle, but the present invention may also be used for an auxiliary heating device for a vehicle other than a car, such as a train, or as a main heating device for a vehicle.

In this example, the auxiliary heating device supplied warm air to the feet of the occupants seated in the right and left rear seats, but the auxiliary heating device supplied warm air to the feet of the occupants seated in the right and left front seats. Note that the hot air supply location may be any location in the vehicle interior, or may be the same location. In addition, if hot air is supplied to three or more locations, the first embodiment may be used. Three or more heating devices may be provided, and in the case of the second embodiment, three or more air outlets may be provided.

In this embodiment, a corrugated fin type mixed FfA device is used as the heat exchanger, but a honeycomb type heat exchanger or a flat fin type heat exchanger may be used as the heat exchanger.

In the second embodiment, a PTC heater is used as the electric heater, but a nichrome wire heater or the like may be used as the electric heater.

[Brief explanation of drawings]

1 to 7 show a first embodiment of the present invention, which employs the invention set forth in claim 1. FIG. Fig. 1 is an electric circuit diagram showing the main configuration of the auxiliary heating device for an automobile, Fig. 2 is a configuration diagram showing an outline of the heating device for an automobile of this embodiment, and Fig. 3 is a mounting structure of the auxiliary heating device for an automobile. FIG. Fourth
The figure is a half-sectional view showing the structure of the first heating device, and FIG.
It is a perspective view showing the structure of a heat exchanger. FIG. 6 is an operation flowchart of the control circuit, and FIG. 7 is a time chart of the main components of the auxiliary heating system for a vehicle. 8 to 11 show a second embodiment of the present invention, which employs the invention set forth in claim 2. FIG. Fig. 8 is a top view showing the mounting location of the auxiliary heating device for an automobile, Fig. 9 is a sectional view showing the auxiliary heating device for an automobile, Fig. 10 is another sectional view showing the auxiliary heating device for an automobile, and Fig. 11 is a sectional view showing the auxiliary heating device for an automobile. is a perspective view showing the distribution means. FIG. 12 is an electrical circuit diagram showing a switching circuit employed in a third embodiment of the present invention. In the diagram 3...Auxiliary heating system for automobiles (heating system for both east and west vehicles #
) 4... Control circuit 5... Vehicle interior 13...
First heating device r1114...Second heating device 22...
First ventilation duct 23...first blower 32...first
PTC heater 38...Second ventilation duct 39...
Second blower 43...Second PTC heater 60...
Automotive auxiliary heating device (vehicle heating device) 61... Ventilation duct 62... Air blowing tl! 64... Distribution means 76... PTC heater (electric heater) 91...P
TC heater figure 3

Claims (1)

[Scope of Claims] 1) (a) A first ventilation duct for sending air toward the vehicle interior; when supplied with electricity, an air flow directed toward the vehicle interior is generated in the first ventilation duct. 1st to let
a first heating device including a blower and a first PTC heater that heats the air flowing in the first ventilation duct by applying a voltage; (b) a second ventilation duct for sending air toward the vehicle interior; , a second airflow duct that generates an airflow toward the vehicle interior in the second ventilation duct by receiving electricity supply;
a second heating device including a blower and a second PTC heater that heats air flowing through the second ventilation duct by applying voltage; (c) simultaneously operating the first heating device and the second heating device; A heating device for a vehicle, comprising: a control circuit that applies a constant voltage to the first PTC heater and the second PTC heater, and alternately supplies electricity to the first blower and the second blower. 2) (d) having a first outlet that blows out an air flow toward the vehicle interior, and a second outlet that blows out an air flow toward the vehicle interior; (e) a blower that generates an air flow toward the vehicle interior in the ventilation duct when supplied with electricity; (f) a blower that generates an airflow inside the ventilation duct when supplied with electricity; an electric heater that heats the flowing air; and (g) alternately distributing the air flow blown toward the vehicle interior into an air flow blown out from the first air outlet and an air flow blown out from the second air outlet. A vehicle heating device comprising a distribution means.