JPH08183324A - Engine warming device for vehicle - Google Patents

Abstract

PURPOSE: To provide a regenerative heating and warming device for an automobile capable of providing a sufficient engine warming effect and an immediate heating effect in a car room immediately after starting an engine by way of forcibly regenerating and insulating high temperature cooling water at the time when the engine stops. CONSTITUTION: In the case when cooling water temperature in an engine 4 detected by a cooling water temperature sensor 56 rises up to 100 deg.C or more after delay time for two minutes passes when the engine 4 stops, cooling water which becomes higher than normal control water temperature of 85 deg.C by remaining heat of the engine 4 is forcibly taken in a heat insulating tank 27 and replaced with cooling water temperature of which is lowered in the heat insulating tank 27 by way of switching on a water pump 25 and switching over to a first cooling water channel by actuating a flow rate control valve 26. Consequently, even if the engine 4 is started after 24 hours pass at outside air temperature of 0 deg.C, cooling water temperature in the heat insulating tank 27 only goes down to 92 deg.C.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle in which a high-temperature cooling water stored in a heat-retaining tank in the middle of a cooling water circuit of an engine is used to quickly heat a vehicle compartment or warm up an engine. The present invention relates to an engine warm-up device.

[0002]

2. Description of the Related Art Conventionally, a cooling water circuit for cooling the cooling water of a water-cooled engine is provided with a hot water heater for exchanging heat between the engine cooling water and air, and the air heated by this hot water heater is supplied to a vehicle. 2. Description of the Related Art A vehicle heating device that heats a vehicle interior by blowing air into the room is known. In such a vehicle heating device that uses the cooling water of the engine as a heat source for heating, there has been a problem that a sufficient heating effect cannot be obtained when the cooling water temperature is low immediately after the engine is started in winter or the like.

Therefore, for the purpose of solving the above-mentioned problems, Japanese Patent Application Laid-Open No. 2-120119 and Japanese Patent Application Laid-Open No. 2-201212.
According to Japanese Patent Laid-Open Publication No. 0-202, a heat retaining tank for storing high temperature engine cooling water is connected to a cooling water circuit, and immediately after the engine is started, the high temperature cooling water kept in the heat retaining tank is supplied to a hot water heater and an engine. Then, a heat storage type heating device for a vehicle (hereinafter referred to as a conventional technique) is proposed, which is capable of performing prompt heating and engine warming up of a vehicle interior.

[0004]

However, in the prior art, when the temperature of the cooling water becomes high due to the load of the engine during normal traveling, the thermostat in the cooling water circuit opens to circulate the cooling water in the radiator. Since the temperature of the cooling water is controlled to be maintained at a constant temperature (for example, 85 ° C.) by radiating the heat, the temperature of the cooling water capable of accumulating heat in the heat retaining tank is about 85 °.

Since the heat retaining capacity of the heat retaining tank is also limited, if the cooling water of the engine is stored at 85 ° C., it will drop to about 78 ° C. after 24 hours when the outside air temperature is 0 ° C. The temperature of the air blown into the passenger compartment immediately after the next engine start is around 45 ° C, and it is hard to say that it is warm when the outside air temperature is low. Met.

An object of the invention described in claims 1 and 2 is to provide a vehicle engine in which a high temperature cooling water is forcibly heat-retained when the engine is stopped and a sufficient engine warm-up effect is obtained immediately after the engine is started. To provide a warm-up device. The object of the invention described in claim 3 and claim 4 is to forcibly retain the heat of the high-temperature cooling water while the engine is operating,
An object of the present invention is to provide an engine warm-up device for a vehicle, which can obtain a sufficient engine warm-up effect immediately after starting the engine.

It is an object of the present invention to provide an engine warm-up device for a vehicle, which can warm up oil immediately after starting the engine to further improve the engine warm-up effect. An object of the invention according to claim 6 is to provide a vehicle engine warm-up device capable of warming up the intake air at the time of engine start-up to further improve the engine warm-up effect. It is an object of the invention as set forth in claim 7 to provide an engine warm-up device for a vehicle capable of obtaining a sufficient immediate heating effect in the vehicle compartment immediately after the engine is started.

[0008]

According to a first aspect of the present invention, a water-cooled engine mounted on a vehicle, a heat-retaining tank for retaining the cooling water of the engine that has flowed into the engine, and an outflow from the engine. A cooling water circuit that circulates cooling water to the engine through the heat retaining tank; and a water pump that generates a circulating flow of cooling water in the cooling water circuit,
A technical means having an engine stop detecting means for detecting the stop of the engine, and a control device for activating the water pump when the engine stop detecting means detects the stop of the engine is adopted. According to a second aspect of the present invention, in addition to the vehicle engine warm-up device according to the first aspect, the control device has a cooling water temperature detecting means for detecting a temperature of cooling water in the engine, Only when the temperature of the cooling water in the engine detected by the cooling water temperature detecting means rises above a set temperature higher than the normal control water temperature,
It is characterized in that the water pump is operated.

According to a third aspect of the present invention, a water-cooled engine mounted on a vehicle, a heat retaining tank for retaining the cooling water of the engine that has flowed into the engine, and cooling water flowing out of the engine for the heat retaining tank. A cooling water circuit having a path switching means for switching between a first cooling water path that circulates to the engine via the first cooling water path and a second cooling water path that circulates the cooling water flowing out of the engine to the engine by bypassing the heat retaining tank. A water pump for generating a circulating flow of cooling water in the cooling water circuit, and an engine load detection means for detecting the load of the engine, and the load of the engine detected by the engine load detection means is a high load. And a control device for operating the water pump and controlling the path switching means so as to switch to the first cooling water path. It was adopted surgical means. According to a fourth aspect of the present invention, in addition to the vehicle engine warm-up device according to the third aspect, the engine load detecting means is a cooling water temperature detecting means for detecting a temperature of cooling water in the engine. The control device operates the water pump when the temperature of the cooling water in the engine detected by the cooling water temperature detecting means rises above a set temperature higher than the normal control water temperature, and the first cooling It is characterized in that the path switching means is controlled so as to switch to a water path.

According to a fifth aspect of the present invention, in addition to the vehicle engine warm-up device according to any one of the first to fourth aspects, the cooling water circuit is mounted on the downstream side of the heat retaining tank. An oil cooler for exchanging heat between the oil for lubricating the device or the oil for operating the vehicle-mounted device and the cooling water for the engine is connected. According to a sixth aspect of the present invention, in addition to the vehicle engine warm-up device according to any of the first to fifth aspects, the cooling water circuit is sucked into the engine downstream of the heat retaining tank. An intake heat exchanger for exchanging heat between the intake air and the engine cooling water is connected. The invention according to claim 7 is the invention according to claim 1 to claim 6.
In addition to the vehicle engine warm-up device according to any one of
The cooling water circuit is characterized in that a hot water heater for heat exchange between the air blown into the passenger compartment and the cooling water of the engine is connected downstream of the heat retaining tank.

[0011]

According to the invention described in claim 1, the electric pump operates when the stop of the water-cooled engine is detected by the engine stop detecting means, so that the cooling water is supplied into the cooling water circuit. Circulating flow occurs. At this time, the cooling water in the engine becomes hot due to the residual heat of the engine. By forcibly flowing the high-temperature cooling water into the heat-retaining tank, the high-temperature cooling water retains heat in the heat-retaining tank.

Then, when the engine is started, the water pump is actuated to generate a circulating flow of cooling water in the cooling water circuit. At this time, the high temperature cooling water kept warm in the heat keeping tank flows into the engine to warm up the engine. For this reason, the warm-up property of the engine is improved, so that the temperature of each part of the engine is easily increased to an appropriate temperature.

According to the third aspect of the invention, when the load of the engine enters the high load region, the amount of exhaust heat of the engine increases, so that the temperature of the cooling water in the engine increases. Therefore, when the load of the engine detected by the engine load detection means becomes high, the electric pump operates and the cooling water circuit is switched from the second cooling water path to the first cooling water path. As a result, the high-temperature cooling water is forced to flow into the heat-retaining tank due to the high load on the engine, so that the high-temperature cooling water retains heat in the heat-retaining tank. Therefore, it is possible to take in the cooling water, which has become hot when the vehicle is running, into the heat retaining tank.

According to the fifth aspect of the invention, immediately after the engine is started, the high-temperature cooling water that has retained heat in the heat retaining tank is supplied into the oil cooler. For this reason, oil such as lubricating oil and hydraulic oil exchanges heat with high-temperature cooling water in the oil cooler, so that the temperature of the oil quickly rises to an appropriate temperature, and friction loss of the oil is suppressed and the temperature of the vehicle-mounted device is reduced. Also quickly raises the temperature to the appropriate temperature at which the in-vehicle device operates efficiently.

According to the sixth aspect of the present invention, immediately after the engine is started, the high temperature cooling water having the heat stored therein is supplied to the intake heat exchanger. Therefore, the intake air is rapidly heated by the heat exchange between the intake air sucked into the engine and the high-temperature cooling water in the intake heat exchanger, and the volatility of the fuel is increased. Improved driving performance, improved fuel economy,
Exhaust gas becomes clean.

According to the invention described in claim 7, when the engine is started, the water pump is operated,
A circulating flow of cooling water occurs in the cooling water circuit. At this time,
The high-temperature cooling water kept warm in the heat-retaining tank is supplied to the heat exchanger, and the heat exchanger heats the air passing through the duct to heat the room. At this time, the higher the temperature of the cooling water is, the more the air passing through the duct is heated, so that the vehicle interior is immediately heated. As a result, sufficient heating feeling can be obtained even immediately after the engine is started.

[0017]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Next, an explanation will be given based on an embodiment in which the vehicle engine warm-up system of the present invention is applied to a heat storage type warm-up system for automobiles.

[Structure of First Embodiment] FIGS. 1 to 9 show a first embodiment of the present invention. FIG. 1 is a view showing the overall structure of a heat storage type heating and warming system for an automobile. 2 to 4 are views showing the main part thereof.

A heat storage heating and warming system 1 for a vehicle is a vehicle for cooling a duct 2 of an air conditioner mounted on the vehicle, a blower 3 arranged upstream of the duct 2, and a water-cooled engine 4. It is composed of an engine cooling device 5 and the like.

The inside / outside air switching door 1 is provided on the upstream side of the duct 2.
1 is rotatably attached. The inside / outside air switching door 11 switches between an outside air introduction mode for introducing outside air (outside air) from the outside air inlet 12 and an inside air circulation mode for introducing inside air (inside air) from the inside air inlet 13 into the outside air switching means. Is.

A differential door 14, a foot door 15 and the like are rotatably attached to the downstream side of the duct 2.
The differential door 14 is an outlet mode switching unit that opens and closes a differential outlet 16 that blows air to the inner surface of the windshield of an automobile to defrost and defrost the windshield.
The foot door 15 is an outlet mode switching unit that opens and closes the foot outlet 17 that mainly blows warm air to the feet of the occupant. The blower 3 is rotationally driven by the blower motor 18 to generate an airflow toward the passenger compartment.

As shown in FIGS. 1 to 5, the automobile engine cooling device 5 includes a cooling water circuit 6 in which the cooling water of the engine 4 circulates, a control device 7 for controlling electric equipment mounted on the automobile, and the like. It consists of Cooling water circuit 6
Is the engine 4, radiator 21, thermostat 2
2, a heater core 23, water pumps 24 and 25, a flow rate control valve 26, a heat retaining tank 27, and the like.

The engine 4, which is a water-cooled gasoline engine or a water-cooled diesel engine, is arranged in the engine room of the automobile and has a water jacket 3 formed between the cylinder block and the cylinder head.
Cooling water is forcibly circulated in 0 to cool each part of the engine 4 to a proper temperature for efficient operation. Engine 4
An air cleaner 32 for purifying intake air (intake air) is attached to the intake pipe 31. In addition, the automatic transmission 33 is connected to the output shaft of the engine 4 via a torque converter.
Are drivingly connected. Further, a cooling fan 34 that sends cooling air to the radiator 21 is drivingly connected to the output shaft of the engine 4.

The radiator 21 is a radiator (heat exchanger) that radiates heat from the cooling water into the air. The radiator 21 is arranged in a place where the running wind is easily received in the engine room of the automobile. Cooling water cooling means for cooling the cooling water by exchanging heat between the air passing between the tubes and the cooling water flowing in the tubes by the cooling air of 34 and 35.

The cooling fan 35 is an electric fan that is rotationally driven by a fan motor 36. As shown in FIG. 5, the fan motor 36 rotates by receiving electric power from an alternator 8 as a generator mounted on a vehicle or a battery 9 charged by electric power generated by the alternator 8.

The thermostat 22 is an automatic adjustment valve for the cooling water temperature, the cooling water is attached to the heat radiation passage 37 passing through the radiator 21, and the cooling water temperature is set to a set temperature (for example, 85).
When the temperature is lower than (° C.), the engine 4 is quickly closed to a proper temperature through a bypass passage 38 that is fully closed to bypass the radiator 21 to bypass the cooling water.

The heater core 23 is the hot water heater of the present invention and is a radiator (heat exchanger) that radiates heat into the air passing through the duct 2. The heater core 23 is attached to the heater flow path 39, and is an air heating means for heating the air by heating the air by exchanging heat between the air flowing into the vehicle interior and the cooling water flowing inside.

The water pump 24 is attached to the engine 4 and is attached to the inlet of the engine 4. The water pump 24 is rotationally driven by the engine 4 as a driving means via a transmission member (not shown) such as a belt, so that the cooling water flowing out from the radiator 21 and the heater core 23 is cooled by the water jacket 30 of the engine 4. First water pump for forced circulation inside,
It is a first circulation flow generating means.

The water pump 25 has an electric motor 40.
These are an electric pump, a second water pump, and a second circulating flow generating means for forcibly circulating the cooling water flowing out of the water jacket 30 of the engine 4 into the heat retaining tank 27 by being rotationally driven by (see FIG. 5). The performance of this water pump 25 is that the discharge flow rate is, for example, 2 liters /
Minutes. As shown in FIG. 5, the electric motor 40 is a drive unit that receives electric power from the alternator 8 or the battery 9 and rotates.

The flow control valve 26 is the path switching means of the present invention, and is the rotor 4 having a substantially T-shaped cooling water passage 41.
2 and a rotary valve including a servo motor 43 (see FIG. 5) that determines the rotational position of the rotor 42 according to the rotation angle. As shown in FIG. 5, the servo motor 43 is a drive unit (actuator) that rotates by receiving electric power from the alternator 8 or the battery 9.

The flow rate control valve 26 is a switching valve for switching the first to third cooling water paths in accordance with the rotational position of the rotor 42, and controls the flow rate of the cooling water flowing into the heater core 23 and the heat retaining tank 27. . As shown in FIG. 2, the first cooling water path is an immediate heating / warming path in which the cooling water flowing out from the engine 4 is circulated in the order of the water pump 25, the heat retention tank 27 + the heater core 23, and the water jacket 30. As shown in FIG. 3, the second cooling water path is a normal heating path for circulating the cooling water flowing out from the engine 4 in the order of the water pump 25, the heater core 23, and the water jacket 30.

The third cooling water path is, as shown in FIG.
Cooling water flowing out from the engine 4 is supplied to the water pump 25.
It is a heat storage heating path which is circulated in the order of the heat retaining tank 27, the heater core 23, and the water jacket 30. Note that the flow rate control valve 26 is held in a rotational position that shuts off the heater flow path 39 when heating the vehicle interior is not required.

The heat insulating tank 27 is a thermos container, which is surrounded by a heat insulating material 44 that insulates the inside from the outside and is capable of keeping the cooling water stored inside for a long time.
For example, when the outside air temperature is 0 ° C., the cooling water having a cooling water temperature of 85 ° C. has a heat retaining ability up to about 78 ° C. after 24 hours. Further, for example, when the outside air temperature is 0 ° C., the cooling water having a cooling water temperature of 100 ° C. has a heat retaining ability up to about 92 ° C. after 24 hours.

An inlet pipe 45 for flowing cooling water into the inside and an outlet pipe 46 for discharging the cooling water inside to the heater core 23 side (downstream side) are connected to the heat retaining tank 27. The inlet pipe 45 is connected between the water pump 25 and the flow control valve 26, and the outlet pipe 46 is connected to the flow control valve 26. A heat storage material such as a latent heat type paraffin wax may be inserted in the heat retention tank 27.

Next, the control device 7 will be described with reference to FIGS.
It will be explained based on. The control device 7 includes a central processing unit (hereinafter referred to as CPU) 51, a ROM 52, and a RAM 53.
Etc., which are well known in themselves, are connected so that the battery 9 supplies power even if the ignition switch 54 is turned off. Ignition switch 5
Reference numeral 4 denotes engine stop detection means of the present invention, which is a switch for starting and stopping the engine 4.

The CPU 51 outputs the input signal etc. to the RO
Based on the control program stored in M52, the fan motor 36 of the cooling fan 35, the electric motor 40 of the water pump 25, and the servo motor 43 of the flow control valve 26.
Energization control. The ROM 52 is a memory that does not lose its memory even when the ignition switch 54 is turned off. R
The AM 53 is a memory whose memory disappears when the ignition switch 54 is turned off.

A heating switch 55, cooling water temperature sensors 56 and 57, and a potentiometer 58 are connected to the CPU 51. The heating switch 55 is a heating operation command unit that controls the heating operation and stops the heating operation. The cooling water temperature sensor 56 is the engine load detecting means and the cooling water temperature detecting means of the present invention, and is the water jacket 3 of the engine 4.
It is a thermistor that detects the cooling water temperature within zero. As the engine load detecting means, a sensor or a control circuit for detecting the temperature of the engine block of the engine 4, the engine load obtained from the engine speed and the throttle opening, and the like may be used.

The cooling water temperature sensor 57 is a thermistor (cooling water temperature detecting means) for detecting the cooling water temperature circulating in the cooling water circuit 6. An engine temperature sensor (engine temperature detecting means) that detects the temperature of the engine block may be used instead of the cooling water temperature sensor 57. The potentiometer 58 is a rotational position detection unit that detects the rotational position of the rotor 42 of the flow control valve 26.

Next, FIGS. 6 and 7 are flow charts showing the control of replacing the cooling water in the heat retaining tank 27 by the controller 7. The flowcharts of FIGS. 6 and 7 start when the ignition switch 54 is turned on.

First, it is determined whether the engine 4 has stopped. For example, it is determined whether or not the ignition switch 54 is turned off (step S1). This step S1
If the determination result of No is No, the cooling water temperature Tw1 in the water jacket 30 of the engine 4 detected by the cooling water temperature sensor 56 is read (step S2).

Next, it is judged whether or not the cooling water temperature Tw1 in the engine 4 has risen above a set temperature (boiling temperature) Tset (eg 100 ° C.) which is higher than the normal control water temperature (eg 85 ° C.) ( Step S3). This step S
When the determination result of No. 3 is No, the servomotor 43 of the flow control valve 26 is energized so as to be in the second cooling water path (step S4), and the energization of the electric motor 40 of the water pump 25 is stopped (OFF). Then (step S5), the process proceeds to normal water temperature control (step S6). Then return.

If the result of the determination in step S3 is Yes, the flow rate control valve 26 is set so that the first cooling water path is established.
The servo motor 43 is energized (step S7), and the electric motor 40 of the water pump 25 is energized (turned on) (step S8). Next, it is determined whether or not a predetermined time (for example, 1 minute) has elapsed since the water pump 25 was started (step S9). The determination result of this step S9 is N
In the case of o, the process of step S2 is performed. If the determination result of step S9 is Yes, step S4
Process.

If the result of the determination in step S1 is Yes, that is, as shown in FIG. 7, that is, if the ignition switch 54 is turned off and the engine 4 is stopped, the cooling water due to the residual heat of the engine 4 is used. It is determined whether or not a waiting time (for example, 2 minutes) for waiting for the temperature rise has been reached (step S10). If the determination result of step S10 is No, the process of step S10 is performed. Also,
If the determination result in step S10 is Yes, the cooling water temperature Tw1 in the water jacket 30 of the engine 4 detected by the cooling water temperature sensor 56 is read (step S1).
1).

Next, the cooling water temperature Tw1 in the engine 4 is higher than the normal control water temperature (for example, 85 ° C.), the set temperature Ts.
It is determined whether or not the temperature is higher than et (for example, 100 ° C.) (step S12). If the determination result of step S12 is No, the arithmetic processing is ended (end). If the determination result in step S12 is Yes, the servomotor 43 of the flow control valve 26 is energized so that the first cooling water path is established (step S13), and the electric motor 40 of the water pump 25 is energized (turned on). ) (Step S14).

Next, it is determined whether or not a predetermined time (for example, 1 minute) has elapsed since the water pump 25 was started (step S15). If the determination result of step S15 is Yes, the process of step S18 is performed. If the result of the determination in step S15 is No, the cooling water temperature Tw1 in the water jacket 30 of the engine 4 detected by the cooling water temperature sensor 56 is read (step S1).
6).

Next, the cooling water temperature Tw1 in the engine 4 is higher than the normal control water temperature (for example, 85 ° C.), the set temperature Ts.
It is determined whether or not the temperature is higher than et (for example, 100 ° C.) (step S17). If the determination result of step S17 is Yes, the process of step S15 is performed. If the determination result in step S17 is No, the energization of the servo motor 43 of the flow control valve 26 and the electric motor 40 of the water pump 25 is stopped (turned off) (step S18). After that, the arithmetic processing is ended.

Next, FIG. 8 is a flow chart showing the immediate effect engine warm-up and the immediate effect heating control by the control device 7. The flowchart of FIG. 8 starts when the ignition switch 54 is turned on. First, engine 4
It is determined whether or not a predetermined time (for example, 5 minutes) has elapsed since the start of (step S21). This step S2
When the determination result of 1 is Yes, the process proceeds to normal water temperature control (step S22). Then return. If the result of the determination in step S21 is No, the cooling water temperature Tw1 in the water jacket 30 of the engine 4 detected by the cooling water temperature sensor 56 is read (step S2).
3).

Next, it is judged whether or not the cooling water temperature Tw1 in the engine 4 has dropped below the set temperature Tset (for example, 40 ° C.) (step S24). This step S2
If the determination result of 4 is No, the process of step S22 is performed. If the determination result of step S24 is Yes, the servomotor 43 of the flow control valve 26 is energized so that the first cooling water path is established (step S25), and the electric motor 40 of the water pump 25 is energized (turned on). ) (Step S26).

Next, it is determined whether or not a predetermined time (for example, 2 minutes) has passed since the water pump 25 was started (step S27). If the determination result of step S27 is No, the process of step S25 is performed. Also,
If the determination result of step S27 is Yes, the servo motor 4 of the flow control valve 26 is set so as to be the second cooling water path.
3 is energized (step S28), and energization of the electric motor 40 of the water pump 25 is stopped (turned off) (step S2).
9), the process of step S22 is performed.

[Operation of First Embodiment] Next, the operation of the heat storage type heating and warming system 1 for an automobile of this embodiment will be described with reference to FIGS.
A brief description will be given based on. Here, FIG. 9 shows the engine 4.
5 is a time chart showing changes in the cooling water temperature in the water jacket 30 of FIG.

A) During normal water temperature control (normal heating control) When the ignition switch 54 is turned on, the operation of the engine 4 is started (t0 in the graph of FIG. 9).
As a result, the water pump 24 is rotationally driven to generate a circulating flow of cooling water in the cooling water circuit 6, as shown in FIG. At this time, if the temperature of the cooling water circulating in the cooling water circuit 6 is lower than the set temperature (for example, 85 ° C.), the thermostat 22 is still fully closed, so that the cooling water flowing out from the engine 4 is cooled by the radiator. Two
1 through the bypass flow path 38 to bypass the engine 4
The temperature of the cooling water in the water jacket 30 rises as the temperature of each part of the engine 4 rises (t0 → t1 in the graph of FIG. 9).

After that, when the temperature of the cooling water circulating in the cooling water circuit 6 rises above the normal control water temperature (for example, 85 ° C.), the thermostat 22 starts to open the heat radiation passage 37, and the cooling water temperature reaches the set temperature (for example, 95 ° C.). The temperature of the radiator 2 is increased by fully opening the heat radiation passage 37 when the temperature rises above
1, the cooling water is cooled by the cooling air, and the cooling water circuit 6
The temperature of the cooling water circulating inside is the normal control water temperature (for example, 85
C.) (t1.fwdarw.t2 in the graph of FIG. 9).

When the cooling water temperature detected by the cooling water temperature sensor 57 rises above the set temperature (for example, 90 ° C. to 95 ° C.), the fan motor 36 is energized (turned on) to operate the cooling fan 35. Then, the cooling effect of the cooling water in the radiator 21 is enhanced, and the temperature of the cooling water circulating in the cooling water circuit 6 is lowered to the normal control water temperature (for example, 85 ° C.).

B) When the cooling water replacement control is performed while the vehicle is running It is known that the cooling water temperature of the engine 4 fluctuates according to the load fluctuation of the engine 4 during the normal driving. Especially when the engine load becomes high, the temperature of the cooling water in the water jacket 30 of the engine 4 becomes 95 ° C.
The temperature rises to about 110 ° C.

For this reason, when the temperature of the control water becomes higher than the normal control water temperature (for example, 85 ° C.) while the vehicle is running, if the cooling water in the heat retaining tank 27 is replaced, the higher temperature cooling water will be supplied at the next engine start. It can be used as a heat source for engine warm-up and room heating.

Therefore, in this embodiment, when the vehicle is running, the cooling water temperature Tw1 in the water jacket 30 of the engine 4 detected by the cooling water temperature sensor 56 is set higher than the normal control water temperature (for example, 85 ° C.). When the temperature rises above 100 ° C. (for example, 100 ° C.), as shown in FIG. 2, the flow control valve 26 switches the cooling water circuit 6 to the first cooling water path to operate the water pump 25. Thus, the cooling water having a temperature higher than the normal control water temperature is forcibly taken into the heat retention tank 27.

Since the cooling water stored in the heat retaining tank 27 before is pushed out by the new high temperature cooling water, the cooling water in the heat retaining tank 27 is replaced. After the replacement of the cooling water is completed, as shown in FIG. 3, the flow rate control valve 26 switches the cooling water circuit 6 to the second cooling water path, so that the cooling water having a temperature higher than the normal control water temperature is obtained. Is stored in the heat retaining tank 27.

C) When the cooling water replacement control is performed after the engine is stopped, the ignition switch 54 is turned off, and the engine 4
When the engine stops, the cooling water in the water jacket 30 of the engine 4 rises by the rising temperature ΔTw (for example, 15 ° C.) after the standby time (t2 → t3 in the graph of FIG. 9: for example, 2 minutes) elapses due to the residual heat of the engine 4. Then, a high temperature of about 100 ° C. is reached. As described above, even when only the cooling water in the water jacket 30 having a temperature higher than the normal control water temperature is stopped when the engine 4 is stopped, as shown in FIG. Is switched to the first cooling water path, and the water pump 25 is operated so that the water is taken into the heat retention tank 27.

For this reason, the cooling water previously stored in the heat retaining tank 27 is pushed out by the new high-temperature cooling water during traveling and the operation of the engine 4, so that the cooling water in the heat retaining tank 27 is extruded. The water is replaced, and the cooling water having a temperature higher than the normal control water temperature is heat-retained in the heat-retaining tank 27.

D) In the case of immediate effect engine warm-up and immediate effect heating control By using the control methods of c) and d) above, the heat is retained in the heat retention tank 27 at a temperature higher than the normal control water temperature (about 100 ° C.), As shown in Table 1 below, due to the heat retaining performance of the heat retaining tank 27, for example, when the outside air temperature is 0 ° C.
Even if the temperature drops to about 90 ° C. 24 hours after the power is turned off, the first conventional example (hot water type heating device without a heat retaining tank) and the second conventional example (heat storage type heating device with a heat retaining tank) 2-120119 and Japanese Patent Laid-Open No. 2-120119.
The cooling water temperature can be maintained at a higher temperature than the technology described in JP120120).

[Table 1] Table 1 shows the cooling water temperature and the blowing temperature when the outside air temperature is 0 ° C.

Therefore, in cold weather such as winter (the outside temperature is 0
(When the temperature is ℃) immediately after the engine 4 is started, the flow control valve 2 is operated as shown in FIG.
When the cooling water circuit 6 is switched to the first cooling water path by 6, the high temperature (about 90 ° C.) cooling water kept warm in the heat retaining tank 27 is activated by the operation of the water pump 24. Will be supplied into the water jacket 30.

Therefore, the heating effect immediately after the engine 4 is started is about 53 ° C. at the blowing temperature of the air blown out from the foot outlet 17 of the duct 2, which is a satisfactory heating feeling. In addition, when the heating is not required, such as in the summer and the interim period, each part of the engine 4 is warmed up by using the high-temperature cooling water for the immediate effect warm-up of the engine 4, thereby improving the fuel efficiency. Can be obtained.

[Effects of the First Embodiment] As described above, the heat storage type heating and warming system 1 for an automobile uses only the cooling water having a temperature higher than the normal control water temperature due to an increase in engine load or residual heat of the engine 4. Is stored in the heat retaining tank 27. Therefore, even in a cold region where the outside air temperature is 0 ° C. or less, immediately after the engine 4 is started, the cooling water having a temperature higher than the normal control water temperature is supplied to the heater core 23, so that the air blown from the duct 2 into the vehicle compartment is discharged. Since the blow-out temperature of can be increased, the immediate heating effect in the vehicle interior can be improved.

Even immediately after the engine 4 is started,
Since each part of the engine 4 is warmed up by the high-temperature cooling water, the warming-up property of the engine 4 is further improved, so that the temperature of each part of the engine 4 is quickly raised to an appropriate temperature. As a result, heat loss and friction loss (friction loss) in each part of the engine 4 are reduced, and the volatility of fuel such as gasoline is increased, so that the engine 4 is particularly cold during the winter season.
It is possible to improve the driving performance of the vehicle immediately after the start and the warm-up performance of the engine 4. Therefore, fuel consumption is further improved and exhaust gas is cleaner.

[Second Embodiment] FIGS. 10 and 11 show a second embodiment of the present invention, and FIG. 10 is a view showing a control device of a heat storage type heating and warming system for automobiles. In this embodiment, the cooling water temperature sensor 56 is omitted. Then, the control device 7 controls the water jacket 3 of the engine 4.
A timer (time measuring means) 59 for measuring a control time tg (for example, 1 minute to 3 minutes) capable of flowing into the heat retaining tank 27 by an amount corresponding to the capacity of 0 is built in.

Next, FIG. 11 is a flow chart showing the replacement control of the cooling water in the heat retaining tank 27 by the control device 7. The flowchart of FIG. 11 starts when the ignition switch 54 is turned on.

First, it is determined whether the engine 4 has stopped. For example, it is determined whether or not the ignition switch 54 is turned off (step S31). This step S
If the determination result of 31 is No, normal water temperature control is performed (step S32). Then return. Also,
When the result of the determination in step S31 is Yes, it is determined whether or not a waiting time (for example, 2 minutes) for waiting for the temperature of the cooling water to rise due to the residual heat of the engine 4 has elapsed (step S3).
3). If the determination result in step S33 is No, the process of step S33 is performed. Step S3
When the determination result of 3 is Yes, the servomotor 43 of the flow control valve 26 is energized so as to be in the first cooling water path (step S34), and the electric motor 40 of the water pump 25 is energized (ON) ( Step S35).

Next, it is determined whether or not a control time (for example, 1 minute to 3 minutes) has elapsed since the water pump 25 was started (step S36). If the determination result of step S36 is No, the process of step S36 is performed. If the determination result of step S36 is Yes, the energization of the servo motor 43 of the flow control valve 26 and the electric motor 40 of the water pump 25 is stopped (turned off) (step S37). After that, the arithmetic processing is ended.

In this embodiment, like the above control method, after the engine 4 is stopped, the cooling water having a temperature higher than that of the normal water temperature control is taken into the heat retaining tank 27 only by controlling the control time of the simple timer 59. Therefore, it is possible to reduce costs without using a sensor.

[Third Embodiment] FIGS. 12 and 13 show a third embodiment of the present invention, and FIG. 12 is a view showing a heat storage type heating and warming system for an automobile. In this example,
In addition to the cooling water temperature sensor 56, an outlet cooling water temperature sensor 60 is provided as a tank outlet temperature detecting means for detecting the cooling water temperature at the outlet of the heat retaining tank 27. A thermistor is used as the outlet cooling water temperature sensor 60.

Next, FIG. 13 is a flow chart showing the replacement control of the cooling water in the heat retaining tank 27 by the control device 7. The flowchart of FIG. 13 starts when the ignition switch 54 is turned on. The same processes as those in the flowchart of FIG.

After step S14, the outlet cooling water temperature sensor 60 detects the outlet cooling water temperature Tw of the heat retaining tank 27.
2 is read (step S41). Next, the insulation tank 2
The cooling water temperature Tw2 at the outlet of 7 is the normal control water temperature (for example, 85
Set temperature Tset (eg 100 ° C.) higher than
It is determined whether or not it has risen above (step S4).
2). If the determination result in step S42 is No, the process of step S41 is performed. Also, step S4
If the determination result of 2 is Yes, the process of step S18 is performed. When the cooling water temperature Tw2 at the outlet of the heat retaining tank 27 rises above the set temperature Tset (for example, 100 ° C.) after the engine 4 is stopped as in the above control method, the replacement of the cooling water in the heat retaining tank 27 is terminated. Is also good.

[Fourth Embodiment] FIGS. 14 to 16 show a fourth embodiment of the present invention, and FIG. 14 is a view showing a heat storage type heating and warming system for an automobile. In this example,
An oil cooler 61, an intake heat exchanger 62 and a flow control valve 63 are added to the cooling water circuit 6. Oil cooler 61
Is an ATF (automatic transmission fluid) having three functions of hydraulic oil for hydraulic control of the automatic transmission 33, lubricating oil for gears and bearings, power transmission medium for a power transmission device such as a torque converter, and each part of the engine 4. Is an oil temperature adjusting means for keeping the engine oil for lubricating the oil at an appropriate oil temperature. The oil cooler 61 is a heat exchanger that exchanges heat between the ATF and engine oil and the cooling water.

The intake heat exchanger 62 is an intake heating means provided near the air cleaner 32 of the intake pipe 31 of the engine 4 and heats the intake air sucked into the engine 4 by exchanging heat with the cooling water. The flow control valve 63 is a servo motor 64.
Driven by the flow rate adjusting means for adjusting the flow rate of the cooling water flowing through the heater flow path 39 having the heater core 23 and the flow rate of the cooling water flowing through the bypass flow path 65 having the oil cooler 61 and the intake heat exchanger 62. is there. The bypass flow passage 65 is the intake air heating flow passage 6 to which the intake heat exchanger 62 is attached when the cooling water temperature rises to the normal control water temperature.
6 is shut off by a shut-off valve (not shown), and the oil cooler 6
The cooling water flowing out of 1 directly flows into the engine 4.

In this embodiment, the cooling water having a temperature higher than the normal control water temperature is kept in the heat-retaining tank 27 not only during the cold season such as winter season but also during the summer season or the intermediate season when the engine load is high or after the engine 4 is stopped. By keeping the heat stored therein, the cooling water having a temperature higher than the normal control water temperature can be forcibly supplied to the oil cooler 61 and the intake heat exchanger 62 immediately after the engine 4 is started for the purpose of warming up.

Therefore, even immediately after the engine 4 is started, not only each part of the engine 4 but also the ATF, the engine oil, and the intake air of the engine 4 are warmed up by the cooling water having a temperature higher than the normal control water temperature. The engine 4 can be further warmed up, and the automatic transmission 33 can be warmed up.

[Experimental Results] A plurality of experiments investigating how the fuel efficiency improvement rate, the HC emission amount and the CO emission amount change immediately after the engine 4 is started by variously changing the cooling water temperature in the heat insulation tank 27. Will be described.

The first experiment was conducted 40 times after the engine 4 was started.
The fuel consumption improvement rate was calculated from the integrated value of the fuel consumption for 7 minutes when the vehicle was running at a constant distance (engine speed 1500 rpm) at km, and the experimental results are shown in the graph of FIG. FIG.
In the graph of 5, the cooling water temperature in the heat retention tank 27 is 0
The one with a temperature of ℃ is equivalent to the above-mentioned first conventional example (hot water type heating device without a heat retention tank), and the one with a cooling water temperature of 78 ° C is equivalent to the above-mentioned second conventional example (heat storage type heating device with a heat retention tank). To do. Further, the cooling water temperature in the heat retaining tank 27 of 92 ° C. corresponds to the above-described first embodiment and the present fourth embodiment.

As can be seen from the graph of FIG. 15, it can be seen that the fuel consumption reduction effect of the first embodiment (only when the engine 4 is warmed up) is improved over the second conventional example. Further, it can be seen that the fuel consumption reduction effect of the fourth embodiment (warm-up of engine 4, warm-up of ATF, warm-up of engine oil, warm-up of intake air) is improved over the second conventional example.

In the second and third experiments, after the engine 4 was started, the vehicle traveled on a steady road at 40 km (engine speed 1500 rpm).
m), the amount of emission of HC (unburned hydrocarbons that are partially unburned or partially oxidatively decomposed and discharged) and CO (fuel hydrocarbons The amount of carbon monoxide produced by complete combustion was investigated,
The experimental results are shown in the graph of FIG. In the graph of FIG. 16, the one in which the cooling water temperature in the heat retaining tank 27 is 0 ° C. corresponds to the above-described first conventional example (hot water type heating device without a heat retaining tank), and the one in which the cooling water temperature is 78 ° C. 2 Corresponds to the conventional example (heat storage type heating device with a heat retention tank).
Further, the cooling water temperature in the heat insulation tank 27 is 92 ° C. corresponds to the fourth embodiment of this time. As can be confirmed from the graph of FIG. 16, the exhaust gas of the fourth embodiment (engine 4 warm-up, ATF warm-up, engine oil warm-up, intake air warm-up) is different from the second conventional example. It can be seen that the purification effect is improved.

From the above first to third experimental results, in this embodiment, since the cooling water having a temperature higher than that of the normal water temperature control is heat-retained in the heat retaining tank 27, the cooling water having such a high temperature is kept. Is supplied to the engine 4, the oil cooler 61, and the intake heat exchanger 62 immediately after the engine 4 is started, it is considered that heat loss and friction loss (friction loss) of each part of the engine 4 and each part of the automatic transmission 33 are reduced. To be Moreover, it is considered that the volatility of the fuel such as gasoline is further increased by warming the intake air sucked into the engine 4 by the high-temperature cooling water. Therefore, the driving performance of the vehicle and the warming-up performance of the engine 4 immediately after the engine 4 is started particularly in the cold season such as winter are further improved, so that the fuel consumption reduction effect and the exhaust gas purification effect are improved as compared with the second conventional example. I can say.

[Modification] In the first to fourth embodiments, the heater core 23 is attached to the cooling water circuit 6, but the cooling water circuit 6
Alternatively, the heater core 23 may be removed. That is, the present invention may be applied only to the engine warm-up device. Fourth
In the embodiment, the heater core 23, the oil cooler 61, and the intake air heat exchanger 62 are mounted in parallel.
3, the oil cooler 61, and the intake heat exchanger 62 may be attached in series.

In the first to fourth embodiments, when the engine 4 is stopped or the engine load enters the high load region, the cooling water in the heat retaining tank 27 is replaced, but the heat storage switch (heat storage command means) is turned on. The cooling water in the cod heat retaining tank 27 may be replaced.

In the first to fourth embodiments, the engine warm-up and the immediate effect heating are performed when the cooling water temperature in the water jacket 30 of the engine 4 is higher than the set temperature. Has risen above the set temperature, the engine warm-up switch (engine warm-up command means),
When an instruction is given by the immediate heating switch (immediate heating command means), the engine warm-up operation or the immediate heating operation may be performed. A cooling water temperature sensor that detects the cooling water temperature in the heat retaining tank 27 may be provided.

In the first to fourth embodiments, only the heater core 23 is placed in the duct 2 to heat only the passenger compartment, but an evaporator is also placed in the duct 2 so that the passenger compartment can be cooled and dehumidified. You can

[Brief description of drawings]

FIG. 1 is a schematic diagram showing the overall structure of a first embodiment of the present invention.

FIG. 2 is a schematic diagram showing a main part of a first embodiment of the present invention.

FIG. 3 is a schematic diagram showing a main part of a first embodiment of the present invention.

FIG. 4 is a schematic diagram showing a main part of a first embodiment of the present invention.

FIG. 5 is a block diagram showing a control device of the first embodiment of the present invention.

FIG. 6 is a flowchart showing the operation of the control device of the first embodiment of the present invention.

FIG. 7 is a flow chart showing the operation of the control device of the first embodiment of the present invention.

FIG. 8 is a flowchart showing the operation of the control device of the first embodiment of the present invention.

FIG. 9 is a time chart showing changes in cooling water temperature in the engine of the first embodiment of the present invention.

FIG. 10 is a block diagram showing a control device of a second embodiment of the present invention.

FIG. 11 is a flowchart showing the operation of the control device of the second embodiment of the present invention.

FIG. 12 is a schematic diagram showing the overall structure of a third embodiment of the present invention.

FIG. 13 is a flow chart showing the operation of the control device of the third embodiment of the present invention.

FIG. 14 is a schematic diagram showing the overall structure of a fourth embodiment of the present invention.

FIG. 15 is a graph showing the first experimental result of the present invention.

FIG. 16 is a graph showing the second and third experimental results of the present invention.

[Explanation of symbols]

1 Heat storage heating and warming device for automobiles (engine warming device for vehicles) 2 Duct 3 Blower 4 Engine (onboard device) 5 Engine cooling device for automobiles 6 Cooling water circuit 7 Control device 23 Heater core (hot water heater) 24 Water pump 25 Water Pump 26 Flow Control Valve (Route Switching Means) 27 Heat Keeping Tank 33 Automatic Transmission (In-Vehicle Device) 54 Ignition Switch (Engine Stop Detecting Means) 56 Cooling Water Temperature Sensor (Engine Load Detecting Means, Cooling Water Temperature Detecting Means) 61 Oil Cooler 62 Intake air heat exchanger

Claims (7)

[Claims] 1. A water-cooled engine mounted on a vehicle; (b) a heat-retaining tank for keeping the cooling water of the engine flowing into the inside; (c) cooling water flowing out from the engine; A cooling water circuit that circulates to the engine through a heat insulation tank; (d) a water pump that generates a circulating flow of cooling water in the cooling water circuit; and (e) an engine stop detection means that detects stop of the engine. An engine warm-up device for a vehicle, comprising: a control device that operates the water pump when the engine stop detection means detects the stop of the engine. 2. The engine warm-up device for a vehicle according to claim 1, wherein the control device has a cooling water temperature detecting means for detecting a temperature of cooling water in the engine, and the cooling water temperature detecting means. The engine warm-up device for a vehicle, wherein the water pump is operated only when the temperature of the cooling water in the engine detected in step 3 rises above a set temperature higher than the normal control water temperature. 3. A water-cooled engine mounted on a vehicle; (b) a heat-retaining tank for keeping the cooling water of the engine flowing into the interior thereof; and (c) cooling water flowing out of the engine. Cooling water having path switching means for switching between a first cooling water path that circulates to the engine via a heat retention tank and a second cooling water path that circulates the cooling water flowing out of the engine to the engine by circumventing the heat insulation tank A circuit, (d) a water pump for generating a circulating flow of cooling water in the cooling water circuit, and (e) an engine load detecting means for detecting the load of the engine, which is detected by the engine load detecting means. A control device for operating the water pump and controlling the path switching means so as to switch to the first cooling water path when the load of the engine is high; A vehicle engine warm-up device equipped with. 4. The vehicle engine warm-up device according to claim 3, wherein the engine load detection means is cooling water temperature detection means for detecting the temperature of cooling water in the engine, and the control device is When the temperature of the cooling water in the engine detected by the cooling water temperature detecting means rises above a set temperature higher than the normal control water temperature, the water pump is operated and switched to the first cooling water path. An engine warm-up device for a vehicle, which controls the path switching means. 5. The vehicle engine warm-up device according to any one of claims 1 to 4, wherein the cooling water circuit is a lubricating oil for lubricating an in-vehicle device downstream of the heat-retaining tank or an in-vehicle device. An engine warm-up device for a vehicle, characterized in that an oil cooler for exchanging heat between oil such as hydraulic oil for operating the engine and cooling water for the engine is connected. 6. The vehicle engine warm-up device according to any one of claims 1 to 5, wherein the cooling water circuit is located downstream of the heat-retaining tank, and suction air is sucked into the engine and the engine. An engine warm-up device for a vehicle, to which an intake heat exchanger for exchanging heat with the cooling water of is connected. 7. The engine warm-up device for a vehicle according to claim 1, wherein the cooling water circuit is downstream of the heat-retaining tank and the air blown into the passenger compartment and the engine. An engine warm-up device for a vehicle, characterized in that a hot water heater for exchanging heat with the cooling water is connected.