JP3202463B2 - Vehicle heating system - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a heating device for a vehicle which can exhibit a high heating capacity even at an early stage of engine start.

[0002]

2. Description of the Related Art Conventionally, in vehicles such as automobiles,
Heating of the passenger compartment is performed using the heat of the cooling water that cools the engine. However, in such a vehicle heating device, the cooling water is not sufficiently warmed immediately after the engine is started. However, there is a problem that heating cannot be performed. It takes about 5 to 6 minutes for the cooling water to warm up to a temperature sufficient for heating, so in winter, etc., the occupants must keep cold in the cabin for 5 to 6 minutes after starting the engine. Must be patient.

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

[0004] As a heating device provided with such a heat storage device, a device disclosed in Japanese Patent Application Laid-Open No. 2-41921 is known. In this prior art, cooling water is
A first circulation path that circulates only between the regenerator and the heater core for warming the air blown into the vehicle interior, a second circulation path that repeatedly passes the cooling water only through the engine, and a first circulation path and a second circulation path. A connection passage connecting the two circulation paths is provided. A first mode for circulating the cooling water in the first circulation path and the second circulation path; and a second mode for circulating the cooling water between the regenerator, the heater core, and the engine via the connection passage. Two modes are provided. In the first mode, since the heat of the regenerator is supplied only to the heater core, heating can be performed immediately after the engine is started. Therefore, in the early stage of the engine start, the first mode is selected, heating is performed by the heat of the regenerator, and when the cooling water temperature of the engine becomes the same as the water temperature of the regenerator, the mode is switched to the second mode and the engine is switched to the second mode. Is heated by the cooling water.

[0005]

However, in the above conventional example, at the time of switching from the first mode to the second mode, the cooling water in the connecting passage flows to the regenerator and the heater core. The cooling water in the connection passage is at a low temperature because it is not exposed to the heat of the regenerator and the heat of the engine, and when the low-temperature cooling water flows into the regenerator,
Even in the heat accumulator, a large amount of low-temperature cooling water suddenly flows in and the cooling water flows to the heater core without sufficient heat exchange. Therefore, immediately after switching from the first mode to the second mode, there has been a problem that the temperature of the heater core temporarily drops, and the blast temperature drops, giving an uncomfortable feeling to the occupant.

Accordingly, the present invention has been made in view of the above-described problems, and has as its object to switch from a state in which heating is performed by a regenerator to a state in which heating is performed by cooling water of an engine. An object of the present invention is to provide a vehicle heating device that does not give an occupant a sense of discomfort.

[0007]

In order to solve the above-mentioned problems and achieve the object, a vehicle heating apparatus according to the present invention stores heat of cooling water when the temperature of the cooling water of an engine is high. A heat accumulator, a heater core for applying heat of cooling water to air blown into the vehicle compartment to warm the air, a first circulation path for circulating cooling water between the heat accumulator and the heater core, and a cooling water. And a first circulation path for circulating cooling water between the heat accumulator, the heater core, and the engine. Path and the second
A state in which a connection passage connecting the circulation path and the cooling water is circulated in the first circulation path and the second circulation path;
An opening / closing means for opening and closing the connection passage for switching a state in which the cooling water is circulated in the third circulation path; and a cooling water provided in the opening / closing means, wherein the cooling water is provided in the first circulation path and the second circulation path. Leaking means for allowing a small amount of cooling water to pass through the connection passage between the first circulation path and the second circulation path when the cooling water is circulated in the circulation path. It is characterized by having.

Further, the vehicle heating device of the present invention provides a regenerator for storing the heat of the cooling water when the temperature of the cooling water of the engine is high, and provides the heat of the cooling water to the air blown into the vehicle interior. A first circulation path for circulating cooling water between the regenerator and the heater core; a second circulation path for repeatedly passing cooling water through the engine; A connection passage connecting the first circulation passage and the second circulation passage to form a third circulation passage for circulating the heat between the regenerator, the heater core, and the engine; Opening and closing means for opening and closing the connection passage to switch between a state in which the cooling water is circulated in the first circulation path and the second circulation path and a state in which the cooling water is circulated in the third circulation path And the cooling water, When switching from a state in which the cooling water is circulated in the third circulation path to a state in which the cooling water is circulated in the third circulation path, a state in which the cooling water is circulated in the annular circulation path and the second circulation path, the cooling water in the connection path is passed through the heater core. And a bypass passage for bypassing and feeding the second circulation path side.

Further, in the vehicle heating apparatus according to the present invention, the bypass passage forms a part of the first circulation path.

[0010]

As described above, since the vehicular heating apparatus according to the present invention is constructed, the cooling water flows between the first circulation path and the second circulation path.
When a small amount of cooling water flows in the connection passage while flowing through the circulation path, the cooling water in the connection passage is also heated by the heat of the regenerator or the engine. Even when the state is switched to the state of flowing through the third circulation path, low-temperature cooling water is prevented from flowing into the regenerator and the heater core, and the temperature of the hot air is temporarily lowered, so that the occupant may feel uncomfortable. Is prevented.

When the cooling water is switched from flowing through the first circulation path and the second circulation path to flowing through the third circulation path, the low-temperature cooling water in the connection path is supplied to the heater core. And is sent to the engine side by bypassing, the temperature of the hot air is prevented from lowering due to the flow of low-temperature cooling water through the heater core, and the occupant is prevented from feeling uncomfortable.

[0012]

Preferred embodiments of the present invention will be described below in detail with reference to the accompanying drawings. (First Embodiment) FIG. 1 shows a vehicle heating device 8 according to a first embodiment.
FIG. 3 is a diagram showing the configuration of FIG. In FIG. 1, reference numeral 10
Is a ventilation duct for guiding the air-conditioning air to the passenger compartment. This ventilation duct 10 has, at its upstream end, an outside air inlet 12 for introducing outside air.
And an inside air inlet 14 for introducing air in the passenger compartment. The outside air inlet 12 and the inside air inlet 14 are selectively opened and closed by an inside / outside air switching door 16.

On the other hand, at the downstream end of the ventilation duct 10, a vent outlet 18 opening toward the upper body of the occupant, a heat outlet 20 opening toward the foot of the occupant, and a windshield or door glass are provided. A defroster outlet 22 that opens is provided. A vent door 24 for opening and closing the vent outlet 18 is provided.
The heat outlet 20 is provided with a heat door 26 for opening and closing the same, and the defroster outlet is provided with a defroster door 28 for opening and closing the same.

In the ventilation duct 10, an air blower 30, a cooling unit (cooling heat exchanger) 32, an air mixing door 34,
36, a heater core (heat exchanger for heating) H / C is provided. The heater core H / C is connected to a later-described cooling water passage 42 for recirculating the cooling water of the engine EG, and the heat of the cooling water heated by the engine is passed through the heater core H / C into the ventilation duct 10. To the air flowing through the air, and the cabin is heated.

FIG. 2 shows a circulation circuit of the cooling water introduced into the heater core H / C. In FIG. 2, a cooling water passage 42 for circulating cooling water of the engine EG is provided in a heater core H / C for warming air blown into the vehicle interior. The cooling water passage 42 includes an upstream passage 42a in which cooling water flowing out of the engine EG flows toward the heater core H / C, and a downstream passage 42b in which cooling water flowing out of the heater core H / C flows toward the engine EG. It is configured. An intermediate portion between the upstream passage 42a and the downstream passage 42b includes bypass passages 42c and 42c.
d is connected. A first valve 44 for opening and closing the upstream passage 42a is provided between the points A and B where the upstream passage 42a and the bypass passages 42c and 42d intersect. Further, the downstream passage 42b and the bypass passage 42
A second valve 46 for opening and closing the downstream passage 42b is provided between the points C and D where c and 42d intersect. Further, a third valve 48 for opening and closing the bypass passage 42c is provided at an intermediate portion of the bypass passage 42c, and a fourth valve for opening and closing the bypass passage 42d is provided at an intermediate portion of the bypass passage 42d. 50 are provided. An electric first pump P1 for circulating cooling water is interposed between the point C on the downstream passage 42b and the heater core H / C.

On the other hand, a heat accumulator 51 is arranged between the point A on the upstream passage 42a and the heater core H / C. The heat storage device 51 includes a heat insulating container 52 and a heat storage material H / B disposed in the heat insulating container 52. Insulated container 5
Numeral 2 is for storing the cooling water warmed by the engine during the previous operation in a high temperature state, and has a predetermined volume for storing the cooling water. By flowing the high-temperature cooling water in the heat insulating container 52 to the heater core H / C immediately after starting the engine, it is possible to heat the vehicle interior immediately after starting the engine. A fifth valve 54 and a sixth valve 56 are provided before and after the heat insulating container 52 in order to prevent the high-temperature cooling water in the heat insulating container 52 from mixing with the cooling water in the upstream passage 42a. Have been. The fifth and sixth valves 54 and 56 are opened immediately after the start of the engine, and the high-temperature cooling water in the heat insulating container 52 flows toward the heater core H / C.
Low-temperature cooling water from the upstream begins to flow.

The heat storage material H / B has a function of warming the low-temperature cooling water flowing into the heat insulating container 52 from the upstream side after the high-temperature cooling water in the heat insulating container 52 flows out toward the heater core H / C. I do. As the heat storage material H / B, for example, a substance exhibiting a supercooling phenomenon may be used, or a substance having a large specific heat may be used. Here, a material that exhibits a supercooling phenomenon is a material that absorbs heat and melts when the temperature exceeds the melting point, but once completely melted, maintains a molten state without crystallization even if the temperature falls below the melting point, Alternatively, it is a material that immediately releases the latent heat of fusion and crystallizes when an electrical stimulus or a seed crystal is applied. Therefore, the heat storage material H
When a material showing a supercooling phenomenon is used for / B, the heat storage material H / B absorbs the heat of the cooling water and melts when the cooling water is warmed by the engine to a steady temperature, Thereafter, the liquid state is maintained and latent heat is stored even when cooled. When a predetermined trigger is applied, the heat storage material H / B immediately starts to crystallize, and the heat stored up to that point is released. Therefore, if a trigger is applied to the heat storage material H / B after the engine is started, when the low-temperature cooling water starts flowing into the heat insulating container 52, the low-temperature cooling water can be immediately warmed. it can. When a substance having a large specific heat is simply used as the heat storage material H / B, a trigger or the like is not required, and heat is transferred from the heat storage material H / B to the low-temperature cooling water flowing into the heat insulating container 52. The heat is dissipated and the cooling water is warmed.

A water temperature sensor 57 for detecting the temperature of the cooling water discharged from the heat accumulator 51 is provided near the outlet of the cooling water from the heat accumulator 51. Also,
A water temperature sensor 59 for detecting the temperature of the cooling water flowing into the heater core H / C is arranged near the inlet of the cooling water of the heater core H / C.

On the other hand, the upstream passage 42a and the downstream passage 42
At the end on the side opposite to the side where the heater core H / C is connected, in order to prevent the cooling water of the engine EG from becoming unnecessarily high in temperature, air having the cooling water taken in from outside the vehicle body is provided. A radiator 60 for cooling is connected. A second pump P2, which is another pump for circulating cooling water, is disposed in an intermediate portion of the upstream passage 42a connecting the radiator 60 and the engine EG. This second pump P2 is a pump directly driven by the rotational force of the engine. A temperature sensing valve T / S is provided between the radiator 60 and the second pump P2. The temperature sensing valve T / S has a bypass passage connecting the upstream passage 42a and the downstream passage 42b. 62 are connected. The temperature sensing valve T / S operates so that the cooling water passes through the radiator 60 when the temperature of the cooling water becomes higher than necessary, and that the cooling water passes through the bypass passage 62 when the temperature of the cooling water is not high. work.

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

Next, FIG. 3 is a view showing a cross section of the first valve 44 and the second valve 46. As shown in FIG. As shown in FIG. 3A, the first valve 44 and the second valve 46 have leak holes 44b and 46b formed in a part of the valve seals 44a and 46a, respectively, so that even when the valves are closed. The cooling water can always flow through the leak holes 44b and 46b. These leak holes 44b, 46b
The effect of will be described later. Also, instead of the leak hole, a notch 44 is formed in a part of the valve seals 44a, 46a.
c, 46c are formed in advance, and the notches 44c, 46c
The cooling water may always be allowed to flow through the.

Next, a control device for controlling the operations of the first to sixth valves 44 to 56 and the first pump P1 provided in the circulation circuit of FIG. 2 will be described.

FIG. 4 is a diagram showing a connection state of the control device 70 and the above-mentioned temperature sensor, valve, pump and the like.

As shown in FIG. 4, a battery 72 is connected to the control device 70, and power required for control is supplied from the battery 72. The control device 70 includes, as signals necessary for control, an ON / OFF signal of the auto switch 58, an ON / OFF signal of the blower switch 74, an ON / OFF signal of the quick heating switch 76, and a cabin temperature sensor (not shown). Temperature _tr , outside air temperature t _a from an outside air temperature sensor not shown, heater core water temperature t _H from water temperature sensor 59, regenerator water temperature t _B from water temperature sensor 57, engine water temperature t _E from water temperature sensor 64, engine temperature engine speed N _E from the rotation sensor 78 are inputted. Further, the controller 70 sets a target room temperature setting unit 8 for setting a target room temperature t _set indicating what temperature the room temperature should be.
0 is also connected, the target room temperature t _{se t} outputted from the target temperature setting unit 80 to the control unit 70 is also input. Further, a memory 82 storing a control program is also connected to the control device 70.

The control device 70 controls the first to sixth valves 44, 46, 4 based on the input signal and the program.
8, 50, 54, 56, the first pump P1, the air mix door 34, the blower 30, and the operation of the trigger generator 84 for applying a trigger signal to the heat storage material H / B.

Next, the operation of the vehicle heating apparatus configured as described above will be described with reference to the flowchart shown in FIG. In the following description, a material exhibiting a supercooling phenomenon is used as the heat storage material H / B.

First, when the engine is started, the program starts.

When the program starts, first, the entire heating apparatus is initialized. When this initialization is performed, the first and second valves 44 and 46, the fifth and sixth valves 54 and 56 are opened, and the third and fourth valves 44 and 46 are opened.
Then, the fourth valves 48 and 50 are closed, and the variable F is set to F = 0 (step S2).

In this state, since the engine has been started and the pump P2 has already been operated, the cooling water flows through the cooling water passage 42 along a path shown by a dashed line in FIG. Along with this, the warm water stored up to now flows out of the heat insulating container 52 into the cooling water passage 42a.

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

If the auto switch 58 is not turned on, the occupant does not need to automatically control the air conditioning, so the process proceeds to step S6 and the blower switch 74 is turned off.
It is determined whether or not N is set. If the blower switch 74 is ON, the occupant blows air into the passenger compartment with the air outlet and the air volume set manually (step S8), and returns. If the blower switch 74 has not been turned on in step S6, the process returns.

On the other hand, in step S4, the automatic switch 58
Is ON, the process proceeds to step S10 to perform automatic control of air conditioning.

In step S10, it is determined whether the quick heating switch 76 is ON. If the quick heating switch 76 is ON, it is considered that the occupant feels cold and wants to immediately heat the vehicle interior, so that step S1 is performed to perform quick heating.
Proceed to 2. Here, quick heating, as described later,
The cooling water is circulated along the path indicated by arrow G in FIG.
This means that the heat stored in 1 is concentrated and supplied only to the heater core H / C, and the vehicle interior is immediately warmed immediately after the engine is started.

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

In step S14, the engine EG is exhausted.
Engine water temperature t, which is the temperature of the cooling water to be output_E Is clear
It is determined whether the temperature is higher than the preset temperature T.
You. Here, the temperature T is set to, for example, 40 ° C.
You. That is, the engine water temperature t _E Is higher than the temperature T
This means that the cooling water that has passed through the engine EG
The engine EG side is warm enough
It means that the bunch can be performed. for that reason,
T at step S14_E If ≧ T, especially quick warm
Immediately cooling the engine EG side without performing the operation of the chamber
Because heating is possible with water, quick heating is determined to be unnecessary
Then, the process proceeds to step S28. Not shown in step S28
That the occupants do not need quick heating.
To notify that quick heating is not required.
U. Then, in order to perform steady-state heating control, it will be described later.
Proceed to step S34.

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

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

Next, in step S20, the temperature of the cooling water discharged from the heat accumulator 51 heat accumulator water temperature t _B and the engine coolant temperature t _E are compared. Normally, immediately after the engine is started, the engine water temperature t _E is low, and t _B > t _E , so that the process proceeds to step S22, and the quick heating operation is actually performed.

In step S22, the first opening which has been
The valve 44 and the second valve 46 are closed, the third and fourth valves 48 and 50 are opened, and then the operation of the first pump P1 is started (step S24). As a result, the cooling water in the cooling water passage 12 flows through the paths indicated by arrows G and H in FIG.

When the cooling water flows along the paths indicated by arrows G and H, the amount of heat stored in the heat storage 51 becomes
The air is supplied only to the heater core H / C. In this state, if the amount of hot air blown into the vehicle interior is controlled by the known automatic air conditioning control (step S2).
6) The vehicle interior is rapidly heated. That is, a quick heating state is set. Then, Step S20 to Step S
By repeating step 26, the operation of quick heating is continued, and the vehicle interior is heated.

Here, steps S20 to S26
When the above operation is repeated, the heat is stored in the heat accumulator 51.
The amount of heat was supplied from the heater core H / C into the cabin.
Therefore, the temperature gradually decreases, and
Water temperature of recirculating water (water temperature of regenerator) _B Gradually decreases.
On the other hand, the cooling water flowing in the engine EG
Through the engine, the heat generated by the engine EG itself
The engine water temperature t_E Is rising
Good. That is, the operations of steps S20 to S26 are performed.
Repeatedly, at some point, the engine coolant temperature t_E ≧ storage
Heater water temperature t_B Becomes In this case, the heat storage 5
Rather than using the hot water from 1 for heating.
If you use these hot water for heating, the heating capacity will be higher
Then, the process proceeds from step S20 to step S30.

In step S30, quick heating is no longer required, so the quick heating switch 76 is turned off.

Next, at step S32, the engine EG
The first and second valves 44 and 46 are opened, and the third and fourth valves 48 and 50 are closed in order to shift to a steady-state heating operation of heating with the cooling water. When each valve is operated in this manner, the cooling water flows through the path shown by the dashed line in FIG. 2, and the cooling water heated by the engine EG is supplied to the heater core H / C. Become.

At this time, immediately after the initialization in step S2, the auto switch 58 and the quick heating switch 7
When 6 is turned on, the operation of the quick heating is started immediately after the engine EG is started. Therefore, immediately after the start of the engine EG, the cooling water
Flows through the paths indicated by arrows H and G, and the cooling water flowing through these paths is gradually warmed by the regenerator 51 or the engine EG. However, the points A and B indicated by L in FIG. During this time, the cooling water is not warmed by either and remains cool. Therefore, when the cooling water is switched from the state of quick heating flowing in the path indicated by the arrow H and the arrow G to the path indicated by the dashed line, the low-temperature cooling water in the range indicated by L in FIG.
It is conceivable that the temperature of the heater core H / C temporarily drops due to the flow into the heater core H / C. As described above, when the temperature of the heater core H / C temporarily decreases, the temperature of the warm air blown into the vehicle interior also decreases, so that the occupant feels uncomfortable with this temperature change.

In order to prevent this, in the present embodiment, the leak holes 44b and 46b or the cutouts 44c and 46c are provided in the first valve 44 and the second valve 46 as already described with reference to FIG. . Thus, the leak hole 44
If the cooling water flows along the path indicated by the arrow H and the arrow G in FIG. 2, the cooling water in the range indicated by the arrow L and the arrow H Flowing into the path indicated by arrow G little by little, L
Is gradually filled with warm water. Therefore, according to the present embodiment, even if the cooling water switches from the path indicated by the arrow H and the arrow G to the path indicated by the dashed line, the heater core H /
It is possible to prevent low-temperature cooling water from flowing into C, thereby temporarily lowering the temperature of the hot air blown into the vehicle interior,
It is possible to prevent the occupant from feeling uncomfortable.

[0046] Thereafter, the control device 70, the detection value of each sensor _{(t r, t a, t} H, t B, t E, N E) uptake (step S34), the vehicle interior by a conventional automatic air conditioning control In addition to adjusting the amount of air blown to the air and the amount of opening of the air mix door 34, an appropriate air outlet is selected from the vent air outlet 18, the heat air outlet 20, and the defroster air outlet 22 to blow warm air into the vehicle interior. (Step S36).

Then, in step S38, the first pump P
1 is turned off, the process returns to step S4, and the operation after step S4 is performed again.

At this time, step S1 of the second loop
At 0, since the quick heating switch 76 is turned off at step S30 of the first loop, step S1
From step S0, the steps S12 to S32 for performing the quick heating operation are skipped, the process proceeds to step S34, and the operation of steps S34 to S38 is repeated.

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

After performing the quick heating once, steps S4 to S10 or S12 and steps S34 to S38 are repeated to shift to the normal steady state heating operation. (Second Embodiment) In the second embodiment, the first valve 44 and the second valve 46 do not have a leak hole or a notch as shown in FIG. .
Instead of these leak holes and cutouts, opening and closing control of each valve prevents a temporary decrease in the temperature of the heater core H / C when switching from quick heating to normal heating. The other device configuration is completely the same as that of the first embodiment, and the description of the same portions will be omitted.

FIG. 6 is a flowchart showing the operation of the second embodiment.

In the flowchart of the second embodiment, FIG.
Only the differences from the flowchart of the first embodiment shown in FIG. 11 in steps S2 and S29 to S33 will be described.

First, in the initialization of step S2, in addition to the operation of step S2 in the flowchart shown in FIG. 5, t, which is a parameter of the timer, is set to t = 0. The subsequent operations from step S4 to step S26 are exactly the same as those in the first embodiment of FIG.

At step S20, the engine coolant temperature t
_E is OFF the quick heating switch proceeds to the step S29 in the case beyond the regenerator temperature t _B.

Next, in step S30, the valve is switched to shift from the quick heating to the normal heating state. At this time, unlike the first embodiment, the first valve 4
4. The second valve 46 and the third valve 48 are opened, and the fourth valve 50 and the fifth valve 54 are closed. Accordingly, the low-temperature cooling water existing in the range indicated by L in FIG. 2 flows through the path indicated by the arrow J, bypasses the heater core H / C, and flows toward the engine EG. This prevents the low-temperature cooling water existing in the range indicated by L from flowing to the heater core H / C, and prevents the temperature of the warm air blown into the passenger compartment from lowering and causing the occupant to feel uncomfortable. . The time for flowing the cooling water through the path indicated by arrow J is the time t _{0 of} the timer.
Is set to, for example, 10 seconds, and when the timer reaches 10 seconds by steps S31 and S32,
Proceed to step S33. The set time of this timer is set to the time until all the cooling water in the range indicated by L flows to the engine side.

In step S33, the first valve 44, the second valve 46, and the fifth valve 54 are opened, and the third valve 4
8. Close the fourth valve 50 to allow the cooling water to flow through the path indicated by the dashed line. As a result, the operation shifts to the normal steady-state heating operation.

The operation after step S34 is the first operation.
This is the same as in the embodiment.

In the above description, the timer is set to 10 seconds. However, the flow rate of the second pump P2 may be calculated from the engine speed, and the timer time may be set based on this flow rate. .

As described above, in the vehicle heating system of the above embodiment, the cooling water in the circulation passage on the engine side and the connection passage interposed between the regenerator and the circulation circuit on the heater core side is supplied to the leak hole. By warming by the action or letting the cooling water in the connection passage escape to the engine side,
The low-temperature cooling water in the connection passage is prevented from being introduced into the heater core H / C, and the temperature of the warm air is temporarily reduced, thereby preventing the occupant from feeling uncomfortable.

It should be noted that the present invention can be applied to a modification or modification of the above embodiment without departing from the gist thereof.

For example, in the above-described embodiment, the regenerator water temperature t _B and the engine water temperature t _E are compared to determine the transition from the quick heating state to the normal heating state, as shown in the flowchart of FIG. For example, if the timer time t ₀ is 30
The heater core temperature t _H is compared with the engine coolant temperature t _E every time, and when the heater core coolant temperature t _H becomes equal to or lower than the engine coolant temperature t _E , the mode is shifted from the quick heating to the normal heating state. You may do. Thus it can be omitted water temperature sensor for measuring the regenerator t _B if it is possible to reduce the cost.

Further, the length of the connection passage indicated by L in FIG. 2 may be set to be short so that the amount of low-temperature cooling water staying here is reduced as much as possible.

[0063]

As described above, according to the vehicle heating apparatus of the present invention, when the cooling water flows through the first circulation path and the second circulation path, a small amount of the cooling water flows through the connecting passage. , The cooling water in the connection passage is also heated by the heat of the regenerator or the engine. Therefore, even if the cooling water is switched to the state of flowing through the third circulation path, the heat storage This prevents low-temperature cooling water from flowing into the heater and the heater core, and prevents the occupant from feeling uncomfortable due to a temporary decrease in the temperature of the warm air.

When the cooling water is switched from flowing through the first circulation path and the second circulation path to flowing through the third circulation path, the low-temperature cooling water in the connecting passage is supplied to the heater core. And is sent to the engine side by bypassing, the temperature of the hot air is prevented from lowering due to the flow of low-temperature cooling water through the heater core, and the occupant is prevented from feeling uncomfortable.

[Brief description of the drawings]

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

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

FIG. 3 is a view showing a cross section of a first valve and a second valve.

FIG. 4 is a diagram illustrating a connection state of a control device and a temperature sensor, a valve, a pump, and the like.

FIG. 5 is a flowchart showing an operation of the vehicle heating device of the first embodiment.

FIG. 6 is a flowchart showing the operation of the vehicle heating device of the second embodiment.

FIG. 7 is a flowchart illustrating another example of a determination to shift from a quick heating state to a normal heating state.

[Explanation of symbols]

 Reference Signs List 8 vehicle heating device 10 ventilation duct 12 outside air inlet 14 inside air inlet 16 inside / outside air switching door 18 vent outlet 20 heat outlet 22 defroster outlet 24 vent door 26 heat door 28 defroster door 30 blower 32 cooling unit 34, 36 air mix Door 42 Cooling water passage 44 First valve 46 Second valve 48 Third valve 50 Fourth valve 51 Heat storage 52 Insulated container 54 Fifth valve 56 Sixth valve 57, 59, 64 Water temperature sensor 58 Auto switch 60 Radiator 62 Bypass passage 70 control device 72 battery 74 blower switch 76 quick heating switch 78 rotation sensor 80 target temperature setting unit 82 memory

──────────────────────────────────────────────────続 き Continuation of front page (72) Inventor Takayuki Kuwahara 3-1, Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture Mazda Co., Ltd. (56) References JP-A-2-41921 (JP, A) JP-A-61 −295438 (JP, A) (58) Fields investigated (Int. Cl. ⁷ , DB name) B60H 1/08

Claims (3)

(57) [Claims] 1. A regenerator for storing heat of cooling water when the temperature of cooling water of an engine is high, a heater core for giving heat of the cooling water to air blown into a vehicle compartment to warm the air, and cooling water. A first circulation path for circulating cooling water between the regenerator and the heater core, a second circulation path for repeatedly passing cooling water through the engine, and a cooling water for the regenerator, the heater core, and the engine. A connection path connecting the first circulation path and the second circulation path to form a third circulation path for circulating the cooling water between the first circulation path and the first circulation path. An opening / closing means for opening and closing the connection passage for switching between a state circulated in the second circulation path and a state in which the cooling water is circulated in the third circulation path; and The cooling water is supplied through the first circulation path. A small amount of cooling water can be transmitted between the first circulation path and the second circulation path through the connection path when the path is circulated in the second circulation path. A heating device for a vehicle, comprising: 2. A regenerator for storing heat of the cooling water when the temperature of the cooling water of the engine is high, a heater core for giving heat of the cooling water to air blown into the vehicle compartment to warm the air, and cooling water. A first circulation path for circulating cooling water between the regenerator and the heater core, a second circulation path for repeatedly passing cooling water through the engine, and a cooling water for the regenerator, the heater core, and the engine. A connection path connecting the first circulation path and the second circulation path to form a third circulation path for circulating the cooling water between the first circulation path and the first circulation path. Opening and closing means for opening and closing the connection passage to switch between a state circulated in the second circulation path and a state in which the cooling water is circulated in the third circulation path; Circulation path and the second circulation path When the cooling water is switched from the state in which the cooling water is circulated to the state in which the cooling water is circulated in the third circulation path, the cooling water in the connection passage bypasses the heater core and the second circulation path A heating device for a vehicle, comprising: a bypass passage for feeding into a side of the vehicle. 3. The vehicle heating apparatus according to claim 2, wherein the bypass passage forms a part of the first circulation path.