JPS6288607A - Control unit for heating system for vehicle - Google Patents

Abstract

PURPOSE:To simplify construction by opening a valve through the operation of a temperature-control operating device at a driver's seat, to make an engine cooling water flow into a unit for a passenger's seat, and controlling the quantity of heating air based on temperatures in and out of a passenger's room, in the captioned control unit of a vehicle having a heating unit also in a passenger's seat area. CONSTITUTION:A valve 15 provided in a cooling water circulating passage 14 is opened by operating a temperature-control operating device 16 provided at a driver's seat, in a direction parting from its starting part, to feed an engine cooling water into passenger's seat heating units H2, H2, producing heat effect, while its operating position is inputted in a control unit 21. On the other hand, a temperature in the passenger's room detected by an inside air sensor 19 and an open air temperature detected by an open air sensor 20, are also inputted in the control unit 21. And, the control unit 21 determined the capacity of blast of the passenger's seat units H2, H2 based on these inputted signals. Thereby, construction an be simplified.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention provides a first heating unit disposed near a driver's seat in a passenger compartment of a vehicle, and at least one second heating unit located in a passenger compartment relatively far from the driver's seat. A control device commonly used in a vehicle heating system in which the first and second heating units obtain their heat source from the cooling water of a running internal combustion engine, and in particular, the control device is used for a vehicle heating system in which the first and second heating units obtain their heat source from the cooling water of the internal combustion engine for driving, and in particular, the second heating unit is used for comparison from the driver's seat. The present invention relates to a device for controlling the air temperature in a remote passenger compartment.

(Prior Art) It is known that a vehicle with a large passenger compartment, such as a bus, is provided with a heating unit for heating a passenger compartment far from the driver's seat in addition to the vicinity of the driver's seat.

Typical devices of this type are configured to provide such heating units with a regulator of the degree of communication with the heat source (eg, a cooling water flow regulator).

(Problems to be Solved by the Invention) When the driver tries to adjust the heating effect of the passenger compartment far from the driver's seat, it is difficult for the driver himself to recognize the heating effect of the passenger compartment. It is not easy to make comfortable adjustments.

Therefore, it is possible to automatically control the heating unit in the passenger compartment, but it is difficult to use an advanced automatic temperature control device like the one used in small and medium-sized cars for each heating unit due to cost and functionality issues. tend not to be expected.

This is because automatic temperature control devices, which are generally used in small and medium-sized cars, are equipped with a cooling heat exchanger in addition to a heating heat exchanger, and while they also use the heat exchange function of the side heat exchanger, they always While operating the blower, the heat exchange capacity of the heating heat exchanger is continuously controlled. Therefore, a continuously adjustable actuator is required. Moreover, when trying to obtain a small heating capacity, it is necessary to operate the cooling heat exchanger by an amount that offsets the heating effect of the heating heat exchanger by the cooling effect of the cooling heat exchanger.

An object of the present invention is to provide a control device for a vehicle heating system that eliminates such problems.

(Means for Solving the Problems) In order to achieve the above object, the present invention provides the following features: a first heating unit is disposed near the driver's seat in the passenger compartment of the vehicle;
At least one second heating unit is arranged in a passenger compartment relatively far from the driver's seat, and the first and second heating units obtain their heat source from the cooling water of the internal combustion engine for driving. A control device comprising: an electric blower installed in the second heating unit so as to be able to adjust the flow rate of heating air; a temperature adjustment controller installed near the driver's seat; a valve that is provided in the cooling water circulation path of the controller and is closed only when the operating position of the operating device is in a predetermined operation starting end range, and is opened when the operating position of the operating device exceeds the operating starting end range; a first signal generator for generating a first signal responsive to the air temperature in the passenger compartment; a second signal generator generating a second signal responsive to the air temperature in the passenger compartment; and a third signal generator for generating a third signal responsive to the air temperature outside the passenger compartment. a signal generator, responsive to the first, second and third signals, for increasing the flow rate of heating air as the operating position of the operating device moves away from the operating start area; control means for generating a control signal indicative of a controlled variable representing a flow rate of heating air so as to increase the flow rate of heating air as the air temperature outside the vehicle passenger compartment increases, and in response to said control signal, the flow rate of said heating air is increased from zero. A technical measure is adopted in which a regulating means is provided to vary the flow rate over a predetermined maximum flow rate.

(Operation and Effect) According to this technical means, the valve is opened in response to the operation of the temperature control operating device, and the heating heat exchanger exhibits a heating effect. This valve has a temperature regulating function, so its structure is simple, and the means for performing the related operation with the operating device, such as a link mechanism, may also be simple.

On the other hand, the operating position of the operating device is given to the control means as a command to adjust the heating effect of the second heating unit, and the controlling means controls the operating position of the operating device and the air temperature inside and outside the cabin via the adjusting means. Control the flow rate of heating air. In such a case, it is possible to obtain a slight heating effect by adjusting the blowing capacity of the electric blower, that is, by intermittent operation of the electric blower.

In this way, by simply operating the operating device, the air temperature in a separate passenger compartment can be automatically controlled, taking into account the temperature inside and outside the cabin, depending on the operating position.

(Example) FIG. 1 shows a schematic configuration of an embodiment of the present invention.

Reference numeral 10 indicates a passenger car called a microbus, in which there is a first heater near the driver's seat for heating the area around the driver's seat.
12.13 Equipped with a heating unit 11, a second and third heating unit for heating a passenger compartment (a compartment does not need to be spatially isolated) in the rear part of the cabin.
It is equipped with Each of the heating units 1, 12, 13 is constructed by combining a heating heat exchanger to which cooling water is cyclically supplied as a heat source from a running internal combustion engine (not shown) and an electric blower for generating air conditioning flow. There is. As is known, the first heating unit 11 is combined with a manual operating mechanism for manually adjusting the heat exchanger capacity of its heating heat exchanger and the air blowing capacity of its electric blower, respectively.

The third heating unit 12.13, referred to as "second" in the claims, is operated when cooling water is supplied in a circular manner by opening a valve 15 provided in the cooling water circulation path 14. It exhibits a heating effect, and does not exhibit a heating effect when the valve 15 is closed.

The valve 15 is connected by a mechanical linkage 17 so that the valve 15 can be opened and closed in accordance with the operation of a temperature control operating device 16 provided near the driver's seat. In this case, as shown in FIG. 2, the relationship between the operating position of the operating device 16 and the opening degree of the valve 15 is closed only when the operating position $ is in the predetermined operation start end region S1, and the operating position It is opened in a region S2 exceeding the starting end region, and the circulating flow 1iQ of cooling water becomes constant. Note that the reference numeral 7 indicates a display plate attached to the operating device 16, which is also indicated as an operating position S.

The operating device 16 is also configured to move a variable resistor 18 whose resistance value changes in accordance with the displacement of the operating position S thereof. The variable resistor 18 is connected to the operating device 1
The resistance value increases as the operation position S of No. 6 leaves the operation start end area S+.

The variable resistor 18 connects the inside air sensor 19 and the outside air sensor 2.
0, and further connected to the control unit 21. The inside air sensor I9 is a thermistor whose resistance value changes according to the air temperature in the passenger compartment, and the outside air sensor 20 is a thermistor whose resistance value changes according to the air temperature outside the vehicle passenger compartment. The resistance value decreases accordingly.

The control unit 1-21 includes a variable resistor 18 and an internal air sensor 1.
9 and the outside air sensor 20, the second,
Determine the air blowing capacity of the third heating unisol l-12, 13.

Such control conditions are determined as the combined resistance value decreases, that is, as the operating position S of the operating device 16 moves away from the operation start area S1, and as the internal and external air sensors 19 and 20 increase the air temperature in the passenger compartment or the vehicle. It is determined that the flow rate of heating air is increased as the air temperature outside the cabin increases.

FIG. 3 shows the configuration of an electric circuit including the control unit 21. When the manual contact 24 of the blower switch 23 is operated to a position other than the stop position (OFF>) with the vehicle key switch 22 turned on, the main relay 25 is energized and its contacts are closed to provide power.

One of the two electric blowers 26 , 27 is arranged in the second heating unit 12 and the other in the third heating unit 13 . These two blowers 26, 27 are connected in parallel and are always operated and stopped simultaneously by the circuit means described below, and the adjustment stages of the blower capacity are changed in unison.

The blower switch 23 is set to a low speed operation position (Lo) of the blower so that manual adjustment or automatic adjustment of the blower can be selected.
, medium speed operation position (Me), high speed operation position (Ht), and one automatic adjustment position (,6, uTo
). The blower switch 23 can be operated independently of the operating device 16, and functions as a heating capacity selection device when the operating device 16 is outside the starting end region S2, and when the operating device 16 is outside the starting end region S1 and the valve 15 is closed. If so, it simply functions as a selection device for air blowing capacity.

The air blowing capacity of the air blower 26.27 is determined by the selection at that stage.
Two sets of current limiting resistors 28.29 and three relays 30.3
, 32. These three relays 30~
32 are all in the de-energized state, the blowers 26 and 27 are cut off from the ground, so the blowing of air is stopped. Low speed relay 3
0 is energized, the blower is connected to both current limiting resistors 28.2
9, it is supplied with a small current and rotates at a low speed, exhibiting a small air blowing capacity. When the medium-speed relay 31 is energized, the blower is activated by one current-limiting resistor 2.
Since it is grounded through 8, it is supplied with a medium current, rotates at a medium speed, and exhibits a medium blowing capacity. Furthermore, when the high-speed relay 32 is energized, the blower is grounded without going through the current limiting resistors 28 and 29.
It is supplied with a large current, rotates at high speed, and exhibits a large air blowing capacity.

The medium-speed relay 31 and the high-speed relay 32 are connected to the medium-speed operation position (Me) and high-speed operation position (H) of the blower switch 24, respectively.
The contact i) is directly connected so that it is energized when it is turned on, and the low speed relay 30 is controlled so that it is energized when the contact at the low speed operating position (LO) of the blower switch 24 is turned on. They are connected via necessary circuit means within the unit 21.

The control unit 21 is connected not only to the variable resistor 18 and the internal/external air sensors 19 and 20 described above, but also to a relay 34 connected to a blower switch 23 and a cooling water temperature switch 33. A signal indicating that the movable contact 24 is placed in the low speed operation position (Lo) and the automatic operation position (AuTo) is input from the blower switch 23. The temperature switch 33 closes when the cooling water of the internal combustion engine, which is the heat source, is at a predetermined low temperature that does not contribute to heating, energizes the relay 34, and opens the relay contact 34.

The control unit 21 includes a variable resistor 18 and an inside/outside air sensor 1.
The line 36 includes a bias circuit 35 for converting the combined resistance values of 9 and 20 into a voltage signal, and a line 36 shows a voltage signal that decreases as the amount of displacement of the operation position of the operation device 16 from the operation start end increases and as the inside and outside air temperature increases. A voltage signal is generated. The voltage signal on line 36 is applied to three voltage comparators 37, 38, 39 and compared with three different reference voltages in each comparator 37-39. These reference voltages defined by the voltage dividing resistor 40 are set so that their magnitudes decrease in order from the comparator 37 to the comparator 39. Each comparator outputs an output signal that becomes a high level (hereinafter referred to as "1") when the input voltage applied to the line 36 is smaller than the reference voltage, and becomes a low level (hereinafter referred to as rOJ) otherwise. arise.

Thus, at the stage where the voltage signal on line 36 is the largest, the output signals of each comparator 37, 38, 39 are all rOJ, ro, 0 . It is written as OJ.

When the voltage signal becomes slightly smaller from this stage, the output signals of each comparator become rl, O, OJ, and when the voltage signal is still smaller, it becomes rl, , OJ, and when the voltage signal is at its minimum, it becomes rl, , IJ.

Note that when the blower switch 23 is in the automatic operation position (AuTo) and the temperature switch 33 detects a predetermined low temperature, "0" occurs in the inverter 41 with a pull-up resistor (not shown), so that the comparator outputs "0". The output signal is rl,
, IJ.

The output signals of comparators 37-39 are applied to a logic circuit consisting of logic gates 42-45. In addition, a signal that becomes rOJ when the blower switch 23 is operated to the automatic operation position (AuTo) is connected to this logic circuit via a line 46, and its inverted signal is connected to an inverter 47 with a pull-up resistor (not shown). granted through.

When the blower switch 23 is operated to the automatic operation position (AuTo) and the temperature switch 33 detects a predetermined low temperature, the comparator output is "1°, 1".
The outputs of all logic gates 42 to 45 become "0". Therefore, all of the transistors 48 to 50 are off, and therefore the blower devices 26, 27 are placed in a blowing stopped state. This is because the heating heat source is not heated enough.
Helps prevent cold airflow from being supplied to the cabin.

When the air blower switch 23 is operated to the automatic operation position (AuTo) and the temperature switch 33 detects a temperature high enough to allow heating, the air blowing capacity level of the air blower 26 and 27 is changed to the operating position. container 18 and internal/external air sensor 19
, 20 and is determined in response to the voltage signal developed on line 36.

That is, at the stage where the voltage signal on line 36 is the smallest (comparator output is "rl, 1, 1"), logic gates 42-45 all produce "0". Therefore, the air blowing devices 26 and 27 are placed in a state where the air blowing is stopped.

Next, at a stage where the voltage signal on the line 36 is somewhat large (the comparator output is rl, . . . OJ), only the logic gate 45 generates "1". Therefore, when the transistor 48 is turned on, automatic low-speed operation is realized.

In addition, when the voltage signal on line 36 is larger (comparator output is rl, , OJ), logic gate 42 and 44
generates “1”. Therefore, when the transistor 49 is turned on, automatic medium-speed operation is realized. Furthermore, the voltage signal on line 36 is at its maximum stage (the comparator output is ro
, 0. In OJ, only the logic gate 43 generates "1". Therefore, when the transistor 50 is turned on, automatic high-speed operation is realized.

Thus, as mentioned above, the voltage signal on line 36 represents the required heating effect, which is determined by the operating position of actuator 16 and the actual outside and outside air temperatures. To explain this in detail, when the operating device 16 is now operated in a direction away from the operation start end area S1, that is, in a direction that increases the heating effect, the variable resistor 18 increases its resistance value. This acts to increase the voltage signal on the line 36, and depending on the degree of increase, the comparators 37 to 39 change the stage at which transistors 48 to 50 are turned on to further increase the blowing capacity. It means to let things happen.

When the operating device 16 is at any predetermined operating position, if the cabin air temperature is relatively low, the voltage signal on the line 36 is increased to increase the air blowing capacity to a relatively large level. This increases the amount of air supplied to the cabin and promotes heating. If the air temperature in the cabin gradually increases, the resistance value of the inside air sensor 19 gradually decreases, and the voltage signal on the line 36 decreases accordingly, so that the stage of the air blowing capacity changes in the direction of reducing the air blowing capacity. be done. The influence of the outside air temperature of the vehicle is also detected by the outside air sensor 20, and the lower the outside air temperature is, the more the air blowing ability level is changed in the direction of increasing the air blowing ability.

The cabin air temperature is so low that heating capacity is not required.
is high relative to the operating position, the voltage on line 36 is at its minimum magnitude and the comparator output is 'l.

, 1'', and it is decided to stop the air blowing.

If a small heating effect is sufficient, the comparator output is “1°1, O
When low-speed operation is performed and the cabin air temperature increases relative to the operation of the operating device, the comparator output changes to rl, , IJ.

In this way, the minute heating effect is adjusted by repeating low-speed operation and stopping of the blower device 26, 27 so that the necessary heating effect can be obtained.

Thus, automatic temperature control of the passenger compartment is provided when the blower switch 23 is operated to the automatic operation position.

By the way, when the blower switch 23 is in the low speed operating position (Lo), the logic gates 43 and 44 produce "0", and the logic gate 45 determines whether the low speed relay 30 is energized or deenergized. Logic gate 45 is connected to rl by inverter 47.
Since J is given, the output signal of the comparator 39 gives
The output of logic gate 45 is selected. That is, if the voltage signal on the line 36 is not at the minimum level, "1" is selected, and if it is at the minimum level, "0" is selected. This allows for low-speed operation of the blowers 26, 27 with manual regulation, except in cases where the electrical circuit determines that little heating effect is required.

[Brief explanation of drawings]

The accompanying drawings show an embodiment of the present invention, and FIG. 1 is a schematic configuration diagram, FIG. 2 is a characteristic diagram showing the opening of a valve in response to operation of an operating device, and FIG. 3 is an electrical wiring diagram. DESCRIPTION OF SYMBOLS 11... First heating unit, 12... Second heating unit, 15... Valve, 16... Temperature adjustment operator, 1
8... Variable resistor (first signal generator), 19... Inside air sensor (second signal generator), 20... Outside air sensor (
3rd signal generator), 21... control unit, 23...
・Blower switch, 26.27...Electric blower device, 28
゜29...Current limiting resistor, 30...Low speed relay,
31...Medium speed relay, 32...High speed relay, 3
7, 38.39... Comparator, 42, 43, 44.45
...Logic gate, 48,49.50...Transistor. Agent Patent Attorney Okabe Temperature Falling Figure 1 Figure 2

Claims (1)

[Claims] A first heating unit is arranged near the driver's seat in the passenger compartment of the vehicle,
At least one second heating unit is arranged in a passenger compartment relatively far from the driver's seat, and the first and second heating units obtain their heat source from the cooling water of the internal combustion engine for driving. A control device comprising: an electric blower installed in the second heating unit so as to be able to adjust the flow rate of heating air; a temperature adjustment controller installed near the driver's seat; a valve that is provided in the cooling water circulation path of the controller and is closed only when the operating position of the operating device is in a predetermined operation starting end range, and is opened when the operating position of the operating device exceeds the operating starting end range; a first signal generator for generating a first signal responsive to the air temperature in the passenger compartment; a second signal generator generating a second signal responsive to the air temperature in the passenger compartment; and a third signal generator for generating a third signal responsive to the air temperature outside the passenger compartment. a signal generator, responsive to the first, second and third signals, for increasing the flow rate of heating air as the operating position of the operating device moves away from the operating start area; control means for generating a control signal indicative of a controlled variable representing a flow rate of heating air so as to increase the flow rate of heating air as the air temperature outside the vehicle passenger compartment increases, and in response to said control signal, the flow rate of said heating air is increased from zero. A control device for a vehicle heating system, comprising adjusting means for varying a predetermined maximum flow rate.