JPH07172150A - Heating device for vehicle - Google Patents

Abstract

PURPOSE:To prevent a decrease of heating capability due to an accumulator resistance by providing two rows of circulation path lines of engine cooling water each of which has a driving pump between the accumulator of a heating device for vehicle and a heater core and by providing such a control means that when the accumulator is accumulated with heat by circulating the cooling water in one circulation path line, other driving pump is driven. CONSTITUTION:A cooling water conduit 42 for allowing circulation of the cooling water of a engine ENG is arranged in form of piping in a heater core H/C wherein an upstream conduit 42a to allow flow of the cooling water from the engine to the heater core and a downstream conduit 42b to allow it to flow in the reverse direction are provided; and by-pass conduits 42c, 42d are connected to the intermediate parts thereof. Furthermore, valves 44, 46, 48, 50 are provided respectively among respective pairs of conduits, and a pump P1 is provided between the downstream conduit 42b and the heater core H/C and the accumulator 51 is provided between the upstream conduit and the heater core. A pump P2 is arranged in the intermediate part of the upstream conduit 42a. In the case of heat accumulation, the pump P1 is driven together with the pump P2 for securing a flow rate of the cooling water to the heater core.

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 is capable of exhibiting a high heating capacity even in the early stage of engine start.

[0002]

2. Description of the Related Art Conventionally, in vehicles such as automobiles,
The interior of the vehicle is heated using the heat of the cooling water that cools the engine.However, in such a vehicle heating system, the cooling water is not sufficiently warm immediately after the engine is started. However, there is a problem that the heating is not turned on. It takes about 5 to 6 minutes for the cooling water to warm up to a sufficient temperature for heating. Therefore, during the winter, etc., the occupants will be cold in the passenger compartment for 5 to 6 minutes after the engine is started. I have to put up with

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

As a heating device provided with such a heat accumulator, one disclosed in Japanese Patent Laid-Open No. 41921/1990 is known. In this conventional technique, the cooling water is
There is provided a first mode of circulating between the heat storage unit and a heater core for warming the air blown into the vehicle interior, and a second mode of circulating cooling water between the heat storage unit, the heater core and the engine. In the first mode, the heat of the regenerator is supplied only to the heater core, so that the heating capacity of the passenger compartment is high and the passenger compartment is quickly warmed. Therefore, when it is cold, the occupant can quickly feel warmth by selecting the first mode after starting the engine. Then, if the cooling water on the engine side is sufficiently warmed and the mode is switched to the second mode, the cooling water warmed by the engine is introduced to the heater core even if the heat is dissipated by the heat accumulator and the temperature drops. The occupant can continuously feel the warmth.

[0005]

However, in the above-mentioned conventional example, since the engine, the heat accumulator and the heater core are connected in series by the cooling water pipe, the cooling water is used in the second mode. There is a problem in that the heat accumulator becomes a resistance to the flow, the flow rate of the cooling water is reduced, and the heating capacity is reduced, as compared with an ordinary vehicle that does not include the heat accumulator.

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

However, in the initial period after the engine is started, the temperature of the cooling water flowing out from the heat storage unit is lowered, and the cooling water introduced into the heater core is switched from the heat storage unit side to the engine side which has already begun to warm up in the transition period. In order to store heat again in the heat accumulator that has radiated heat, it is necessary not only to supply the engine-side high-temperature cooling water to the heater core from the bypass passage, but also to flow it to the heat accumulator side.
Therefore, in this transition period, the cooling water from the engine is dispersed in the heat storage unit and the heater core, so that the flow rate to the heater core becomes lower than that in an ordinary vehicle. As a result, the heating performance of the heater core is deteriorated, and the flow rate to the heat accumulator is smaller than that in series, so that the heat storage time becomes long.

Therefore, the present invention has been made in view of the above-mentioned problems, and an object thereof is to provide a vehicle heating device which is provided with a regenerator but does not have a reduced heating capacity due to the resistance of the regenerator. Is to provide.

[0009]

In order to solve the above-mentioned problems and to achieve the object, the vehicle heating apparatus of the present invention stores the heat of the cooling water when the temperature of the cooling water of the engine is high. A heat accumulator to be placed, a heater core for warming by giving heat having cooling water to the air blown into the vehicle interior, a first circulation path for circulating the cooling water between the heat accumulator and the heater core, and cooling water A second circulation path for circulating the cooling water among the heat accumulator, the heater core, and the engine; and a first pump serving as a drive source when circulating the cooling water at least in the first circulation path. A second pump serving as a drive source when circulating the cooling water in the second circulation path, and when the cooling water is circulated in the second circulation path and the heat storage unit stores heat. The first pump in parallel with the second pump It is characterized by comprising a control means for operating.

In the vehicle heating system according to the present invention, the control means operates the first pump in parallel with the second pump when the engine speed is equal to or lower than a predetermined speed. The feature is to let.

Further, in the vehicle heating system according to the present invention, the air introduced from the air intake port is divided into a first air path leading to the periphery of the heater core and a second air path bypassing the heater core. The control means further comprises an air mix door, and the control means operates in parallel with the second pump when the air mix door is in a state of guiding almost all of the air introduced from the air intake port to the first path. Then, the first pump is operated.

Further, in the vehicle heating apparatus according to the present invention, the control means is arranged to operate in parallel with the second pump when the heating capacity required for warming the passenger compartment is equal to or more than a predetermined value. It is characterized by operating the first pump.

[0013]

As described above, since the vehicle heating system according to the present invention is configured, the temperature of the heat storage unit is lowered and the cooling water temperature of the engine is raised, so that the cooling water guided to the heater core is stored in the heat storage unit. Immediately after switching from the engine side to the engine side,
That is, when heat is stored in the heat accumulator, by operating the first pump in parallel with the second pump, the flow rate of the engine-side high-temperature cooling water to the heater core can be increased even if there is resistance in the heat accumulator. As a result, it is possible to secure the temperature and prevent the heating capacity from decreasing.

Further, by operating the first pump in parallel with the second pump, the flow rate of the cooling water flowing in the heat accumulator increases, so that the heat storage time can be shortened.

[0015]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT A preferred embodiment of the present invention will be described in detail below with reference to the accompanying drawings.

FIG. 1 is a diagram showing the structure of a vehicle heating system 8 of one embodiment. In FIG. 1, reference numeral 10 is a ventilation duct that guides conditioned air to the vehicle compartment.
Is an outside air introduction port 12 for introducing outside air at its upstream end,
An inside air introduction port 14 for introducing air in the vehicle compartment is provided, and the outside air introduction port 12 and the inside air introduction port 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 that opens toward the upper half of the occupant, a heat outlet 20 that opens toward the feet of the occupant, and a defroster outlet that opens toward the windshield or door glass. Two
2 and are provided. The vent outlet 18 is provided with a vent door 24 for opening and closing it, the heat outlet 20 is provided with a heat door 26 for opening and closing it, and the defroster outlet is provided for opening and closing it. A defroster door 28 is provided. Inside the ventilation duct 10, from the upstream side to the downstream side, a blower 30, a cooling unit (cooling heat exchanger) 32, air mix doors 34, 36, a heater core (heating heat exchanger) H are arranged in this order. / C is provided. The heater core H / C is connected to a cooling water passage 42, which will be described later, for recirculating the cooling water of the engine EG, and the heat of the cooling water warmed by the engine is supplied to the inside of the ventilation duct 10 via the heater core H / C. It is given to the air flowing through and heats the passenger compartment.

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

In FIG. 2, the heater core H / C for warming the air blown into the vehicle compartment is provided with a cooling water passage 42 for recirculating the cooling water of the engine EG. The cooling water passage 42 is an upstream passage 42 in which the cooling water flowing out from the engine EG flows toward the heater core H / C.
a and a downstream passage 42b in which the cooling water flowing out from the heater core H / C flows toward the engine EG. 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 in the middle of 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 in the middle of points C and D where the downstream passage 42b and the bypass passages 42c and 42d intersect. Further, a third valve 48 for opening / closing the bypass passage 42c is provided in an intermediate portion of the bypass passage 42c, and a fourth valve 48 for opening / closing the bypass passage 42d is provided in an intermediate portion of the bypass passage 42d. 50 are provided. Further, an electric first pump P1 for circulating cooling water is provided between a 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 arranged in the heat insulating container 52. Heat insulation container 5
2 is for storing the cooling water warmed by the engine at the time of 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 the engine is started, it is possible to immediately heat the vehicle compartment immediately after the engine is started. A fifth valve 54 and a sixth valve 56 are provided before and after the heat insulating container 52 to prevent the high temperature cooling water in the heat insulating container 52 from mixing with the cooling water in the upstream passage 42a. Has been. The fifth and sixth valves 54, 56 are opened immediately after the engine is started, the high-temperature cooling water in the heat insulating container 52 flows out toward the heater core H / C, and
Low-temperature cooling water from the upstream begins to flow in.

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. To 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 exhibiting a supercooling phenomenon means that it absorbs heat and melts at a temperature equal to or higher than the melting point, but once completely melted, it maintains a molten state without crystallization even if the temperature falls below the melting point, and mechanical Alternatively, it is a material that immediately emits latent heat of fusion to be crystallized by giving an electrical stimulus or giving a seed crystal. Therefore, the heat storage material H
When a material exhibiting a supercooling phenomenon is used for / B, the heat storage material H / B absorbs heat of the cooling water and melts when the cooling water is warmed by the engine and reaches a steady temperature, Even if it is cooled thereafter, it retains the liquid state and stores latent heat. Then, when a predetermined trigger is applied, the heat storage material H / B immediately starts to crystallize, and the heat stored until then 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 to flow into the heat insulating container 52, the low temperature cooling water can be immediately warmed. it can. Further, when a material having a large specific heat is simply used for the heat storage material H / B, a trigger or the like is not particularly required, and the heat is stored in the low temperature cooling water flowing into the heat insulating container 52 from the heat storage material H / B. It will be dissipated and the cooling water will be warmed.

A water temperature sensor 57 for detecting the temperature of the cooling water discharged from the heat storage device 51 is arranged near the outlet of the cooling water from the heat storage device 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
In order to prevent the cooling water of the engine EG from reaching an unnecessarily high temperature, the end portion of the side of b that is opposite to the side to which the heater core H / C is connected has the air taken in from outside the vehicle body. Therefore, a radiator 60 for cooling is connected. A second pump P2, which is another pump for circulating the cooling water, is arranged in the intermediate portion of the upstream passage 42a connecting the radiator 60 and the engine EG. The second pump P2 is a pump that is directly driven by the rotational force of the engine. Further, a temperature sensitive valve T / S is arranged between the radiator 60 and the second pump P2, and the temperature sensitive valve T / S has a bypass passage connecting the upstream passage 42a and the downstream passage 42b. 62 is connected. The temperature sensitive valve T / S works so as to allow the cooling water to pass through the radiator 60 when the temperature of the cooling water becomes higher than necessary, and allows the cooling water to pass through the bypass passage 62 when the temperature of the cooling water is not high. work.

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

Next, a control device for controlling the operations of the first to sixth valves 44 to 56 and the first pump P1 arranged 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 electric power required for control is supplied from the battery 72. The control device 70 has, 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
The 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 controller 70 controls the first to sixth valves 44, 46, 4 based on the above-mentioned input signal and 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 are controlled.

Next, the operation of the vehicle heating system configured as described above will be described with reference to the flow chart shown in FIG. In the following description, it is assumed that the heat storage material H / B is a material that exhibits a supercooling phenomenon.

First, the program starts when the engine is started.

When the program starts, first, the entire heating system 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 are opened.
The fourth valves 48 and 50 are closed, and the variable F is set to F = 0 (step S2).

In this state, the engine is started and the pump P2 is already in operation, so that the cooling water flows in the cooling water passage 42 through the path shown by the alternate long and short dash line in FIG. Along with this, the hot water stored so far flows out from the heat insulating container 52 into the cooling water passage 42a.

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

If the auto switch 58 is not turned on, the occupant does not need automatic air conditioning control, so the flow 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 turned on, the occupant blows air into the passenger compartment at the air outlet and the air flow rate set manually (step S8), and returns. If the blower switch 74 is not turned on in step S6, the process directly returns.

On the other hand, in step S4, the auto switch 58
If is turned on, the process proceeds to step S10 to perform automatic control of air conditioning.

At step S10, it is judged if the quick heating switch 76 is turned on. If the quick heating switch 76 is turned on, it is considered that the occupant feels cold and wants to heat the passenger compartment immediately. Therefore, in order to perform quick heating, step S1 is performed.
Go to 2. Here, quick heating, as described later,
The cooling water is circulated through the path indicated by the arrow G in FIG.
This means that the heat stored in No. 1 is concentrated and supplied only to the heater core H / C, and the passenger compartment is immediately warmed immediately after the engine is started.

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

At step S14, the engine EG is exhausted.
Engine water temperature t, which is the temperature of the cooling water discharged_E Clear
It is judged whether the temperature is higher than the preset temperature T or not.
It Here, the temperature T is set to, for example, 40 ° C.
It That is, the engine water temperature t _E Is higher than temperature T
This means that the cooling water that has passed through the engine EG
It is warm, and the cooling water on the engine EG side is warm enough
It means that you can do a bunch. for that reason,
At step S14, t_E If ≧ T, especially quick warm
Immediate cooling of the engine EG side without the operation of the tuft
Since it is possible to heat with water, it is judged that quick heating is unnecessary
Then, the process proceeds to step S28. Not shown in step S28
This means that quick heating is not required for passengers.
In order to confirm that
U Then, in order to perform the heating control in the steady state, it will be described later.
Go to step S34.

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

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

Next, in step S20, the regenerator water temperature t _B , which is the temperature of the cooling water discharged from the regenerator 51, and the engine water 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 the routine proceeds to step S22, where the quick heating operation is actually performed.

In step S22, the first opening that has been opened up to now
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 shown by arrows G and H in FIG.

When the cooling water comes to flow through the paths indicated by the arrows G and H, the heat quantity stored in the heat storage unit 51 becomes
It is supplied only to the heater core H / C. In this state, if the amount of warm air blown into the vehicle compartment is controlled by the already known automatic air conditioning control (step S2
6), the passenger compartment is rapidly heated. That is, the quick heating state is set. Then, step S20 to step S
By repeating 26, the quick heating operation is continued and the passenger compartment is warmed.

Here, step S20 to step S26
When the operation of is repeated, it is stored in the heat storage device 51.
The amount of heat was supplied to the passenger compartment from the heater core H / C.
Therefore, it gradually decreases and the coolness discharged from the heat storage device 51 is reduced.
Water temperature of waste water (heat storage water temperature) t _B Gradually decreases.
On the other hand, the cooling water flowing in the engine EG is
Since it repeatedly passes through the
The engine water temperature t_E Is rising
Ku. That is, the operations of steps S20 to S26 are performed.
Repeatedly, at some point, the engine water temperature t_E ≧ accumulation
Heater water temperature t_B Becomes When this happens, the regenerator 5
Engine EG rather than using hot water from 1 for heating
The heating capacity is higher when these hot waters are used for heating.
Then, the process proceeds from step S20 to step S30.

At step S30, since quick heating is no longer required, the quick heating switch 76 is turned off.

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 in which heating is performed with the cooling water. When each valve is operated in this manner, the cooling water flows through the path shown by the alternate long and short dash line in FIG. 2 so that the cooling water warmed by the engine EG is supplied to the heater core H / C. Become.

After this, the control device 70 takes in the detection values (t _r , t _a , t _H , t _B , t _E , N _E ) of the respective sensors (step S34), and carries out the normal automatic air conditioning control in the vehicle interior. The amount of air blown to the air mix door and the amount of opening of the air mix door 34, and an appropriate air blowout port is selected from the vent air outlet 18, the heat air outlet 20, and the defroster air outlet 22 to blow out 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 device 51 side to the engine EG side, the heat storage material 52 is in a state of substantially radiating heat. There is a state in which 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 to store the heat of 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 need, however, the cooling water shown by the one-dot chain line in FIG. In the circulation circuit, the heat storage device 51 has 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 heater core H / C is operated. It is designed to increase the flow rate of the cooling water that flows.

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

Then, after the routine of step S38 is performed, the process returns to step S4, and the operation after step S4 is performed again.

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

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

In this way, after performing quick heating once, steps S4 to S10 or 12 and steps S34 to S38 are repeated to shift to the normal steady state heating operation. Then, 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 flow chart 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 of step S38.
3 is a flowchart showing a first example of the operation control of FIG.

In this first example, when the rotation 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 necessary so much, the first pump P1
When the operating voltage is low and the rotation speed is low, the first pump P1
The operating voltage of is set high.

First, when proceeding from step S36 of the main routine to step S42, the control device 70 takes in the information of the engine speed N _E from the rotation sensor 78.
Then, the operating voltage of the first pump P1 is determined from the relationship between the engine speed N _E and the operating voltage of the first pump P1 as shown in FIG. 6 (step S44), and the first pump P1 is operated at the determined operating voltage. Drive (step S46). As a result, the lack of water supply capacity of the second pump P2 is compensated 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. After that, the process returns to step S4 of the main routine, and steps S4-1
0, step S34 to step S38 are repeated.

The relationship between the engine speed N _E and the operating voltage of the first pump P 1 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 of step S38.
6 is a flowchart showing 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 it is below a predetermined value.

First, when proceeding from step S36 of the main routine to step S52, the control device 70 takes in the information of the engine speed N _E from the rotation sensor 78.
Then, it is determined whether the engine speed N _E is lower than the predetermined speed N ₁ (step S54). here,
For example, the rotation speed N ₁ is set to 2000 rpm. If the engine speed N _E is lower than N ₁ , the first pump P 1 is driven (step S56). When the engine speed N _E is N ₁ or more, the first pump P 1
Is stopped (step S58). This allows
The insufficient pumping capacity of the second pump P2 when the engine speed is low is compensated by the first pump P1 and the heater core H /
A flow rate of cooling water to C is secured. After that, 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 of step S38.
5 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 Operate the first pump P1 to operate the second pump P2
It is designed to supplement the water supply capacity of.

First, when the process proceeds from step S36 of the main routine to step S62, the controller 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, it is considered that a high heating capacity is required, so the first pump P1 is operated to increase the cooling water supply capacity (step S64). Also, t _set
If -t _r ≤3 ° C, it is considered that a high heating capacity is not required, so the operation of the first pump P1 is stopped (step S66). As a result, the insufficient pumping capacity of the second pump P2 when high heating capacity is required is compensated for by the first pump P1 and the heater core H /
A flow rate of cooling water to C is secured. After that, 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 of step S38.
5 is a flowchart showing a fourth example of the operation control of FIG.

In the fourth example, the air mix door 34
Is fully opened and all the taken-in air 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 high heating capacity is required, so the first pump P1 is operated to increase the cooling water supply capacity. If the air mix door 34 is not fully opened in step S72, it is determined that a high heating capacity is not required, and a predetermined timer time T ₀ (in this embodiment, for example, as shown in steps S76 to S82) is determined. 30 seconds)
Only after continuing the operation of the first pump P1, the first pump P1 is stopped. Here, after the air mix door 34 is not fully opened, the first pump P1
The reason why the operation of No. 1 is continued is that if the first pump P1 is stopped as soon as the air mix door 34 is closed a little, the heating capacity is reduced at that moment, and the air mix door 34 is fully opened again and the first pump P1 is opened. This is to prevent such chattering, which may occur when the device operates again.

As described above, in the vehicle heating system of the above-described embodiment, when the heating capacity from the heat storage material transitioning from the heat radiation state to the heat storage state to full heat storage is likely to decrease, Since the first pump is driven in parallel with the second pump, it is possible to secure the flow rate of the cooling water for the engine in an amount necessary for heating, and prevent the heating capacity from decreasing.

The present invention can be applied to modifications and variations of the above embodiments without departing from the spirit of the present invention.

[0069]

As described above, according to the vehicle heating system of the present invention, the temperature of the regenerator decreases and the temperature of the cooling water of the engine rises, so that the cooling water guided to the heater core is on the regenerator side. Immediately after switching from the engine to the engine side, that is, when heat is accumulated in the heat accumulator, by operating the first pump in parallel with the second pump, even if there is resistance of the heat accumulator, the high temperature on the engine side It is possible to secure the flow rate of the cooling water to the heater core, and it is possible to prevent the heating capacity from decreasing.

Further, by operating the first pump in parallel with the second pump, the flow rate of the cooling water flowing in the heat accumulator increases, so that the heat storage time can be shortened.

[Brief description of drawings]

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

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

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

FIG. 4 is a flowchart showing a main routine of the operation of the vehicle heating device of the embodiment.

FIG. 5 is a flowchart showing a first example of operation control of a 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]

 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 1st valve 46 2nd valve 48 3rd valve 50 4th valve 51 Heat accumulator 52 Heat insulation container 54 5th valve 56 6th 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 Section 82 Memory

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Takayuki Kuwahara 3-1, Shinchi, Fuchu-cho, Aki-gun, Hiroshima Mazda Motor Corporation

Claims (4)

[Claims] 1. A heat accumulator for storing heat of cooling water when the temperature of the cooling water of the engine is high, a heater core for giving the heat of the cooling water to the air blown into the passenger compartment to warm it, and the cooling water. A first circulation path that circulates between the heat storage unit and the heater core; a second circulation path that circulates cooling water between the heat storage unit, the heater core and the engine; A first pump that serves as a drive source when circulating at least in the first circulation path, and a second pump that serves as a drive source when circulating cooling water in the second circulation path, Control means for operating the first pump in parallel with the second pump when the cooling water is circulated in the second circulation path and the heat is stored in the heat accumulator. Vehicle heating system. 2. The control means operates the first pump in parallel with the second pump when the engine speed is equal to or lower than a predetermined engine speed. The vehicle heating device described. 3. The air introduced from the air intake port,
The air mixing door is further divided into a first air passage leading to the periphery of the heater core and a second air passage bypassing the heater core, and the control means is configured such that the air mixing door is introduced from the air intake port. The vehicle heating device according to claim 1, wherein the first pump is operated in parallel with the second pump when it is in a state of guiding almost all of the air to the first path. . 4. The control means operates the first pump in parallel with the second pump when the heating capacity required to warm the vehicle interior is equal to or greater than a predetermined value. The vehicle heating system according to claim 1.