JPH0752722Y2 - Vehicle heating system - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial field of application] The present invention relates to a vehicle heating system including an auxiliary heating system.

[Conventional technology]

The vehicle heating system guides the cooling water that has passed through the engine water jacket and is heated to the inside of the heater core through piping, and heats the air inside the vehicle interior or the air outside the vehicle interior by the heater core and supplies it to the interior. To do. This heats the passenger compartment.

However, when the cooling water is not sufficiently heated, such as when the engine is warm, the heating value of the heater core is small, and therefore the heating performance is not sufficient. In order to solve this, it has been proposed to improve the heating performance by heating the cooling water with the auxiliary heating device.

This auxiliary heating device is configured by filling a space between a plurality of pairs of plate members capable of relative rotation in the shearing direction with a viscous fluid. When the viscous fluid is agitated by relatively rotating the plural pairs of plate materials by the driving force of the engine, heat is generated from the viscous fluid. This heat heats the cooling water passing through the inside of the auxiliary heating device (see Japanese Patent Laid-Open No. 62-64612). This auxiliary heating device is connected via a pipe to a pipe provided with a heater core.

[Problems to be solved by the device]

However, when the electromagnetic clutch is turned off to stop the transmission of the driving force to the auxiliary heating device, the auxiliary heating device does not generate heat, so that when the cooling water passes through the inside of the auxiliary heating device and the piping system near the auxiliary heating device. Cooling deteriorates heating performance.

The present invention has been made in view of the above facts, and an object thereof is to obtain a vehicle heating device that can obtain good heating performance even when the auxiliary heating device is not used.

[Means for Solving the Problems]

In order to achieve the above object, a vehicle heating device according to the present invention is a vehicle heating device that guides cooling water that has passed through an engine to a heater core through a pipe to heat a vehicle interior. An auxiliary heating device that heats the cooling water passing through it by the heat generated by stirring the viscous fluid with force, and a transmission means that transmits the driving force of the engine to the auxiliary heating device or stops the transmission of the driving force. ,
Either of a first state, which is provided in the middle of the pipe, for guiding the cooling water passing through the engine to the heater core, and a second state for guiding the cooling water passing through the engine to the heater core via the auxiliary heating device. A three-way valve that can be switched to, an operating state detecting unit that detects an operating state of the engine, and the three-way valve and the transmitting unit that are controlled in synchronization with each other according to the operating state of the engine detected by the operating state detecting unit. And a control means.

[Action]

In the present invention, the three-way switching can be performed between the first state in which the cooling water that has passed through the engine is guided to the heater core and the second state in which the cooling water that has passed through the engine is guided to the heater core through the auxiliary heating device. The valve is provided in the middle of the pipe, and the three-way valve and the transmission means are controlled in synchronization in accordance with the operating state of the engine. Therefore, when using the auxiliary heating device, the three-way valve can be switched to the second state and the driving force of the engine can be transmitted to the auxiliary heating device. As a result, since the cooling water heated by the auxiliary heating device is guided to the heater core, good heating performance can be obtained even in a warm air state where the cooling water temperature of the engine is low.

On the other hand, when the auxiliary heating device is not used, the three-way valve can be switched to the first state and the transmission of the driving force to the auxiliary heating device can be stopped. As a result, the cooling water heated by passing through the engine is guided to the heater core without passing through the inside of the auxiliary heating device, is not cooled by the auxiliary heating device, and heating performance is not deteriorated.

〔Example〕

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

FIG. 1 shows a vehicle heating system 10 and an engine 12. The air taken into the intake pipe 14 of the engine 12 is guided to the intake port of each cylinder via the surge tank 16 and the intake manifold 20. A fuel injection valve 22 is attached to each branch pipe of the intake manifold 20. The fuel supplied through the fuel delivery pipe 24 is atomized by the fuel injection valve 22 to form an air-fuel mixture in the intake manifold 20 and is supplied to each cylinder. In each cylinder, the driving force is generated by igniting and exploding the air-fuel mixture. The heat generated by the explosion in each cylinder is absorbed by the cooling water circulating in the water jacket (not shown) formed inside the engine main body 18, thereby cooling the engine main body 18.

The cooling water, whose temperature has risen by circulating the water in the water jacket and absorbing the heat generated in the engine body 18, is guided to the radiator 28 via the pipe 26 and circulated in the radiator 28 to be cooled. The cooled cooling water is guided again into the water jacket through the pipe 30 to cool the engine body 18. Further, one end of the pipe 32 is connected in the middle of the pipe 26, and the other end of the pipe 32 is connected to the cooling water inlet side of the auxiliary heating device 34. The auxiliary heating device 34 will be described later. One end of a pipe 36 is connected to the cooling water outlet side of the auxiliary heating device 34, and the other end of the pipe 36 is connected to a three-way valve 38. The cooling water guided to the auxiliary heating device 34 by the pipe 32 passes through the inside of the auxiliary heating device 34, and then is guided to the three-way valve 38 by the pipe 36.

On the other hand, a part of the cooling water heated in the engine body 18 is guided to the three-way valve 38 via the pipe 40. Piping for three-way valve 38
One end of 42 is connected. The three-way valve 38 is pipe 40 and pipe
It is possible to switch between a first state in which the pipe 36 and the pipe 42 communicate with each other and a second state in which the pipe 36 and the pipe 42 communicate with each other. In the first state of the three-way valve 38, the cooling water that has passed through the water jacket of the engine body 18 is guided to the heater core 46, and in the second state, the cooling water that has passed through the water jacket of the engine body 18 is the auxiliary heating. After passing through the inside of the device 34, it is guided to the heater core 46. The three-way valve 38 is held in the first state in which the pipe 40 and the pipe 42 are communicated with each other by the urging force of the urging means (not shown). An electromagnetic coil 44 is attached to the three-way valve 38 (see FIG. 3). When the electromagnetic coil 44 is activated, the pipe 36 and the pipe 42 are communicated with each other.
It is designed to switch to the state of. The operation of the electromagnetic coil 44 is controlled by the control circuit 100 described later.

The other end of the pipe 42 is connected to the cooling water inlet side of the heater core 46. A heater valve 48 that opens and closes the pipe 42 is arranged in the middle of the pipe 42. The heater valve 48 is opened / closed in conjunction with ON / OFF of a heater switch 50 described later.
One end of a pipe 52 is connected to the cooling water outlet side of the heater core 46. The other end of the pipe 52 is connected to an intermediate portion of the pipe 30, and the cooling water passing through the inside of the heater core 46 is guided again into the water jacket through the pipes 52 and 30.

The heater core 46 is arranged in the air duct 54. Air inside or outside the vehicle is guided into the air duct 54. A blower motor 56 is attached to the downstream side of the air duct 54. The blower motor 56 has a role of sending out the air passing through the air duct 54 into the passenger compartment.

Next, the auxiliary heating device 34 will be described.

As shown in FIG. 2, the auxiliary heating device 34 includes a casing 58. The casing 58 rotatably supports a rotating shaft 64 via two bearings 60 and 62. Bearing 60
A cylindrical heat generating chamber 66 is formed between the bearing 62 and the bearing 62 around the rotation shaft 64. The heat generating chamber 66 houses a plurality of annular inner plates 68 attached to the outer periphery of the rotary shaft 64. Further, a plurality of annular outer plates 70 are attached to the inner periphery of the casing 58 so as to face the inner plate 68 at a predetermined distance. As a result, when the rotary shaft 64 is rotated, the inner plate 68 and the outer plate 70 relatively move in the shearing direction.

The heat generating chamber 66 is filled with the viscous fluid 72. The heat generating chamber 66 is sealed by an oil seal (not shown) so that the viscous fluid 72 does not leak outside the heat generating chamber 66. Viscous fluid 72
When the rotary shaft 64 is rotated against the viscosity of the inner plate 68 and the outer plate 70 are relatively moved in the shearing direction, heat is generated by friction between the viscous fluid 72 and the plate. As the viscous fluid 72, for example, silicon oil or the like can be used.

A cooling water circulation path 74 is formed on the outer periphery of the heat generating chamber 66.
The pipe 32 and the pipe 36 described above are connected to the cooling water circulation path 74. A heat radiation fin 76 is formed on the inner wall of the cooling water circulation path 74 on the heat generating chamber 66 side. The heat radiation fins 76 have a role of radiating the heat generated in the heat generating chamber 66 into the cooling water circulation path 74. The cooling water guided into the cooling water circulation passage 74 by the pipe 32 is heated in the cooling water circulation passage 74 and discharged to the outside of the cooling water circulation passage 74 through the pipe 36.

Further, as shown in FIG. 2, an electromagnetic clutch 78 is attached to the auxiliary heating device 34. The electromagnetic clutch 78 includes an annular plate 80 and a pulley to which the driving force of the engine is transmitted.
82 and an electromagnetic coil 84 for moving the pulley 82. The plate 80 is fixed to one end of the rotating shaft 64 via a stay 86. The pulley 82 is arranged so as to face the plate 80, and is supported by the casing 58 via a bearing 88. As a result, the pulley 82 can rotate with respect to the casing 58, and can move in the direction in which it comes in contact with and away from the plate 80, that is, in the direction of arrow A in FIG. 2 and the direction of arrow B in FIG. The pulley 82 is biased in the direction away from the plate 80 by the biasing force of the biasing means (not shown), and is held at the position shown in FIG. 2 by the stopper (not shown).

As shown in FIG. 1, an annular belt is formed around the pulley 82.
90 is wrapped around. A groove portion 82A is formed on the outer periphery of the pulley 82 so as to be easily attached to the belt 90 (see FIG. 2). The belt 90 is also wound around a pulley 92 fixed to the drive shaft of the engine 12. Therefore, the pulley 82 is rotated by transmitting the driving force of the engine 12 via the belt 90.

An electromagnetic coil 84 is arranged near the pulley 82. The electromagnetic coil 84 is fixed to the casing 58 via a stay 94. The operation of the electromagnetic coil 84 is controlled by the control circuit 100 described later. When energized, the electromagnetic coil 84 moves the pulley 82 in the direction of contacting the plate 80 (direction of arrow A in FIG. 2) against the biasing force of the biasing means. This causes the pulley 82 and the plate 80 to make frictional contact, and the pulley 82
Is transmitted to the rotary shaft 64 via the plate 80, and the rotary shaft 64 rotates.

Next, the periphery of the control circuit 100 will be described with reference to FIG.

The negative side of battery 102 is grounded. The positive side of the battery 102 is connected to the ignition switch 106 via a fusible link 104. Ignition switch 106 has ACC (accessory) contact, IG
(Ignition) contact and ST (start) contact are provided. The ST contact is connected to one end of the exciting coil 110 of the relay 108. The other end of the exciting coil 110 is grounded. The ON contact is connected to one end of the switch 112 of the relay 108. The switch 112 is an ignition switch 106.
When it is connected to the ST contact, it is closed by exciting the exciting coil 110, and after the engine 12 is started and connected to the IG contact, the closed state is maintained by the self-excitation function of the relay 108. The other end of the switch 112 is connected to one end of an exciting coil 116 of the relay 114.

The other end of the exciting coil 116 of the relay 114 is grounded via a blower switch 118 that turns the blower motor 56 on and off, and is also connected to a terminal 100A of the control circuit 100. Relay 114
The contact 122A of the switch 122 is connected to the positive side of the battery 102 via the circuit breaker 124 and the fusible link 126. The contact 122B of the switch 122 is grounded. The contact 122C of the switch 122 is connected to one end of the blower motor 56. The switch 122 connects the contact 122B and the contact 122C when the exciting coil 116 is not excited, and contacts 1 when the exciting coil 116 is excited.
22A and contact 122C are connected. The other end of the blower motor 56 is grounded via the register 128. Register 128
Three terminals, OFF terminal, LO terminal, and HI terminal, are provided, and the movable contact 118A of the blower switch 118 comes into contact with any of these three terminals to allow the blower motor to operate.
One of 56 drive stop, low speed drive, and high speed drive is selected.

A rotation speed detection sensor 130 is connected between the terminals 100A and 100D of the control circuit 100. The rotation speed detection sensor 130 detects the rotation speed of the drive shaft of the engine 12 and outputs a pulse signal corresponding to the rotation speed to the control circuit 100. As shown in FIG. 1, the rotation speed detection sensor 130 detects the rotation speed by detecting a protrusion provided on the outer periphery of the wheel 132 fixed to the drive shaft of the engine 12. Terminal 100C
A water temperature sensor 134 is connected between the terminal and the terminal 100D. The water temperature sensor 134 is attached to the cooling water outlet side of the engine body 18, and detects the water temperature of the cooling water that has been heated by passing through the inside of the engine body 18. As the water temperature sensor 134, a thermistor or the like whose resistance value changes depending on temperature can be used.

The terminal A of the control circuit 100 is the engine rotation control range determination circuit 136.
It is connected to the. As shown in FIG. 3, in the engine speed control range determination circuit 136, when the engine speed increases and exceeds a predetermined speed N, the output signal becomes low level, and the engine speed decreases and is lower than the predetermined speed N. It has a hysteresis characteristic that the output signal becomes a high level when it becomes N-ΔN or less. The output side of the engine rotation control range determination circuit 136 is connected to the input terminal of the AND circuit 138. Terminal 100B
Is connected to the cathode of diode 140. The anode of the diode 140 is connected to the input terminal of the NOT circuit 142. The movable contact 118 of the blower switch 118 is connected to the terminal 100B.
A low-level signal is input when A is in the drive position of the blower motor 56, and a high-level signal is input when the movable contact 118A is in the drive stop position of the blower motor 56. The NOT circuit 142 inverts this signal and outputs it. NOT
The output terminal of the circuit 142 is an AND circuit via the heater switch 50.
It is connected to the 138 input terminal. The heater switch 50 is turned on when the heater is operated by the auxiliary heating device 34. When the heater switch 50 is turned on, the heater valve 48 described above is also opened. It should be noted that the heater valve 48 is opened by a separate system or a manual operation as usual even when the heater is normally operated without operating the auxiliary heating device 34.

Further, the terminal 100C is connected to the water temperature control area determination circuit 144. As shown in FIG. 3, in the water temperature control range determination circuit 144, when the water temperature rises and exceeds the predetermined temperature T, the output signal becomes a low level, and the water temperature lowers and becomes lower than the predetermined temperature T T-ΔT.
It has a hysteresis characteristic in which the output signal becomes high level when the following is satisfied. The output side of the water temperature control range determination circuit 144 is A
It is connected to the input terminal of the ND circuit 138. The output terminal of the AND circuit 138 is connected to the base of the transistor 146. The collector of the transistor 146 is connected to the terminal 100G, and the emitter is grounded. Also transistor 146
Zener diode 14 between the emitter and collector of
8 is connected. In addition, the power supply terminal 100E of the control circuit 100
Is connected to one end of switch 112 of relay 108, and is a grounding terminal.
100F is grounded. The power supply terminal 100E and the ground terminal 100F are connected to each circuit in the control circuit 100.

Further, one end of the switch 112 of the relay 108 is connected to one end of the exciting coil 152 of the relay 150 and one end of the switch 154 of the relay 150. The other end of the exciting coil 152 is connected to the terminal 100G of the control circuit 100. The switch 154 is closed when the exciting coil 152 is excited. Switch 1
At the other end of 54, the electromagnetic coil of the electromagnetic clutch 78 and the three-way valve
The electromagnetic coil 44 for driving and the electromagnetic coil 156 are connected. The electromagnetic coil 156 is actuated to drive the valve 158 to open. The valve 158 is configured to increase the idle speed of the engine 12 when opened, and is closed by the biasing force of a biasing means (not shown) when it is not driven to open by the electromagnetic coil 156.

Next, the operation of this embodiment will be described.

When the ignition switch 106 is operated to start the engine 12, the switch 112 of the relay 108 is closed. As a result, a voltage is applied to the power supply terminal of the control circuit 100 and the control circuit 100 operates. Immediately after the engine 12 is started, the water temperature is low and the output signal of the water temperature control area determination circuit 144 is at high level. Further, since the engine speed is the idling speed in the warmed-up state of the engine, the output signal of the engine speed control range determination circuit 136 is also at high level. When the blower switch 118 is turned on in this state, the exciting coil 116 of the relay 114 is excited and the contact 122A of the switch 122 and the contact 122A
The blower motor 56 operates by being connected to 122C. Also,
The output signal of the NOT circuit 142 becomes high level. Further, when the heater switch 50 is turned on, all three input signals of the AND circuit 138 become high level, so that the output signal of the AND circuit 138 becomes high level. As a result, the collector of the transistor 146 and the emitter are conducted, the exciting coil 152 of the relay 150 is excited, and the switch 154 is closed. As a result, the electromagnetic coil 84 of the electromagnetic clutch 78 is energized to operate, the driving force is transmitted to the auxiliary heating device 34, the rotating shaft 64 rotates, and the viscous fluid 72 generates heat. At the same time, the electromagnetic coil
44 is actuated and the three-way valve 38 is switched to the second state in which the pipe 36 and the pipe 42 are in communication. Therefore, the cooling water which has passed through the inside of the auxiliary heating device 34 and is heated is guided inside the heater core 46. Therefore, good heating performance can be obtained even when the engine 12 is warm. Further, since the valve 158 is opened so that the electromagnetic coil 156 operates and the idle speed of the engine 12 increases, even if a load is applied to the engine 12 by operating the auxiliary heating device 34, the idle speed is increased. There will be no inconvenience such as an extreme decrease or the engine 12 stopping.

When the temperature of the cooling water rises above the predetermined temperature T, the output signal of the water temperature control area determination circuit 144 becomes low level, and the AND circuit
Since the output signal of 138 becomes low level, the exciting coil 152 of the relay 150 is no longer excited, the transmission of the driving force to the auxiliary heating device 34 is stopped, and the three-way valve 38 is connected to the pipe 40 and the pipe.
42 is switched to the first state where it communicates with 42. As a result, the cooling water that has been heated by passing through the water jacket of the engine body 18 is guided inside the heater core 46 without passing through the auxiliary heating device 34. For this reason, the engine body
The heat generated inside 18 can be effectively guided into the heater core 46. Further, since the transmission of the driving force to the auxiliary heating device 34 is stopped, the auxiliary heating device 34 does not become a load on the engine 12 when the auxiliary heating device 34 is not used.

Further, when the rotation speed of the engine 12 increases and becomes equal to or higher than the predetermined rotation speed N, the output signal of the engine rotation control range determination circuit 136 becomes a low level, so that the driving force is transmitted to the auxiliary heating device 34 as described above. The pipe 40 and the pipe 42 are communicated with each other while being stopped.

As described above, in this embodiment, the driving force is transmitted to the auxiliary heating device 34 while the cooling water temperature is low, and the cooling water passing through the inside of the auxiliary heating device 34 is guided to the heater core 46. Good heating performance can be obtained in the warm air state of

Further, after the temperature of the cooling water becomes high, the cooling water heated in the engine body 18 is guided to the heater core 46 without passing through the auxiliary heating device 34, so that the cooling water is supplied to the auxiliary heating device 34. It is not cooled and heating performance does not deteriorate.

Further, when the cooling water heated in the engine body 18 is guided to the heater core 46, the transmission of the driving force to the auxiliary heating device 34 is stopped, so that part of the driving force of the engine 12 is generated by the auxiliary heating device 34. The fuel consumption of the engine is good without being converted into heat and being dissipated wastefully.

Further, when the engine speed is equal to or higher than the predetermined value N, the auxiliary heating device 34
Since the transmission of driving force to the engine is stopped,
12 acceleration performance improves.

In this embodiment, the temperature of the cooling water and the number of revolutions of the engine are detected as the operating state of the engine, but the present invention is not limited to this.
It is also possible to detect the amount of air taken into 14 and the engine speed, calculate the load amount of the engine 12, and control the three-way valve 38 and the electromagnetic clutch 78 according to this load amount.

[Effect of device]

As described above, in the present invention, one of the first state in which the cooling water that has passed through the engine is guided to the heater core and the second state in which the cooling water that has passed through the engine is guided to the heater core via the auxiliary heating device. A three-way valve that can be switched to is installed in the middle of the pipe, and the three-way valve and the transmission means are controlled in synchronization in accordance with the operating state of the engine, so good heating performance can be obtained even when the auxiliary heating device is not used. It is possible to obtain an excellent effect.

[Brief description of drawings]

FIG. 1 is a schematic configuration diagram of a vehicle heating system and an engine according to this embodiment, FIG. 2 is a sectional view of an auxiliary heating system, and FIG. 3 is a circuit diagram around a control circuit. 10 …… Vehicle heating system, 12 …… Engine, 34 …… Auxiliary heating system, 38 …… Three-way valve, 46 …… Heater core, 78 …… Electromagnetic clutch, 100 …… Control circuit, 134 …… Water temperature sensor.

Claims (1)

[Scope of utility model registration request] 1. A heating device for a vehicle, which guides cooling water that has passed through an engine to a heater core through a pipe to heat the interior of a vehicle, wherein heat generated by stirring viscous fluid by a driving force of the engine. Auxiliary heating device that heats the cooling water passing through the inside, transmission means that transmits the driving force of the engine to the auxiliary heating device or stops the transmission of the driving force, and the engine that is provided in the middle of the pipe and passes through the engine. A three-way valve that can be switched between a first state in which the cooling water is guided to the heater core and a second state in which the cooling water that has passed through the engine is guided to the heater core through the auxiliary heating device, and the operation of the engine. The operating state detecting means for detecting the state and the three-way valve and the transmitting means are synchronized and controlled according to the operating state of the engine detected by the operating state detecting means. Vehicle heating apparatus and control means for, further comprising a said.