JPH1035256A - Vehicular heater - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce the specific fuel consumption of an engine and thus improve its fuel economy by optimizing the used conditions of a viscous heater. SOLUTION: A viscous heater 9 and a front heater core on the downstream side thereof are provided in the cooling water circuit through which cooling water for cooling an engine circulates. If the outside-air temperature detected by an outside-air temperature sensor is lower than a set outside-air temperature, an electromagnetic coil 41 is made conductive to transmit the rotational power of the engine to a rotor 53 of the viscous heater 9. Upon which, shearing force acts on the viscous fluid in a heating chamber 50 to heat the cooling water circulating in cooling water passages 51 by the heat that the viscous fluid produces. If the outside-air temperature detected by the outside-air temperature sensor is higher than the set outside-air temperature, the electromagnetic coil 41 remains nonconducting and thus the rotational power of the engine is not transmitted to the rotor 53 of the viscous heater 9, to reduce load on the engine and on its V belt.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle heating system provided with a shear heating device for raising the temperature of cooling water for cooling a water-cooled engine.

[0002]

2. Description of the Related Art Conventionally, as a heating device for a vehicle, cooling water obtained by cooling a water-cooled engine is supplied to a heater core in a duct, and the air heated by passing through the heater core is sent into a vehicle interior. In general, a hot water heating device for a vehicle that heats a vehicle interior is generally used.

[0003] However, in the case of a vehicle such as a diesel engine vehicle or a lean burn engine vehicle that generates a small amount of heat of the engine and cannot sufficiently heat the cooling water for cooling the engine, the vehicle is supplied to the heater core. Since the temperature of the cooling water cannot be maintained at a predetermined cooling water temperature (for example, 80 ° C.), there is a problem that the heating capacity in the vehicle compartment is insufficient. For the purpose of solving the above-mentioned problems, Japanese Patent Application Laid-Open No. 6-92134 discloses a vehicle in which a shear heat generator for heating cooling water supplied from an engine to a heater core is provided in a cooling water circuit. Heating devices have been proposed.

Here, the shear heat generator transmits the rotational power of the engine to the shaft via a belt transmission mechanism and an electromagnetic clutch, provides a heat generating chamber in the case, and forms a cooling water passage on the outer periphery of the heat generating chamber. In addition, a rotor that rotates integrally with the shaft is disposed in the heat generating chamber, and a shear force is applied to a viscous fluid such as silicon oil sealed in the heat generating chamber by the rotation of the rotor to generate heat, thereby generating heat. Thus, the cooling water refluxing in the cooling water passage is heated.

[0005]

However, in a conventional vehicle heating apparatus having a shear heating device, when the cooling water temperature is equal to or lower than a set cooling water temperature, the electromagnetic clutch is turned on to transmit the rotational power of the engine to the shaft and the shaft. The electromagnetic clutch is turned on when the cooling water temperature is lower than the set cooling water temperature, even when the outside temperature is high and there is no need to heat the vehicle interior, such as when starting the engine in summer, because the transmission is made to the rotor. I do. For this reason, the rotational power (drive torque) of the engine is transmitted to the shaft and the rotor of the shear heating device,
A large load is applied to the engine and the belt transmission mechanism by the driving torque. For this reason, there is a problem that the fuel consumption rate of the engine increases and the running cost (fuel economy) deteriorates.

Therefore, it is conceivable to improve the fuel economy of the engine by lowering the value of the set cooling water temperature so as not to operate the shear heat generator too much. However, in such a case, the temperature of the cooling water supplied to the heater core cannot be maintained at the predetermined cooling water temperature, so that the heat radiation amount of the heater core decreases. Therefore, there is a problem that a sufficient heating capacity cannot be obtained when it is necessary to heat the vehicle interior.

[0007]

An object of the present invention is to provide a vehicle heating device which can prevent deterioration of fuel economy and obtain sufficient heating capacity by optimizing the use conditions of a shear heating device. The purpose is to:

[0008]

According to the first aspect of the present invention, when the physical quantity related to the air temperature outside the vehicle compartment is equal to or greater than the set value, the power transmission means is controlled to reduce the rotational power of the engine. Since the load is not transmitted to the rotor of the shear heat generator, the load on the engine is reduced, so that the fuel consumption rate of the engine is reduced and the fuel economy can be improved, and the startability of the engine can be improved.

According to the second aspect of the present invention, when the physical quantity related to the air temperature outside the vehicle compartment is smaller than the set value and the cooling water temperature detected by the cooling water temperature detecting means is equal to or lower than the set cooling water temperature, By controlling the transmission means to transmit the rotational power of the engine to the rotor of the shear heating device,
Due to the rotation of the rotor, a shear force acts on the viscous fluid in the heat generating chamber, and the viscous fluid generates heat. Thereby, the cooling water supplied from the engine to the heating heat exchanger is heated, so that a sufficient heating capacity can be obtained by increasing the heat radiation amount of the heating heat exchanger.

According to the third aspect of the present invention, when the physical quantity relating to the air temperature outside the vehicle compartment is equal to or more than the set value, the belt transmission means and the rotor of the shear heat generator are released by the clutch means. In addition, the rotational power of the engine is not transmitted to the rotor of the shear heating device. As a result, the load on the engine and the load on the power transmission means can be reduced, so that the fuel consumption rate of the engine is reduced and the fuel economy can be improved, and the startability of the engine can be improved.

[0011]

BEST MODE FOR CARRYING OUT THE INVENTION

[Configuration of First Embodiment] FIGS. 1 to 8 show a first embodiment of the present invention.
FIG. 1 is a view showing an overall structure of an air conditioner for a vehicle, and FIG. 2 is a view showing an engine and a belt transmission mechanism.

The vehicle air conditioner 1 includes a water-cooled diesel engine (hereinafter abbreviated as engine) E installed in an engine room of the vehicle, an air conditioner (hereinafter referred to as an air conditioner) 2 for air-conditioning the vehicle interior, and a vehicle interior. A rear heater device 3 for heating the rear side of the vehicle, a shear heating device 4 for heating the cooling water for cooling the engine E, an air conditioner ECU 100 for controlling the air conditioner 2 and the rear heater device 3, and an engine ECU 200 for controlling the engine E. .

The engine E is provided with a water jacket 13 around the cylinder block and the cylinder head. An output shaft (crankshaft) 11 of the engine E has a crank pulley 12 connected to a V belt 6 described later.
Is attached. The water jacket 13 is provided in a cooling water circuit W for circulating cooling water for cooling the engine E.

The cooling water circuit W has a water pump 14 for forcibly circulating the cooling water, a radiator (not shown) for exchanging heat between the cooling water and the air to cool the cooling water, and a heat exchange between the cooling water and the air. Front heater core 1 that heats air
5. A rear heater core 16 for exchanging heat between cooling water and air to heat air, a water valve 17 for supplying and shutting off cooling water to the rear heater core 16 and the like are provided. The water pump 14 is installed upstream of the water jacket 13 of the engine E,
The output shaft 11 of the engine E is driven to rotate.

The air conditioner 2 includes a front duct 21, a front blower 22, a refrigeration cycle, a front heater core 15, and the like. On the windward side of the front side duct 21, an inside / outside air switching damper 24 for selectively opening and closing the outside air suction port 24a and the inside air suction port 24b to switch the suction port mode is rotatably mounted. A mode switching damper 25 that selectively opens and closes the defroster outlet 25a, the face outlet 25b, and the foot outlet 25c to switch the outlet mode is provided on the leeward side of the front duct 21 so as to be rotatable.

The front blower 22 is a blower motor 2
3 is a blower that is driven to rotate by the motor 3 and generates an airflow in the front duct 21 toward the vehicle interior. The refrigeration cycle includes a compressor (engine accessory, refrigerant compressor), a condenser (refrigerant condenser), a receiver (gas-liquid separator), an expansion valve (expansion valve, pressure reducing device), an evaporator (refrigerant evaporator) 26 and Are connected in a ring shape.

The compressor has an electromagnetic clutch (hereinafter referred to as an air conditioner clutch) 27, compresses the refrigerant drawn from the evaporator 26, and discharges the compressed refrigerant to the condenser. The air conditioner clutch 27 is connected to the crank pulley 12 (FIG. 2) attached to the output shaft 11 of the engine E via the V belt 6.
), And the output portion (armature, inner hub) is attracted to the input portion (rotor) by energizing the electromagnetic coil to transmit the rotational power of the engine E to the compressor. The evaporator 26 is a cooling unit that is installed in the front duct 21 and cools air flowing in the front duct 21.

The front-side heater core 15 is a heating heat exchanger of the present invention, and is installed in the front-side duct 21 on the downstream side (leeward side) of the evaporator 26 in the direction of air flow and has a cooling water circuit. At W, it is connected downstream of the shear heat generating device 4 in the flow direction of the cooling water. The front-side heater core 15 is connected to the evaporator 2.
This is heating means for exchanging heat between the air passing through 6 and the cooling water to heat the air.

An air mix damper 28 is rotatably mounted on the windward side of the front heater core 15. The air mix damper 28 controls the amount of air passing through the front heater core 15 (the amount of hot air) and the amount of air bypassing the front heater core 15 (the amount of cold air) to adjust the temperature of the air blown into the vehicle interior. This is a blowing temperature adjusting means.

The rear heater device 3 includes a rear duct 31,
It comprises a rear-side blower 32, a rear-side heater core 16, and the like. A foot outlet (not shown) is opened on the leeward side of the rear duct 31. Rear blower 32
Is a blower that is rotated by the blower motor 33 and generates an airflow in the rear duct 31 toward the vehicle interior.

The rear heater core 16 is a heat exchanger for heating according to the present invention, and is installed in a rear duct 31. The rear heater core 16 is connected to the cooling water circuit W via a water valve 17 on the downstream side of the shear heating device 4 in the flow direction of the cooling water. The rear heater core 16 is heating means for exchanging heat between the air flowing in the rear duct 31 and the cooling water to heat the air.

Next, the shear heating device 4 will be briefly described with reference to FIGS. Here, FIG. 3 and FIG. 4 are views showing the shear heating device 4. The shear heating device 4 includes a belt transmission mechanism 5 drivingly connected to an output shaft 11 of the engine E, and a shear heating device (hereinafter, referred to as a viscous heater) 9 having a shaft 8.

The belt transmission mechanism 5 is a power transmission means of the present invention and, as shown in FIGS. 1 and 2, is a multi-stage type that is wound around a crank pulley 12 attached to an output shaft 11 of the engine E. V-belt 6, and an electromagnetic clutch (hereinafter referred to as a viscous clutch) which is drivingly connected to the output shaft 11 (crank pulley 12) via the V-belt 6.
7 is a power transmission mechanism.

The V-belt 6 transfers the rotational power (driving force) of the engine E to a viscous heater 9 via a viscous clutch 7.
Belt transmission means for transmitting the shaft 8 to the shaft 8. The V-belt 6 of the present embodiment is hung on the air conditioner clutch 27 and the viscous clutch 7 together.

As shown in FIG. 3, the viscous clutch 7 has an electromagnetic coil 41 that generates a magnetomotive force when energized, a rotor 42 that is driven to rotate by the engine E, and is attracted to the rotor 42 by the magnetomotive force of the electromagnetic coil 41. The armature 43 is a clutch means including an armature 43 connected to the armature 43 via a leaf spring 44 and an inner hub 45 for applying rotational power to the shaft 8 of the viscous heater 9.

The electromagnetic coil 41 is formed by winding a conductive wire provided with an insulating film, and is housed in a stator 46 made of a magnetic material such as iron, and is molded and fixed in the stator 46 with an epoxy resin. I have. Note that the stator 4
6 is fixed to the front surface of the housing 10 of the viscous heater 9.

The rotor 42 has a V-pulley 47 around which a V-belt 6 (see FIGS. 1 and 2) is wound. The V-pulley 47 is joined by joining means such as welding, and the rotation of the engine E transmitted through the V-belt 6. It is a rotating body (input portion of the viscous clutch 7) that is constantly rotated by power. The rotor 42 is a first friction member formed of a magnetic material such as iron into a U-shaped cross section, and rotates around the outer periphery of the housing 10 of the viscous heater 9 via a bearing 48 provided on the inner periphery side. It is freely supported.

The armature 43 has an axial air gap (for example, 0.5 mm) on the annular friction surface of the rotor 42.
With a ring-shaped friction surface facing each other with a gap
This is a second friction member formed of a magnetic material such as iron into an annular plate shape. When the armature 43 is attracted (engaged) to the friction surface of the rotor 42 by the magnetomotive force of the electromagnetic coil 41, the rotational power of the engine E is transmitted from the rotor 42.

The leaf spring 44 has its outer peripheral side fixed to the armature 43 by a fixing means such as a rivet, and its inner peripheral side fixed to the inner hub 45 by a fixing means such as a rivet. This leaf spring 44 separates (releases) the armature 43 from the friction surface of the rotor 42 when the energization of the electromagnetic coil 41 is stopped.
This is an elastic member that is displaced in the direction in which it is moved (leftward in the figure) and returns to the initial position. The inner hub 45 is an output portion of the viscous clutch 7 whose input side is drivingly connected to the armature 43 via the leaf spring 44 and whose output side is drivingly connected to the shaft 8 of the viscous heater 9 by spline fitting.

The viscous heater 9 constitutes a heating auxiliary heat source for the engine E which is a heating heat source.
The engine E via the belt 6 and the viscous clutch 7
Shaft 8 to which rotational power is applied, a housing 10 rotatably supporting the shaft 8, and a housing 1
It is composed of a separator 52 that divides the internal space of the housing 0 into a heat generating chamber 50 and a cooling water channel 51, a rotor 53 rotatably arranged in the housing 10, and the like.

The shaft 8 is an input shaft which is fastened and fixed to the inner hub 45 of the viscous clutch 7 by a fastening member 54 such as a bolt, and rotates integrally with the armature 43. The shaft 8 is rotatably supported on the inner periphery of the housing 10 via a bearing 55 and a seal member 56. Note that an oil seal that prevents leakage of viscous fluid is used as the seal member 56.

The housing 10 is made of a metal member such as an aluminum alloy. A cover 57 in the shape of an annular plate is fastened and fixed to the rear end of the housing 10 by fastening members 58 such as bolts and nuts. The separator 52 and the sealing material 59 are mounted on the joint surface between the housing 10 and the cover 57. An O-ring that prevents leakage of cooling water is used as the seal material 59.

The separator 52 is made of a metal member having excellent thermal conductivity such as an aluminum alloy, and is a partition member whose outer peripheral portion is sandwiched between the cylindrical portion of the housing 10 and the cylindrical portion of the cover 57. Between the front end face of the partition wall 52b and the rear end face of the housing 10, there is formed a heat generating chamber 50 in which a viscous fluid (for example, silicon oil or the like) which generates heat when a shearing force is applied is sealed.

The rear end of the partition wall 52b and the inside of the cover 57 are liquid-tightly partitioned from the outside, and the engine E
The cooling water channel 51 in which the cooling water for cooling the cooling water flows is formed. Further, on the rear end surface on the lower side of the separator 52,
A large number of substantially arc-shaped fin portions 52a for efficiently transmitting the heat of the viscous fluid to the cooling water are integrally formed.

Instead of the fin portion 52a, the rear end surface of the separator 52 may be made uneven, or a heat transfer promoting member such as a corrugated fin or a fine pin fin may be provided on the outer wall surface of the cover 57. Further, a labyrinth seal may be formed between the separator 52 and the rotor 53, and the labyrinth seal may be used as the heating chamber 50.

From the rear end face of the separator 52, a partition wall 52b is formed so as to bulge so as to partition the cooling water channel 51 into an upstream water channel 51a and a downstream water channel 51b. An inlet-side cooling water pipe 5 through which cooling water flows into the cooling water passage 51 is provided on an outer wall portion near the partition wall 52b of the cover 57.
7a, and an outlet-side cooling water pipe 57b through which the cooling water flows out from the cooling water passage 51 is connected.

The rotor 53 is rotatably disposed in the heat generating chamber 50 and is fixed to the outer periphery of the rear end of the shaft 8.
A plurality of grooves (not shown) are formed on the outer peripheral surface or both side wall surfaces of the rotor 53, and protrusions are formed between adjacent grooves. When the rotational power of the engine E is applied to the shaft 8, the rotor 53 rotates integrally with the shaft 8 to apply a shearing force to the viscous fluid sealed in the heat generating chamber 50.

Next, the air conditioner ECU 100 will be described with reference to FIGS.
A brief description will be given with reference to FIG. Here, FIG. 5 is a diagram showing an electronic circuit of the air conditioner 1 for a vehicle. The air conditioner ECU 100 is a heating control device of the present invention, and includes a compressor of the air conditioner 2 and a viscous heater 9.
It is an electronic circuit for an air conditioner control system that controls a cooling and heating device such as a computer. This air conditioner ECU 100
Is a microcomputer having a built-in CPU, ROM, and RAM.

The air conditioner ECU 100 includes a viscous switch 70, an ignition switch 71, and an outside air temperature sensor 7.
2. The electromagnetic coil 41 of the viscous clutch 7, the air conditioner clutch relay 75 of the air conditioner clutch 27, and the rear side based on an input signal input from the coolant temperature sensor 73 and the engine ECU 200 and a control program (see FIG. 6) stored in advance. The air conditioning of the vehicle interior is controlled by controlling the cooling and heating equipment such as the blower 32.

Here, the air conditioner ECU 100 is provided with a temperature setting means for setting the temperature in the passenger compartment to a desired temperature when the air conditioner 2 is operated, and environmental conditions (for example, an internal temperature and an external , Cooling water temperature, temperature after evaporation,
The target air temperature TAO is calculated by using environmental condition detecting means for detecting the amount of solar radiation or the air temperature, and the degree of opening of the air mix damper 28 is changed based on the target air temperature TAO. The state is controlled.

The viscous switch 70 is a heating priority switch for requesting heating of the vehicle interior using the viscous heater 9, and outputs a heating priority signal to the air conditioner ECU 100 when turned on. The viscous switch 70
Is a fuel efficiency priority switch that prioritizes improvement of the fuel consumption rate (fuel economy) of the engine E, and outputs a fuel efficiency priority signal to the air conditioner ECU 100 when turned off.

The ignition switch 71 is OFF,
It has ACC, ST and IG terminals. ST is a starter energizing terminal for energizing the starter, and an air conditioner EC
A starter energization signal is output to U100. The outside air temperature sensor 72 is a physical quantity detection unit of the present invention, for example, a thermistor is used, and the air temperature outside the vehicle compartment (outside air temperature) of the vehicle.
And an outside air temperature detecting means for detecting an air conditioner.
At 00, an outside air temperature detection signal is output.

The cooling water temperature sensor 73 uses, for example, a thermistor and detects the temperature of the cooling water in the cooling water circuit W (in this embodiment, the cooling water temperature of the cooling water pipe 57b on the outlet side of the cooling water passage 51 of the viscous heater 9). And outputs a cooling water temperature detection signal to the air conditioner ECU 100. The air conditioner clutch relay 75 includes a relay coil 75a and a relay switch 75b. When the relay coil 75a is energized, the relay switch 75b closes. Thereby, the air conditioner clutch 27 is energized.

Next, the air conditioner ECU 100 of this embodiment
The viscous heater control will be briefly described with reference to FIGS. Here, FIG. 6 is a flowchart showing an example of a control program of the air conditioner ECU 100.

First, input signals such as various sensor signals and switch signals are read (physical quantity detecting means, cooling water temperature detecting means: step S1). Next, it is determined whether or not the viscous switch 70 is turned on (ON). That is, it is determined whether a heating priority signal or a fuel efficiency priority signal is being input (viscus switch determination means: step S2). When the determination result is NO, the electromagnetic coil 41 of the viscous clutch 7 is turned off (OFF), ie, the electromagnetic coil of the viscous clutch 7 is turned off in order to prioritize the improvement of the fuel consumption rate of the engine E without heating the vehicle interior. 4
The rotation of the rotor 53 of the viscous heater 9 is stopped by stopping the energization of Step 1 (Step S3). Next, the processing shifts to the processing of step S1.

If the result of the determination in step S2 is YES, the viscous clutch 7 is turned on according to the characteristic diagram (see FIG. 7) of the viscous heater control based on the outside air temperature stored in advance in a storage circuit (eg, ROM). On / off of the electromagnetic coil 41 is determined. That is, it is determined whether the outside air temperature detected by the outside air temperature sensor 72 is higher or lower than the set outside air temperature (set value) (outside air temperature determination means: step S4).

More specifically, as shown in the characteristic diagram of FIG. 7, there is a hysteresis between the set outside temperature (A: for example, 25 ° C.) and the set outside temperature (B: for example, 15 ° C.). When the temperature is higher than the set outside temperature, the electromagnetic coil 41 of the viscous clutch 7 is turned off, and when the temperature is lower than the set outside temperature, the electromagnetic coil 41 of the viscous clutch 7 is turned on. Although the hysteresis is provided in the characteristic diagram of FIG. 7, the hysteresis need not be provided. If the result of the determination in step S4 is high, step S4
3 and the electromagnetic coil 4 of the viscous clutch 7
1 is turned OFF.

If the result of the determination in step S4 is low, the viscous clutch 7 is controlled according to the characteristic diagram of viscous heater control based on the cooling water temperature stored in a storage circuit (for example, ROM) (see FIG. 8). On / off of the electromagnetic coil 41 is determined. That is, it is determined whether the cooling water temperature detected by the cooling water temperature sensor 73 is higher or lower than the set cooling water temperature (set value) (cooling water temperature determining means:
Step S5).

Specifically, as the set cooling water temperature, FIG.
As shown in the characteristic diagram of FIG.
0 ° C.) and a set cooling water temperature (B: 70 ° C., for example), so that the electromagnetic coil 41 of the viscous clutch 7 is turned off when the temperature is higher than the set cooling water temperature.
Then, when the temperature is lower than the set cooling water temperature, the electromagnetic coil 41 of the viscous clutch 7 is turned on. Although the hysteresis is provided in the characteristic diagram of FIG. 8, the hysteresis need not be provided. If the determination result in step S5 is high, the process proceeds to step S3, and the electromagnetic coil 41 of the viscous clutch 7 is turned off.

If the result of determination in step S5 is low, communication (transmission and reception) with engine ECU 200 is performed (step S6). Next, it is determined whether or not a permission signal for permitting the electromagnetic coil 41 of the viscous clutch 7 to be turned on has been received from the engine ECU 200 (permission signal determination means: step S7). If the result of this determination is NO, the process moves to step S3, and the electromagnetic coil 41 of the viscous clutch 7 is turned off.

If the result of the determination in step S7 is YES, the electromagnetic coil 41 of the viscous clutch 7 is turned on (ON), ie, the electromagnetic coil 41 of the viscous To turn the rotor 53 of the viscous heater 9 (viscus heater driving means: step S8). Next, the processing shifts to the processing of step S1.

Next, the engine ECU 200 will be described briefly with reference to FIGS. Engine ECU 200
Is an electronic circuit for an engine control system that controls the engine E by computer, and is itself a CPU, ROM, R
This is a microcomputer with a built-in AM.

The engine ECU 200 controls the idle speed of the engine E based on input signals input from the engine speed sensor 81, the vehicle speed sensor 82, the throttle opening sensor 83, and the air conditioner ECU 100, and a control program stored in advance. It performs engine control such as idle-up control, fuel injection amount control, fuel injection timing control, intake throttle control, and glow plug energization control, and sends signals necessary for processing of the air conditioner ECU 100 to the air conditioner ECU 100.

The engine speed sensor 81 is an engine speed detecting means for detecting the speed of the output shaft 11 of the engine E, and outputs an engine speed signal to the engine ECU 2.
Output to 00. The vehicle speed sensor 82 is, for example, a reed switch type vehicle speed sensor, a photoelectric type vehicle speed sensor, an MRE (magnetoresistive element) type vehicle speed sensor, or the like. The vehicle speed sensor 82 is a vehicle speed detecting means for detecting the speed of the vehicle.
Output to The throttle opening sensor 83 is connected to the engine E
Throttle opening detecting means for detecting the opening of a throttle valve provided in the intake pipe of the engine, and outputs a throttle opening signal to the engine ECU 200.

Next, the control of the viscous heater of the engine ECU 200 will be briefly described with reference to FIGS.

The engine ECU 200 sends a permission signal (turns on the electromagnetic clutch 41 of the viscous clutch 7) to the air conditioner ECU 100 based on various sensor signals from the engine speed sensor 81, the vehicle speed sensor 82, the throttle opening sensor 83, and the like. A permission signal) or a non-permission signal (the electromagnetic clutch 4 of the viscous clutch 7).
1 is turned on). Here, when it is determined that the permission signal is to be transmitted, control for increasing the idle air speed in a stepwise manner by increasing the intake air amount, that is, so-called idle-up control, is performed.

Next, the vehicle air conditioner 1 of the present embodiment.
1 will be briefly described with reference to FIGS.

When the engine E starts, the output shaft 1
1 rotates, and the rotational power of the engine E is transmitted to the rotor 42 via the V-belt 6 of the belt transmission mechanism 5. When the viscous switch 70 is turned on and the outside air temperature is lower than the set outside air temperature, the cooling water temperature is lower than the set cooling water temperature, and the permission signal is received from the engine ECU 200, the viscous clutch 7 The electromagnetic coil 41 is turned on. That is, since the electromagnetic coil 41 is turned on, the armature 43 is attracted to the friction surface of the rotor 42 by the magnetomotive force of the electromagnetic coil 41, and the rotational power of the engine E is transmitted to the inner hub 45 and the shaft 8.

As a result, the rotor 53 rotates integrally with the shaft 8, so that a shear force acts on the viscous fluid in the heat generating chamber 50, so that the viscous fluid generates heat. Therefore, when the cooling water heated in the water jacket 13 of the engine E passes through the cooling water passage 51 of the viscous heater 9, the heat generated by the viscous fluid is generated through the many fin portions 52 a formed integrally with the separator 52. Is heated by absorbing heat. The cooling water heated by the viscous heater 9 is supplied to the front-side heater core 15 to heat the vehicle interior with a large heating capacity.

Here, when the engine E starts, the output shaft 11 rotates, and the rotational power of the engine E is transmitted to the rotor 42 via the V-belt 6 of the belt transmission mechanism 5. Even when the use condition is satisfied, when the outside air temperature is higher than the set outside air temperature, it is not necessary to heat the vehicle interior, and conversely, it is necessary to cool the vehicle interior. Is turned off. For this reason, the armature 43 is not attracted to the friction surface of the rotor 42, and the rotational power of the engine E is
And is not transmitted to the shaft 8. As a result, only the rotor 42 idles and the shaft 8 and the rotor 53 do not rotate, so that no shear force acts on the viscous fluid in the heat generating chamber 50.

The heat generation capacity of the viscous heater 9 can be arbitrarily set in advance by the viscosity coefficient of the viscous fluid sealed in the heat generation chamber 50. That is, as the viscous fluid has a higher viscosity coefficient, the shearing force exerted by the rotation of the rotor 53 increases, so that the heat generating ability of the viscous heater 9 increases and the load of the engine E and the fuel consumption rate increase.
On the other hand, as the viscosity coefficient of the viscous fluid decreases, the shearing force exerted by the rotation of the rotor 53 decreases, so that the heat generation capacity of the viscous heater 9 decreases, and the load on the engine E and the fuel consumption rate decrease.

[Effects of the First Embodiment] As described above, even if the viscous switch 70 is turned on, the outside air temperature detected by the outside air temperature sensor 72 is not set. When the temperature is higher than the air temperature, the armature 43 is separated from the friction surface of the rotor 42 of the viscous clutch 7 by turning off the electromagnetic coil 41 of the viscous clutch 7. As a result, a large drive torque is not applied to the V-belt 6 and the rotor 42 that transmit the rotational power of the engine E to the shaft 8 and the rotor 53 of the viscous heater 9.

Therefore, when the viscous switch 70, which is the heating priority switch, is not turned on, or at the time of a high outside temperature where cooling in the cabin is required, the electromagnetic coil 41 of the viscous clutch 7 is turned off because a large heating capacity is not required. Thus, the load on the engine E can be reduced.
In addition, when the electromagnetic coil 41 of the viscous clutch 7 is turned off, slippage of the V-belt 6 of the belt transmission mechanism 5 and slippage between the rotor 42 and the armature 43 of the viscous clutch 7 generate abnormal noise. Can be prevented.
Furthermore, when the engine E is started in the summer, the load on the engine E is reduced, so that the startability of the engine E can be improved.

[Second Embodiment] FIG. 9 shows a second embodiment of the present invention and is a diagram showing an electric circuit of an air conditioner for a vehicle.

The electric circuit of the vehicle air conditioner 1 of this embodiment includes an air conditioner analog circuit (heating control means) 101 for analog control of the air conditioner 2 and a viscous clutch 7 instead of the air conditioner ECU 100 of the first embodiment.
Is provided with a viscous analog circuit (heating control means) 102 for analog control.

The input terminal of the viscous analog circuit 102 includes the ST terminal of the ignition switch 71 and the IG
A terminal, a viscous switch 70, an outside air temperature switch 90, a cooling water temperature switch 91, and an engine ECU 200 are connected. The output of the viscous analog circuit 102 is connected to the engine ECU 200 and the electromagnetic coil 41 of the viscous clutch 7.

The outside air temperature switch 90 is a physical quantity detecting means according to the present invention.
(C), and closes when the outside air temperature is lower than the set outside air temperature A or the set outside air temperature (B: 15 ° C., for example). The cooling water temperature switch 91 is
The cooling water temperature in the cooling water circuit W (in this embodiment, the cooling water temperature of the cooling water pipe 57b on the outlet side of the cooling water passage 51 of the viscous heater 9) is higher than a predetermined temperature A (for example, 80 ° C.). The cooling water temperature detecting means is closed when the temperature is lower than a predetermined temperature A or a predetermined temperature B (for example, 70 ° C. to 75 ° C.).

When the engine ECU 200 receives an ON signal transmitted when the viscous analog circuit 102 determines that the viscous clutch 7 is to be turned on, the engine ECU 200 performs calculations based on the engine speed, vehicle speed, throttle opening, or cooling water temperature. The air conditioner 2 and the viscous heater 9 are determined by performing
Is transmitted to the viscous analog circuit 102.

In this embodiment, the viscous switch 70,
Even when the coolant temperature switch 91 is turned on (closed) and the permission signal is received from the engine ECU 200, the viscous analog circuit 102 turns off the electromagnetic coil 4 of the viscous clutch 7 when the outside air temperature switch 90 is turned off (opened).
1 is turned off. Thereby, the same effect as in the first embodiment is provided.

[Third Embodiment] FIG. 10 shows a third embodiment of the present invention and is a diagram showing an electric circuit of an air conditioner for a vehicle.

In this embodiment, a manual air conditioner is used as the vehicle air conditioner. A blower switch 93 for manually switching the blower voltage applied to the blower motor 23 of the front blower 22 is also connected to the input section of the viscous analog circuit 102 in addition to the electric device of the second embodiment. The blower switch 93 has a Hi terminal for obtaining a large air volume, a Me terminal for obtaining a medium air volume, a Lo terminal for obtaining a small air volume, and an OFF terminal for stopping energization of the blower motor 23.

In this embodiment, the blower switch 93 is
At the time of FF, the load on the engine E is reduced by turning off the electromagnetic coil 41 of the viscous clutch 7 and stopping the operation of the viscous heater 9. The blower switch 93
Is OFF, at the start of the heating operation (at the time of warm-up / warm-up), the electromagnetic coil 41 of the viscous clutch 7 is used to promote the rise of the cooling water that has cooled the engine E.
To turn on the rotor E of the viscous heater 9 and the engine E
Convey the rotational power of

Here, in the case of the second and third embodiments, the outside air temperature sensor 72 used in the first embodiment may be used instead of the outside air temperature switch 90. In this case, when the outside air temperature detected by the outside air temperature sensor 72 is higher than the set outside air temperature, the viscous clutch 7
Is turned on to transmit the rotational power of the engine E to the rotor 53 of the viscous heater 9. Conversely, when the outside air temperature detected by the outside air temperature sensor 72 is lower than the set outside air temperature, the electromagnetic coil 41 of the viscous clutch 7 is turned off so that the rotational power of the engine E is not transmitted to the rotor 53 of the viscous heater 9. I do.

[Other Embodiments] In each of the above embodiments, the belt transmission mechanism 5 and the viscous clutch 7 are drivingly connected to the output shaft 11 of the engine E to drive the shaft 8 of the viscous heater 9. The shaft 8 of the viscous heater 9 may be driven by directly connecting the viscous clutch 7 to the shaft 11. Further, a transmission mechanism (e.g., one or more gear transmissions or a V-belt type continuously variable transmission) between the output shaft 11 of the engine E and the viscous clutch 7 or between the viscous clutch 7 and the shaft 8 of the viscous heater 9. (Power transmission means).

The V-belt type continuously variable transmission may be driven and connected to the output shaft 11 of the engine E to drive the shaft 8 of the viscous heater 9 without using the viscous clutch 7. In this case, the V-belt By optimizing the pulley ratio between the input pulley and the output pulley of the continuously variable transmission, the load on the transmission mechanism (power transmission means) such as a V-belt continuously variable transmission is minimized with the viscous heater 9 operated. Can be controlled so that

In the above embodiments, the viscous clutch 7
And the air conditioner clutch 27 are hanged on the V-belt 6 of the belt transmission mechanism 5, but the water pump 14, the hydraulic pump for power steering, the hydraulic pump for supplying hydraulic oil to the automatic transmission, and the lubricating oil for the engine E and the transmission are used. Pumps or engine accessories such as an alternator (alternating current generator) for charging a vehicle battery and a viscous clutch 7
May be hung on the V-belt 6 of the belt transmission mechanism 5.

In each of the above embodiments, a water-cooled diesel engine is used as the engine. However, another water-cooled internal combustion engine (water-cooled engine) such as a gasoline engine may be used as the engine. In each of the above embodiments, the present invention is applied to the vehicle air conditioner capable of performing heating and cooling of the vehicle interior, but the present invention is applied to a vehicle hot water system capable of heating only the vehicle interior. It may be applied to a heating device.

In the above embodiments, the cooling water temperature sensor 73 for detecting the cooling water temperature of the cooling water pipe 57b on the outlet side of the cooling water passage 51 of the viscous heater 9 is used as the cooling water temperature detecting means. A cooling water temperature sensor or a cooling water temperature switch for detecting the cooling water temperature at the inlet side of the heater core 15 or the rear heater core 16 may be used. Further, a cooling water temperature sensor or a cooling water temperature switch for detecting the cooling water temperature at the outlet side of the engine E may be used.

In each of the above embodiments, the on / off of the electromagnetic coil 41 of the viscous clutch 7 is controlled by using the outside temperature sensor 72 or the outside temperature switch 90 as the outside temperature detection means as the physical quantity detection means. Alternatively, the on / off of the electromagnetic coil 41 of the viscous clutch 7 may be controlled by using an internal air temperature detecting means for detecting the temperature (internal air temperature) of the vehicle interior air when the engine E is started or air conditioning is started. Instead of the outside air temperature detecting means, the electromagnetic coil 41 of the viscous clutch 7 may be turned on and off by using a detecting means for detecting the temperature of the body of the vehicle. In a vehicle equipped with a cooling switch, the cooling switch is used. The electromagnetic coil 41 of the viscous clutch 7 may be turned off when cooling is instructed.

[Brief description of the drawings]

FIG. 1 is a schematic diagram showing an overall structure of a vehicle air conditioner (first embodiment).

FIG. 2 is a schematic diagram showing an engine and a belt transmission mechanism (first embodiment).

FIG. 3 is a sectional view showing a viscous clutch and a viscous heater (first embodiment).

FIG. 4 is a sectional view showing a viscous heater (first embodiment).

FIG. 5 is a block diagram illustrating an electronic circuit of the vehicle air conditioner (first embodiment).

FIG. 6 is a flowchart illustrating an example of a control program of the air conditioner ECU (first embodiment).

FIG. 7 is a characteristic diagram showing a viscous heater control based on the outside air temperature of the air conditioner ECU (first embodiment).

FIG. 8 is a characteristic diagram showing a viscous heater control based on a cooling water temperature of the air conditioner ECU (first embodiment).

FIG. 9 is a block diagram showing an electronic circuit of the vehicle air conditioner (second embodiment).

FIG. 10 is a circuit diagram showing an electric circuit of a vehicle air conditioner (third embodiment).

[Explanation of symbols]

 E engine 1 vehicle air conditioner (vehicle heating controller) 2 air conditioner 3 rear heater device 4 shear heating device 5 belt transmission mechanism (power transmission means) 6 V belt (belt transmission means) 7 viscous clutch (clutch means) 8 shaft Reference Signs List 9 viscous heater (shear heat generator) 15 front heater core (heating heat exchanger) 16 rear heater core (heating heat exchanger) 50 heating chamber 53 rotor 72 outside temperature sensor (physical quantity detecting means) 73 cooling water temperature sensor (cooling) Water temperature detecting means 90 Outside temperature switch (Physical quantity detecting means) 91 Cooling water temperature switch (Cooling water temperature detecting means) 100 Air conditioner ECU (Heating control means) 101 Air conditioner analog circuit (Heating control means) 102 Viscous analog circuit (Heating control means) 200 Engine ECU

 ──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Yuki Kato 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (72) Inventor Ritsufumi 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Corporation Inside

Claims (3)

[Claims] (A) a duct for sending air into the vehicle interior; and (b) heat exchange between the air and cooling water disposed in the duct and cooling a water-cooled engine to heat the interior of the vehicle interior. (C) a rotor that rotates when the rotational power of the engine is applied, and a viscous fluid that generates heat by applying a shear force when the rotational power is applied to the rotor. A shear heat generator having a heat generating chamber and heating cooling water supplied to the heating heat exchanger by generated heat of a viscous fluid in the heat generating chamber; and (d) power for transmitting rotational power of the engine to the rotor. And (e) physical quantity detection means for detecting a physical quantity related to the air temperature outside the vehicle compartment. When the physical quantity detected by the physical quantity detection means is equal to or greater than a set value, the rotational power of the engine is transmitted to the rotor. Before not telling Vehicle heating device and a heating control means for controlling the power transmission means. 2. The heating device for a vehicle according to claim 1, wherein the shear heating device has a cooling water passage through which cooling water flows from the engine to the heating heat exchanger. A cooling water temperature detecting means for detecting a cooling water temperature supplied to the heating heat exchanger from the cooling water passage, and when the cooling water temperature detected by the cooling water temperature detecting means is equal to or lower than a set cooling water temperature, the rotation of the engine is controlled. A heating device for a vehicle, wherein the power transmission means is controlled so as to transmit power to the rotor. 3. The heating device for a vehicle according to claim 1, wherein the power transmission means is driven by a belt transmission means connected to an output shaft of the engine, and is driven by the belt transmission means. And a clutch means for engaging and disengaging the belt transmission means and the rotor.